method for operating a level crossing predictor and level crossing predictor

专利摘要:
method and apparatus for signaling level crossing adjacent to bidirectional downstream. a first and second level crossing predictors communicate with each other, and each predictor transmits signals to instruct adjacent downstream predictors to activate their warning devices at a constant warning time (referred to as dax activation) using detection information train from the other predictor. communications between predictors can be based on rail, wireless or wired using conductors other than rails. multiple predictors can be present between the first and second level crossing predictors, and each of these predictors can be activated by dax by one of the external predictors based on the direction of the train. the predictor also transmits a signal to inform the other predictor of the train's presence, so that the other predictor can determine whether to suppress dax activation. it also reveals a method for detecting the direction of a train arriving at a predictor using a second receiver connected to the tracks at a location offset from the first receiver.
公开号:BR112012010020B1
申请号:R112012010020
申请日:2010-10-26
公开日:2019-12-17
发明作者:M O´Dell Randy
申请人:Invensys Rail Corp；Siemens Industry Inc；Siemens Rail Automation Corp；
IPC主号:

专利说明:

METHOD FOR OPERATING A LEVEL PASS PREDICTOR AND LEVEL PASS PREDICTOR [001] The present application claims priority to the U.S. Application
Provisional No. 61 / 272.726, filed on 27 October 2009 and entitled Method and Apparatus for Bi-Directional Downstream Signaling Adjacent Crossing, the entirety of which is incorporated herein by reference. The present order is also related to the provisional US Order No. Serial 61 / 226,416, filed on July 17, 2009 and entitled Track Circuit Communications, the entirety of which is incorporated herein by reference.
BACKGROUND OF THE INVENTION [002] The level crossing predictor (also known by the English terms grid crossing predictor in the United States or level crossing predictor in the United Kingdom) is an electronic device that is connected to the tracks of a railroad and is configured to detect the presence of an approaching train and determining its speed and distance from a level crossing (that is, a place where the train tracks cross a road, sidewalk or other surface used by moving objects), and use this information to generate a constant warning time signal to control a level crossing warning device. The level crossing warning device is a device that notifies the approach of a train at a level crossing, such as the level crossing gate arms (for example, the familiar wooden arms with black and white strips usually found at road level crossings to warn drivers of a train approaching), level crossing lights (such as the two flashing red lights often found at road level crossings in conjunction with the level crossing gate arms discussed above) and / or level crossing bells or other devices 870190053054, dated 11/06/2019, p. 9/73
2/57 sound alarm. Level crossing predictors are often (but not always) configured to activate the level crossing warning device at a fixed time (for example, 30 seconds) before an approaching train arrives at a level crossing.
[003] Typical level crossing predictors include a transmitter that transmits a signal along a circuit formed by the railroad tracks and one or more deviations positioned at desired approach distances from the transmitter, a receiver that detects one or more resulting signal characteristics, and a logic circuit, such as a microprocessor or interconnected logic that detects the presence of a train and determines its speed and distance from the level crossing. The approach distance depends on the maximum allowed speed of a train, the desired warning time, and a safety factor. Preferred embodiments of level crossing predictors transmit a constant AC signal, and the level crossing predictor detects a train and determines its distance and speed by measuring the impedance changes due to the wheels and axles of the train acting as a deviation from the along the tracks and thereby effectively reducing the length (and therefore impedance) of the tracks in the circuit. Those skilled in the art will recognize that other configurations of level crossing predictors are possible.
[004] It should be understood that trains are sometimes expected to move in both directions along a railroad track. In such situations, a detour can be placed at the desired approach distance on both sides of a level crossing. Level crossing predictors typically detect a train on both sides of the level crossing and activate a warning device when a train is approaching from any direction, but does not
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3/57 are able to determine the direction of travel of a train along the railroad track or to distinguish a train on one side of the level crossing from a train on the other side of the level crossing (in other words, the train crossing predictor). level can determine that a train is moving towards or away from it, but cannot determine which side of the level crossing the train is approaching). Such level crossing predictors are sometimes called bidirectional level crossing predictors.
[005] In certain locations, two or more level crossings may be located within a desired approach distance from each other. In order to prevent the signals transmitted by one level crossing predictor from interfering with another level crossing predictor in such situations, level crossing predictors are generally configured to transmit at different frequencies. This technique works well when the number of adjacent level crossings is small. However, when the number of adjacent level crossings becomes larger, a problem can occur. A certain degree of separation between the transmitted frequencies is necessary to ensure that a level crossing predictor can reliably distinguish between its frequency and an adjacent frequency, and the maximum distance at which a train can be reliably detected is inversely proportional to the transmission frequency. Thus, only a number of unique frequencies that level crossing predictors can transmit are available. In fact, in some areas (especially urban areas), there may not be enough single frequencies to accommodate a number of level crossings in close proximity to the desired approach distances.
[006] In order to address such situations, techniques were developed to use a level crossing predictor to detect and predict 870190053054, dated 11/06/2019, p. 11/73
4/57 see the arrival of a train at a downstream level crossing and transmit a constant warning time signal to a warning device at the downstream level crossing (ie, generate and transmit a generate and transmit a signal to activate the warning device at the downstream location when the speed and distance of a train are such that the train will reach the downstream level crossing within a desired constant warning time). A term commonly used in the railway sector for such forecasting and signaling is DAXing, or DAX detection. DAX is an acronym for downstream adjacent crossing. Additional background information regarding DAX detection can be found in U. S. Patent No. 7,575,202, the content of which is incorporated herein by reference. It should be understood that the DAX signal can be transmitted by any means, including by radio or by buried lines or cables above the ground.
[007] Those skilled in the art will recognize that, for railways where trains can move in any direction, DAX detection may be desired when a train moves in one direction but not in the other direction. For example, on a rail track that runs from east to west, it is desirable for a level crossing predictor at a first level crossing to perform DAX detection on a second device at a nearby second level crossing located east of the first level crossing if a train is approaching the first western level crossing. However, having the level crossing predictor on the first level crossing perform DAX detection on the second level crossing may not be desirable in the event that the train approaches the first level crossing from the east.
[008] In situations where three (or more) level crossings are located very close and a sufficient number of frePetition 870190053054, dated 06/11/2019, p. 12/73
5/57 unique transmission frequencies are not available, it is common to configure external level crossing predictors to detect DAF in internal level crossing predictors (and sometimes also perform DAX detection on the external downstream predictor). Since bidirectional level crossing predictors are unable to determine which side of a level crossing a train is approaching, and since it is desirable for an external level crossing predictor to perform DAX detection on an internal level crossing predictor only when the internal level crossing predictor is downstream in relation to the direction in which a train is moving, external predictors are designed to act as unidirectional predictors by providing an isolated railroad joint at the location of the external predictor. The insulated track junction only allows the transmitted signal to propagate in one direction along the track. The level crossing predictor will employ two circuits, one on each side of the insulated joint, with each circuit, therefore, detecting trains on only one side of the level crossing. The level crossing predictor is equipped with logic capable of determining whether the train on one circuit had already been seen by the other circuit and, therefore, can perform DAX detection only in the desired direction. In other variations, insulated joints are used in other ways to allow reuse of frequencies in dense areas.
[009] The use of isolated railroad joints to accommodate level crossing predictors, as discussed above, is costly, both in terms of the cost of the initial installation and the maintenance of the isolated railroad joints themselves, and due to the need additional changes to the installed signaling system, such as the need for coded rail repeater units and filters
BRIEF DESCRIPTION OF THE DRAWINGS
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6/57 [0010] Fig. 1 is a circuit diagram of a known level crossing predictor.
[0011] Fig. 2 is a schematic diagram showing a first DAX detection installation using isolated railroad joints.
[0012] Fig. 3 is a schematic diagram showing a second DAX detection installation using insulated rail joints.
[0013] Fig. 4 is a schematic diagram showing a DAX detection facility employing rail-based communications and bidirectional level crossing predictors without the use of isolated railroad joints, and a train in an approach position.
[0014] Fig. 5 shows the DAX detection installation of Fig. 4 with the train in a second position.
[0015] Fig. 6 shows the DAX detection installation of Fig. 4 with the train in a third position.
[0016] Fig. 7 shows the DAX detection installation of Fig. 4 with the train in a fourth position.
[0017] Fig. 8 shows the DAX detection installation of Fig. 4 with the train in a fifth position.
[0018] Fig. 9 shows a DAX detection facility employing a pair of vital I / O connections between bidirectional level crossing predictors without the use of isolated railroad joints.
[0019] Fig. 10 is a circuit diagram of a level crossing predictor circuit including a direction detection component.
[0020] Figs. 11 to 13 are schematic diagrams that illustrate the configuration of various thresholds and timers in a DAX detection facility.
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7/57 [0021] Figs. 14-37 are sequence diagrams that illustrate the operation of DAX installations under various configurations and operating conditions.
DETAILED DESCRIPTION [0022] The present invention will be discussed with reference to preferred embodiments of level crossing predictors. Specific details, such as transmission frequencies and types of rail circuits, are presented in order to provide a meticulous understanding of the present invention. The preferred embodiments discussed herein are considered in all respects to be illustrative and are not to be construed as limiting to the invention. In addition, to facilitate understanding, certain steps in the method are outlined as separate steps; however, these steps should not be interpreted as necessarily distinct or dependent on the order in which they are performed.
[0023] Fig. 1 illustrates a level crossing predictor circuit
100 typical of the prior art at a location where a road 20 crosses rail 22. Rail 22 includes two rails 22a, 22b and a plurality of sleepers (not shown in Fig. 1) that support the rails. Rails 22a, b are illustrated as including inductors 22c. Inductors 22c are not separate physical devices, but are instead presented to illustrate the inherent distributed inductance of rails 22a, b. This inductance is normally considered to be 0.5 mH per 1000 feet of rail. A level crossing predictor 40 comprises a transmitter 43 connected through rails 22a, b on one side of road 20 and a receiver 44 connected through rails 22a, b on the other side of road 20. Although transmitter 43 and receiver 44 are connected on opposite sides of road 20, those skilled in the art will recognize that components of transmitter 43 and receiver 44 other than the physical conductors that
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8/57 if they connect to the rail are usually co-located in a wrapper located on one side of the road 20. Transmitter 43 and receiver 44 are also connected to a control unit 44a, which is also usually located in the aforementioned wrapper . Control unit 44a is connected to, and includes logic to control warning devices 47 at level crossing 20. The control unit 44a also includes logic (which can be implemented in hardware, software, or a combination of the two) for calculating train speed and constant warning time signals for its own level crossing and for DAX signals for others predictors at downstream level crossings, and also includes logic, timers and input ports which are described in more detail below. Also illustrated in Fig. 1 is a pair of detours 48, one on each side of the road 20 at a desired approach distance. The offsets 48 can be single conductors, but are typically tuned AC circuits configured to bypass the particular frequency to be transmitted by the transmitter 43. A frequency-selectable bypass is disclosed in US Patent 5,029,780, the entire content of which is incorporated herein by reference . Transmitter 43 is configured to transmit a constant AC signal at a particular frequency, typically in the audio frequency range, such as 50 Hz - 1000 Hz. Receiver 44 measures voltage across rail tracks 22a, b, which (a since the transmitter 43 generates a constant current) it indicates the impedance and, therefore, the inductance of the circuit formed by the tracks 22 a, b and deviations 48.
[0024] If a train advancing towards road 20 crosses one of the detours 48, the train wheels and axes act as detours that essentially shorten the length of the tracks 22a, b, thereby decreasing the inductance and, therefore, the impedance and the Electric tension. Measuring the change in impedance indicates the distance from the train, and the
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9/57 measuring the rate of change of the impedance (or integrating the impedance over time) allows the train speed to be determined. As a train moves towards road 20 from any direction, the impedance of the circuit will decrease, while the impedance will increase as the train moves away from receiver 44 / transmitter 43 towards detours 48 . Thus, the predictor is able to determine whether the train is arriving or leaving in relation to road 20, but is not able to determine on which side of road 20 the train is located.
[0025] Predictor 40 emits a signal, sometimes called the EZ level, which is dependent on the aforementioned change in impedance. The EZ level is a normalized value that is based on an integration of multiple railroad parameters (for example, amplitude, phase, etc.,) to represent the position of a train on approach. An EZ level of 100 is the maximum rated power signal when no train is approaching (that is, between receiver 44 and any of the branches). As a train approaches the receiver 44 from any direction, the EZ level decreases almost proportionally to the train's distance from the receiver 44. Thus, the EZ level when a train has traveled approximately half the approach distance will be approximately 50. In practice, an EZ level above 80 is sometimes used as a threshold to declare that a train is in or out of the approach. , while an EZ level below 10 or 20 is sometimes used as a threshold to indicate a train in close proximity.
[0026] Those skilled in the art will recognize that more sophisticated level crossing predictor circuits are configured to compensate for leakage currents through rails 22a, B (as caused by water and / or salt on the road), which are typically resistive instead of inductive, for example, measuring deviations from
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10/57 phase in addition to the amplitude. All such modifications fall within the scope of the invention.
[0027] As discussed above, transmitter 43 and receiver 44 are normally located on opposite sides of road 20. Those skilled in the art will recognize that this is not necessary for the level crossing predictor circuit, and that it is possible that transmitter 43 and receiver 44 are located at the same points on tracks 22a, b (in fact, this is often the case of unidirectional level crossing predictors). Transmitter 43 and receiver 44 are placed on opposite sides of road 20 in order to form a part of what is known in the art as an island circuit. The island circuit is a rail occupation circuit that detects the presence of a train between the receiver and the transmitter. It is called an island circuit because the width W of the road 20 that crosses the railroad 22 is typically designated by the industry as an island, probably because these regions are typically elevated in relation to adjacent areas and resemble an island in the case in point. that adjacent areas in a lower position are flooded. Island circuits are desirable so that a level crossing warning device (for example level crossing gates) can be deactivated to allow traffic to use road 20 to cross rail 22 as soon as the train has left the section of railroad 22 that crosses road 20. Those skilled in the art will recognize that a level crossing predictor circuit is not suitable for detecting the presence of a train on the island because, once any part of the train is close or on receiver 44, the impedance does not change or changes only very little due to the presence of multiple pairs of wheels and axles on the train (in other words, once an axis of the train reaches the receiver 44, the impedance remains constant or almost constant until the entire train has passed the
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11/57 receiver 44, and the train length can vary widely).
[0028] Island circuits operate by transmitting a signal (usually, but not necessarily, an AC signal) between the transmitter and receiver and determining the presence of a train by detecting the absence or severe attenuation of the signal transmitted at the receiver caused by the wheels and the axis of a train creating a short between the tracks, and therefore preventing the transmitted signal from reaching the receiver (thus, those skilled in the art sometimes use the term de-energizing the island circuit to refer to the absence of signal at the receiver). The signal transmitted to the island circuit is typically at a different frequency than the level crossing predictor circuit. By locating the physical connections of transmitter 43 and receiver 44 to rails 22a, b on opposite sides of road 20, the island rail circuit can share the same physical connections (for example, using a mixer to combine the transmitted signals by the transmitter 43 of the level crossing predictor 40 and the signal transmitted by the transmitter of the island circuit, and using filters tuned to the respective frequencies in the receiver 44 for the level crossing predictor 40 and the receiver for the island circuit), thereby reducing both installation and maintenance costs.
[0029] Figs. 2 illustrates a conventional installation illustrating the use of insulated railroad joints 48 for a plurality of level crossings 20a-c in which a road 21a-c crosses a railroad 22a-c. A level crossing predictor 40 is placed on each of the level 20 crossings. Each level crossing predictor 40 is configured to control a respective warning device (not shown in Fig. 2) on each of the level 20 crossings. Each level crossing predictor 40 includes a transmitter connected to the rail tracks 22, and a pair of deviations (not shown in Fig.
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2) it is installed along the railroad on both sides of the level crossing 20 in approaching distances that overlap the deviations of the adjacent level crossing predictors 40. Each level crossing predictor 40 also has associated with it a respective circuit on island 49 of the type discussed above in connection with Fig. 1.
[0030] Each of the level crossing predictors 40 at level crossings 20 are bidirectional level crossing predictors that transmit an outward signal along rail 22 in both directions. As discussed above, these bidirectional level crossing predictors 40 are not able to determine the direction of travel of a detected train. Also illustrated in Fig. 2 are two unidirectional level crossing predictors 41, each of which is located on one side of an insulated joint 48 opposite a nearest bidirectional level crossing predictor 40. Unidirectional predictors 41 are unidirectional in the sense that the insulated joints 48 block the transmission directed to the adjacent bidirectional level crossing predictors 40; thus, unidirectional predictors 41 can only detect trains on one side of the insulated joints 48 (as discussed above, the transmitter and receiver for such level crossing predictors can be connected to the railroad tracks 22 in the same location or in a nearby location adjacent to the isolated rail track joint 48. The unidirectional level crossing predictor 41a is configured to perform DAX detection on bidirectional level crossing predictors 40a-c for trains west of level crossing 20a, and the unidirectional predictor 41c is configured to perform DAX detection on bidirectional predictors 40a-c for trains east of level crossing 20c.
[0031] Those skilled in the art will understand that unidirectional predictors 41a, c will be programmed with information about the distance between unidirectional predictors 41a, c and downstream predictors.
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13/57 bidirectional 40a, c to provide a constant warning time (ie, unidirectional predictor 41a will perform DAX detection on bidirectional predictor 40b before performing DAX detection on bidirectional predictor 40c, as a train traveling east on rail 22 you will necessarily reach level crossing 20a before reaching level crossing 20b).
[0032] Those skilled in the art will better understand that each level crossing predictor is provided with an entry, sometimes called the UAX entry (Adjacent upstream level crossing), which will accept a DAX signal from a crossover crossing. adjacent upstream level and, after receiving the signal, activate its associated warning device. Failure prevention principles dictate that the absence of the DAX signal at the UAX input is interpreted as an indication to sound the warning device. In some embodiments, the UAX input is used as a control signal for a relay configured to activate the warning device when no signal is present at the UAX input. Thus, those skilled in the art will sometimes refer to de-energizing the UAX input to indicate activation of the warning device.
[0033] It should be further understood that each predictor 40 will also be provided, in addition to the UAX input, with a second input to receive a signal from another level crossing predictor that indicates that another level crossing predictor has detected the presence of a train. This second input is used by the control unit 44a to determine when it will suppress the transmission of DAX signals from the level crossing predictor, such as when the train is traveling in the wrong direction (that is, the train is advancing in the upstream direction in downstream). In some embodiments, the transmission of DAX signals is controlled by what is known in the art as a holding relay or holding logic. When the holding relay
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14/57 is activated (or energized), the transmission of DAX signals from the predictor is suppressed (thus, the signal from the other predictor must be present at the input so that the relay is energized and the DAX detection is suppressed).
[0034] Referring now again to Fig. 2, and assuming that the desired approach distances are such that each of the 20a-c level crossings overlap (that is, the approach distance for the 20a level crossing) extends beyond level crossing 20c and vice versa), normally three distinct frequencies capable of reaching the desired approach distances would be required. Examples of approach frequencies and lengths are shown in Table 1 below. For the purposes of this example, it is assumed that the frequencies in Table 1 are the only frequencies available.
TABLE 1
Operation Frequency Bidirectional approach length (feet)4 Ohms / 1000 feet Min Max 86Hz 1000 7950 211Hz 600 5550 525Hz 400 3150 970Hz 400 2175
[0035] Referring now to Table 1, if the desired approach length (which again depends on the desired warning time and the maximum permitted train speed) is 4500 feet and each of the 20 to 20 level crossings c in Fig. 2 is separated by 1,000 feet, there is a problem because only two unique frequencies in Table 1 are capable of supporting the desired approach length, but three bidirectional level crossing predictors 40a-c are within 2000 feet of each other. another (and thus interfere with each other if they transmit the same frequencies). However, the use
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15/57 of isolated railroad joints 48 and remote unidirectional predictors 41a and c solves this problem. If rail joints 48a, c are placed 500 feet from level crossings 20a, c, respectively, then there is no lack of unique frequencies. For example, both level crossing predictors 41a, c can be configured to transmit at 86 Hz (there is no possibility of interference between them due to the presence of isolated rail track joints 48), the bidirectional level crossing predictor 40a can be configured to transmit at 525 Hz (maximum range 3150 is long enough to detect trains to the west between level crossing 20a and insulated joint 48a, and is long enough to detect trains to the east between level crossing 20a and insulated joint 48c), level crossing predictor 40b can be configured to transmit at 970 hz (maximum range 2175 is long enough to detect trains between either side of level crossing 20b and rail joints isolated 48a and 48c), and the level crossing predictor 40c can be configured to transmit at 211 Hz (which provides a maximum length sufficient to detect trains between level crossing 20c and j isolated greases 48a and 48c).
[0036] A more complete range of typical frequencies is illustrated in Table 2 below:
TABLE 2
Operating Frequency 4000 GCP (Hz) Bidirectional approach 2 Ohms / 1,000 feet Distributed Ballast 4 Ohms / 1,000 FeetDistributed Ballast 6 Ohms / 1,000 FeetDistributed Ballast Min. Max. Min. Max. Min. Max. 86 1,000 5.350 1,000 7,950 1,000 9,280 114 750 4,525 750 6.450 750 7.448 156 600 3.925 600 5.550 600 6.349 211 475 3,350 475 4,800 475 5,494 285 400 2.950 400 4.225 400 4,762
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Operating Frequency 4000 GCP (Hz) Bidirectional approach 2 Ohms / 1,000 feet Distributed Ballast 4 Ohms / 1,000 FeetDistributed Ballast 6 Ohms / 1,000 FeetDistributed Ballast Min. Max. Min. Max. Min. Max. 348 400 2,625 400 3,675 400 4,151 430 400 2,300 400 3,350 400 3.785 525 400 2,150 400 3,150 400 3,641 645 400 1,950 400 2,800 400 3,175 790 400 1,725 400 2,475 400 2.808 970 400 1.550 400 2,175 400 2,472
[0037] In Table 2, frequencies of 970 Hz or less are typically used for level crossing predictor circuits, while all frequencies in Table 2 are generally used for PSO circuits (discussed in more detail below).
[0038] A second conventional installation employing insulated rail joints is illustrated in Fig. 3. In this installation, the insulated rail joints are placed in the external level crossings 220a instead of being placed apart from the level crossings as in Fig. 2. The configuration in Fig. 3 can be found in a dense urban area in which many level crossings are located in close proximity to each other. In this configuration, a unidirectional level crossing predictor 241a1, 241f2 is placed outside of each of the isolated railroad joints 248a, 248f. Different frequencies are chosen for each of the internal unidirectional level crossing predictors 241a2 and 241f1 and internal bidirectional level crossing predictors 240b-e. The external unidirectional predictors 241a1 and 241f2 are configured to perform DAX detection on each of the 241b-e level crossing predictors in the downstream direction.
[0039] As discussed above, a disadvantage of each of the configurations in Figs. 2 and 3 is the use of isoPetição railroad joints 870190053054, dated 06/11/2019, pg. 24/73
17/57 to provide unidirectional level crossing predictors. As discussed above, using these joints increases installation and maintenance costs. Therefore, methods and devices that provide DAX detection without the need for isolated railroad joints are discussed below.
[0040] Fig. 4 illustrates a configuration in external bidirectional level crossing predictors and DAX internal downstream predictors and in which communications between external predictors are used to allow the predictors to communicate with each other. These communications can be via a vital radio link, through a separate wired connection (for example, a connection with buried cables) or via the rails themselves. Since the approximations of the bidirectional external level crossing predictors overlap in the particular example illustrated in Fig. 4, a first external level crossing predictor can determine which side of the first predictor an approaching train is located by communicating with a second external predictor to determine whether or not the second external predictor detected an approximation (with respect to the first external predictor). If the second external predictor has not detected the train, the first external predictor determines that the train is opposite the second external predictor and performs DAX detection on the downstream predictors accordingly. If, on the other hand, the second external predictor has seen the train approaching, the first external predictor determines that the train is approaching the same side of the level crossing as the second external predictor and stops performing DAX detection on other predictors. .
[0041] Fig. 4 illustrates a railroad 22 with four level crossings 20a-d. A 40a-d bidirectional level crossing predictor of the type illustrated in Fig. 1 is installed in each respective
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18/57 level 20a-d. In the embodiment of Fig. 4, the paired external level crossing predictors 40a and 40d (which are designated as paired because they are in communication with each other, as will be described in more detail below) are configured for DAX 40b and 40c predictors . In addition to including the functionality discussed in connection with Fig. 1 above, each of the external predictors 40a and 40d also includes the input UAX and the second input to receive a signal from an adjacent level crossing predictor indicating that the passage predictor adjacent level detected a train as discussed above. In addition, each of the external level crossing predictors 40a and 40d can also include two timers: an approach release timer and a hold release timer. Both of these timers are used to release the holding relay on a level crossing predictor to reactivate the transmission of DAX signals to other level crossing predictors.
[0042] The approach release timer becomes active, but does not start counting, when the control unit (44 in Fig. 1) has detected an EZ level below the approach EZ release level (meaning that train is approaching) and the holding relay has started. Control unit 44a will start the approach release timer when an EZ level equal to or greater than the approach EZ release level is detected and no train movement is being detected. The EZ approach release level is fixed at 80, unless the approach to the predictor extends across the island of the other paired level crossing predictor, in which case the EZ approach release level will be set at a level corresponding to the EZ level that would be seen for a train located at the position of the most distant wires from the railroad (the wires connecting the receiver or transmitter
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19/57 to the railroad). The approach release timer is typically programmed to expire in a time equal to the time required for a train traveling at the maximum recorded speed of the railroad to travel from the approach release EZ point (that is, the point on the approach at which a train is expected to result in the approach release level EZ) to the far side of the island from the other level crossing predictor associated with the pair). Thus, under normal conditions with a train traveling at the registered speed of the railroad, the approach release timer will start counting down when the train has left the approach of the level crossing predictor and will expire when the train crosses the island of the other level crossing predictor in par. If the train is traveling slowly or stops before reaching the other island, the approach release timer will expire earlier, thus allowing DAX detection again from the level crossing predictor. The approach release timer will be disabled if the hold release timer exceeds the time limit.
[0043] The retention release timer is a return safety measure that releases retention on a predictor when a maximum allowed time (typically 10 'to 15 minutes) has passed in order to avoid suppressing DAX signals for long periods due to unexpected train movement or equipment failure. The control unit is configured to start the hold release timer when the hold relay is activated and when no train movement is detected. The control unit will freeze the hold release timer if a train is occupying the island and whenever train movement is detected, and will disable the hold release timer if the approach release timer times out. [0044] An island circuit (not shown in Fig. 4) is also installed. 870190053054, from 11/06/2019, p. 27/73
20/57 side at each of the 20a-d level crossings. Illustrated above each of the 20a-d level crossings are schematic lines 45ad illustrating the approximation lengths of the respective bidirectional predictors 40a-d. The diamond symbol on each approach line 45a-d indicates the position of the level crossing predictor 40a-d to which it belongs, and an arrow at the end of one of the schematic lines 45a-d indicates that the approach extends beyond of the arrow so that the approximation is approximately equal in length to the corresponding approximation length on the other side of the same level crossing predictor.
[0045] Also illustrated in Fig. 4 below the level crossings
20a-d is a pair of PSO circuits 50a, 50d. PSO circuits 50a, 50d are a type of rail occupation circuit that is similar in some respects to the island circuits discussed above in connection with Fig. 1. Although the ends (ie, the physical connections of the receiver and transmitter with the rail tracks) of the PSO circuits 50a, 50d are shown on the outer edges of the level crossings 20a and 20d, they can (preferably) be located on the inner edges of the level crossings 20a and 20d. PSO circuits include a transmitter at one end of a rail section and a receiver at an opposite end of the rail section. The PSO circuit can be used to monitor the occupation of the railway section. However, as revealed in Ped. of Pat. Prov. No. 61 / 226,416, entitled Track Circuit Communications (whose content is hereby incorporated in its entirety by reference), these circuits transmit an AC signal with a code and can be used to transmit information, which is the type used in Fig. 4. In Fig. 4, the transmitter for a first PSO circuit 50a is connected to predictor 40a and the receiver for the first PSO circuit 50a is connected to predictor 40d, while the transmitter for the second PSO circuit 50d is connected to the
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21/57 predictor 50d and the receiver for the second PSO circuit 50d is connected to predictor 50a. By controlling the codes transmitted by the PSO transmitter to which it is connected, a level crossing predictor can alert the other of a detected train.
[0046] The processing performed by the various predictors 40a-d will be discussed in connection with Figs. 4-8, which illustrate a train 410 as it moves westward through each of the 20a-d level crossings. Prior to the arrival of train 410 at approach 45d to level crossing 20d, both PSO circuits 50a, d are controlled by their respective predictors 40a, d to transmit an A code, which is used in this example to mean that no trains have been detected . When train 410 enters approach 45d to predictor 40d, predictor 40d determines that the train is approaching and checks the code being transmitted on the PSO circuit 50a under the control of predictor 40a. Since this code is A, predictor 40a determines that predictor 40a has not yet detected train 410 and therefore train 410 must be east of level crossing 20d.
[0047] The level crossing predictor 40d controls the transmitter for the PSO circuit 50d to transmit the C code when the train is in a location near the start of approach 45a to the level crossing predictor 40a. The approach (that is, the deviation) for the level crossing predictor 40a is located just outside the level crossing 20d. The C code on the PSO 50d circuit is an indication to predictor 40a that predictor 40d has detected a train on its external approach and that predictor 40a must not generate and send DAX signals for that train to predictors 40b and 40c. When the level crossing predictor 40a detects the C code on the PSO circuit 50d, the level crossing predictor 40a sets its internal holding relay to disable the generation of DAX detection signals.
[0048] Independently and in addition to generating the signal
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22/57 C code To prevent the 40a level crossing predictor from generating DAX detection signals, the 40d level crossing predictor also calculates constant warning time predictions for its own adjacent warning device at the 20d level crossing and for DAX 20c and 20b level crossing predictors, if necessary, based on speed on train 410. DAX detection signals can be communicated to 20b and 20c level crossing predictors using separate wire conductors or radio links, or they can be communicated using additional PSO circuits (not shown in Fig. 4) transmitting at different frequencies.
[0049] As shown in Fig. 5, when train 410 reaches the island circuit at the 20d level crossing, the island circuit is de-energized (as discussed above, this is due to the wheels and axles of the train, creating a short between the tracks between the receiver and the transmitter of the island circuit). Then, the front part of the train moves past the island and causes the two PSO circuits 50a, 50d to be de-energized. When the level crossing predictor 40a detects the de-energizing of the PSO 50d circuit, it activates its hold and starts its hold release timer. When the 40d level crossing predictor detects the de-energizing of the PSI 50a circuit, it activates its own retention relay to prevent DAX detection of the 40c, 40b and 40a level crossing predictors in the event that the 410 train subsequently reverses the direction and go back towards the 20d level crossing (it should be noted that activating the hold at that time only prevents the 40d level crossing predictor from detecting DAX in relation to new movements of the incoming train and does not prevent the passage predictor 20d level generates DAX detection signals for predictors 40b and 40c as the train passes through the 20d level crossing even if the train speed is such that it does not reach the point where the DAX signal should be
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23/57 transmitted until after he passed the 20d level crossing). The level crossing predictor 40d controls the PSO circuit 50d to transmit the A code and also starts its hold release timer when detecting the de-energization of the PSO circuit 20a. [0050] Fig. 6 illustrates train 410 between level crossings 20d and 20a. During this time, both PSO circuits 50a, 50d transmit code A, but remain de-energized due to the presence of train wheels and axles between their respective transmitters and receivers. Once train 410 continues to move, none of the hold release timers will expire. This effectively prevents the level crossing predictor 40a from transmitting DAX detection signals to the level crossing predictors 40b, 40c or 40d while train 410 is located between the level crossing predictors 40a and 40b and moving towards the level crossing predictor 40a.
[0051] Referring now to Fig. 7, train 410 arrives at the island circuit for predictor 40a, when this island circuit is de-energized. Predictors 40a and 40d continue to control PSO circuits 50a, 50d to transmit code A. In addition, since train movement is still detected, neither the hold release timer nor the approach release timer expires.
[0052] Referring now to | Fig. 8, train 410 is illustrated in addition to the island circuit associated with the 20a level crossing predictor and continuing west. Level crossing predictors 40a and 40d will release their holds to allow the transmission of DAX signals again when a) their respective hold release timer or approach release timers reach the timeout, b) when the island circuit in level crossing 20a is de-energized, the level crossing predictor 40a, 40d
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24/57 does not detect the presence of a train (the level crossing predictor circuit determines that the observed impedance or voltage differs from a baseline impedance or voltage established during a calibration procedure by less than 20%), and the level crossing predictor does not observe any train movement; or when the island circuit is de-energized, no incoming movement is detected, and the level crossing predictor is receiving a valid code from the other predictor via the PSO 50 circuit (meaning that the train is no longer located among predictors 40a, 40d). It should be noted that the level crossing predictor 40a will not generate any DAX signals, although train 410 is approaching, as the train's movement is outgoing and therefore does not require any DAX detection.
[0053] As discussed above, it is not necessary to employ circuits
PSO for rail-based communications between upstream and downstream level predictors. Instead, vital I / O links between predictors can be employed. Vital I / O connections can take the form of wireless connections (for example, radio, optics, etc.) or wired connections.
[0054] An example of installation using such vital I / O connections is illustrated in Fig. 9. Fig. 9 is similar to Fig. 4, except that a vital I / O connection 60a of the level crossing predictor 40a with the level crossing predictor 40b is present instead of the PSO circuit 50a, and the vital I / O link 60d between the level crossing predictor 40d and the level crossing predictor 40d and the level crossing predictor 40a is present instead of the PSO 50d circuit. The vital 60d I / O link allows the level crossing predictor 40d to set the holding relay on the level crossing predictor 40a, thereby suppressing the transmission of DAX detection signals from the level crossing predictor 40a to the predictors 40b , 40c and 40d. The opposite
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25/57 is true for the 60a vital I / O connection. In embodiments where the vital I / O connections 60a, 60d are single-wire conductors, the holding relay can be activated by simply transmitting a positive voltage. Thus, when train 410 is detected on approach to 20d level crossing by predictor 40d, predictor 40d energizes the vital I / O connection 60d (using safe prevention principles, the absence of voltage or de-energization of the 60d connection must be interpreted as not deactivating DAX detection, since the absence of a signal is the fault and not deactivating DAX detection is the safe condition) and the holding relay on the level crossing predictor 40a is activated, thus preventing predictor 40a performs DAX detection on predictors 40b, 40c and 40d.
[0055] Those skilled in the art will recognize that the approach configurations illustrated in Fig. 9 are just two possible examples and that many other configurations are possible. For example, in Figs. 4 and 9, the approximations for predictors 40a and 40d overlap in at least part of the area between level crossings 20a and 20d. However, installations are possible where this may not be the case and there is a gap between the approaches for predictors 40a and 40d. In such a situation, the use of PSO circuits as shown in Fig. 4 allows each of the predictors to determine whether the train is present between level crossings 20a and 20d. However, the use of vital I / O communications as shown in Fig. 9 would result in ambiguity in some situations where there was a gap between the approaches for the 40a and 40d level crossing predictors. For example, if a train towards level 20 crossing stops at such a gap and reverses its course towards level 20d crossing, predictor 20d would have no way of determining which direction that train was approaching, and therefore, it would incorrectly perform DAX detection on predictors 40c, 40b and 40a.
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26/57 [0056] Some embodiments address this situation by offering a mechanism for determining the direction of the train. An example of such a mechanism is illustrated in Fig. 10. Circuit 1000 in Fig. 10 is similar in several respects to that in Fig. 1. However, circuit 1000 includes a second receiver 1044. The second receiver 1044 is tuned to the same frequency than the first receiver 44. However, the second receiver 1044 is connected to rails 22a, 22b on one side of transmitter 43 opposite the first receiver 44, and is spaced from transmitter 43 by a sufficient distance to ensure that an incoming train is moving -if maximum speed is detected before such a train reaches the island (in some embodiments, this distance is 100 feet). This difference in location between the first and second receivers 44, 1044 results in a difference in the EZ levels seen by the first and second receivers 44, 1044 when the train is located between transmitter 43 and one of receivers 44, 1044 (the EZ levels for both receivers are low, but the receiver with the train between it and transmitter 43 has the lowest EZ level). Thus, after the train reaches one of the two receivers, the level crossing predictor 40 can determine which side of the level crossing 20 the train is located on, thus allowing correct determination when at adjacent DAX level crossings.
[0057] In order to provide a more complete understanding of the invention, the operation of the predictor circuits in various configurations is discussed in more detail below in connection with Figs. 11-37. Parameter Configuration (Figs. 11-13) [0058] Referring now to Fig. 11, the EZ Release value
Approximation is defined as the EZ value representing a release approximation. The release EZ is an EZ threshold that, when crossed, will cause a level crossing predictor to suspend the generation of a signal (or generate a signal) that results in the de-energization 870190053054, of 06/11/2019, pg. 34/73
27/57 use of a retention relay (hereinafter simply referred to as retention) in a downstream paired predictor so that generation of DAF signals by the downstream paired predictor is allowed. Once a measured EZ value is greater than the Approach Release EZ value, the system will start to run the Approach Release Timer if no train movement is present. The Approach Release EZ value will normally be set to 80, except when that level crossing approach extends through the level crossing island of the adjacent bidirectional DAX system When that level crossing approach extends through the passage island level of the adjacent bidirectional DAX system, the Approach Release EZ is determined by placing a deviation on the far side of the level crossing island of the adjacent bidirectional DAX system (on the conductors furthest from the railroad) and recording the EZ value bidirectional DAX system. The Approach Release EZ value will be defined as the registered EZ value plus 5. Referring now to Fig. 12, the Approach Release Time must be programmed for the time it takes the train to travel from the EZ Approval Release point Approach in this approach of the system to the distant side of the island of the adjacent bidirectional DAX system for the train at the speed of the railroad (a train at the speed of the railroad is a train traveling at the maximum speed allowed for the railroad). Referring now to Fig. 13, the EZ retention (which is a threshold representing the last point, in relation to an incoming train in the downstream direction) in which a level crossing predictor will generate a signal to define the logic of the retention relay of a downstream paired level crossing predictor to suppress the transmission of DAX detection signals to adjacent level crossings by the downstream paired level crossing predictor) is determined by placing a deviation
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28/57 in the location of the termination deviation for the adjacent level crossing within the level crossing approach being configured and adding 5 EZ. If the adjacent level crossing does not end at the outer approach of that level crossing, then EZ Hold should be set to the minimum. The Hold Release Time must be programmed for the amount of time the hold should remain active if a train stopped between two-way DAX systems.
Internal PSO with Approaches Extending Across the Island (Figs. 14a-g)
Refer to Rail Speed [0059] Referring now to Figs. 14a-g, initially, all restraints are released and both level crossings (ie PSO circuits for level 1 and 4 crossings) are transmitting code A. A train moves in the direction of rum entry to the passage level 4. The train starts the level crossing but has not yet crossed the EZ stop point so that the A code is still transmitted by the PSO transmitting circuit to the level 4 crossing. Then, the following events occur (with the capital letters designating the corresponding parts of the figures):
[0060] A - Train crossed EZ Retention point on approach (coincides with termination deviation from level crossing 1) and the PSO transmitter for level crossing transmits code C due to the audible level crossing alarm (this that is, the level crossing alert system has been activated) and EZ <EZ Retention.
[0061] A - Level 1 crossing active Retention and timer
Retention due to receipt of a C code.
[0062] B - Level 4 crossing island is de-energized (when the train enters level 4 crossing island).
[0063] B - Level 4 crossing activates retention, timer
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29/57 holding release and approach timer.
[0064] B - Level 4 crossing will transition from transmitting a C code to an A code when the PSO circuit is de-energized (level 4 crossing stops receiving an A code from level 1 crossing ).
[0065] B - Level 1 crossing keeps the retention active due to the PSO circuit being de-energized and the transition being Code C as without code (PSO circuit de-energized).
[0066] C, D, & E - State remains the same while the train travels the internal circuit.
[0067] C, D, & E - Timers are not executed due to the movement of input or output.
[0068] C, D, & E - Level 1 crossing will set the approach release timer when EZ <Approach Release EZ.
[0069] F - Level 1 crossing island is de-energized.
[0070] F - States remain unchanged.
[0071] G - Both level 1 & 4 passages see the circuit
Active PSO. Both level crossings see code A. The level crossing island is still deactivated (de-energized).
[0072] G - Level 1 crossing receives code A from level 4 crossing. Level 1 crossing is sounding and will transmit a C code while the island is deactivated. Level 4 pass will receive code C and adjust its retention.
[0073] G - Level 1 crossing island is energized. Level 1 crossing is receiving an A code from level 4 crossing. Level crossing moves to sending an A code to level 4 crossing. Both level crossings release their hold.
Low Speed T [0074] This scenario is the same as that of the train at the speed of the railroad.
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30/57
As long as level 1 and 4 crossings see the entry and exit movement, then the timers will not time out and the restraints will remain active until the train passes through the island and the PSO circuit is energized.
T rem Para in Internal Approach [0075] This scenario is similar to Fig. 22 (discussed below) in the sense that there is no movement and the PSO circuit is de-energized, and the timers are started. After the timers have timed out, the holds will be released. The exception in the internal PSO configuration is that, while the train is on the PSO circuit after the timers have timed out, the holds will never be activated again due to the inability to receive a C code at the adjacent level crossing.
Internal PSO with Approaches to the Island (Figs. 15a-g) [0076] Referring now to Figs 15a-g, initially all restraints are released and both level crossings are transmitting code A. The train is moving in the direction rum entry to level crossing 4. The train starts the level crossing but has not yet crossed the EZ stop point so that code A is still transmitted (on the PSO circuit for level crossing 4). Then, the following events occur (with capital letters designating the corresponding parts of the figures):
[0077] A - The train crossed the EZ Retention point on approach (coincides with the level 1 termination deviation) and transmits the C code due to the alert generated by the level crossing and EZ <EZ Retention.
[0078] A - Level 1 crossing active Retention and timer
Retention due to receipt of a C code.
[0079] B - Level 4 crossing island is de-energized.
[0080] B - Level 4 crossing activates retention, timer
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31/57 holding release and approach timer.
[0081] B - Level 4 crossing will transition from transmitting a C code to an A code when the PSO circuit is de-energized (level 4 crossing stops receiving an A code from level 1 crossing ).
[0082] B - Level 1 crossing keeps the retention active due to the PSO circuit being de-energized and the transition being Code C as without code (PSO circuit de-energized).
[0083] C, D, & E - State remains the same while the train travels the internal circuit.
[0084] C, D, & E - Timers are not executed due to the movement of input or output.
[0085] C, D, & E - Level 1 crossing will set the approach release timer when EZ <Approach Release EZ.
[0086] F - Level 1 crossing island is de-energized.
[0087] F - States remain unchanged.
[0088] G - Both level 1 & 4 passages see the circuit
Active PSO. Both level crossings see code A. The level 1 crossing island is still disabled.
[0089] G - Level 1 crossing receives code A from level crossing 4. Level crossing 1 is emitting audible alert and will transmit a C code while the island is deactivated. Level 4 pass will receive code C and adjust its retention.
[0090] G - Level 1 crossing island is energized. Level 1 pass is receiving an A code from level 4 pass. Level 1 pass through to send an A code to level 4 pass. Both level passages release their hold.
Internal PSO with Approaches to the Island (Figs. 16a-g)
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32/57 [0091] Referring now to Figs. 16a-g, initially all restraints are released and both level crossings are transmitting code A. The train moves in the direction of rum entry to level crossing 4. The train starts the level crossing but has not crossed the EZ point of Retention, then code A is still transmitted. Then, the following events occur (with capital letters designating the corresponding parts of the figures):
[0092] A - The train crossed the EZ Retention point on approach (coincides with the level 1 termination deviation) and transmits the C code due to the alert generated by the level crossing and EZ <EZ Retention.
[0093] A - Level 1 crossing active Retention and timer
Retention due to receipt of a C code.
[0094] B - Level 4 crossing island is de-energized.
[0095] B - Level 4 crossing activates the hold, the hold release timer and the approach timer.
[0096] B - Level 4 crossing will transition from transmitting a C code to an A code when the PSO circuit is de-energized (level 4 crossing stops receiving an A code from level 1 crossing ).
[0097] B - Level 1 crossing keeps the retention active due to the PSO circuit being de-energized and the transition being Code C as without code (PSO circuit de-energized).
[0098] C, D & E - State remains the same while the train travels the internal circuit.
[0099] C, D & E - Timers are not executed due to the movement of input or output. After the train left level 4, the approach timers started to run, even though the PSO circuit is de-energized.
[00100] C, D & E - Level 1 crossing will set the timer
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33/57 approach release when EZ <Approach Release EZ.
[00101] F - Level 1 crossing island is de-energized.
[00102] F - States remain unchanged.
[00103] G - Both level 1 & 4 passages see the active PSO circuit. Both level crossings see code A. The level 1 crossing island is still disabled.
[00104] G - Level 1 crossing receives code A from level crossing 4. Level crossing 1 is emitting audible alert and will transmit a C code while the island is deactivated. Level 4 pass will receive code C and adjust its retention.
[00105] G - Level 1 crossing island is energized. Level 1 pass is receiving an A code from level 4 pass. Level 1 pass through to send an A code to level 4 pass. Both level passages release their hold.
Internal PSO with Joints
Rail Speed
Rum entry to the West from the Joints (Figs. 17a-g).
[00106] Referring now to Figs. 17a-g, this scenario is the same as the train scenario at the speed of the railway described above in connection with Figs. 14a-g. The configuration change would be for the calculation of the Approach Release EZ for level 4 crossing. Since the EZ will reach more than 80 at level 4 crossing when the end of the train crosses the joints, the Release time of Approach must be adjusted for the amount of time it will take for the last axis to travel from the joints to level 4 crossing for the train at maximum speed.
Joints towards the East (Figs. 18a-g) [00107] This scenario is basically the same as the train scenario on vehicle 870190053054, from 06/11/2019, p. 41/73
34/57 locus of the railroad described above in connection with Figs. 14a-g. The difference is the unidirectional unit at level 4 crossing, where rail 2 is not configured for bidirectional DAX. Railway 1 is configured for bidirectional DAX.
Low speed
Rum entry to the West from the Joints (Figs. 19a-g).
[00108] Referring now to Figs. 19a-g, this scenario is the same as the low speed train scenario discussed above in connection with Figs. 14a-g. The configuration change would be for the calculation of the Approach Release EZ for level 4 crossing. Since the EZ will reach more than 80 at level 4 crossing when the end of the train crosses the joints, the Release time of Approach must be adjusted for the amount of time it will take for the last axis to travel from the joints to level 4 crossing for the train at maximum speed.
Train Stops in Internal Approach [00109] This scenario is similar to the scenario discussed below in connection with Figs. 22a-g in the sense that as long as there is no movement and the PSO circuit is de-energized, the timers will be running. After the timers have timed out, the holds will be released. The exception in the internal PSO configuration is that, while the train is on the PSO circuit after the timers have timed out, the holds will never be activated again due to the inability to receive a C code at the adjacent level crossing.
Vital I / O with Approaches Extending Across the Islands
Railroad Speed Train (Figs. 20a-g) [00110] Referring now to Figs. 20-g, the Release EZ
Approach will be defined with the location just outside the paired level crossing. Pass Approach Release EZ Petition 870190053054, of 11/06/2019, p. 42/73
35/57 level 4 gem will be just to the left of Level 1 crossing island. The actual location will be approximately 20 feet to the left of the level 1 railroad wires. Initially, all restraints are released and all Bi-DAX I / O are de-energized. The train moves in the direction of rum entry to level 4 crossing. The train starts the level crossing, but has not crossed the EZ Retention point, so the Bi-DAX exit is not energized. Then, the following events occur (with capital letters designating the corresponding parts of the figures):
[00111] A - The train crossed the EZ Retention point on approach (coincides with the level 1 termination deviation) and energizes the Bi-DAX output due to the audible alert of the level crossing and EZ <EZ Retention.
[00112] A - Level 1 pass active Hold and Hold timer due to energizing the Bi-DAX input.
[00113] B - Level 4 island is de-energized.
[00114] B - Level 4 crossing activates the hold, the hold release timer and the approach timer.
[00115] B - Level crossing 4 keeps the Bi-DAX output energized due to the retention being activated.
[00116] B - Level 1 crossing keeps the retention activated due to the Bi-DAX input being energized.
[00117] C, D & E - State remains the same while the train travels the internal circuit.
[00118] C, D & E - Timers are not executed due to the movement of input or output.
[00119] C, D & E - Level 1 crossing does not energize the BiDAX output due to the input being energized [00120] C, D & E - Level 1 crossing will adjust the approach release timer when EZ <EZ Approval Release 870190053054, dated 06/11/2019, p. 43/73
36/57 ximation.
[00121] F - Level 1 crossing island is de-energized.
[00122] F - States remain unchanged.
[00123] G - Level 1 crossing island is released.
[00124] G - Approach Release Timer from level crossing 4 starts to run due to EZ> Approach Release EZ.
[00125] G - Level 4 Approach Release Timer expires.
[00126] G - Level 4 crossing releases retention due to the approach release timer having expired.
[00127] G - Level 4 crossing de-energizes the Bi-DAX output. [00128] G - Level 1 crossing sees Bi-DAX input being de-energized.
[00129] G- Level 1 crossing releases all retentions due to the Bi-DAX entry being de-energized.
Low Speed Train (Figs. 21a-g) [00130] Referring now to Figs. 21a-g, the low speed train scenario will be the same as the railroad speed scenario. Since timers are not executed while the movement is seen, the restraints will remain active as the train moves from one level crossing to another, regardless of speed. Overlapping approaches ensure that the train is viewed from one level crossing to another. The following scenario shows a train arrival at very low speed on the approach. Then, the following events occur (with capital letters designating the corresponding parts of the figures):
[00131] A - Initially, all holds are released and all Bi-DAX I / O are de-energized.
[00132] A - The train moves in the direction of rum entry to the passPetição 870190053054, dated 11/06/2019, pg. 44/73
37/57 level 4 gem.
[00133] A - The train starts the level crossing, but it did not cross the EZ Retention point, so the Bi-DAX output is not energized.
[00134] A - The train crossed the EZ Retention point on approach (coincides with the level 1 termination deviation) and DOES NOT energize the Bi-DAX output due to the level crossing being NOT emitting an audible alarm, although EZ < Retention EZ.
[00135] B - The train finally starts level 4 crossing and then level 4 crossing energizes its Bi-DAX output due to the audible alarm of the level crossing and EZ <EZ Retention.
[00136] B - Level 1 pass active Hold and Hold timer due to energizing the Bi-DAX input.
[00137] Refer to items B to G in connection with the scenario in Figs. 20a-g for the remaining steps.
T rem Para, Internal Approach (Figs. 22a-g) [00138] Referring now to Figs. 22a-g, the initial scenario is equal to the train at the railroad speed of the scenario discussed above in connection with Figs. 20a-g. The following events occur (with capital letters designating the corresponding parts of the figures): [00139] A - The train stops, resulting in the execution of the Level 4 retention Release Timer.
[00140] A - The train remains stationary for longer than the setting of the level 4 passage retention release timer, with the result that the timer times out, the hold is released and the Bi-DAX output is de-energized.
[00141] A - The Bi-DAX entry of the level crossing is de-energized, resulting in the release of the retention.
[00142] B - The train resumes its movement towards level 1 crossing.
[00143] C - Level 1 crossing starts and EZ is less than EZ
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38/57 Retention, and as a result, level 1 pass energizes its Bi-DAX output.
[00144] C - The Bi-DAX input of the level 4 crossing is energized, and as a result, the level 4 crossing activates the hold and the hold timer.
[00145] D & E - State unchanged as the train moves towards level 1 crossing.
[00146] F - Level 1 crossing island is de-energized.
[00147] F - Level 1 crossing activates retention, retention release timer and approach timer.
[00148] F - Level 1 crossing keeps the Bi-DAX output energized due to the retention being activated.
[00149] F - Level 4 crossing keeps the retention activated due to the Bi-DAX input being energized.
[00150] G - Level 1 crossing island is released.
[00151] G - Level 1 crossing releases retention due to the train moving to the external approach.
[00152] G - Level 1 crossing de-energizes the Bi-DAX output. [00153] G- Level 4 release releases all retentions due to Bi-DAX entry.
T rem Para, External Approach (Figs. 23a-b) [00154] Referring now to Figs. 23a-b, in this scenario, a train stopping at the external approach, applies to all different configurations. The difference being the EZ Retention setting. If the Holding EZ is closest to the island, then the train can get closer to the island before level 4 crossing (or level 1 crossing depending on direction) energizes the Bi-DAX exit. Initially, all holds are released and all Bi-DAX I / O is de-energized. The train moves in the direction of rum entry to the level 4 crossing. The train starts the level crossing, but not rawPetition 870190053054, of 11/06/2019, p. 46/73
39/57 made the EZ Retention point, so the Bi-DAX output is not energized. Then, the following events occur (with capital letters designating the corresponding parts of the figures):
[00155] A - The train crossed the EZ Retention point on approach (coincides with the level 1 termination deviation) and energizes the Bi-DAX output due to the audible alert of the level crossing and EZ <EZ Retention.
[00156] A - Level 1 pass active Hold and Hold timer due to energizing the Bi-DAX input.
[00157] B - The train slows down to interrupt the level crossing island short.
[00158] B - Level 4 crossing is released with the train stopped at an EZ smaller than the Retention EZ.
[00159] B - The level crossing 4 de-energizes its Bi-DAX output due to the level crossing not ringing the audible alarm and the retention is not activated.
[00160] B - The Bi-DAX entry of the level crossing is de-energized, resulting in the release of the retention. At this point, if the train started to pull back on arrival, then the outline of the situation for Figs. 21a-g discussed above would apply. If the train retreated out of the approach, then nothing would be changed from the states shown in Fig. 23b.
Train Stops on the Island and Reverses Direction
Scenario # 1 (Figs 24-d) [00161] Referring now to Figs. 24a-d, a train moves in the direction of arrival at the external approach and over the island. The train then reverses the direction leaving the island from the same direction as the train entered the island. Initially, all holds are released and all Bi-DAX I / O is de-energized. The train moves in the direction of rum entrance to level 4 crossing. The IniPetição train 870190053054, dated 06/11/2019, pg. 47/73
40/57 the level crossing, but did not cross the EZ Retention point, so the Bi-DAX output is not energized. Then, the following events occur (with capital letters designating the corresponding parts of the figures):
[00162] A - The train crossed the EZ Retention point on approach (coincides with the level 1 termination deviation) and energizes the Bi-DAX output due to the audible alert of the level crossing and EZ <EZ Retention.
[00163] A - Level 1 pass active Hold and Hold timer due to energizing the Bi-DAX input.
[00164] B - Level 4 crossing island is de-energized.
[00165] B - Level 4 crossing activates retention, retention release timer and approach timer.
[00166] B - Level crossing 4 keeps the Bi-DAX output energized due to the retention being activated.
[00167] B - Level 1 crossing keeps the retention activated due to the Bi-DAX input being energized.
[00168] C - The train stops on the island.
[00169] C - Level 4 holding retention release timer is executed due to the absence of arrival or departure movement [00170] C - Level 4 holding retention release timer could run until timeout and then reset to the maximum value or be continuously reset to the maximum value, depending on the implementation due to the disabled island to set the timer and no arrival or departure movements to run the timer. In either implementation, retention will remain enabled as long as the island is disabled.
[00171] C - Level 1 crossing keeps the retention activated due to the Bi-DAX input being energized.
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41/57 [00172] D - Level 4 crossing island is released.
[00173] D - Level 4 crossing releases retention due to the train moving to the external approach.
[00174] D - Level 4 crossing de-energizes the Bi-DAX output.
[00175] D- Level 1 pass releases all retentions due to Bi-DAX entry.
Scenario # 2 (Figs 2e-h) [00176] Referring now to Figs. 24e-h, this scenario follows the scenario discussed above for Figs. 20a-d. Then:
[00177] E - State remains the same while the train crosses the internal circuit.
[00178] F - Level 1 crossing island is de-energized.
[00179] F - The states remain unchanged as the train decelerates to stop at the level 1 crossing island.
[00180] F - The train is stopped at the island of level 1 crossing.
[00181] F - Approach Release Timer at level 4 crossing is not operating due to EZ <Approach Release EZ.
[00182] F - The Level 4 passage retention Release Timer is operating due to the absence of arrival or departure movement.
[00183] G - Level 4 retention release timer expires, and as a result, the restraints are released and the Bi-DAX output is de-energized.
[00184] G - Bi-DAX level 1 crossing input is de-energized, but level 1 crossing is emitting the audible alert, therefore, level 1 crossing energizes its Bi-DAX output and keeps the hold activated.
[00185] G - The Bi-DAX input of the level crossing is energized, resulting in the activation of the retention, the Retention timer and the
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42/57 approach timer.
[00186] G - The Level 1 Passage Hold Timer could run until it times out and then reset to the maximum value or be continuously reset to the maximum value, depending on the implementation due to the disabled island to set the timer and no arrival or departure movements to run the timer. In either implementation, retention will remain enabled as long as the island is disabled.
[00187] H - The train moves off the island towards the internal approach, keeping the restraint activated at the level 1 crossing due to the train's direction being towards the internal approach.
Vital I / O with Island Approaches
Railroad Speed Train (Figs. 25a-g) [00188] Referring now to Figs. 25a-g, this scenario is the same as discussed above in connection with Figs. 20a-g, with the exception of the EZ Hold location and the point at which the Approach Release Timer will begin to operate. Due to the location of the termination deviations, Retention EZ is located closer to the level crossing island and therefore the Bi-DAX exit is energized afterwards (the train is closer to the level crossing island). The termination offsets are located on the inner side of the island, which results in the approach release timer starting to operate at level 4 crossing while the train is moving through the island of level 1 crossing. Approach release is not allowed to execute when the arrival or departure movement is observed, the timer will not start until the last axis leaves the approach. As the runway is shown in the figure, the last axis would leave the approach of level 4 crossing only to enter the island of level 1 crossing. 50/73
43/57 Approximation ration of about 15 seconds would work in this scenario. A higher value would keep hold activated on both level crossings until the timer expires while the train moves to the exit when level crossing 1 approaches.
Slow rem [00189] The scenario of the train at low speed will be the same as the scenario of the speed of the railroad. Since the Hold Release Timer and Approach Release Timer do not run while the movement is viewed, the hold will remain active as the train moves to the exit from one level crossing to another, regardless of speed. The approach extends from one island to another, ensuring that the train is seen between level crossings.
Stopped Rem [00190] The stopped train scenario is the same for Figs. 22a-g. Once the approaches end on each island, the train is seen through both level crossings. There is no difference to the approach scenario extending across the islands.
Vital I / O with Offshore Approaches Railroad Speed (Figs. 26a-g) [00191] For a train at train speed with timers properly programmed, this scenario will operate from the previous scenarios with the train at train speed railroad.
Railroad Speed # 2 (Figs. 27a-g) [00192] For a train at railroad speed with timers properly programmed, this scenario will operate from the previous scenarios with the train at railroad speed.
Low Speed Tir (Figs. 28a-g) [00193] This scenario will follow the scenario discussed above in connection with Figs. 20a-d. The difference starts in Fig. E after the train leaves the
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44/57 approaching level 4 crossing, but it is still inside the internal circuit.
Scenario # 1 [00194] E - Level 1 crossing starts and the Bi-DAX entrance is still de-energized.
[00195] E - The train leaves Level 4 Approach Approach.
[00196] E - Level 4 Approach Release Timer is started due to Approach Release EZ> EZ and no movement at level 4 Approach Approach.
[00197] E - Approach Release Timer of level 4 crossing expires.
[00198] E - Level 4 crossing releases Retention Release Timer [00199] E - Level 4 crossing releases retention [00200] E - Level 4 crossing de-energizes the Bi-DAX output.
[00201] E - Bi-DAX entry of level 1 crossing is de-energized, but retention remains active due to level 1 crossing to emit audible alert.
[00202] E - Level 1 crossing energizes its Bi-DAX output due to the activated retention.
[00203] E - Level 4 crossing activates retention due to energized Bi-DAX input.
[00204] F - Level 1 crossing island is de-energized.
[00205] F - States remain unchanged.
[00206] G - Level 1 crossing island is released.
[00207] G - Level 1 crossing releases retention due to the train moving to the external approach.
[00208] G - Level 1 crossing de-energizes the Bi-DAX output.
[00209] G- Level 4 release releases all retentions due to the Bi-DAX entry being de-energized.
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45/57
Scenario # 2 (Figs 29a-g) [00210] E - Level 1 crossing has not started and the BiDAX input is still de-energized.
[00211] E - The train leaves Level 4 Approach Approach.
[00212] E - Level 4 Approach Release Timer starts due to Approach Release EZ> EZ and no movement at Level 4 Approach Approach.
[00213] E - Level 4 Approach Release Timer Expires [00214] E - Level 4 Release Retention Release Timer [00215] E - Level 4 Release Releases Retention [00216] E - Level Crossover 4 de-energizes the Bi-DAX output.
[00217] E - Bi-DAX entry of the level 1 crossing is de-energized and releases retention (Level 1 crossing is not emitting audible alert).
[00218] E - Level 1 crossing is initiated and EZ <Retention EZ, resulting in the energization of its Bi-DAX output.
[00219] E - Level 4 crossing activates the retention due to the energized Bi-DAX input.
[00220] F - Level 1 crossing island is de-energized.
[00221] F - Level 1 crossing activates the hold, the hold timer and the approach release timer.
[00222] G - Level 1 crossing island is released.
[00223] G - Level 1 crossing releases retention due to the train moving to the external approach.
[00224] G - Level 1 crossing de-energizes the Bi-DAX output.
[00225] G - Level 4 release releases all retentions due to the Bi-DAX entry being de-energized.
Vital I / O with Joints
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Railroad Speed
Rum entry to the West from the Joints (Figs. 30a-g).
[00226] Referring now to Figs. 30a-g, this scenario is the same as the scenario discussed above in connection with Figs. 20a-g. The configuration change would be for the calculation of the Approach Release EZ for level 4 crossing. Since the EZ will reach more than 80 at level 4 crossing when the end of the train crosses the joints, the Release time of Approach should be adjusted for the amount of time it will take for the last axis to reach level 4 crossing for the train at maximum speed. This will allow the bidirectional DAX system to cover trains at lower speed, since the level 1 crossing will take over control if its Bi-DAX input is de-energized and the level 1 crossing is de-energized.
Exit to the East via Joints (Figs. 31a-g) [00227] Referring now to Figs. 31a-g, initially all holds are released and all Bi-DAX I / O are de-energized. The train moves in the direction of rum entry to level 1 crossing. The train starts level 1 crossing, but has not crossed the EZ Retention point, so the Bi-DAX exit is not energized. Then: [00228] A - The train crossed the EZ Retention point on approach and energizes the Bi-DAX output due to the audible alert of the level crossing and EZ <EZ Retention.
[00229] A - Level 4 crossing active Retention and Retention timer due to energization of the Bi-DAX input.
[00230] B - Level 1 crossing island is de-energized.
[00231] B - Level 1 crossing activates the hold, the hold release timer and the approach timer.
[00232] B - Level 1 crossing keeps the Bi-DAX output energized due to the retention being activated.
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47/57 [00233] B - Level 4 crossing keeps the retention activated due to the Bi-DAX input being energized.
[00234] C, 4, & 5 - State remains the same while the train travels the internal circuit.
[00235] C, 4, & 5 - Timers are not executed due to the movement of input or output.
[00236] C, 4 & 5 - Level 4 crossing does not energize the BiDAX output due to the input being energized [00237] C, 4, & 5 - Level 4 crossing will adjust the approach release timer when EZ < Approach Release EZ.
[00238] F - Level 4 crossing island is de-energized, but the EZ is still 100 since the train did not cross the joints. The island is fed back by rail 2.
[00239] F - States remain unchanged.
[00240] G - Level 4 crossing island is released.
[00241] G - Approach Release Timer from level 1 crossing starts to run due to EZ> Approach Release EZ.
[00242] G - Approach Release Timer for level 1 crossing expires.
[00243] G - Level 1 crossing releases retention due to the approach release timer having expired.
[00244] G - Level 1 crossing de-energizes the Bi-DAX output.
[00245] G - Level 4 crossing sees Bi-DAX input being de-energized.
[00246] G- Level 4 release releases all retentions due to the Bi-DAX entry being de-energized.
Low speed
Scenario # 1 (Figs. 32a-g)
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48/57 [00247] Referring now to Figs. 32a-g, this scenario will follow the scenario for Figs. 20a to 20d. The difference starts at E after the Approach Release Timer is released at level 4 crossing. Level 1 crossing was initiated before the Approach Release Timer at level 4 expires. Then:
[00248] E - Level 1 crossing starts and the Bi-DAX entrance is still de-energized.
[00249] E - Level 4 Approach Release Timer Expires [00250] E - Level 4 Release Retention Release Timer [00251] E - Level 4 Release Releases Retention [00252] E - Level Crossover 4 de-energizes the Bi-DAX output.
[00253] E - Bi-DAX entry of level 1 crossing is de-energized, but retention remains active due to level 1 crossing to emit an audible alert.
[00254] E - Level 1 crossing energizes its Bi-DAX output due to the activated retention.
[00255] E - Level 4 crossing activates retention due to energized Bi-DAX input.
[00256] F - Level 1 crossing island is de-energized.
[00257] F - States remain unchanged.
[00258] G - Level 1 crossing island is released.
[00259] G - Level 1 crossing releases retention due to the train moving to the external approach.
[00260] G - Level 1 crossing de-energizes the Bi-DAX output. [00261] G- Level 4 release releases all retentions due to the Bi-DAX entry being de-energized.
Scenario # 2 (Figs. 33a-g)
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49/57 [00262] Referring now to Figs. 33a-g, this scenario will follow the scenario for Figs. 20a to 20d. The difference starts at E after the Approach Release Timer is released at level 4 crossing. Level 1 crossing did not start before the Approach Release Timer at level 4 expires. Then the following occurs:
[00263] E - Level 1 crossing has not started and the BiDAX input is still de-energized.
[00264] E - Level 4 Approach Release Timer Expires [00265] E - Level 4 Release Retention Release Timer [00266] E - Level 4 Release Releases Retention [00267] E - Level Crossover 4 de-energizes the Bi-DAX output.
[00268] E - Bi-DAX entry of level 1 crossing is de-energized and releases retention (Level 1 crossing is not emitting audible alert).
[00269] E - Level 1 crossing starts and EZ <Retention EZ, resulting in the energization of its Bi-DAX output.
[00270] E - Level 4 crossing activates the retention due to the energized Bi-DAX input.
[00271] F - Level 1 crossing island is de-energized.
[00272] F - Level 1 crossing activates the hold, the hold timer and the approach release timer.
[00273] G - Level 1 crossing island is released.
[00274] G - Level 1 crossing releases retention due to the train moving to the external approach.
[00275] G - Level 1 crossing de-energizes the Bi-DAX output.
[00276] G- Level 4 release releases all retentions due to the Bi-DAX entry being de-energized.
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50/57
Train Stops on the Island and Reverses Direction (Figs. 34a-g) [00277] Referring now to Figs. 34a-g, a train moves in the direction of arrival at the external approach and over the island. The train then reverses the direction leaving the island from the same direction as the train entered the island. Initially, all holds are released and all Bi-DAX I / O is de-energized. The train moves in the direction of rum entry to level 4 crossing. The train starts the level crossing, but has not crossed the EZ Retention point, so the Bi-DAX exit is not energized. So:
[00278] A - The train crossed the EZ Retention point on approach and energizes the Bi-DAX output due to the audible alert of the level crossing and EZ <EZ Retention.
[00279] A - Level 1 crossing active Retention and Retention timer due to the energization of the Bi-DAX input.
[00280] B - Level 4 island is de-energized.
[00281] B - Level 4 crossing activates the hold, the hold release timer and the approach timer.
[00282] B - Level crossing 4 keeps the Bi-DAX output energized due to the retention being activated.
[00283] B - Level 1 crossing keeps the retention activated due to the Bi-DAX input being energized.
[00284] C - The train stops on the island.
[00285] C - The Level 4 passage retention Release Timer is executed due to the absence of arrival or departure movement.
[00286] C - The Level 4 Passage Hold Timer could run until it times out and then reset to the maximum value or be continuously reset to the maximum value, depending on the implementation due to the disabled island to set the timer and no movement of arrival or departure to
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51/57 run the timer. In either implementation, retention will remain enabled as long as the island is disabled.
[00287] C - Level 1 crossing keeps the retention activated due to the Bi-DAX input being energized.
[00288] D - Level 4 crossing island is released.
[00289] D - Level 4 crossing releases retention due to the train moving to the external approach.
[00290] D - Level 4 crossing de-energizes the Bi-DAX output.
[00291] D- Level 1 pass releases all retentions due to Bi-DAX entry.
Center Powered Through Movement on Inversion Switch (Figs. 35a-g) [00292] Referring now to Figs. 35a-g, the initial state is Bi-DAX outputs de-energized and the key set for movement of the main line, transmitting code A.
[00293] A - The key is activated for a divergent movement, resulting in the transmission of a C code of the key for both level 1 and level 4 crossing.
[00294] A - Level 1 and 4 passages activate the retention and the retention release timer due to the receipt of the C code in RX2.
[00295] A - The Bi-DAX outputs remain de-energized.
[00296] B - Arrival of the train at the approach of level 4 crossing that starts the crossing. EZ is less than the Approach EZ.
[00297] B - Level crossing 4 releases the retention due to the beginning of the level crossing and the receipt of a C code in RX2.
[00298] B - Level 4 crossing does not energize its Bi-DAX output due to the receipt of a C code in RX2. Retention is already defined at level 1 crossing due to the position of the switch.
[00299] C - Level 4 island is de-energized.
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52/57 [00300] C - Level crossing 4 activates the hold, the hold release timer and the approach timer.
[00301] C - Level 4 crossing will energize its Bi-DAX output after the train bypasses the PSO circuit resulting in no C Code in RX2.
[00302] C - Level 1 crossing keeps retention activated due to the Bi-DAX input being energized and the receipt of a C code in RX2.
[00303] D & 5 - State remains the same while the train travels the internal circuit.
[00304] D & 5 - Timers are not executed due to the movement of input or output.
[00305] D & 5 - Level 4 crossing does not energize the BiDAX output due to the input being energized [00306] D & 5 - Level 4 crossing will set the approach release timer when EZ <Approach Release EZ .
[00307] E - When the train diverts the PSO circuit to level 1 crossing resulting in no C code for RX2, the restraints will remain activated due to the Bi-DAX input being energized.
[00308] E - Approach Release Timer from level 4 crossing starts to run due to EZ> EZ Approach Release.
[00309] F - Level 1 crossing island is de-energized.
[00310] F - States remain unchanged.
[00311] G - Level 1 crossing island is released.
[00312] G - Approach Release Timer of level 4 crossing expires.
[00313] G - Level 4 crossing de-energizes Bi-DAX output due to the approach release timer expiring, but keeps
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53/57 retention activated due to receipt of C code in RX2.
[00314] G - Level 1 crossing sees Bi-DAX input being de-energized.
[00315] G - Level 1 crossing would release all retentions due to the de-energization of the Bi-DAX input, but they remain activated due to the receipt of the C code in RX2.
Train powered by the center enters by lateral deviation (Figs. 36af) [00316] Referring now to Figs. 36a-f, the initial state is de-energized Bi-DAX outputs and the key is defined for movement of the main line, transmitting the code A. Then, the following occurs: [00317] A - The key is activated for a divergent movement, resulting in transmission of a key C code for both level 1 and level 4 crossing.
[00318] A - Level 1 and 4 passages activate the retention and the retention release timer due to the receipt of the C code in RX2.
[00319] A - The Bi-DAX outputs remain de-energized.
[00320] B - Train enters approach approaching the PSO Circuit from level 1 crossing, and as a result, level 1 crossing does not see a C code in RX2.
[00321] B - Level 1 crossing retention remains activated due to seeing code C and then no code.
[00322] B - Level 4 crossing may or may not see code C still depending on the PSO connections on the switch. Either way, the hold will remain activated both by seeing a C code and by the Hold release time.
[00323] C - The train is in the direction of arrival at level 1 crossing, resulting in the beginning of level 1 crossing.
[00324] D - Bi-DAX exit of level 1 crossing is de-energized Petition 870190053054, dated 11/06/2019, pg. 61/73
54/57 da.
[00325] C - Bi-DAX input of level 4 crossing is energized.
[00326] D - Level 1 crossing island is de-energized - retention states remain the same [00327] E - Level 1 crossing island is energized.
[00328] E - Level 1 crossing de-energizes Bi-DAX exit due to the train leaving the island for external approach [00329] E - Bi-DAX entrance of level 4 crossing is de-energized.
[00330] E - Level 1 and 4 crossing retentions remain active because they are seeing Code C in RX2.
[00331] F - T rem is out of approximations.
[00332] F - Retentions will still be activated due to the C code in RX2.
[00333] F - Key is activated for main line, resulting in Code A received in RX2.
[00334] F - Both level 1 and 4 passages release their withholdings due to the receipt of Code A in RX2.
Meeting of the Train Powered by the Center
Scenario # 1 (Figs. 37a-h) [00335] A - Initially, all holds are released and all Bi-DAX I / O are de-energized. The switch is set to normal and the PSO is transmitting Code A.
[00336] B - The train moves in the direction of rum entry to level 4 crossing.
[00337] B - The train starts the level crossing, but it did not cross the EZ Retention point, so the Bi-DAX output is not energized.
[00338] B - The train crossed the EZ Retention point on approach and energizes the Bi-DAX output due to the audible alert of the level crossing and EZ <EZ Retention.
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55/57 [00339] B - Level 1 crossing active Hold and Hold timer due to energizing the Bi-DAX input.
[00340] C - Level 4 crossing island is de-energized.
[00341] C - Level 4 crossing activates the hold, the hold release timer and the approach timer.
[00342] C - Level 4 crossing keeps the Bi-DAX output energized due to the retention being activated.
[00343] C - Level 1 crossing keeps the retention activated due to the Bi-DAX input being energized.
[00344] D - State remains the same while the train passes through the internal circuit.
[00345] D - The timers are not executed due to the entry or exit movement.
[00346] D - Level 4 crossing does not energize the Bi-DAX output due to the input being energized [00347] E - Train stops at the switch and at a point where the level 4 crossing EZ is greater than the Approach EZ.
[00348] E - Approach Release Timer from level crossing 4 starts to run.
[00349] E - Second train moves in the direction of rum entry to level 1 crossing.
[00350] E - Level 1 crossing starts due to the second train.
[00351] E - Level 1 passage retention remains active due to the Bi-DAX input being energized and receiving code A in RX2 (key not activated).
[00352] F - The switch is activated for a divergent movement resulting in the PSO in the switch transmitting a C code.
[00353] F - Level 1 crossing is giving an audible alert and receiving a C code in RX2, as a result of which the holds are released (the Bi-DAX entry is canceled).
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56/57 [00354] G - Level 4 crossing timers expire. It could be Approach Release or Hold Release. Bi-DAX output is de-energized and retention is released.
[00355] G - Level 1 crossing still canceling the retentions due to the audible alert of the level crossing and the receipt of the C code in RX2.
[00356] H - Level 1 crossing island is de-energized.
[00357] H - Level 1 crossing activates retention, retention release timer and approach timer.
[00358] H - Level 1 crossing will energize its Bi-DAX output after the train bypasses the PSO circuit resulting in no C Code in RX2.
[00359] H - Level 1 crossing activates the retention due to the Bi-DAX input being energized.
[00360] I - Second train moves towards the key. State remains the same.
[00361] I - Second train leaves approach via key (last axis still approaching level 1 crossing and bypassing the PSO circuit). State remains the same.
[00362] J - Second leaves approach, resulting in energizing the PSO Circuit of level 1 crossing.
[00363] J - Level 1 pass receives Code C in RX2. This releases the Bi-DAX output and keeps the holds active.
[00364] J - Level 1 Approach Approach Release Timer expires [00365] J - The Bi-DAX input of level 4 pass is de-energized, resulting in the release of the holds.
[00366] K - Level 1 crossing retention remains active for the Approach Release time due to the visualization of the transition from code C to code A.
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57/57 [00367] L - Level 1 passage retention activated due to the approach release time being frozen due to the arrival movement and EZ <Approach EZ.
[00368] M - Level 1 crossing island is de-energized.
[00369] M - Level 1 crossing activates the hold, the hold timer and the approach release timer.
[00370] N - Level 1 crossing island is released.
[00371] N - Level 1 crossing releases the retention due to the train moving to the external approach.
[00372] N - Level 1 crossing de-energizes the Bi-DAX output.
[00373] N - Level 4 crossing releases all retentions due to the Bi-DAX entry being de-energized.
[00374] It will be evident to those skilled in the art that several other variations in addition to those discussed above are also possible. Therefore, although the invention has been described with respect to certain specific embodiments, it will be appreciated that many modifications and changes can be made by those skilled in the art without departing from the spirit of the invention. Therefore, it is intended, by the attached embodiments, to cover all these changes and modifications that fit the true spirit and scope of the present invention.
[00375] In addition, the purpose of the Summary is to allow the patent office and the general public, especially scientists, engineers and professionals in the field who are not familiar with the patent or the legal terms or phraseology, to quickly determine , from a quick inspection, the nature and essence of the technical revelation of the order. The Summary is not intended to limit the scope of the present invention in any way.

权利要求:
Claims (15)
[1]
1. Method for operating a level crossing predictor (40), the method being CHARACTERIZED for understanding:
detecting, in a first level crossing predictor (40a), the presence of a train (410) in an approach, the first level crossing predictor (40a) being located in a first level crossing (20a);
receiving, at the first level crossing predictor (40a), a first signal indicating whether a second level crossing predictor (40b) away from the first level crossing predictor (40a) has detected the presence of a train (410);
determining in the first level crossing predictor (40a) whether to transmit a constant warning time signal to a device located in a second level crossing (20b) based at least in part on the first signal.
[2]
2. Method, according to claim 1, CHARACTERIZED by the fact that the device at the second level crossing (20b) is the second level crossing predictor (40b).
[3]
3. Method, according to claim 1, CHARACTERIZED by the fact that the device located in the second level crossing (20b) is a third level crossing predictor (40c) different from the first level crossing predictor (40a) and the second level crossing predictor (40b) and located between the first level crossing predictor (40a) and the second level crossing predictor (40b).
[4]
4. Method, according to claim 1, CHARACTERIZED by the fact that the first signal is received using a rail-based communication device.
[5]
5. Method, according to claim 4, CHARACTERIZED by the fact that the communication device based on
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2/4 on a rail is a PSO receiver (phase shift overlap) forming part of a first PSO circuit (50a, 50b).
[6]
6. Method, according to claim 1, CHARACTERIZED by the fact that the first signal is received using a communication device based on wireless communication.
[7]
7. Method, according to claim 1, CHARACTERIZED by the fact that the first signal is received using a wired communication link to the second level crossing predictor (40b).
[8]
8. Method according to claim 1, CHARACTERIZED by additionally comprising:
calculate the constant warning time signal; and transmitting the constant warning time signal to the device located at the second level crossing (20b);
the calculation and transmission steps are performed if the first signal indicates that the second level crossing predictor (40b) did not detect the presence of a train (410).
[9]
9. Method according to claim 1, CHARACTERIZED by additionally comprising the step of transmitting a second signal from the first level crossing predictor (40a) to the second level crossing predictor (40b), the second signal indicating that the first level crossing predictor (40a) has detected an incoming train (410) on one side of the first level crossing (20a) opposite a side of the level crossing on which the second level crossing predictor (40b) is located.
[10]
10. Method according to claim 1,
CHARACTERIZED by the fact that the second signal is transmitted using a rail-based communication device.
[11]
11. Method according to claim 1,
CHARACTERIZED by the fact that the communication device baPetição 870190053054, dated 11/06/2019, p. 67/73
3/4 seado on rail is a PSO transmitter.
[12]
12. Level crossing predictor, FEATURED for understanding:
a control unit (44a);
a first port connected to the control unit (44a), the first port being operable to receive a first signal from a second level crossing predictor (40b), the first signal indicating whether the second level crossing predictor (40b) has detected a train (410) approaching the second level crossing predictor (40b);
a second port connected to the control unit (44a), the second port being operable to transmit a constant warning time signal to a device located at a second level crossing (20b);
a transmitter connected to and under control of the control unit (44a) and being operable to transmit a second signal through the tracks of a railroad;
a receiver connected to and under control of the control unit (44a) and being operable to receive the second signal;
the control unit (44a) being adapted to detect the presence of a train (410) based on a characteristic of the second signal and to determine whether it will transmit the constant warning time signal through the second port based at least in part at the first sign.
[13]
13. Level crossing predictor according to claim 12, CHARACTERIZED by the fact that the control unit (44a) transmits the constant warning time signal via the second door if the first signal indicates that the second passage predictor level (40b) did not detect a train (410) before the train (410) was detected by the control unit (44a).
Petition 870190053054, of 6/11/2019, p. 68/73
4/4
[14]
14. Level crossing predictor according to claim 12, CHARACTERIZED by the fact that the control unit (44a) additionally comprises a third door, and the control unit (44a) is additionally operable to transmit a third signal via the third door to the second level crossing predictor (40b) to indicate that the first level crossing predictor (40a) detected the presence of a train (410).
[15]
15. Level crossing predictor according to claim 12, CHARACTERIZED by the fact that the control unit is additionally operable to suppress the transmission of constant warning time signals via the second door if the first signal indicates that the second level crossing predictor (40b) detected the train (410) before the train (410) was detected by the control unit (44a).

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法律状态:
2016-09-06| B25A| Requested transfer of rights approved|Owner name: SIEMENS RAIL AUTOMATION CORPORATION (US) |

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2016-09-20| B25A| Requested transfer of rights approved|Owner name: SIEMENS INDUSTRY, INC. (US) |

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2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

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2019-04-16| B06T| Formal requirements before examination|

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2019-10-15| B09A| Decision: intention to grant|

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2019-12-17| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 26/10/2010, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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US27272609P| true| 2009-10-27|2009-10-27|

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PCT/US2010/054135|WO2011056596A2|2009-10-27|2010-10-26|Method and apparatus for bi-directional downstream adjacent crossing signaling|

---