Device and method for positioning and controlling railway vehicles with ultra-large bandwidth
A device and method for positioning and controlling railway vehicles. The device includes fixed stations ( 1 ) including first elements for transmitting/receiving ( 2 ) signals and a central control station ( 3 ) to which the fixed stations ( 1 ) are connected. Each railway vehicle ( 4 ) includes second elements for transmitting/receiving ( 6 ) signals. The signals transmitted by the first and second transmitting/receiving elements ( 2, 6 ) including an identifier specific to the transmitter and at least one message and consist in non-sinusoidal radio signals with very large bandwidth whose spectrum ranges between 1 and 10 GHz. Each railway vehicle ( 4 ) and each fixed station ( 1 ) include processing elements ( 8 ) for determining the identifier and the at least one message of each received signal. The central control station ( 3 ) sends command control instructions.
1. A device for positioning and controlling rail vehicles ( 4 ) comprising:
fixed stations ( 1 ) comprising a first signal transmitter and receiver ( 2 ); and
a central control station ( 3 ) to which are connected the fixed stations ( 1 ) and controlling a transport zone,
wherein,
each rail vehicle ( 4 ) comprises second signal transmitter and receiver ( 6 ) containing a specific identifier of a transmitter and at least one message,
the signals transmitted by the first transmitter and receiver ( 2 ) of the fixed stations ( 1 ) contain a specific identifier of the transmitter and at least one message,
the central control station ( 3 ) sends rail operation control orders,
each rail vehicle ( 4 ) and each fixed station ( 1 ) include processor ( 8 ) for determining the identifier and at least said message of each signal received,
the signals of the first and second transmitter and receiver ( 2 , 6 ) are non-sinewave radio signals with a very large passband whereof a frequency spectrum ranges between 1 and 10 GHz.
2. The device according to claim 1 , wherein each rail vehicle ( 4 ) comprising:
a first processing lane of the first and second transmitter and receiver ( 2 , 6 ) determines the position and the direction of said vehicle in the transport zone; and
a second processing lane of the first and second transmitter and receiver ( 2 , 6 ) determines an actual speed measurement of said vehicle, each of a first and second transmitter and receiver receives signals from the processor.
3. The device according to claim 1 , wherein each rail vehicle ( 4 ) comprising:
a third processing lane of the first and second transmitter and receiver ( 2 , 6 ) determines passive obstacles or other vehicles on lanes receiving signals from said processor.
4. The device according to claim 1 , wherein a localisation in the transport zone, a speed and direction of each rail vehicle ( 4 ) are determined on the one hand, and a detection of obstacles is realised on the other hand, in real time and simultaneously.
5. The device according to claim 1 , wherein said specific identifier is obtained by pseudo-random encoding.
6. The device according to claim 1 , wherein the rail operation control orders transmitted by the central station ( 3 ) include navigation instructions of at least one rail vehicle ( 4 ).
7. The device according to claim 6 , wherein said orders comprise a communication for said rail vehicle ( 4 ).
8. The device according to claim 1 , wherein the central control station ( 3 ) includes a processing unit for centralising and processing data sent by the fixed stations ( 1 ) and displaying said data on a screen in real time.
9. The device according to claim 2 , wherein each rail vehicle ( 4 ) comprising:
a fourth processing lane of the first and second transmitter and receiver ( 2 , 6 ) determines passive obstacles or other vehicles on lanes receiving signals from said processor.
10. A method for positioning and controlling rail vehicles including fixed stations ( 1 ) comprising first signal transmitter and receiver ( 2 ) and a central control station ( 3 ) to which are connected the fixed stations ( 1 ),
wherein,
each rail vehicle ( 4 ) comprises a second signal transmitter and receiver ( 6 ),
a specific identifier is determined for each of the first and second transmitter and receiver ( 2 , 6 ), said signals being non-sinewave radio signals with a very large passband whereof a frequency spectrum ranges between 1 and 10 GHz containing said identifier and at least one message,
for each of the signals received by the fixed station ( 1 ) and by each rail vehicle ( 4 ) the identifier and at least said message of this signal are determined by processor ( 8 ),
rail operation control orders are sent by the central control station ( 3 ).
11. The method according to claim 10 , wherein a transport zone controlled by the central station ( 3 ) and wherein the rail vehicles ( 4 ) are displaced, is divided into a grid of points defined by the repetition of a same elementary mesh of length D.
12. The method according to claim 11 , wherein the length D of the elementary mesh is set typically to several hundred meters.
13. The method according to claim 12 , wherein rail operation control orders are sent by the central control station ( 3 ) to each rail vehicle ( 4 ) so that a single vehicle ( 4 ) is included any time over the length D.
14. The method according to claim 12 , wherein rail operation control orders are sent by the central control station ( 3 ) to at least two rail vehicles to conduct a rendezvous manoeuvre over the length D.
15. The method according to claim 11 , wherein the length D of the elementary mesh is variable with time.
16. The method according to claim 15 wherein the length D of the elementary mesh is determined in real time from the signals transmitted by each rail vehicle ( 4 ), said length being at least equal to the safety distance D min between each vehicle, the central station ( 3 ) sending rail operation control orders to each rail vehicle ( 4 ) for keeping said distance D between each vehicle.
17. The method according to claim 10 wherein passive obstacles on lanes are determined by the second transmitter and receiver ( 6 ) and for each rail vehicle ( 4 ) in motion.