Method and apparatus for initializing an automated train control system

Abstract: A vehicle initialization system (8) for a control system that includes a vehicle, such as a train (10) that is to be initialized, a vehicle track (18), a first reader (28), an onboard computer (24) and a tachometer (26). The vehicle is adapted to coact with the track. At least two spaced apart position identifiers (32,34) are positioned along the track. The first reader (28) attaches to the vehicle and is adapted to read information from the position identifiers and relay the information to the onboard computer. The tachometer is also interfaced with the onboard computer, so that as the vehicle passes the position identifiers, the tachometer can be calibrated and the vehicle direction of travel and the vehicle orientation can be determined. The system also includes a vehicle identifier (30) adapted to identify the vehicle characteristics. A second reader (36) is positioned along the track and is adapted to read the vehicle identifier as the vehicle travels along the track. A wayside computer interfaces with the second reader. A wheel detector (38) and a trip stop (42) for preventing the vehicle from proceeding along the track are provided along the track and are interfaced with the wayside computer (10). The trip stop prevents the vehicle from proceeding on the track if information transmitted by the vehicle identifier is not verified by the wheel detector.

Description: BACKGROUND OF THE INVENTION 1) Field of the Invention This invention relates to train control, and more particularly, to a system and method for introducing a contactless train onto a system. 2) Description of the Prior Art Presently, railroads, mass transit and people mover systems that include a train traveling along a track, utilize a fixed block system. In theory, the fixed block system divides the track into a plurality of sections or blocks. Only one train can travel in a respective block at a time. Typically, the wayside system determines whether a train can travel in the next block. Contact-type trains include a contact mechanism, either metallic wheels or a brush attached to the train. The contact shorts out an electrical line provided on the track which, in turn, identifies the train location on the track. The fixed block system inefficiently utilizes the train track and typically is used in a contact-type of train system. Trains cannot closely follow each other, even under the safest conditions, if the distance between the trains conflicts with the block spacing. This is a particular problem with mass transit, such as subways and people movers, and results in unnecessarily limiting the number of trains on the track, especially during peak traffic times. When the traffic runs slower, the trains cannot run closer to each other at a safe distance because the blocks are laid out to space the trains apart under worst case conditions. Recently, the railroad industry has identified the moving block system as a solution to the fixed block problem. The moving block system does not divide the track into fixed sectors. Rather, a safety distance profile is developed for each train based upon information related to the train's speed, weight, braking information, and train model or design type. This information is then supplied to a control computer which determines a safety distance profile, which is the closest distance adjacent trains can be operated. See, for example, U.S. Patent Nos. 5,364,047 and 4,711,418. This safety distance profile continually changes and depends on the train speed, the specific train design and the topography of the track. Moving block systems improve performance and safety over fixed block systems. A necessary component of the moving block system is a control computer or control computers which dictate the appropriate speed and the braking profile of the train or trains. It is important that the control computers include a full or partial map of the system and have the ability to locate the train's location. In an ideal situation, the same trains always travel on the same track. However, in actuality, the trains must be added and removed from the tracks, and at times, train cars must be added or removed from the trains. All of this information must continuously be updated and supplied to a stationary control computer or control computers. This is especially important when a train travels from a spur or secondary portion of the track to the primary or main portion of the track where other trains are traveling. It is of the upmost importance that the control computer (or control computers) receives accurate information of the train regarding the train's length and performance characteristics of the train cars, orientation and direction of travel before that train can be permitted to enter the main portion of track where other trains are traveling. Also, it is important that the train's distance measuring device, be it either a tachometer or Doppler radar, for example, is accurately calibrated before the train enters the main portion of the track so that the control computer (or control computers) can accurately and safely control the train. Therefore, it is an object of the present invention to safely introduce trains to the main portion of the track in a contactless moving block system. ETCS System Requirement Specification (SRS), Version 03.01, UIC, ERRI-A200 discloses a method for initializing a vehicle on a vehicle path, comprising the following steps: (a) positioning said vehicle on said vehicle path; (b) moving said vehicle over said vehicle path; (c) moving said vehicle over said first reference point; (d) identifying a location of said first reference point; (e) moving said vehicle over a second reference point; (f) identifying a location of said second reference point; (g) measuring the distance between the first reference point and the second reference point by a distance measuring device provided on the vehicle; (h) calculating the distance travelled by the vehicle between the first reference point and the second reference point, based on the identified locations; (j) determining the vehicle's direction of travel based on the sequence the vehicle passes over said reference points; and (k) determining the orientation of said vehicle using the distance measuring device and the determined vehicle's direction of travel. This document also discloses a system for a vehicle control system, comprising: a vehicle to be initialized; a vehicle path adapted to coact with said vehicle; at least two spaced apart reference points positioned along said path, each of the reference points being adapted to represent information identifying the location of said reference points along said vehicle path; a reader attached to said vehicle and adapted to read information from said reference points; a computer provided with said vehicle; and means for measuring the distance said vehicle has travelled interfaced with said computer, whereby, when said vehicle passes said reference points, said reference points identify location information to said onboard reader which in turn relays the location information to said computer, so that said computer determines the vehicle direction of travel, calculates a distance between said reference points and said computer determines the orientation of said vehicle based upon information said computer receives from said means for measuring the distance said vehicle has travelled. The aim of the invention is to provide such a method and such a system which is fit for accurate calibration of the train's distance measuring device. This aim is reached: by such a method, wherein the distance measuring device is calibrated, so that the measured distance between the first reference point and the second reference point equals the calculated distance, and by such a system, wherein said computer calibrates said means for measuring the distance said vehicle has travelled, so that the measured distance between the first reference point and the second reference point equals the calculated distance. Subsequently, the invention will be elucidated with the help of the accompanying drawings, wherein: Fig. 1 is a side elevational view of a train positioned on a spur portion of a train track showing a portion of an initialization system for an automated train control system made in accordance with the present invention; Fig. 2 is a top plan view of a train track including the spur portion shown in Fig. 1; Fig. 3 is a top plan view of the spur portion of the track shown in Fig. 1; Fig. 4 is a schematic view of a tachometer used in the present invention; Fig. 5 is a side elevational view similar to Fig. 1 with the train engine in a reversed orientation; Fig. 6 is a flow diagram representing a portion of the initialization system; and Fig. 7 is a flow diagram representing another portion of the initialization system. DESCRIPTION OF THE PREFERRED EMBODIMENTS Figs. 1-3 show an initialization system 8 for a vehicle control system made in accordance with the present invention. Fig. 1 shows a train 10 made up of one or more vehicles 12 and 14 that includes one or more vehicles equipped with train control equipment. The train 10 can be either part of an automated vehicle control system or a manually operated vehicle control system. Preferably, the present system is to be used in conjunction with a contactless-type system, although aspects of the present invention may be used with a contact-type system. The vehicles 12 and 14. each include a body having a plurality of wheels 16 that coact with a rail or track 18 which defines a vehicle path. The wheels 16 are rotatably secured to the car bodies through axles. The track includes a spur or secondary portion 20 connected to a main or primary portion 22. An onboard computer 24 provided in at least one of the vehicles, e.g., vehicle 12, is a microprocessor based automated control system that controls the propulsion and brakes and can be configured to control the train stopping and speed control of the train 10. Such a control system can be of the type disclosed in U.S. Patent No. 5,364,047. The onboard computer 24 automatically tracks the train location and may or may not provide train protection and/or train speed control. It includes databases for vehicle characteristics, braking performance and engine performance. The onboard computer 24 also includes a map database that represents the track layout, civil speed limits, track grades, locations of all of the train stations positioned along the track and any other relevant position data. Ideally, the onboard computers 24 of all of the vehicles in the trains 10', 10'', and 10''' (which are shown in phantom in Fig. 2) traveling on the main portion 22 of the track 18 are sent information relating to other trains traveling on the main portion 22. In this arrangement, information regarding the train length and the train performance characteristics are of particular importance if the moving block system is to be implemented. Incorrect information can cause an accident. However, trains always enter and leave the main portion 22 of the track 18 for various reasons (maintenance or over capacity, for example). Therefore, there is a need to update the vehicle control system when these changes occur. The present invention addresses this need by initializing a train's onboard computer 24 prior to permitting the train to enter the main portion 22 of track 18, where a plurality of equipped trains may be traveling. This initialization involves several factors, namely, establishing the location of the train, determining the train length, the train direction, the train orientation and calibrating the train's distance measuring device(s). The train 10 includes a tachometer 26, as shown in Fig. 4. The tachometer 26 measures the rotational displacement and direction of one of the train axles attached to the wheels 16. The tachometer 26 is coupled to the appropriate instrumentation so as to measure rotational displacement and direction. The tachometer is also coupled to the onboard computer 24. Specifically, the distance the train has traveled over a fixed period of time equals the number of axle rotations multiplied by the circumference of the wheels 16 attached to the axle. The accuracy of tachometers decreases over a period of time due to wheel wear and mechanical wear of the tachometer. The vehicle control system includes tags "T", (also known as beacons, position identifiers, transmitters or transponders, spaced along the main portion 22 of the track 18) as shown in Fig. 2. Referring back to Fig. 1, a train reader, receiver or interrogator 28 is secured to a vehicle 12 and is adapted to read or receive signals emitted from tags "T" that represent identifying an exact location of the tag "T" positioned along the main portion 22 of the track 18. Two spaced apart initialization tags 32 and 34 are provided on the spur portion 20 of the track 18, as shown in Figs. 1-3. Tags 32 and 34 are spaced apart a distance "D". The reader 28 is also adapted to read signals from tags 32 and 34 in a similar manner as it reads signals from tags "T". This information or data is then sent or relayed to and inputted into the onboard computer 24. The above-described tag/reader system is a radio-based communication system, which uses radio frequency (RF) communication between the vehicle reader 28 and tags "T", 32 and 34. The tag/reader system could also be optically based or inductively based. Each tag "T", 32 and 34 is a passive transponder, encoded with a unique identification, which is excited by RF energy from vehicle-based reader 28. The location information is received by the reader and is then sent to the onboard computer 24 so that the train's location can be pinpointed by the onboard computer map. The onboard tachometer 26 provides displacement information to the onboard computer 24 when the train 10 travels between the tags "T", 32 and 34. In addition to tags provided along the train track 18, each train's vehicles 12 and 14 includes vehicle tags, transmitters or vehicle identifiers 30 attached to undersides of the car bodies, as shown in Fig. 1. Tags 30 are similar to tags "T", 32 and 34, except the information contained on the tags 30 is directed to the car physical information, such as the type or model of the train car, the train car physical characteristics, the number of axles provided on the train car and the train car length. A verification reader, interrogator or receiver 36, which is similar to reader 28, is positioned along the spur portion 20 of the track 18. The verification reader 36 is adapted to receive or read encoded information or signals transmitted by the tags 30 and is operated in a similar manner as reader 28. A wheel detector 38, which is well known in the art, is positioned adjacent to the spur 20. The wheel detector 38 identifies or detects the number of axles on a train that passes the wheel detector 38. The wheel detector 38 and the verification reader 36 are coupled or interfaced to a wayside computer 40 so that information from the wheel detector 38 and the verification reader 36 can be relayed to the wayside computer 40. A trip stop 42 is positioned along the spur portion 20 just prior to a junction "J" where the spur portion 20 meets the main portion 22, as shown in Fig. 2. The trip stop 42, which is well known in the art, includes a mechanical arm that is adapted to contact a lever on the train that activates the train brakes. The trip stop 42 is coupled to the wayside computer 40. The onboard computer 24 and the wayside computer 40 each include a bidirectional communication device, such as a radio frequency transceiver, which enables information to be transmitted and received between the onboard computer 24 and the wayside computer 40. With reference to Figs. 2-5, in operation, the train 10 is activated and positioned on the spur portion 20 rearwardly (which is to the left) of the tags 32 and 34, the verification reader 36, the wheel detector 38 and the trip stop 42, which is to the right of tags 32 and 34. The train then moves in a forwardly "X" direction and passes over the tags 32 and 34 as schematically represented in Fig. 6. The reader 28 reads the location information transmitted by tags 32 and 34 and the onboard computer 24 identifies the location of the tags 32 and 34 and calculates the distance between the tags 32 and 34. The tachometer 26 simultaneously measures the distance between the tags 32 and 34 and can then be calibrated pursuant to the following equation: distance between the tags 32 and 34 = (the reading on the tachometer) x (a calibration factor). Further, based upon the sequence in which the train 10 passes over the tags 32 and 34, the onboard computer 24 determines the direction of travel (in this case in the "X" direction). The train would be traveling in the "X"' direction, shown in Fig. 1, had it first traveled over tag 34 and then tag 32. The tachometer reading determines the orientation of the vehicle 12 together with the determined direction of travel. Specifically, as shown in Fig. 4, if the tachometer 26 indicates a positive or clockwise rotation of the wheel axles and the train is traveling in the "X" direction, then the vehicle 12 is pointed in the forwardly direction, as shown in Fig. 1. If the tachometer indicates a negative or counterclockwise rotation of the axles and the train is traveling in the "X" direction, then the vehicle 12 is pointed in a rearwardly direction as shown in Fig. 5. The above sequence describes the initialization process of an equipped vehicle. Collectively, the traits of the vehicles in the train make up the train. Prior to the train 10 entering the main portion 22 of the track 18, all of the vehicles of the train pass over the verification reader 36, which is schematically represented in Fig. 7. The verification reader 36 reads the information transmitted or relayed by all of the tags 30 secured to the vehicles 12 and 14. This information is then transmitted or relayed to the wayside computer 40, which calculates the train length. Together with the number of vehicles and their combined performance characteristics, the train characteristic profile is determined, i.e., stopping characteristics and accelerating characteristics, etc. The wayside computer 40 also determines the order of the vehicles 12 and 14, for example, which vehicle is positioned first in the train, which vehicle is positioned second in the train, etc. The wayside computer 40 then calculates the number of axles present on the train 10 based upon, for example, vehicle model information. The verification reader 36 reading vehicle tags 30 constitute a first arrangement for obtaining information regarding train 10, such as, the number of vehicles in the train, the order of the vehicles in the train and the like. To verify that the information obtained utilizing the verification reader 36 is correct, a second arrangement is provided for determining the train length and/or the number of axles present on the train 10. One such second arrangement includes a wheel detector 38 which physically detects the number of wheels on the train as the train passes thereby. In turn, the number of axles present on the train 10 as detected. This information is transmitted or relayed to the wayside computer 40, which compares the information received from the verification reader 36 and the wheel detector 38. If the wayside computer 40 determines that the information corresponds with each other, that is to say the number of axles calculated from the tag information (of tags 30) supplied to the wayside computer 40 equals the number of axles detected by the wheel detector 38, then the trip stop 42 is deactivated, allowing the train 10 to enter the main portion 22 of the track 18, and other train information, such as, without limitation, train length, numbers of vehicles and vehicle order, is transmitted or relayed by the wayside computer 40 to the onboard computer 24. If, however, the information does not correspond, then the train must be inspected to determine the reason for the difference between the interrogated information and the wheel detector 38. Any discrepancies between the number of vehicles identified by the verification reader 36 and the number of axles identified by the wheel detection must be corrected before the train 10 can enter the main portion 20 of the track 18. Another second arrangement of verifying the train length and/or the number of axles present on the train 10 includes a train-length trainline connected to the onboard computer 24. The train-length trainline 44 includes an electrically measurable element 46, such as resistor or a switch, positioned on each vehicle 12 and 14 in the train 10 and connected to be sensed by the onboard computer 24. By detecting the presence of these elements 46, the onboard computer 24 can determine the number of vehicles in the train 10 and consequently the train length and/or the number of axles present on the train 10. Still another second arrangement of verifying the train length and/or the number of axles present on the train 10 includes an onboard train operator inputting into the onboard computer 24, via a keyboard 48, train length information and/or the number of axles present on the train 10 or equivalents thereof whereby the train length and/or number of axles can be derived by the onboard computer 24. Alternatively, a person positioned outside the train 10 can count the number of vehicles in the train, the number of axles and the like, from which the train length and/or number of axles can be derived and then input this information, via a keyboard 54, into the wayside computer 40. The train length and/or number of axles present on the train 10, obtained utilizing one or more of the above second arrangements, is communicated between the wayside computer 40 and the onboard computer 24. If the wayside computer 40 or the onboard computer 24 determines that the information obtained utilizing the first and second arrangements do not correspond with each other, then the wayside control computer and/or the onboard computer 24 detecting the difference can prevent the train 10 from entering the main portion 22 of the track 18. In a similar manner, information regarding other initialization factors, such as, without limitation, train direction of travel, train orientation and train location, obtained utilizing the first arrangement and one or more of the second arrangements are communicated between the onboard computer 24 and the wayside computer 40. In the event a discrepancy is detected between the information obtained from the first arrangement and one of the second arrangements, by either the onboard computer 24 or the wayside computer 40, the computer detecting the discrepancy prevents the train 10 from entering the main portion 22 of the track 18. Specifically, if the wayside computer 40 recognizes a lack of correspondence or a discrepancy, the wayside computer 40 activates the trip stop 42 to contact a lever on the train that activates the train brakes. Similarly, if the onboard computer 24 recognizes the discrepancy, the onboard computer 24 initiates action to prevent the train from entering the main portion 22 of the track 18. By way of example, and not of limitation, this action may include, the onboard computer 24 communicating a command to the wayside computer 40 to activate the trip stop 42, the onboard computer 24 activating the train brakes or the onboard computer 24 preventing the propulsion system of the train 10 from supplying motive power to the wheels 16 of the train 10. During operation of the train 10 on the main portion 22 of track 18, the onboard computer 24 is constantly exchanging or sharing information with the wayside control computers 40 positioned along the path of the train 10. Specifically, the onboard computer 24 of the train 10 transmits or relays information regarding initialization factors and operational aspects of the train 10, such as without limitation, train length and train speed, to the wayside control computers 40. The wayside control computers 40 also receive initialization factors and operational aspects of other trains, e.g., 10', 10'' and 10''' operating on the main portion 22 of the track 18. The wayside control computer 40 transmits or relays the initialization factors and operational aspects of the other trains to the onboard computer 24 of the train 10 as it progresses along the main portion 22 of the track 18. In this manner, the train 10 operating on the main portion 22 of the track 18 is dynamically providing information regarding its status to the wayside control computers 40, which, in turn, are dynamically providing to the train 10 information regarding the status of other trains, e.g. 10', 10'' and 10''' operating on the main portion 22 of the track 18. Accordingly, information necessary to the operation of a moving block system is communicated between trains operating on the main portion 22 of the track 18 and to trains attempting to enter or exit the main portion 22 of the track 18 and appropriate measures are implemented in the wayside control computers 40 and/or the onboard computers 24 regarding the control and/or safety of trains operating on the track 18. As is now evident, the present invention permits trains to be initialized prior to entering the main portion 22 of the track 18 and permits calibration of the tachometer (or other arrangements, such as a Doppler radar), determination of the train direction and orientation of the train prior to the train entering the main portion 22 of the track 18. This system is especially useful in moving block systems. It is also possible to continuously calibrate the tachometer 26 as it travels along the main portion 22 of the track 18 by comparing the distance between two adjacent tags "T" with the distance measured by the tachometer 26 and calibrating the tachometer 26 in the same manner as it was initially calibrated when the train passed over tags 32 and 34. Further, the initialization permits the "vital" determination of the train length by utilizing two separate systems or arrangements to determine the train's length. Having described the presently preferred embodiment of the invention, it is to be understood that it may otherwise be embodied within the scope of the appended claims.

Claims: Method for initializing a vehicle (10) on a vehicle path (18,20,22), comprising the following steps: (a) positioning said vehicle (10) on said vehicle path (18,20,22) ; (b) moving said vehicle (10) over said vehicle path (18,20,22) ; (c) moving said vehicle (10) over said first reference point (32); (d) identifying a location of said first reference point (32) ; (e) moving said vehicle (10) over a second reference point (34) ; (f) identifying a location of said second reference point (34) ; (g) measuring the distance between the first reference point (32) and the second reference point (34) by a distance measuring device (26) provided on the vehicle (10) ; (h) calculating the distance travelled by the vehicle (10) between the first reference point (32) and the second reference point (34), based on the identified locations; (j) determining the vehicle's direction of travel based on the sequence the vehicle (10) passes over said reference points (32,34); and (k) determining the orientation of said vehicle (10) using the distance measuring device (24,28) and the determined vehicle's direction of travel, characterized in that the distance measuring device (24,28) is calibrated so that the measured distance between the first reference point (32) and the second reference point (34) equals the calculated distance. Method as claimed in claim 1, characterized in that the vehicle path (18) comprises a spur portion (20) and a main portion (22), the first reference point (32) and the second reference point (34) are positioned along the spur portion (20) of the vehicle path (18), said vehicle (10) travels over the spur portion (20) prior to said vehicle entering the main portion (22) of the vehicle path (18). Method as claimed in claim 2, characterized in that the method further comprises the relaying of the vehicle direction and vehicle location to wayside receiving means (36) prior to the vehicle (10) entering > onto the main portion (22) of the vehicle path. Method as claimed in any of the preceding claims, characterized in that the vehicle location is relayed to other vehicles. Method as claimed in any of the preceding claims, characterized in that the method comprises the following steps: aa) providing the vehicle (10) with a vehicle identifier (30) identifying the vehicle characteristics; bb) positioning the vehicle (10) on the vehicle path (18) ; cc) moving said vehicle (10) on the vehicle path (18); dd) verifying at least one of the vehicle characteristics; and ee) stopping said vehicle (10) if at least one of said vehicle characteristics is not verified. Method as claimed in claim 2 and 5, characterized in that , the steps mentioned in claim 5 occur while said vehicle is travelling on the spur portion and that said vehicle is stopped prior to entering said main portion. Vehicle initialisation system (8) for a vehicle control system, comprising: a vehicle (1) to be initialized; a vehicle path (18) adapted to coact with said vehicle (10) ; at least two spaced apart reference points (32,34) positioned along said path, each of the reference points (32,34) being adapted to represent information identifying the location of said reference points (32,34) along said vehicle path (18); a reader (28) attached to said vehicle (10) and adapted to read information from said reference points (32,34) ; a computer (24) provided with said vehicle (10); and means (26) for measuring the distance said vehicle (10) has travelled interfaced with said computer (24), whereby, when said vehicle (10) passes said reference points (32,34), said reference points identify location information to said onboard reader (28) which in turn relays the location information to said computer (24) so that said computer determines the vehicle direction of travel, calculates a distance between said reference points (32,34) and said computer (24) determines the orientation of said vehicle (10) based upon information said computer receives from said means for measuring the distance said vehicle has travelled, characterized in that said computer calibrates said means (26) for measuring the distance said vehicle has travelled, so that the measured distance between the first reference point (32) and the second reference point (34) equals the calculated distance. Vehicle initialization system (8) as claimed in claim 7, characterized in that said means (26) for measuring the distance said vehicle has travelled comprises a tachometer or radar. Vehicle initialization system as claimed in claim 7 or 8, characterized in that said vehicle (10) is a wheeled vehicle. Vehicle initialization system as claimed in any of claim 7 to 9, characterized in that said vehicle path comprises a track (18). Vehicle initialization system as claimed in any of claims 7 to 10, characterized by means (36) for bidirectional communication associated with the computer (24) provided with the vehicle and a wayside computer (40) for relaying and receiving information related to the vehicle direction of travel and the vehicle orientation to said wayside computer (40). Vehicle initialization system as claimed in any one of claims 7 to 11, characterized by: a vehicle identifier (30) adapted to identify vehicle characteristics, said vehicle identifier attached to said vehicle (10) ; a reader (36) positioned along said vehicle path (18), said reader being adapted to read said vehicle identifier (30) as said vehicle (10) travels along said vehicle path (18) ; a computer (40) interfaced with said reader (36) and adapted to have data relayed from said reader (36) inputted therein, said data identifying characteristics of said vehicle (10) ; identifying means (38) for identifying at least one characteristic of said vehicle (10) as said vehicle travels along said vehicle path, said identifying means being (38) interfaced with said computer (40); and preventing means (42) for preventing said vehicle (10) from proceeding on said vehicle path (18) if said vehicle characteristic identified by said identifying means (36) does not correspond with one of said vehicle characteristics identified by said vehicle identifier (38). Vehicle initialization system as claimed in any of claims 7 to 12, characterized in that said vehicle path (18) includes a main portion (22) and a spur portion (18), said reference points and/or said reader positioned along said spur portion (18) of said vehicle path, whereby said vehicle (10) passes said reference points (32,34) and/or said reader before said vehicle (10) travels on said main portion (20) of said vehicle path. Vehicle initialization system as claimed in claim 12 or 13, characterized in that said train (10) includes a plurality of vehicles (12,14) attached to each other, each of said vehicles having a vehicle identifier (30) adapted to identify vehicle characteristics attached thereto, wherein said preventing means (42) prevents said vehicles (12,14) from entering the vehicle path if at least one characteristic of said vehicles identified by said identifying means (38) does not correspond with one of said vehicle characteristics identified by said vehicle identifier (30). Vehicle initialization system as claimed in any of claims 12 to 14, characterized in that said preventing means comprises a trip stop (42) . Vehicle initialization system as claimed in claim 9 and in any of claims 12 to 15, characterized in that one of said vehicle characteristics is the number of axles (16) provided on said vehicle (18) or the length of said vehicle (18). Vehicle initialization system as claimed in claim 9 and in any one of claims 12 to 16, characterized in that said vehicle is a train, and that said vehicle identifier (30) includes a train-lenght trainline (44) connected to said onboard computer (24) which obtains vehicle characteristics from said train-length trainline (44) and determines therefrom at least one of the vehicle length and the number of axles present on the vehicle. Vehicle initialization system as claimed in claim 9 and in any one of claims 12 to 17, characterized in that said vehicle identifier (30) includes a tag which emits signals and wherein said identifying means includes a wheel detector (38) which counts the number of axles (16) on the vehicle (10) as the vehicle passes by the wheel detector. Vehicle initialization system as claimed in any one of claims 12 to 18, characterized in that at least one of said onboard computer (24) and said wayside computer (40) have means for operator input which allows an operator to input vehicle characteristic information.

Inventors: ACKERMAN JOSEPH R, KARG KENNETH A, PATEL ANGELA C, ACKERMAN, JOSEPH R., KARG, KENNETH A., PATEL, ANGELA C.
Applicants: ABB DAIMLER BENZ TRANSP TECHNO, ABB DAIMLER-BENZ TRANSPORTATION (TECHNOLOGY) GMBH
Application year: 1997
Main classification: B61L3
IPC codes: B61L21, B61L25, B61L3, B61L27