TECHNICAL FIELD

According to the International Patent Classification (IPC) the designation is: B 61 - RAILWAYS

TECHNICAL ISSUE

How to construct a universal device (UD) which can enable engine-driver to operate train/vehicle safely and in accordance with railway signalization, on any railway line with speed limit up to 160km/h, for all driving conditions possible.

TECHNICAL CONDITIONS

The operating on a railway vehicle is a responsible and demanding job that must be performed in all weather conditions and should be performed according to the timetable and in accordance with the Signaling Rule, which contains: provisions on types, forms and colors of signals, and meaning of signal aspects, a provision on minimum distance regarding visibility, signal installation location, and application of signal.

Due to the masses of a train, and consequently the long stopping distance, the driver's response to the trackside signaling must be appropriate and on time.

A prerequisite for safe driving is the” on-time” detection of trackside signaling, which is often difficult in the night and during the poor weather conditions (mist and rain) and requires exceptional psychophysical characteristics of the staff performing this work.

In addition, the driver is required to be authorized to drive on a particular line, upon proving that he is cognizant of the line configuration.

Depending on the technical equipment of the vehicle, a train may be engaged just with a driver (one-seater mode) or with a driver and an assistant driver (two-seater mode) it is a two-seater, then an assistant driver is obligated to observe and spot trackside signaling and pronounce it out loud to inform the driver, thus increasing the chance for proper interpretation of signalization and consequently the proper response from the cabin crew.

To minimize the impact of the so-called human factors on the safe management of train, various, more or less sophisticated technical aids are used such as speedometers, vigilance control device, discrete and continuous train protection and control devices (autostop, ETCS, etc.). The speedometer, vigilance control device and auto-stop - "INDUZI", are standard equipment used on Serbian Railways. These devices are a required set on locomotives for Serbian Railways. Speedometer device consists from speedometer and registrator (logger). Speedometer device serves as a device that displays the accurate speed of a train, and engine-driver can be regularly informed by simply looking at it. Upon completion of the journey, the supervisor can check on how the driver was driving the train by accessing the data from the register. Depending on construction, speedometer devices can be: mechanical, mechanical-hydraulic, and electronic. All of the above-mentioned types have one thing in common: they measure the speed as a function of wheel or axle turning. Speed registration is done via magnetic memory recordable unit (this method is outdated), or via electronic memory storage integrated into the device.

A vigilance control device (for checking the life signs ) is a device that stops the train immediately in case the engine-driver doesn't show any sign of awakeness - vigilance, for any reason.There are two main groups of devices based onprocedures applied:

1. Group of devices that demand permanent activity of engine-driver (any activity) during the train ride.

2. Group of devices that does the permanent checkup of regular activities from engine-driver, and demands only occasional response as a proof of vigilance.

The devices in the first group are implemented in two variants: as devices that require the vigilance button to be pressed constantly, and as devices that require the vigilance button to be pressed periodically.

Devices from the second group monitor the work of the engine-driver, ie. they register the pressing of the command pedals and buttons while the driver operates the train. If there is no regular activity from the driver on a given railway section within a defined interval of time, they ask from the driver the confirmation of vigilance. The confirmation is done via pressing the button for vigilance, by the engine-driver.

Train protection/control devices currently in use are based on the process of transferring information from the railway line to the vehicle, whereby the transfer can be performed either discrete (at certain points of the track) or continuously at each point of the track.lnformation transmission can be unidirectional and bidirectional. The general feature of these systems is that the infrastructure information is transmitted from the track-side field equipment to the vehicle, and the information can be of two types:

Continuous or slow-variable information in relation to the railway line

parameters such as; places along the railway line, changes in the rise and fall of the terrain, position, radius of curves, infrastructural objects along the line, speed limits in relation to the track parameters, etc.

Variable information retrieved from the main signaling equipment displaying changeable signals (light or mechanical signals), that may have the meaning of permitted or prohibited driving.

The information transfer devices are implemented as transceiver units on the railway line and the vehicle, thus enabling information exchange that provides the safe operation of a train. These devices must also be coordinated with signaling equipment durring the information transmission. Transceiver units on the railway line are used for the transmission of variable information. These units must be connected to the signaling control devices and installed at all main signals and pre-signal points along the railway line.

The task of the train protection/control device is to control the movement of the train, and to control the driver's actions, in accordance with the information recieved. The functions of the device depend on the technical characteristics of protection / control system installed on the vehicle.

The functions can provide automatic speed control, automatic stopping if required by the situation, as well as the transmission and signaling to the cabin, including automatic steering of the vehicle when needed.

The discrete system of information transmission from the railway line to the vehicle is implemented on Serbian Railways, and it is based on the device that works on the principle of inductive transmission - which is why it is called the INDUZI auto-stop device.

A track-mounted device (balize) is connected to the main signal via an interface and operates on the principle of resonant coupled circuits, and it has the ability to transmit three information via three different frequencies.The auto-stop device is intended to protect the train on critical sections of the line, in the zone of the main signals on the line. It controls the driver's actions by comparing them to the actual signaling given by the main signals. The sign on the signal determines which information is transmitted, orwhich resonant circuit shall be activated. Locomotive receiver unit receives the information from the track-mounted device, in accordance with the sign on the signal, via a dedicated resonant circuit on-board which has been activated by the track-mounted active circuit, upon passing of the locomotive. The device onboard evaluates whether the engine-driver acted on the signal sign and adjusted the train speed accordingly. In the event that the driver has overlooked and failed to act as expected, the device shall automatically engage the braking of the train. In short, the INDUZI three-frequency system performs vigilance control, speed control and applies forced braking upon the main signal activation, and prohibits driving if the driver did not act on the sign on signal and stopped the train. When the main signal displays„the limited speed" sign, and the pre-signal announce the sign "STOP" for the associated signal, the device checks up the speed of the train upon passing by the signal / pre-signal, and in case the driver failed to adjust the speed, the train initiates the braking.

Speed control devices for sections with limited speed, sections with an easy ride, sections with speed break; are incorporated in the basic set of auto-stop. Unfortunately, their use has never come to life on Serbian Railways (SR), due to the general condition of infrastructure, inherited from previous period and former railway company - the predecessor. The concept of the construction of INDUZI device on SR, as well as the practice of its use on the SR, significantly limit its usable value;

1. The control functions of the device are discrete and are activated via balize that is located in the vicinity of the main signals on the line. Speed control in other parts of the railway line, outside the signal zone, does not exist (speed is only registered by the speedometer register).

2. The failure or theft of the balize can not be detected by the auto-stop device or by any other technical mean, thus leaving the system vulnerable, and as a

consequence, the auto-stop function fails to act even upon the activation of the signal. Theft of balize is a common case on Serbian railways, due to its high copper content.

3. If the train stopped just behind the signal protecting it, the auto-stop system will not be able to reliably protect it from a collision with the next on-coming train, since the distance from balize to the train that stopped may not be sufficient enough for safe braking. The Autostop (AS) device has integrated functions for registering the information transmitted from the track to the vehicle, manipulating the AS device, registering speed during the train ride as well as controlling the speed in the stopping distance during the braking.

All the aforementioned auxiliaries; speedometer with a data logger, vigilance control, and auto-stop INDUZI, make a mandatory kit on the vehicles of the railway and are quite expensive both individually and in total.

The Auto-stop function doesn’t work on secondary railway lines in Serbian Railways system, because the lines are not equipped with track mounted part of the device- balize.

Train positioning on the railway line is conventionally done via devices for track occupancy control. There are two basic types of these devices:

• Circuit-based Devices and

• Axle Counter Devices.

A common feature of both of the device types is that the train or a part of it (wagon or locomotive) is registered within the section of the track, meaning that the accuracy of pinpointing of the vehicle position depends on the length of the section of the railway track.

In nowadays, the position of the train is determined by the geo-positioning devices, most commonly the satellite navigation devices (GPS / GLONASS / GALILEO ...).

Positioning accuracy generally depends on the device; whether a single-system device is used or if it is a multisystem device, or whether there is support from terrestrial correction systems, etc. It also depends on the location of the train that is being determined, or how many satellites can be "seen" from that location. When using these systems, the accuracy of locating is at a level of one meter and even higher. The position of a train can also be determined via an odometer-the device that measures the traveled distance of a train from a point with a known milepost. This method is applied for the ETCS system, whereby system accuracy is achieved by frequent readings of the track-mounted balizes, that inform the train of their precise position and serve as points for correcting the position readings by the odometer as well as the starting point for a new measurement sequence.

The traffic of the consecutive trains , for the open track section between stations, is organized in such a way as to ensure at all times an adequate space clearance between trains, which must not be disturbed by the on-coming train. The railway is divided into sections of track - fixed block, which are separated by signals (the signals are protecting respective sections). A train is not allowed to enter a given track section (=block) before the preceding train has left it. Signalization management can be automated by application of so-called“automatic block system”- ABS, that controls the track occupancy by methods aforementioned, via devices previously described (Circuit- based Devices or Shaft Counter Devices). Signal control can also be done manually, when the signal is managed by a person (logger) - via logout block, upon receiving the information that the train has left the block. ETCS Ievel3 implies the usage of a moving block system for management and control of the consecutive trains traffic, managed from the distant control center (often called Radio Block Center-RBC).The RBC manages the traffic based on information; on train position, speed and integrity (entirety) of the train. The RBC receives the necessary information from a train by radio

communication, via a dedicated GSM - R network. For train control and management in a moving block system, the train must be additionally equipped with an Onboard train integrity check system. It is obvious that ETCS 3 is technically very demanding system, so it doesn't come as a surprise that the system has not been implemented yet on Railways. In addition, when its implementation finally begins, it will still be too expensive for many users, because a system demands a completely new“on-track” infrastructure.

The railway track inspection used to be the duty of employees who were working for the specialized organizational units within the railway company, and it included regular railway track check-ups and railroad facilities inspection. The purpose of these inspections was to discover and prevent all malfunctions that could endanger regularity or safety of the traffic. Probably due to the economization, railway inspectors are not included in work systematization in railway company today, so their former duties are partially covered by input data received from the driving crew (engine-driver, assistant driver, conductor, etc.) Obviously, this is not an adequate solution, keeping in mind the increased concern for traffic safety and contractual obligations for transportation of passengers and goods in scheduled time. This could even result in penalties in case of breaking of the contractual obligations. THE ESSENCE OF THE INVENTION

The aim of the invention is a development of one device that can integrate the functionalities of several devices; speedometer, vigilance control, auto-stop device, and alternation of some of the standard railway procedures, thus cutting the unnecessary costs by making them redundant. The device will be realized as an _« electronic assistant driver", thus implying cancelation of the„two-seated“ mode of a train ride. The device should be applicable to all railway lines, regardless of the current state of the line, with no additional on-track equipment needed, for all lines with speed limitation up to 160km/h. Universal Device (UD) enables consecutive trains traffic via _« moving block system”, independently, with no additional condition needed: railway line doesn’t have to be equipped with ABS device, there is no need for a separate device for integrity check of the train and no need for assistance from RBC center. Additionally, UD has a unique capability to spot the obstacles on the track, created by the acts of nature (flood, avalanche, etc.) and to stop a train within the safe distance, before the train meets the obstacle. No other known system or device for control and management of train traffic has this feature.

Aforementioned functionalities are realized in this new device as a combination of an optoelectric device day/night (so-called computer sight) with a rangefinder, a device for geopositioning with real-time mode built-in, inventory of existing signaling equipment and signal meaning (i.e. database), a defined protocol for engine-driver, and interactive communication of engine-driver with the machine via HMI (human-machine interface). Universal Device is an onboard device (installed on a train), does not require transceivers on the line and is fully interoperable with any railway line with a speed limitation of 160 km / h, in the existing state (current state), ie no need for adjustments and upgrades for existing signaling devices.

EU directive for interoperability implies that all of the existing management and control equipment should be abandoned as obsolete, and the new ETCS equipment should be installed in two stages. ETCS level 1 equipment should be installed as a transition phase, prior to the full realization of ETCS systems of higher levels 2/3, after which, even ETCS level 1 equipment shall be abandoned. The prerequisite for the constitution of ETCS Level 2/3 is the construction of the GSM-R network and the replacement of existing signaling devices with electronic ones.

Since this is the so-called _« Utopia" in economic terms, it is no wonder that there is insufficient progress in the „EU directive for interoperability" implementation. It is becoming obvious that the _« Directive" will never be implemented in full, keeping in mind enormous financial assets required for the realization of such a scenario, along with writing-of of the money that has been already spent on existing systems and devices that are becoming obsolete.

The Universal Device promotes entirely different concept, via interoperability with any railway line in the current state, and it is available to virtually anyone, with minimum costs and a short period required for implementation. UD concept is based on the fact that the system is complementary with older control and signaling systems already applied on the railway (for instance INDUZI, EBICAB, etc.), and it represents the functional upgrade for an existing system; for example, UD in combination with INDUZI realizes functionality of ETCS level 1 in all aspects.

Universal Device UD is„all in one“ device: driver's assistant, vigilance button, auto-stop device, event logger, railroad inspector, and speedometer. All that UD needs for functioning is railway line with secured railway stations, regardless of security system applied; whether by key, mechanical, electromechanical, relay, or via electronic signaling device with light or mechanical input/output main signals. There is no need for a track- mounted control device such as balizes, loops with associated interfaces to the signaling device, and it does not need ABS(automatic block system) to achieve consecutive trains driving mode.

Train speed and position are recorded in the memory of the device cyclically (in defined time intervals), and all of the relevant actions of the engine-driver are recorded constantly, thus providing a possibility for subsequent analysis. Electronic logger enables registration of all relevant data and events during the train ride, thus enabling subsequent analysis of the ride and ..responses" from the driver. This is particularly important in the case of an accident.

Universal Device (UD) processes the data on vehicle position and informs the engine- driver visually and audibly about the current position and speed of the vehicle. Based on data on topology and characteristics of the railway line, previously stored in device memory, and position of the vehicle that has been determined, the system informs the engine-driver in„real-time“ mode about all relevant factors for safe driving: length of the unoccupied section, speed limit for the exact position of the vehicle, excessive speed warning, a vehicle approaching the zone covered by signal/signal mark and signal interpretation.

There are many advantages to this invention: lower initial investments for vehicle equipment, lower maintenance costs, personnel cuts resulting in saving on wages, easier train operating, increased safety through permanent control of drivers actions, constant speed curve on entire railway line not just in the main signaling zone (as it is for example case for the auto-stop device INDUZI).

It should be noted that UD doesn’t need any additional track-mounted equipment, because it operates based on existing signaling equipment by transforming the outside signals into the cabin audio and visual signals that inform the engine-driver, and the device then gets confirmation on signal meaning during the regular procedure of spotting the sign on the signal by the engine-driver.

Special feature of this device is that it can be applied to any infrastructure, without exception. As such, it can be installed on any vehicle, even as a backup system (i.e. secondary system) for any current operating system of control and management (ETCS, ZUB, LZB )...and it can be activated upon failure of the primary operative system, or in case that vehicle is driving on the line that is not properly equipped for normal functioning of the primary operative system. It can be also installed as an addition to an existing system of control and management with limited range (for example INDUZI or EBICAB), thus resulting in full range functionality achieved via interconnection of these two systems.

Furthermore, modernly equipped locomotives (meaning equipped with controller), for example, locomotives with ETCS devices, can be adapted in such manner that the ETCS system hardware is equipped with additional UD software which then acts as a backup system. That way, all it needs to become a fully operational multifunctional device, is an upgrade with an optoelectronic device that can be activated in process of reconfiguration by simply choosing between two software modes ETCS/UD (ETCS hardware poses all the necessary parts to become a multifunctional device, in a manner described).

DESIGN SCATCH DESCRIPTION

Invention is given in details on the scatch:

Figure 1 is a schematic representation of device and its basic parts.

DETAILED DESCRIPTION OF THE INVENTION

A possible configuration of a universal device for train control and management based on an optoelectronic device ("computer vision") with a rangefinder and a real-time geographic positioning device for objects on earth is given in Figure 1 and consists of:

1. The central unit, main controller of Universal Device (UD) (for instance. PC 104, COMPACT PSI, PC panel ) with memory unit and necessary interface (standard audio output, communication interface and memory interface).

2. Input interface - digital / analog inputs through which the controller recives indications and makes measurements on onboard devices.

3. Output interface - digital/analog outputs through which the controller sends commands to onboard devices.

4. Wake-up (vigilance) button

5. ..Driving with authorization" button

6. Cancelation button

7. Memory unit -hard disc, flash memory, etc.

8. Optoelectronic device day/night with rangefinder

9. Speaker or an audio system for the transmission of warnings to the driver about characteristic points on the railway line and the transmission of instructions to the driver.

10. HMI device - touch screen for receiving the information from and giving the commands to UD.

11. Radio communication device (GSM, GSM- R, etc.) 12. Geopositioning device for positioning the land objects (multysistem device for GPS / GLONASS / GALILEO satelite navigation systems, geomagnetic device).

13. Odometer

This represents a basic configuration and can be upgraded with additional equipment for example event logger-printer.

Universal Device (UD) functioning

Before initiating the driving, the engine-driver identifies himself by entering the access code which grants him a defined level of authorization when accessing the system. After successful identification, the driver enters the data of train: ID number, route, maximum speed permitted, mass, braking percentage allowed...

UD is functioning as follows: After the driver has entered the route and ID number of the train and initiates the program, the central unit - the controller 1 searches the database of infrastructure extracting the information on objects, signaling and signal markings on the route. Data contains information on the geolocation of relevant objects (bridges, tunnels, stations and stops, and level crossings) as well as the positions of signaling equipment and signal markings on the route. Database of infrastructure contains data on maximum permissible speed for railway line sections, inter-station distances, speed breaking points on the line, sections with easy driving recommended, sections with speed limitations, the maximum permissible speed for driving in a straight line and in a curve, and maximum speed on arrival in the station. The controller contains a database with predefined graphical symbols for representation of objects along the line and track-side signaling, corresponding to the symbols from the Signalling rulebook . It also contains data on the visibility zone for; objects, signaling equipment, and signal markings, and data on points on the line with an audio signal.

The infrastructure database may be stored in the permanent memory unit 7 of controller 1 or in the central infrastructure database, in which case the controller retrieves the data from the database by using a radio communication device 11. The infrastructure database must be updated reguIarly.The infrastructure database that is stored on the hard disk 7 is updated manually by the engine-driver or by loading the data from the flash memory unit, upon the authorization given by traffic operating personnel. If the infrastructure database is centralized than data update is an autonomous process in relation to the engine-drivers' actions and must be executed in real-time mode - updating immediately after the change took place.After the engine-driver has completed the data update and initiated the program, the navigation process begins.

Navigation is based on data on the exact position of the train on the line, and the position can be determined in two ways by UD:

1. Geopositioning device 12 is determining the position of a train (by processing the satellite signals or via geomagnetic method) and transferring the data back to the controller 1 of UD. 2. An optoelectronic device with rangefinder 8 identifies stationary objects and extracts the information of the object’s location (data on stationary objects are stored in the infrastructure database), then it measures the distance between the train and the object, and determines the position of the train based on the distance measured.

Universal Device realizes all necessary functions through dialogue with the train driver, for the entire length of the line

Driver’s navigation - "electronic assistant driver"

In order for a driver to start the train, the main track signal must display a ..driving allowed - sign. Driver than chooses the associated signal and informs the device that he wants to start the train by pressing the start button. Controller 1 initiates the dialogue, asking that way the driver to confirm that he spotted the signal and interpreted the sign on it properly, and then the driver loads it to the device via this simple 4-step procedure:

Step 1 - announcement Controller 1 makes an audio announcement via audio device 9 for the driver that the train is in the ..visibility zone' ¹ of associated signal: simultaneously, touch screenlO of the device displays set of possible graphical interpretations which can be assigned to this associated signal (signal aspects).

Step 2 the signal interpretation: The driver spots the aspect on the signal and chooses from the displayed set of symbols (pictograms) on the screen 10, the symbol of signal aspect (pictogram) that corresponds to the spotted aspect on the signal.

Step 3 confirmation request: The controller displays the chosen symbol on screen 10 and asks the driver for its confirmation. Confirmation is requested both visually A and audibly B.

A) Symbol of the the sign on the signal is blinking on the screen 10,

B) Audio device 9 announces the the aspect on the signal and demands a confirmation for example ..Proceed, expect the next sign: stop“, ..confirm ¹ ')

Step 4. confirmation of the the aspect on the signal: The engine-driver chooses the symbol on the screenlO by touching it, thus confirming the signal and its aspect, so the device can further compare the driver's actions to procedures defined in Signaling Rulebook.

As explained, the 4-step procedure implies the double-check of the information on the signal. This simple procedure ensures that the announced signal and the current signal aspect are successfully identified and entered into the device, and the procedure is protected against accidental input. The same procedure is repeated during the train ride, at the points where the train enters the ..visibility zone" of the next main signal on the route, and so on through entire route.

At the same time, the optoelectronic device 8 has identified the associated signal and interpreted the aspect on the associated signal, completely independent from the previously described 4-step procedure. Two independent ways to identify the signal, that are being performed simultaneously, allow to set multiple configuration conditions for entering the signal data into the device on the principle of input matching:

1. Configuration parameter“two out of two” ;

Input and confirmation, from engine-driver, according to the 4-step procedure previously described ( step 1 and step 2 from the 4-step procedure).

Identification and interpretation are independently executed also by the optoelectronic device.

2. Configuration parameter“three out of three” ;

Complete 4-step procedure executed (meaning the double-check of signal information ) + Identification and interpretation independently executed by the optoelectronic device.

If the meaning of the signal is such that it does not "allow" driving, the controller will prevent the train from starting, or, if the train is running, it will stop the train in case the driver did not already start the braking.

If the configured condition for loading the sign that is on the signal is not fulfilled, or the driver did not act according to the meaning of the aspect, the device warns the driver and does not allow the vehicle to start, or forces automatic braking of the vehicle/train if the train is already running.

For signals with non-changeable (fixed) aspect, signal marks and important objects on the line, the symbol for object/signal/signal mark is displayed on the screen and the name and meaning are pronounced via an audio device. Depending on the meaning, the device will require confirmation, indicate the procedure to the engine-driver or act as a warning and as the last resort initiate the action automatically if the procedure demanded is not followed by the appropriate driver's action.

Current speed controll

Current driving speed and maximum speed allowed for the train at the certain position, are displayed on the HMI device - touch screen 10.

Device controller 1 extracts other elements relevant for safe driving: distance to next signal, objects, signal markings in front of the train and current distance from them.

The permissible train speed is derived from the train data, the length of the free path in front of the train, the track configuration, the maximum permissible speed, the restrictions on the line.

If the measured speed is greater than the maximum speed allowed, the controller alerts the driver - it issues an audio alert through the speaker 9, and a visual warning on the touch screen 10 about the over-speed of the train, or introduces automatic braking, in case that the overrun is such that it requires immediate intervention.

If the controller of device 1 issued the alert and didn't start the braking, then the engine- driver must confirm that he received the information by touching the alert symbol that is blinking on the screen (this procedure is called ..quitting") and to start the braking in order to coordinate the speed of the train with the speed currently permitted. If the engine-driver has quitted the alert and didn’t adjust the train speed in a defined interval of time, or if the train is passing the critical point on the railway line, the controller device is engaging the braking by activating the braking system via dedicated interface output 3. Speed control is performed over the entire train/vehicle route from the starting point to the ending point of the route.

Vigilance Controll

The vigilance control of the engine-driver is executed by monitoring his actions while he operates the vehicle - locomotive or train. Monitoring the driver’s activities is done with one of two following methods;

- By monitoring and keeping the record on driver’s activities around the UD (all of the activities from the side of driver regarding the UD are done via touch screenlO).

- Monitoring and registering driver’s activities while he is operating the train i.e. pressing command pedals and buttons. This is done via input interface 2.

If there is no activity on the driver's side during a defined period (he did not enter and confirm the signaling or did not perform the activities monitored through the input interface 2), the controller asks for confirmation of vigilance - by pressing the vigilance button 4.Confirmation of vigilance is requested through displayed graphical simbol for vigilance on the touch screenlO, and is announced via audio device 9 through request for pressing the the vigilance button4. If there is no confirmation on driver vigilance, the controller device 1 engages automatic braking of the train via output interface 3.

Traffic of the consecutive trains, identification of dangerous objects on the railway line

Depending on the existing equipment in use on the railway line, the traffic of the consecutive trains is organized as follows:

A) The lines equipped with the ABS shall be operated in accordance with the ABS signals as described in the section "Navigation of the driver".

B) On the railway lines with traffic organized on“inter-station distance "principle, a train equipped with a UD may be dispatched consecutively, before the previous train enters the next station, by using the principle of a“moving block system”. This feature of UD is achieved via an optoelectronic device with a rangefinder 8, which scans the line and determines the free path length with a rangefinder. If the previous train is in the visibility zone of the "computer sight", the UD determines the speed of the previous train by repeatedly measuring the distance to it, and following the braking curve, it determines the maximum permissible own speed. The obstacles on the line in front of the train are detected via the same procedure, and the UD adapts the permitted travel speed according to the braking curve so that the train stops before it encounters an obstacle. The same way the UD detects a wagon or a group of wagons that remain on the line in the event of breaking up from the previous train and no additional device for train integrity check is required, as it is the case with“moving block system” when using ETCS level 3 devices. By adding the second optoelectronic device to standard device configuration, the obstacle detection function gets its reserve. The configuration with two optoelectronic devices would enable fully automatized download of the aspect on the variable signal, based on matching the readings of optoelectronic devices on principle 2 out of 2, where the role of the driver would be literally reduced to visual identification and confirmation that he spotted the related signal and interpreted the aspect indicated by the signal.

Automatic braking

As previously described, the device engages automatic braking via interface 2 in situations where the driver does not show vigilance (meaning that: no signaling procedure is confirmed, no sign has been loaded upon the signal with variable signaling is spotted, no vigilance button is used) or when the driver fails to act according to the signalization which is confirmed, and drives at a higher speed than the permitted at a given train location.

When braking is applied, the main air duct is emptied and the braking system must be reset, meaning that the driver must press the release button 6, few seconds after the air duct is emptied.

"Driving with authorization"

If the main station signal or line signal is defective, unlit, or shows a stop sign which has been already confirmed by the driver but the train must keep going for any reason, the driver must press the button "Driving with authorization" 5, which is then registered via input interface 2. The engine-driver must confirm that he had notified and consulted the traffic control service by touching the dedicated icon on the touch screenlO , and he must enter the personal data of the staff member that he consulted.

Registration (recording)

The device periodically (the interval is adjustable) registers data on the current time, driving speed and location of the vehicle, on the memory unit 7 with the supervision of controller 1.

The device records activities of the engine-driver, both communication with the device via HMI, and operation on the locomotive (pressing buttons and pedals in the process of drive) which is being registered via input interface 2. In the process of recording the activities, the data are being tagged with information on the current time, driving speed and train location. Further on the device should record its automatic operation by registering visual and audio information issued to the engine-driver, automatic braking (if there was any), and during the recording, it tags these events with information on the current time, speed and location of the train. A special form of registration is a television recording of the entire train route, which is performed by an optoelectronic device. Notes:

The configuration of the devices in the Draft and the description of system functioning is given with the intention of illustrating the idea of the invention. The device and its functionalities are flexible for changes in details within the scope of the patent, according to the specific requirements of the client. For example, the device can control the propulsion system by measuring a large number of propulsion parameters via input interface 2, or the device can receive commands via touch screen 10 for control and management of train equipment via output interface 3. The inherent property of the UD is scalability, so the device can be realized in steps (phases), and also be distributed to the market in phases. An optimal configuration for the first phase of realization of the UD device would exclude the optoelectronic device. With this configuration, UD can independently accomplish the basic part of full configuration functionality and then, when the device is already in use, it can be upgraded to its full configuration and full functionality. The notice should be taken, that the optoelectronic device with a rangefinder is self-sufficient in locating the exact position of the vehicle on the line, by measuring the distances from the known objects along the line, thus enabling the functioning of UD without the need for any additional equipment i.e. there is no need for geopositioning device in this configuration.

The device software can be modular and flexible to use whereby the settings and customization would be done according to user requirements; for example, the user can choose the display details, communication language, etc.