WO2005000659A1 - System to determine the relative position between various vehicles - Google Patents

Abstract

The train (5) has a lateral bar with electricity and there is another lateral bar (3) alongside the tracks, and this bar (3) begins five kilometres before the crossing level (2). When the train is approaching the lateral bar of the train side bar touches the bar (3) in the specific point (6), there is supply of electricity to the crossing level (2) and that means that a train (5) is near and the crossing level has electricity from the train to switch on the warning lights ans to close the gate. The crossing level and the train send messages to each other, to inform if the gate is closed or if there is any object blocking the crossing level. The train side bar (3) has also similar functions to the speed limit signals and to the railway red light signal. The train can send a radio message but just with a few kilometres range and when another train gets inside the radio range, each train begins to receive the message of the train. Each train has a logical analysis similar to a computer that is going to study the message, to check if there is danger or not of collision, and if there is, it warns the train driver. The system explained for the trains, it is also suitable for the cars and boats. The light house, big rocs in the sea or in the coast, buoys, etc, also transmit a radio message, that are analysed and if there is danger, it informs the pilot. With that analyze of the messages, the device can draw a map in a screen, and it also shows the relative future position of this objects.

Description

Description

System to determine the relative position between various vehicles

This invention pretends to improve the safety of circulation of trains, automobiles, boats, persons, and so on.

In the level the probability to happen an accident between trains and a car or a cyclist or- a pedestrian is high.

Many of these level crossings do not have equipment that • informs the car driver or the cyclist or the pedestrian that a train is getting near. This level crossing only have one signal to warn that there is a level crossing and a label advising to "Stop, Listen, Look". In same locality the crossing level is very close to a curve of the railway. With this conditions and nowadays trains travel a bigger speed, the car driver or the cyclist or the pedestrian does not have enough time to go through crossing level.

The mechanisms for a level crossing to detect a train and to switch on the warning lights are very expensive. That cost multiplied by thousands of level crossings, it turns to be a huge cost.

The crossing level needs electricity to switch on the crossing lights and to close the gate.-

Many level crossings are very far away from the main electricity supply.

To bring electricity to each one of these level crossings, it can be very expensive.

Another problem is when two trains circulate in the same railway line, but in opposite ways or in the same way but at different speeds and so in both circumstances, it can happen an accident.

When there is only one railway line and one of the trains should had wait in a certain station, or in a supplementary railway line, till the other train cross, but the locomotive driver did not do.

In all this situations the problem is that neither of the locomotive drivers knows that there is another train in the same railway line, and so it can happen an accident.

Joining with the previous conditions, today there is many more trains travelling in the nearness railway and the locomotive driver has no time to analyse each message in time and to act in conformity. Therefore, it will be almost of no value to receive these messages.

Another problem is that the train travels a higher speed that is permitted in that place of the railway, and there is no way to control the speed of the train.

Another problem is that the trains sometimes do not stop in the red signals and that can cause accidents. The train is moving, but a red signal is something fixed. The train driver sees the red signal and stops the train or he did not saw the signal and he continues to drive the train without being conscious, that he had cross a red signal.

In the road, policemen equipped with radar checks the speed of the car drivers. Also the physical presence of the policemen inhibits the car drivers to exceed the speed limit.

The locomotive driver has no one, along the railway, to cheek the speed of the train.

Another problem is the pedestrian or cyclists that circulate in the road and the car drivers or truck drivers do not notice them, special at night.

Also another problem is that the sea is very huge and however, there is no "physical roads", the reality is that the boats crash between themselves and other times they strand. This happens, because of human error, or bad weather, or the pi-lot does not accomplish the naval rules or the crew does not detect the other ship in route of collision. Also a big cargo-boat with 100 meters long has the cabin very high, and so the pilot has difficult to see a small boat of 10 or 15 meters long, that the cabin has not more than 4 meters high. That situation is worse with fog.

Another problem are the airplanes that are oriented by personal in land. They collide between them, or with mountains. The ones that have more probability of accident are the small planes.

Another problem is that the car drivers and truck drivers have difficult to see a cyclist or a pedestrian, particularly at night or with fog.

Also when a car brakes in the road or it has a flat tire, sometimes near a curve in the road, the other car drivers when finally they see the immobilize car, they have very few time to react, particularly at night or with fog. Today the only way of warning is a reflector signal.

Another situation is in the highway. When the cars get near to the city and there is traffic jam, or an accident in any place of the highway, the car drives reduces substantially the speed or even immobilizes. The others drivers- only get acquaintance of this situation to close to the slow or immobilized car and it can happen a crash. This situation is worse at night or with fog.

All this problems are aggravated because there are hundred of cars circulating in the nearness, and each car drive goes his own way. So the car driver only needs to receive the information that can cause problems to him, now or in the near future.

The prior art are the applications, US 5954299 of Joseph A.

Pace, US 5890682 of James E. Welk and US 5868360 of Clifford and Charles de Renzi.

The application US 5954299 refers a mechanism with sensors to detect the train and the level crossing mechanism has electric power due to sun energy and batteries. The application US 5890682 mentions a system to transmit data from the train to the level crossing, in such a way, to calculate when the train is going to cross the level crossing.

The application US 5868360 explains a mechanism to detect magnetic objects, even the train travels a low speed or it is stopped, and to be able to warm the crossing level mechanism that a train is getting near.

The lighthouses and the buoys near the coast they have a light and a sound signal and in same lighthouses a radio signal. With these mechanisms, they are signalling the coast. The light is a periodic signal that has a range of several kilometres. The radio signal is in Morse code and each lighthouse has his own characteristic code.

When a boat gets near the range of the light or sound or radio signal of the lighthouse, the information has little value, due to the following conditions. If there is fog only the radio signal can have same value, but it is necessary to use a radio direction finding to detect which direction comes the signal in relation with the boat. Then the pilot can localize the lighthouse. The lighthouse has the light switch on, only at night.

This invention is to overcome the present prior of art.

It is the purpose of the present invention, to have an economic, simple system, to detect that a train is getting near a level crossing and the crossing level does not need electricity from the standard electric net.

It is another object of this invention to have a device that receives several messages of other trains and after analyse to know if there is. danger of collision. If there is danger of collision then the device warns the train driver that there is a train in the same railway. The two locomotive drivers are not within eyesight of each other.

It is an object of this invention, to have a simple mechanism that allows controlling the maxim speed of the train in a place of the railway line.

It is an object of this invention, that the boats can have information that another boat is near and also the contour of the coast and after analyse of the messages, to inform the pilot if there is danger of a collision, now or in near future and which route that boat can go, in function of the analyse of the messages and the nautical rules. It is an object of this invention, that airplanes, receive information that another airplane or a mountain is close. Another object of this invention is that a car driver or a truck driver can easily detect a pedestrian, and a cyclist. It is another object of this invention that the car drivers are warned, that another car is stopped in the road, before they are eyesight of each other. Only if this information has interested for the driver. The driver can also be warned, how many time he has to react, and the localization of the damaged car.

It is another object of this invention that the car drivers are warned, before there are within eyesight, that in a cross road another car is getting close, or another car that is before a curve, and so it is not correct to overtake. The car has a device to study the messages and it only informs the car driver if a message is useful to him. It is another object of this invention, when there are mountains and tunnels that make difficult to transmit radio waves; it is possible to transmit the radio waves. The drawings are the following.

Fig. 1 - Basic plan of the railway line, with a crossing level, that is equipped with the device of this invention. Fig. 2 - This figure shows two bars. One of the train, the other one near the rail. Their function is to allow to detect that the train is getting near the crossing level and to supply electric power from the train to the crossing level or to a sign of limit speed.

Fig. 3 - The lateral bar of the train with a system that is compatible with the standing out that exist in the bar

Parallel to the railway line.

Fig. 4 - Plan of the railway lines in a railway station.

Fig. 5 - Plan of the cross railway lines.

Fig. 6 - Logical sequence analysis for the trains.

Fig. 7 - Continuing of the logical sequence analysis of the figure six.

Fig. 8 - Continuing of the logical sequence analysis of the figure six and seven.

Fig. 9 - Plan of the cross railway lines like the figure five, but it was added the results of the logical sequence of the figure six to eight.

Fig. 10 - Mechanism to limit the speed of the train and this mechanism can be adapted to the standard control speed of the train.

Fig. 11 - The same mechanism of the previous figure, but it is in the position of maxim speed.

Fig. 12 - Plan that shows the theoretical route of the boats, and the two limits that route eventually can keep.

Fig. 13 - Map of a boat get in a harbours.

Fig. 14 - Map of a boat inside harbours and that is the continuing of the map 13.

Fig. 15 - Map with the result of the logical sequence analyse of the messages of different cars, and pointing out the places that can happen an accident.

With the following concepts the crossing level is informed that a train is getting near and also the train supplies the crossing level, with electricity.

In the figure 1, it is represented the road (1), the crossing level (2), a mean of communication, that is the lateral bar (3), alongside the tracks (4) and the train (5).

This mean of communication, which is the lateral bar (3) alongside the tracks only, begins in the specific point (6) of the railway line. For instance this bar (3) is five kilometres long. It can be any other distance that it will be properly for the concepts of this invention, as there are going to be mention further.

In the figure 2, the train (8) has a lateral bar (9) of the train that touches the lateral bar (10) . This bar has the reference ten in the figure two but it is the same bar with reference three in the figure one.

When the train arrives to the specific point (6), then the lateral bar (9) of the train gets in contact with the bar (3) .

The train has a transformer to supply electricity at 12 volt.

The value of the voltage is not obligatory. It can be any other value, as long as; it is not dangerous to human life. The bar (9) has that supply of 12 volt from the train and when it gets in contact with the lateral bar (3), alongside the tracks in the specific point (6) of the railway, it supplies electricity to this bar (3), that is good electricity conductor. Then the bar (3) transmits the electricity to the crossing level (2) .

When the moving train, reaches a specific point (6), its lateral bar (9) comes into contact with the lateral bar (3) alongside the rails that handles two problems. The first one, the crossing level when begins to receive electricity, knows, that a train is getting close. It is equivalent to be activated a switch or a presence detector. The second one, the train supplies to the mechanism of the crossing level (2) with electricity, and so there is no need of the crossing level to have electricity supply from the standard net .

The mechanism of the crossing level (2) when it is supplied with electricity, it switches on the crossing lights and the bell, to warm the drivers, pedestrian, cyclists. If it has a gate, it begins to lower.

In the specific point (6) where it begins the lateral bar (3) alongside the tracks, it must have a limit speed signal, so that when the train arrives to the crossing level (2), the gate is already closed, but not closed a long time before. This limit speed signal can be equipped with the third mechanism of this invention.

To avoid the temptation of same car drivers and pedestrian, to cross the crossing level when the signal is switch on, this solution can be more sophisticated.

The bar (3) has a standing out. The bar (9) of the train is building to detect this standing out.

For example, this standing out is at one kilometre of the crossing level. When the train touches this standing out, then the train will supply 15 volts instead of the initial 12 volts. In this way, the train is informing the crossing level (2), that the train is very close to it. In the figure three, it is draw a mechanism to detect this standing out. This mechanism corresponds to an evolution of the bar (9) .

In the figure three, the bar (11) corresponds to the bar (3) of the figure one. It has a contact part (12) with the bar (11) . The spring (13) will allow the movement of the part (12), when this one touches the standing out. The part (12) is also connected through the rod (15) to the working-parts (16) and (17), that allow a vertical movement of the part (15) . This parts (16) and (17) and also the spring (13) are fixed to the part (14), and this one is rigid and it is fixed under the train.

When the part (12) , encounters the standing out in the bar (11), there is a vertical movement. The working-parts (12) are connected with the spring (13), and so the part (12) moves and transmits this movement through the coupling-rod (15) to the sensor (18).

This is an exemplifying mechanism and there are other ways to build another mechanism that gives the same results .

Another option is the following one. The bar (9) has a detect device and when it detects the bar (3), in the specific point (6), it begins to count the distance travelled by the train. If the bar (3) in all crossings level has the same length, then the mechanism counts four kilometres. Then the mechanism knows that there is one kilometre left to the crossing level.

The previous mechanism can be more sophisticated. It also takes in account the speed of the train. With a computer or logical electronic system will take in attention the speed of the train and it will supply 15 volts, before or after the one kilometre to the crossing level (2) .

When the mechanism in the crossing level begins to receive

15 volts of electric supply, then it will switch on a second light .

This second light will be a second warning light, to inform that the train is extremely close to the crossing level.

The mechanism of the crossing level has mechanical and electric capacity to operate with 12 volt or 15 volt.

If the crossing level is supplied with 12 volt, the crossing lights and the mechanism to close the gate should work properly. For that it should receive enough electric intensity.

An alternative mechanism cheeks the voltage. If it is 12 volts let it go on, but if the voltage is bigger, the electric supply has to cross a transformer to decrease to 12 volts.

The second warning has a device that it checks the electricity volt supply. If the voltage is less then 15 volt, it will not allow supplying electricity to the second warning light. If the voltage is 15 volt, it will allow supplying electricity.

There are trains that have diff rent speeds . Another device will not begin to supply electricity when the bar (9) encounters the bar (3) in the specific point (6). It only supplies electricity in function of the speed of the train.

A train with a speed of 120 kilometres per hour begins to transmit in the specific point (6), but a train with a speed of 80 kilometres per hour, can begin to supply electricity to the crossing level, after the specific point (6) .

The bar (3) can have special characteristics, like for example the bar has two metallic parts and in the middle one isolation separator or several metallic parts and each one separated by an isolation component. Alternatively it can be two simple bars, but separated. It can have any other shape or material, and quantity of bars, and so on, that allows to supply electricity and to transmit messages .

The bar (3) should have a length big enough, so that the faster train when in the specific point (6) supplies electricity to the crossing-level (2), it gives enough time to the crossing level switch on the crossing lights and to . close the gate with enough extra time.

The train and the crossing level can change messages between them.

When the crossing level when closes the gate, then it sends a message to the train, eventually codified, through the bar (3).

The train has a device to detect this message and to be able to read and to understand it.

If the device of the train does not receive the message, or the device receives a message saying that the gate is broken or the warning lights are broken, then the device warns the train driver of the problem.

The train driver slows down, and he will stop the train when he arrives to the crossing level. The train driver warms the maintenance department. Other kind of messages can be exchanged between the crossing level and the train, with the goal to close the gate for the minimum time, or any other useful information. For example, if the train has to stop before it arrives to the crossing level. The train sends a message to the crossing level to tell it,- not to close the gate for the moment. The train is not going to cross the crossing level. The train is just manoeuvring and it will only get close to the crossing level. The device of the train sends a message to the crossing level to tell it, not to close the gate. The mechanism of the crossing level (2) is equipped with equipment, like sensors, and so on, to detect if the crossing level is block up, because a car is crossing or it is broken in the crossing level, and so on. It sends a warming message to the train to warm the train driver. Mainly, when the crossing level is close to a curve, it can have a television set to show to the car driver, and to the pedestrian, that the train is getting close to the crossing level.

The train driver can receive images from the crossing level. All this system was explained using the bar (3), but it can also be possible to transmit messages and to supply electricity, through the rails, by. radio, by aerial cable, or any other mean to communicate and to supply electricity. To supply electricity through the rails, one of the changes is that the bar (9) will be only to detect the standing out and so to identify the specific point (6).

It can be 'any other mean to identify the specific point (6) . For example the train has a device, with the localization of all the crossing level in that railway line. The device using a G.P.S. and with the database of the device, it can determine the specific point (6). Instead of the bar (3) it is possible an aerial cable or any other mean to transmit energy or/and messages that exist today or it will exist in the future.

The bar (3) will continue forward of the crossing level for several meters. In this way it will supply electricity during all the crossing of the train, through the crossing level.

There are trains with more carriages and others with fewer carriages, and so the lengths of the trains are different.

To handle this problem the last carriage can have the bar

(9) .

In this way, the crossing level will receive electric supply till the last carriage has cross the crossing level (2) .

For security reasons, all the carriages can have the bar

(9) .

The gate will open by the action of a spring, without any need of electricity.

The mechanism of the crossing level closes the gate and also presses a spring that retracts. During the time the mechanism receives electric energy, it keeps the gate closed and the spring retracted.

The train stops to supply electric energy to the crossing level (2), when there is no more bar (3). Then the spring begins to enlarge and because it is fixed with the gate, the gate begins to lift.

The mechanism of the crossing level can have any other system of accumulating energy, and so to lift the gate, for instance a hydraulic or pneumatic system. Another system is a battery that it will receive energy supply from the bar (3) .

The bar (3) goes much longer after the crossing level and it has another standing out.

When the trains detects this standing out, then the train sends a message to the crossing level telling that all the train has cross it. Then the device of the crossing level (2) begins to lift the gate, using the electricity still supplied by the bar (3) .

Instead of this standing out, the mechanism of the crossing level has a device to detect that all the train has already cross the crossing level.

In the figure one is draw another bar (7) alongside to the track. This bar (7) will be used for the trains in opposite way. This bar also begins five kilometres from the crossing level, and so, the bar (7) also has another specific point

(6).

This equipment can be compatible with other equipment for crossing level that already exists.

In a railway line, there are crossing levels with gate and others crossing levels without gate.

The crossing level with other types of gates can use part of this system. For example, to use just the bar (3) and the specific point (6) to detect that a train is near and it does not need the supply of electricity.

The crossing level can detect that a train is near, using a radio communication. It uses the concepts that allow detecting that two trains are in the same line.

Another problem is that the train driver should know ahead, that another train is in the same railway line.

To handle this problem, each train is equipped with a control device that has a radio transmitter and receiver, but it also can have other electronics systems.

The radio transmitter has a capacity to transmit till a maxim of five kilometres, for instance.

The train is always transmitting a message. Each train has its own characteristic message that identifies that particularly train.

The message will have the following data; which direction, which line, which speed, and so on.

The data of the message can be send in Morse, or by analogical or digital, or any other way.

If the trains are far away from each one, for example more then five kilometres, then the receiver of the trains does not receive the message of the other train.

When the distance is equal or less then five kilometres, then each train receives the message of the other train.

Due to the continuous moving of all the trains, a device begins to receive a message from a certain train and it stops to receive from another train.

Each train has a control mechanism device that is able to understand the message of the other train.

If this device receives a message that says that the other train is in the same railway line, immediately it warms the train driver. It can also send a warming message to the other train.

Each train has a transmitter that sends a message and a receiver. So the device of each train is going to receive its own message.

The device has a comparison system that is going to check if the message received is equal to the one that the device is transmitting. If the message is equal, that means the train is receiving, its own message. If it is different, that message is being transmitted from another train.

The devices can have a filter for its own message and in that way the device only receives the message of the other train.

With this system two trains can detect themselves without visual contact and to take preventive measures to avoid an accident.

In this example it was chosen the distance of five kilometres, but it can be any other distance.

The radio frequency should be exclusive for the trains and in preference far away from the others commercial radio frequency. The radios of both trains are transmitting in the same frequency and so the messages will be overlaid and so difficult to understand. To handle this situation, there are several solutions.

When the devices detect another message, it begins to transmit in another frequency. The new frequency is already given and the device will choose one, concerning the geography orientation or any parameter.

Another possibility is that the message is transmitted modulate, like it is done in the telephones. In the telephone there is a change of the frequency of the voice.

In this case it will be a change of frequency of the message.

Alternatively, it could keep the same frequency, but to send a message at regular periods, with periods of silence to receive the message of the other train.

What is going to make that only one device change the frequency, and so on and not both, it is a code in the message. This code can be the length of the message.

To handle this situation the device must have a logic system, like a computer, and an internal clock.

Another possibility is that the message is very will be transmitted between 100 and 200 Hz, and then will be transmitted between 300 and 400 Hz, and then again transmitted in the first frequency, and so on. This change of modulation in time is aleatory and continually.

A more economic device only detects another message. It will warm the train driver with a sound signal or a warming light. Then the locomotive drivers will communicate between them by radio to confirm the situation and to take preventive measures.

All this devices can have capacity to check themselves.

The device checks if it is capable to receive its own message and if it is not capable, it is due to the following. It is not transmitting is own message or it is not receiving. In both situations it will warm the train driver and he will use a spare equipment.

Once a while, the device can send a different message to check if the comparison system is working properly.

This auto-check will only take a few seconds, and does not affect -the standard use of the device.

All this checks can be done before beginning to travel.

The train driver can activate the check system of the device.

The radio transmitter and receiver can be also used for the train drivers to communicate between themselves as a standard radio.

Even though this system was explained using a radio, it can be any other mean of communication.

For instance the rail can transmit the message. The message will only be transmitted for five kilometres, because the electricity will weaken, due to resistance of the rail. This message can also be send by aerial cable or any other mean.

The device is informed of the speed from the speedometer.

The direction and the- way can be the train driver that introduces the data in the device. It can be also the continuous reading of the GPS, allowing knowing after several readings which direction and the way the train is going. To know the number of the railway line, can be the conjunction of that reading with the map of the railway line.

When there are two railway lines the trains have a certain way to circulate, like the cars. In same countries the people drive by the right and in others, drive by the left and it is the same way in the trains. If the train is not going in the standard way, then the train driver should introduce this information in the device.

This data can be obtained using the third concept of this invention and for that, it uses the milestone.

In places with big mountains perhaps it is necessary that the radio have more than five kilometres range. In big mountains and tunnels, perhaps there is need of a fixed antenna in land, to retransmit the messages of the trains.

This fixed antenna in land can have electricity supply, and also to receive a message in the same way, it was done to the railway crossing (2) in this invention.

When the train is crossing a railway station the device should have more data. In the figure four there is draw two lines for coming in or coming out, the (19) and (20) and another two lines with the same function the (23) and (24), in the opposite side of the railway station. There are the line (21) and the line (22), used for parking the trains.

For instance, there is the possibility to go from the line

19 to any other line and to stay parked or to come out. The same happens with the lines 20, 23 and 24.

This huge quantity of routes for the train has to be compensated with continuous information of which line the train is, and to which line it is going. The device should change adequately the message.

At the beginning of the line 19, there is an electronic signal, which indicates the route to the locomotive driver.

This information will also be send to the device of the train, as a message.

Alternatively the locomotive drive can introduce manually this data in the device.

Railway stations that already have system to control the course of the train can have interaction, with the system of this invention. Alternatively the system of this invention is switch off, during the crossing of this railway stations and it is switch on after crossing the station. Or the device of this invention receives the message, and it stays checking if all the situations are correct but if the device detects something wrong, it will switch on a warning light to inform the train driver.

This device can also be used in railway cross.

In figure five, there are five railway lines, from 25 till

29.

For instance, the trains are going to travel in this way.

The train 30 moves in line 25 and it goes to the line 26 and then to the line 27.

Another train 31 moves in line 27 and it is not going to another line.

The train 30 and 31 are travelling in direction to point A.

Another train 32 moves in line 29 and it is going to the line 28. This train is travelling in direction to point B.

The devices of each train receive the message of the other two trains, because all the trains are inside the range of five kilometres of radio transmission.

The locomotive drivers do not have always-visual contact of the other trains even the trains are close.

For instance the line 25 is a tunnel and the line 29 is a bend with a lot of trees in the surrounds.

It can happen that, the three locomotive drivers can see each other. Nowadays the trains travels at higher speeds, and with so many trains together, the train driver has to make faster decisions and so the possibility to make mistakes increase.

The train 30 may crash with the train 31, because both go for the same line 27.

Each train driver receives two messages. If the train driver has to study each message,- he will take him a lot of time.

The trains 30 and 31 have to study the messages. The train

32 receives all the messages, but this train does not need to study any. The trains 30 and 31 are going to the same line, but if they are far away from each other, ,there is no possibility of collision and so there is no need to study the messages.

To avoid that the train driver has to study messages that do not have no interested, the device has a logical system like a computer, to check, if the trains are in danger to collide or not .

The device can send in the message extra data. Which line the train intends to go, the speed of the train, the localization, and so on.

This logical study is based in the messages of the other trains and, in the data of the train where is the device.

This logical study is written in the figure six, seven and eight.

In the figure seven is written the map nine and that means the figure nine.

From the logical study in the figure six to eight, the device of the train 30 gets a result that it is draw, in the figure nine.

The situation is going to be explaining for the train 30.

The figure nine has the same numbers that figure five, because is the same figure with data added.

There is no data from the train 32, because this train is going to travel in different lines of the train 30.

This map shows the places that the trains will have in the near future. So it is a map of time related with the place.

There are three places where the trains 30 and 31 are going to be in the near future and these places are indicated with the letters C, D and E.

The number 30 and 31 in parenthesis means the place of this trains in the near future.

By the side of the numbers 30 and 31 in parenthesis, there are numbers that means the time in seconds. ^' This time means how long the trains needs to go to this places, from the moment it is made the study.

If the seconds are equal or very close, it can mean an accident.

Studying this figure, there is the possibility to happen an accident in the place E.

It is also necessary to take in account the time that a train needs to pass a certain place because the train has many carriages and it is also necessary a safety margin time.

It is possible to make a different logical sequence study, as the one of figure six to eight, to obtain the same map of figure nine.

The G.P.S. can give an error of several tens and so the train can receive extra data from the milestone, that can exist each hundred or even each ten meters, when there is a railway cross, a station and so on.

This milestone, can be detect, by the piece nine of the train or the milestone will send a message, when the milestone is activated by the electricity supplied by the train, like the limit speed signals, as described in this invention.

Also the milestone can be detected, by standard sensors, like reflex light sensors, or any other kind of wave magnetic, or any other system or mechanism of detection.

An alternative and complementary is that the trains are in contact from time to time, by mobile phone or by radio, and so on, with a central indicating there position, speed, and so on. This central studies the different messages and if it gets to the conclusion that there is danger of collision, then it sends a warm message to the trains in danger.

The train will send the message by radio, mobil phone, and so on, for instance, each ten minutes. The message will oe send with a bigger intervals if the trains are very far away to each other or with short intervals if they are very close from each other. The central will give the instructions to the device of train of the periodicity of the messages. Another problem is to control the maxim speed, of a train.

There is a visual sign to inform the train driver of the maxim speed for that route of the railway line.

To cheek and to control the maxim speed of the train, this visual sign, sends a message to informe the device of the train, what is the maxim speed.

This message can be sending by the rail or by a lateral bar to the railway or by radio or by aerial line, or by any other mean of communication.

These signals are in places far away from the standard electricity net and it will be very expensive to bring electricity to each of these signals.

To handle this, it can be used the system described to supply electricity to the crossing level (2) . This supply of electricity can be done by the bar (9) and the bar (3), or by aerial cable, and so on.

When the limit speed signal receives electricity, from the train, it is able to send a message to the train.

The device in the train receives this message and in function of it, limits the accelerator of. the locomotive driver.

The locomotive driver has a handle, to control the speed of the train.

Instead of changing the entire device that controls the speed of the train, it is possible to build a supervise device that is going to be adapted to the standard device, as shown in figure ten.

In this way, the train driver has not direct control of the speed of the train. This new device checks the speed, in function of the message send by the limit speed signal.

In the figure ten there is the standard device (35) that allows controlling the speed of the train. In this figure, the verify device (36) is draw, in a way, to allow seeing the parts inside it. The handle (37) that was used by the locomotive driver, it is now connected to the handle (39) and the locomotive driver is going to operate this handle (39) .

There is a part (-38) that can have several positions and it is going to be the knocker to the handle (37) and consequently also the knocker of the handle (39) .

For instance, the device of the train gets the information, that top speed is 50 kilometres. In the figure fifteen, it is draw, the knocker (42) in a position that corresponds to this maxim speed. The handle (41) can only go till the knocker (42) allows, and so it is not possible to exceed that speed limit.

For each speed of the train there is a position of the knocker (41) .

Additionally the device can get information from the speedometer, to check if the top speed is accomplished.

Same times the trains have more carriages and other times less carriages. So that is necessary to check the speed with the speedometer.

During the standard travel the device (36) can calibrate the knocker (38), using for that the speedometer.

The knocker (38) limits the maxim speed till a new limit speed signal or to another sign that it cancels this limitation.Alternatively the limitation of speed can go for -a certain distance. That distance is mention in the message and the device (36) will switch off the knocker (38), when that distance has been covered.

The message has the data to indicate which method the device should follow.

Another device controls the speed directly with the speedometer. When the train gets near to the limit speed the device switches on a warming light or sound. If the speed is exceeded then the supply of fuel or electricity to the engine is partially or totally switch off, till the speed is less then the maxim speed.

It is possible to build other supervise devices (36), for example mechanical, electric or electronic, to adapt to the control device (35) but with similar function to the one described.

Another problem is when the locomotive driver crosses a red signal and he did not notice.

To handle this problem the device works similar to the speed limit signal. The red signal transmits a message to the train, to warm that the signal is red.

Even the train driver does not see the red signal, the device switch on a light or a sound to warm him.

If the locomotive driver does not stop the train, the device will stop the train.

This message can be transmitted by the rail, or by the bar (3), or by radio or by aerial cable or by any other mean of communication.

These three devices were explained separately, but they can be just one device with the three concepts, because same functions are similar to the there devices.

It is possible, that there is any combination of just two devices from any of the three.

The device can be a simple one or with a logical system like a computer.

Another problem is that the ships collide with other ships or they strand.

To avoid these situations, the ships can be equipped with a system that works in a similar way, to the system of the train.

Each ship is equipped with a device that has a radio transmitter and receiver, with a certain range. The boats do not have breaks, like a car or train. When a boat wants to break, the boat goes into reverse gear, but it is a very slow way to stop the boat. Because of that, the range of radio transmission should be at least 15 kilometres.

When the boats are inside this radio range of the 15 kilometres, then they begin to receive the message of the others boats. Then the device switches on a warming light or a sound, to warm the pilot of the ship. Then the pilot can via radio confirm the route of the other ship, to cheek if there is dangerous, of collision and to take the adequate measures.

This simple device is for small boats, and for navigation close to the seashore.

A device more sophisticated has a logical system like a computer, and it can study the message of the other boat and comparing it with the characteristic navigation of the own ship, and to get or not to the conclusion, that there is danger of collision.

The device knows the route of the boat it is installed, because the pilot introduces this data. Or the device uses the reading of the GPS . Two measures define one straight line, and so the device can know the route of the ship after two readings separated by a few seconds.

The device should made continuous readings and calculations to verify the route and if necessary to calculate another route.

Because the route is obtained by reading the GPS, the next confirmation will give very different results. That happens because the boat navigates in the sea that is liquid, and so it is impossible to keep an exact route, and also the pilot has to navigate in attention to waves, and so on.

The device for the situation of the boats should accept a certain tolerance, when recalculating the new route. In the figure twelve, the ship (43) has a route, but between the two limit values, the (44) (45) . The route (46) is the route calculated by GPS, and so the theoretical route. All this data can be transmitted in the message, to be taking in account to check if there is danger of collision. Inside harbours or where there are many boats, the device should inform the pilot to try to keep this route, between the limits (44) and (45), to avoid collision. This message should have the following data; the speed of the ship, the route and the localization of the ship, and so on.

Then the device studies the data of the other ship and compares with its own data. If the device gets a result that there is the possibility of collision, it informs the pilot. So the logical system similar to a computer can make a study similar to the one of the trains, and for that, the logical sequence of the figures six till eight, are adapted to the characteristics of the boats.

The device gets a first map similar to the figure five and then a second map similar to the figure nine. In the map similar to the figure nine, the device will draw the localisation of the boats in the near future. For a better study, the device can have the data of the nautical rules to know, which boat should change the route or the speed to avoid collision. If there is danger of collision, the device takes in account the nautical rules and it is able to propose an alternative route to the pilot. If the pilot does not change the route, the device is able to change the route of the ship. The device is able to change the route of the ship, in interaction with the automatic pilot or the device alone.

If it corresponds to the other ship to change the route and the other pilot does not do. The device can send a message to the other boat to warm it. If the other boat continues not to change the route, this ship can take the initiative to change the route although it is not her responsibility to do so, by the nautical rules. So each boat has a device that is always receiving and transmitting and the device has a logical system similar .to a computer, to study the message from the other boats and to take the adequate measures.

When the ships are anchored, they can transmit a radio message with a smaller range to warm the other ships of her localization.

It was mentioned ships, but this system also applies to fishing boat, or private boats, or any other kind of boat.

The boats of small size have a radar reflector, to improve the possibility to be detected by the radar of the other ships.

This radar reflector is built with several metal pieces, with a certain angle between them, to improve the reflection of the radar waves.

That means radar is not 100 % reliable and so the device of this invention can improve to locate the other boats.

This device can be interconnected with the radar. In this way is better to identify the boats that are near. The radio screen of the radar can also visualize the data from this device.

An external screen can show both the data of the radar and the date of the device.

This device can also receive data from the radar and to calculate, if another boat is in route of collision. This can be used if another boat is not transmitting the message.

The device studies the messages and draws in a screen, the figure thirteen and fourteen.

In the figure thirteen the ship 49 is going inside a harbour and the coast has the numbers 47 and 48. The device of the ship 49 receives messages from different sources, that it should take note.

The lighthouse 50 transmits a message with the data that it is the starboard and the lighthouse 51 that it is the port side of the harbour.

It also receives the messages from the boat 52 that navigates in opposite direction, and the route is showed in the screen.

The ship 53 sends a message that she is anchored and the rock 54 also sends a message.

With all this messages received and studied, it is possible, to have in a screen, a map of the surroundings. It is represented the fixed objects, the ships that are navigating and the boats that are anchored and the distance between them and also the ship 49. It is also draw the routes of the boats, and if there is danger of collision, and where.

The ship 49 continues to navigate, and the device begins to receive others messages. With those new messages, the device draws a new map that is the one of the figure fourteen. In this figure the ship 49 has the number 54.

In this figure there are several boats navigating, like the boats 58, 60 and 63. It is draw to each of this boat her route. There is also draw the harbour 59 and the anchored boats 57, 61 and 62. The numbers 55 and 56 represents the coast.

There is an intermediate map between this two. When the ship is navigating, the device will have a portion of the map the figure thirteen and a portion of the map of the figure fourteen.

If the pilot changes the route, the device sends a new message with the new data. With the new route device analyses the possibility to collide with the other boats, rocks, and so on. Then, the device will draw in a screen the new route, in a different colour, if there is danger of collision.

The pilot to go inside a harbours have a lot of boats, rocks, to avoid and also has to take in attention the warning lights, that tell him which way, the pilot can navigate or he can not. The difficult is increased at night or with fog.

If all boats, rocks, warning lights, buoys, and so on, have a device that transmit a message just with a few kilometres range, and a boat has a device that receives all this messages, then the device draws in a screen a local map. This local map gives information to the pilot but this local map is continually changing as the boat is navigating, due o the fact that the boat gets out of the range of a certain messages and she gets inside the range of other messages. In this way the boat always has a new and update surround map, where she is navigating. This map is draw after studying the messages and so it is also draw in the screen, the ways to avoid an accident and where the boat can navigate in safety.

The data of the contour of the coast 47 and 48 can be transmitted in the message from the lighthouse 50 and 51. The message of the boat can be received by the naval police, which have devices with radio receiver alongside the coast, also in beacon buoy, and so on. These devices can have capacity to study the messages and if they detect irregular or danger situations, they communicate to a central station. Alternatively, the device just receives the message and retransmits the messages to a central station and this device will make the study. Both devices have a logical sequence analyse similar to a computer, to make the study. In this way, it is possible to warm the boats, and to keep watch the speed of the boats, or if the boat is to close to the cost, and so on. If there is any irregularity then naval police takes measures.

This device can interplay with radar or any other system. For instance the device can receive maps from a computer or any other data source. This extra data gives a more complete study. In this way, it is possible to know where the ship can navigate due to the depth, and so on.

The message transmitted from the boat, can have more data, like the length of the boat, and so on.

The range of radio transmission can be longer or shorter then fifteen kilometres due to the atmospheric and sea conditions, the type of the boat, and so on.

The governments can make a shipping law, with the details of the message and to fixe a standard. The device has the capacity to adapt itself to the different shipping law of the different regions, or continents.

The planes and the small aeroplane, uses the same method and concepts, as the boats.

Another problem is the pedestrian, the cyclist or any other mean of locomotion, that travel much slower that a car or a truck and they are not easily seem by the car or truck driver. Also a car stopped in the road, or a car travelling, that the car driver is not able to see it yet.

To handle this problem, it is used the same concepts of the trains to detect each other.

The pedestrian, and the cyclist, has a radio that transmits a message with a range of one kilometre.

The car and trucks have a radio receiver.

When the car or the truck is less that one kilometre from the pedestrian, or the cyclist, it begins to receive the message.

Then the radio receiver in the car or in the truck, switches on a warning light or a bell.

This message of the pedestrian can be equal in all radio transmitters .

This frequency should be only used for this situation and the government can make legislation for that.

This radio transmitter can have the data from the GPS and so to transmit a message with the localization of the pedestrian, or of the cyclist.

In this way the driver could check if the message has interested for him.

This radio can be inside a radio or a mobile phone, and so on.

This system is complementary to the visual sign.

Similar problems are heavy trucks with big loads that drive a very low speed and a car is driving much faster. The truck is after a curve and the car before the curve. When the car is after the curve, then the driver sees the truck, but the car is too close to the truck and it can happen an accident.

If the truck has a radio transmitter with a range of one kilometre, the other drivers can be warned of the presence of the truck, before the drivers are within eyesight of each other.

The message of the truck must be different of the message of the pedestrian, or the cyclist.

Nowadays, the cars travel faster and so the driver as to make faster decisions and so he needs more information.

The traffic near the cities or in the highway can change from standard highway speed to traffic jam. The others drivers do not know of this traffic jam and they can crash.

Also the fog and heavy rain decrease the visibility.

Drivers can overtake near a crossroad or near a bend. Even though, there is no visual car in opposite direction, the fact is that another car can be just in the corner, and it can happen an accident.

In day life driving the driver can be inattentive or to make bad decisions, and it can happen an accident.

To handle all this situations the vehicle can have a device with a radio to transmit and receive messages with a range for instance of one kilometre and it is always working and the device has a logical analyse system similar to a computer to continually study the messages. The device receives a lot of messages from others vehicles that are inside the range of one kilometre. Although same messages have no interested, because they are from a car that is in another street, and for instance that other street is parallel to the one the car is driving and there is no crossroad between the two streets.

This analysis of the message is similar to the trains, that it was made in the logical sequence from the figure six till eight, but it is adapted to the cars. This logical sequence can also have the data from the road map, traffic rules, climacteric conditions, and so on.

The device can have the data from GPS and it transmits in the message the localization of the car. The localization can be given to the device from the milestone, as described for the trains. There is a milestone every ten meters when there is a crossroad or near the cities. The car driver can receive a warning light, when he is outside the range of this accurate data.

For the trains, the logical system like as a computer gets the map of the figure nine but for the cars, it gets the figure fifteen. In this figure, there is the drawing of the study of the messages from the vehicle 64, 65, 66 and the device of the vehicle 66 studied it. The device of the vehicle 66 will inform the driver, that there is the possibility of accident in the place A, and there are other vehicles and which manoeuvres the driver can do and the ones he can not .

The analysis can be more in detail if there was another vehicle before the vehicle 66, but after the crossroad. There will be another critical place; due to the car 65 is driving in opposite direction.

This studied is based on the quantity and the data of the messages. The device can study a message from the others cars, and it gets to the conclusion, that there is no possibility of accident. The car change direction or it drive at higher or lower speed and so the same cars send a new message. The device studies these new messages to check if it can happen an accident. The device is continually making new maps. It is a similar to the boats, that the device draws a first map, which is the figure thirteen. Then the device draws a second map that is the figure fourteen.

The others cars also have a device that makes there own studied.

The device can communicate of each other, most of all if there is a danger of an accident.

The device can have a logical sequence similar to the figure six till eight, to get the map nine, but for the cars that logical sequence takes in account all type of car driving, like; overtaken, crossroad, priority, curves without visibility, the standard road maps, and road maps where are indicated the crossroad, atmospheric conditions, traffic jams, and so on. So that the logical sequence for cars has new items in the figure six till eight, that take care of all the details, one by one and also all together. In this way, the device will get maps with the future place of the cars, like the figure fifteen.

The device only gives the useful data to the car driver and for that the device makes a selection of the data.

The device can also get data from traffic lights, road signals, the crossing lights, and so on and to inform the driver and to include that data in the logical sequence study.

This data can be supplied to the vehicle driver as a warning light or sound. It can be different kind of sounds in relation with the type of warning, if it is a crossroad or another vehicle close to a bend, and so on.

The map of the figure fifteen, can be project by light to the windscreen or it can be several led with different colours in the windscreen and on the dashboard. The ones that are switch on and there colour, it will indicate a kind of warning. The map can be draw in a monitor or any other system to inform the driver.

In this way the driver is always looking the road and gets the information.

The information can be in a screen as a map or to be a number of kilometres or seconds.

The device can transmit in sound to the vehicle driver the data, simultaneity or not with other means.

The map thirteen and fourteen of the boats can be made for the cars, using the messages and road map and data from the

GPS.

The range of one kilometre or five kilometre is as example and they can be different, as the experience or geographic conditions and so on.

Claims

Claims

System to determine the relative position between various vehicles where trains when circulating approach other trains, pass level crossings and signs specifying speed limits which resemble road signs and also boats which detect other boats and rocks whether by sight or radar and have to divert and boats which navigate near the coast enter harbours, rivers etc., and cars which drive on the roads pass crossroads, other cars and approach curves, characterised by the train (5) has a lateral bar (9) charged with electrical energy and there is (6) at a distance of, say, five kilometres from the lever crossing (2J another lateral bar alongside (3) the tracks (4) and when the moving train, when approaching the level crossing (2) reaches a specific point (6), its lateral bar (9) comes into contact with the bar (3) adjacent to the rails, means that the train on leaving this point on its journey is approaching the level crossing and providing that level crossing with electricity, meaning that the level crossing (2) has detected the approach of a train (5) and also that the supply of electricity by the train (5) to the level crossing (2) triggers the crossing lights and gate the train has a radio transmitter and receiver or similar with a maximum range of, for example, ten kilometres which is always transmitting and receiving and has a filter so as not to detect its own message, and should there be only a single railway track, when two trains are fewer than ten kilometres apart they receive a message from the other train and thus detect the presence of another train on the same line although there is no visual evidence of the existence of another train .on the same line the train (31) has a radio transmitter and receiver or similar with a maximum range of, for example, ten kilometres which is always transmitting and receiving and has a filter so as not to detect its own message as well as a logical analysis system, a type of computer, which when other trains, (30), (32) even simultaneously, enter the ten kilometre zone of maximum reception each train will receive a message from other trains with other data which when studied by the computer-type logic system with an analysis as in figures six, seven and eight, will create a map as in figure nine to determine the current relative position and that in the near future of the various trains, (30), (31), (32) and in lieu of that map, the computer-type logic system can detect the possibility of any imminent or near future collision or should there be any danger inform the driver when the train (5) during its journey touches its bar (9) with the lateral bar (3) adjacent to the railway track, in the specific point (6), of the railway track, it begins to supply electrical energy to the speed limit sign which means the speed limit sign has detected a train (5) in its area and as the speed limit sign has a device which is activated by the electrical energy supplied by the train, it sends a message to the train informing it of the maximum speed limit and the distance for which that maximum speed limit applies and the train has a device (36) to limit its maximum speed which acts directly on the lever (37) of the speed control system (35) the boats (49) have a radio or similar transmitter and receiver to emit a message which is in continual emission, but only with a maximum range of, say, fifteen kilometres even when at anchor and also a logical analysis system, a type of computer, and the buoys, lighthouses, harbour lights, rocky coastal areas, or in bays, or on rivers etc., or any other place of importance to maritime traffic, has a message transmission device with only a few kilometres of range and other boats, (52), (53) when beginning to receive a message from the other boat, analyse it with a computer-type logical analysis system with an analysis as in figures six, seven and eight, obtain a map as in figures thirteen and fourteen in order to determine their current relative position and that in the near future various boats, (49), (52), (53) and in lieu of this map, the computer-type logical analysis system can detect any possible imminent danger of collision or in the near future and should it exist, this device warns the captain and can also cause the automatic pilot to change the course of the boat cars (66) have radio or similar transmitter and receiver, which is always transmitting and receiving whenever the car is moving and also in certain situations when it is stationary, with a maximum range of, say, one kilometre, with a computer-type logical analysis system to analyse any message and when one (64) or more vehicles (65) enter the message transmission and reception area, the computer-type logical analysis device studies that message using a logical analysis as in figures six, seven and eight, but also being attentive to traffic rules, road maps, GPS information etc., obtaining a map as in figure fifteen to determine its current relative position and at which point (A) it establishes the location in the near future of other vehicles and in lieu of this map the computer-type logical analysis system will discover whether there is any imminent or near future danger of collision and should it exist, warn the driver to take preventative measures. System to determine the relative position between various vehicles as the claim one characterized by the lateral bar (3) alongside the tracks, can be of different type, but with the same performance, for instance, it can be an aerial cable, or the transmission can be made by the rails or by any other mean of transmission, or there is not the lateral bar (3) alongside the tracks, but the standing out in the place (6), to inform the device in the train, or to detect the specific point (6), the device can have the data from a G.P.S. in conjugation with the railway map, or the device of the train (5) transmits a radio message, with a maximum range of five kilometres and the crossing level (2) has a receiver, and when the train is travelling and it is less then five kilometres of the crossing level (2), it (2) begins to receive the message of the train and so the crossing level (2) is informed that, there is a train near, and so the crossing level sachet on the crossing gate and the crossing lights.

System to determine the relative position between various vehicles as the claim one characterised by the message is a simple one, only given the information, that there is a train moving or the message has more data, for instance the direction, the speed, if it is going to change direction, which line the train is moving, and any other data necessary to allow a full study by the logical system of analyse similar to a computer with the logical sequence of the figure six, seven and eight, to get the map of the figure nine and so in this way to know the relatively position between the various vehicles.

System to determine the relative position between various vehicles as the claim one characterised by the device that transmits and receives the messages, has the capability of checking itself, and the pilot of the boat and the train driver of the train, and the car driver of the automobile, and for each driver of any type of mean of transport, each one of this drivers can activate the device checking system and this checking is to confirmation that the device is transmitting its own message and it is able to detect a different message.

System to determine the relative position between various vehicles as the claim one characterised by the logical system of analyse similar to a computer, to make a study in function of the logical sequence of the figures six, seven and eight, to get the map of the figure nine, for the trains, but the sequence of the figures six, seven and eight is not rigid, and it can change in function of the type of the logical system of analyse similar to a computer, or also to change in function of the data of the message, the type of vehicles, if it is a car, or a boat, or a plane, and so on and also of the atmospheric conditions, and also for the cars in function of highway code and the road map and for the boats in function of the nautical rules and the pilot charts maps and so on, and studying all this previous variables and any other variables, all together and relating each other in function of the mean of transport to get the best logical sequence of the figure six till eight to draw the figure nine, or the figure thirteen and fourteen or the figure fifteen, with the goal to check with the maximal accuracy, the relative position of the various vehicles and to come out to conclusion if there is danger of collision or not and in local station house the police and the official authorities, can with the previous maps to take preventive measures, or the local station send the message to a regional or national department, and they send the messages to the others local station if necessary or the regional or national department studies the messages and it sends the maps to the others local station if necessary.

System to determine the relative position between various vehicles as the claim one characterised by the items (33) , (34) and the others items not numbered in the logical sequences of the figures six, seven and eight, are not unique, but it can be another items or in another logical sequence, but taking care and to associate the type of vehicle, like an automobile, a boat, and so on and also in function of the type and different message data, the specific rules of that mean of transport, the maps, the weather and any other data to study the situation. System to determine the relative position between various vehicles as the claim one characterised by the message transmitted, by the train (5), or by the boat (49), or by the car (46) or any other mean of transport is continually different due to the present and future characteristic of the movement of that mean of transport and so the logical system of analyse similar to a computer, has to uninterruptedly, to study any other new message in function of the logical sequence of the figures six, till eight, adjusted for the boats, it gets two sequential maps of the position of the boats in time, the figures thirteen or the figure fourteen, but the logical system of analyse similar to a computer, it can get this maps for any other mean of transport, with the adjusted sequence of figure six till eight .

System to determine the relative position between various vehicles as the claim one characterised by the crossing level (2) has a device, that is going to exchange messages with the train (5), one type of message can be the crossing level (2) sends a message to confirm that the gate is closed the lights are on and that the sensors of the crossing level (2) do not detect any object blocking the rails or there is any breakdown or any other type of anomaly. 9

System to determine the relative position between various vehicles as the claim one characterised by if the transmission by the air of the message has obstacles, like mountains or tunnels and so on, there are one or several land antennas, without electricity from the standard net to retransmit the messages and to do so this antennas are supplied with electricity from the lateral bar (9) of the train charged with electrical energy where it comes into contact with the bar (3) alongside the tracks in the a specific point (6) .

10

System to determine the relative position between various vehicles as the claim one characterised by the logical system of analysis similar to a computer, after a study to get for the trains the figure nine and for the boats the figures thirteen or the figure fourteen, and for the cars the figure fifteen and this figures can be draw in a screen or to be project in the windscreen and so the driver is able to notice the ways with danger and the safe ways, and the map of the figure thirteen or the figure fourteen, can be show in the radar screen with the data of the radar or any other device.