Title of Invention

AN ANTI-COLLISION DEVICE SYSTEMS FOR TRAIN LIKE TRANSPORTATION SYSTEM

Abstract

/Anti Collision Device System for trains and the like transportation systems comprising of a Network of Anti Collision Devices (ACD) provided at locomotives (LOCO ACD), guard vans (GUARD ACD) stations (STATION ACD) and Jevel crossing gates (GATE ACD) comprising of a microprocessor based Central Control Unit (CCU) (1), Radio Transceiver (2), Global Positioning System (GPS) receiver (3), Power Converter (4), Data entry key pad (5), Whip antenna (7) for radio transceiver and hard mount antenna (8) for GPS receiver, a Crew interface (9), Automatic Braking Unit (ABU) (6) linked with the braking mechanism of locomotive to control the speed of train as per command received from the CCU (1) all units and systems functionally interconnected to detect situations when collision or side collision of two moving ACDs may occur and take quick action to prevent the same or drastically reduce the seriousness of impact by cutting down speed, independent of all types of signalling and inter locking systems and human failure. Dated this 24th Day of September, 1999

Full Text

FORM 2 THE PATENTS ACT, 1970 (39 of 1970) COMPLETE SPECIFICATION (See Section 10) Anti-collision device (ACP) system for trains and the like transportation systems. M/s. KONKAN RAILWAY CORPORATION LIMITED, Belapur Bhavan, Sector 11, CBD Belapur, Navi Mumbai - 400 614. The following specification particularly describes and ascertains the nature of this invention, and the manner in which it is to be performed. -1- DESCRIPTION BACKGROUND OF THE INVENTION This invention relates to art Anti-collision device (ACD) for trains and the like transportation system. More particularly this invention relates to an ACD, mainly working on microprocessor based system with radio-trans receiver, working in a pre¬determined range of say 3 Km and having own power supply system, which when mounted on locomotive, brake van, level crossing gates, railway station or any other station automatically generates signals for converting and adopting into various safety measures such as activating, biaking system of a running train to retard its speed to a safe limit or completely halting the train within a safe distance, all sorts of train collisions are prevented by activating nooteis at tevei CTossmg gates road users me ^warned and safe guarded, by activating audio / visual signals, crew member or gate man at level crossing gates are alerted to take preventive measures even to stop a moving train remotely, if danger is perceived.. Trains are widely used for transportation. Accidents involving trains and at level crossing gates are more frequent involving loss of property and the life. The trauma a train accident leaves on the minds of people left behind by the dead is most significant. The various train accidents are trains colliding with each other, like head on collision, side collision, rear end collision, collision between trains and road vehicles carts, animal or persons at manned (interlocked or non-inter locked) as well as unmanned level crossing (LC) gates, may be due to the mistake of road users or railway staff Mishaps occur due to train crew becoming inactive for sometime, due to any reason. These accidents may be due to system failure or due to human error. Such incidents caused by human errors are not generally preventable with the currently available and used technology, unless very expensive imported technologies are used, which is not practical. DESCRIPTION OF PRIOR ART There have been efforts to provide methods and apparatus that will detect and automatically avoid train collisions. The following patents represent proposed solutions to the long standing problem of vehicular collisions, some of them catastrophic, including collisions between locomotives US PATENT NO 5,574,469 explains a method for improved collision avoidance of two locomotives by periodically receiving on each locomotive digitally encoded data to determine its geographical location, speed and direction of travel by means of an onboard global positioning system receiver. However, this method only tells the Engineer/Driver that another train is within 7-mile range. Human intervention is required to negate the penalty brake if the other train is on different track. Also this is not suitable for yard/terminal yards where it has to be switched off manually. -2- European Patent No EP0952062 explains about mechanical device mounted on each vehicle of the train to reduce the impact of collision. SUMMARY OF THE INVENTION Primary Objective The Anti-Collision Device when mounted on a locomotive and guard van of a train, prevents collision at speed higher than 15kmph with another running train fitted with similar ACD's, in block sections and running lines at stations, totally independent of signalling and interlocking systems currently prevailing, as well as collisions with road vehicles at level crossing gates, thus providing a silent safety shield by networking with other ACD's fitted at stations and level crossing gates. Other objectives: i. The loco ACD acts as alertness check device for the running staff. ii. Serves as warning device for the driver to look for aspect of first stop signal as train approaches station, iii. Empowers guard, station master, gate keeper and driver to remotely control and Stop an approaching train, without involvement of the train crew, when dangerous Situation is perceived, iv. As a warning device for the road users of an approaching train at level crossing Gate. Another object of this invention is to provide an anti collision device for trains which works automatically, having its own power source and actively operates within a desired predetermined range of distance, so that trains move at such a safe speed that without colliding they move together at such a speed that in case, the inter-se distance tends to reduce speed is automatically controlled. A new concept deviation count is presented and used for first time in world. Concept of Angular Deviation □ GPS receiver gives output in 'Angular' terms as the loco/guard van is turning away from the main line while negotiating a turn-out in a station yard D A 'deviation' is counted when such Angular change either towards LEFT or RIGHT is detected quickly followed by another angular change of the same order which is more than THREE degrees. -3- While exiting station area where the train had arrived earlier, the deviation count at the time of exit is used to determine whether the train is dispatched on expected correct or not. The number of deviation count from the line the train entered the station, indicates the number of line from the entry line, on to which the train has entered. In any given yard it is possible to uniquely work out the deviation count required from a given starting line to reach a specified line, and the station ACD carries this knowledge, which it shares with the loco ACD as explained in fig. 5. Example 1 - (with reference to fig. 5) Where DC means Deviation Count as defined, LDC means Left Deviation Count, (Left or Right is with reference to direction of movement as one enters station area), RDC is Right Deviation Count. If the block section is of same type on either side of the station, i.e., either single or double line, then the number of LDC detected by the train after entering into the station area must be same as the number of RDC detected while exiting, for it to go on right track. If a train enters the station on up right entry line and passes through second loop line (11), it will observe two LDCs. When it comes out on the other side, to exit on right exit line it has to take two RDCs. Therefore if the LDC is equal to RDC the train exits the station on Right line otherwise not. Similarly, if a train enters the station from down right entry line and passes through the loop line (14), it has to take one RDC. When it comes out on other side, to exit on down right exit line it has to take one LDC. Again, RDC is equal to LDC. In case a train passes run through (without deviating) it will not observe any deviation i.e., DC=0 (15) and (13). Example 2 - (with Ref Figure 6) Where DC means Deviation Count as defined, LDC means Left Deviation Count, (Left or Right is with reference to direction of movement as one enters station area), RDC is Right Deviation Count. If the block sections are of different types on either side of Station area i.e., on one side single line (21) and other side double line (20), then the number of LDC detected by the train after entering into the station area and the number of RDC detected while exiting, for it to go on right track will have a predefined residual count (either LDC or RDC), which will vary from station to station based on the point layouts. If a train enters the station from single line section (21) and passes through Down line (24) then it detects only one LDC and NO RDC. So in this case the residual count is LDC=1 for it to exit on right down line. -4- This can be seen when the train passes through the extreme left line (25) The train will observe two LDC and one RDC therefore the residual count is same i.e., LDC=1. Accordingly this invention provides an anti collision device for trains and the like transportation system comprising of a microprocessor based command and control unit, a global positioning system with satellite signal receiver antenna, a crew interface of desired capacity / range with directional antenna an I/O. sub system, a breaking signal unit linked with breaking mechanism for locomotive speed control, a message display unit having audio and / or visual display means and a power supply system, preferably consisting of a battery and power converter, all units and system functionally interconnected. The inventions will now be described with reference to accompanying drawings wherein: Fig 1. Shows in block schematic diagram. The LOCO anti-collision device for trains and the like transportation system according to an embodiment of this invention. Fig. 2. Shows in block schematic diagram the Guard anti-collision device according to an embodiment of this invention. Fig. 3. Shows in block schematic diagram the Station anti-collision device according to an embodiment of this invention. Fig 4. Shows in block schematic diagram the Level Crossing Gate anti-collision device according to an embodiment of this invention. Fig 5. Shows in block schematic diagram the Deviation count theory for anti-collision device according to an embodiment of this invention. Fig 6. Shows in block schematic diagram the Double line block section for deviation count for anti-collision device according to an embodiment of this invention. Fig 7.Shows the Braking mechanism for Speed Control of the Locomotive. Fig. 8. Shows the schematic diagram on intercommunication between 2 anti-collision device according to an embodiment of this invention. Referring to fig. 1 the anti-collision device, according to this invention, mainly comprises of a Microprocessor based central control unit (CCU) (1), Radio Transceiver (2), Global Positioning System (GPS) Receiver (3), Power converter (4), Data Entry Key Pad (5), Automatic braking unit (ABU) (6), and whip antenna (7) for Radio Transceiver and Hard Mount antenna (8) for GPS Receiver. This device is also provided with a Crew Interface (9) and Message Display (12), the CCU is connected to the GPS Receiver, Radio Transceiver and Console to process the input and take decisions. -5- The processed output is sent to the Radio Transceiver, Crew Interface through I/O sub¬system (10) and ABU for taking necessary action, GPS Receiver is connected to the hard mount Antenna through cable to give data to CCU regarding its location, speed, angle and the like, the radio transceiver is connected to the whip Antenna through cable to transmit and receive data from/to CCU, the power supply is taken from 72V-battery (11) and given to CCU through power converter, the crew interface is connected to the CCU through a cable for man-machine interfacing, the keypad is connected to the CCU through interfacing cable for feeding the data required for working of device and the ABU is connected in series to the braking mechanism of Locomotive to control the speed of train as per command received from the CCU (1). Referring to fig. 2 the anti-collision device for Guard Van (Guard ACD), according to this invention, mainly comprises of a microprocessor based central control unit (CCU) (1), Radio Transceiver (2), Global Positioning System (GPS) Receiver (3), Power Converter (4), Data Entry Key Pad (5) and whip antenna (7) for Radio Transceiver and Hard Mount antenna (8) for GPS Receiver. This device is also provided with a crew interface (9). Referring to fig. 3 the anti-collision device for Station Master (Station ACD), according to this invention, mainly comprises of a microprocessor based central control unit (CCU) (I), Radio Transceiver (2), Power Converter (4), Data Entry key pad (5) and whip antenna (7) for Radio Transceiver. This device is also provided with a crew interface (9) and Message Display (12). Referring to fig. 4, the anti-collision device for Level Crossing Gate (Gate ACD), according to this invention, mainly comprises of a microprocessor based central control unit (CCU) (1), Radio Transceiver (2), Power Converter (4) and whip antenna (7) for Radio Transceiver. This device is also provided with a crew interface (12). Referring to fig. 5, the deviation count theory for anti-collision device, where DC means Deviation Count, LDC means Left Deviation Count (Left or Right is with reference to direction of movement as one enters station area) and RDC means Right Deviation Count. Referring to fig. 6, the double line block section for anti-collision device, where DC means Deviation Count, LDC means Left Deviation Count (Left or Right is with reference to direction of movement as one enters station area) and RDC means Right Deviation Count. Referring to fig 7, the Braking mechanism for Speed Control of the Locomotive anti-collision device, mainly comprises the function of the ABU (Automatic Braking Unit) is to initiate action for automatic application and release of train brakes based on commands received from ACD. It Enables auto application and release of train brakes (both on air and vacuum system) on receipt of appropriate command from ACD, it does not in any way interfere brake application/release by driver, ACP, train parting and the like. -6- It is Capable of being bypassed in case of malfunctioning of ABU or ACD. ACD automatically detects ABU bypassing and records date & time of bypassing. Intelligent braking logic used for automatic calculation of train braking characteristics. ABU consists of following subassemblies: 1. 3/2* normally closed, continuously rated, manifold mounted 10 mm solenoid valve (El) 2. 2/2** normally open, continuously rated, manifold mounted 6 mm solenoid valve (E4) 3. 2/2** normally open, continuously rated, manifold mounted 19 mm solenoid valve (E2) 4. Manifold mounted 10 mm hand lever valve capable of isolating El & E4 (E5) 5. 19 mm hand lever valve to isolate E2(E6) 6. Junction box for electrical connections. 7. Limit-switches to detect the positions of E5 & E6 B. ManifoWmounting'base to mount the above items. 9. Metal cover with meter seal-Note : * 3/2 means this valve has 3 ports and two positions. ** 2/2 means this valve has 2 ports and two positions. As a result of the processing of information received from other ACDs, the command and Control Unit takes a decision for applying either the normal brake or the emergency on the locomotive, as the case may be. The Electro-pneumatic braking is then applied through suitable solenoid interface for this purpose in the cab of locomotive. Referring to fig. 8, consist of two anti-collision device and the communication between them, it Recognise No action if OK or else it will act and the Automatic Breaking unit is applied if it Recognise the two trains in the same track. The ACDs on the locomotives as well as those provided at unmanned as well as manned non-interlocked Level Crossing Gates exchange their identification details with relevant data enroute through digitally encoded data packets when they come within the radio-range of each other. Based on the analysis of the data or at LC Gate or in Guard's Van will then initiate necessary action. Functional Requirement Specifications: The fijnctiona] requirement specifications are described individually for each type of ACD viz, Loco ACD Station ACD Guard ACD Level Crossing ACD Loco ACD. (as shown in fig. 1) Should detect and identify all ACDs within 3 km range whether it is a loco or station or guard or level crossing ACD and clearly and uniquely identify multiple number of the same type. -7- From each type of ACD the data packet received should be analysed to determine: If the other ACD is of loco: The ACD's detect if the relative distance between them is reducing and also detect if moving on the same track, if so, initiate action to warn the drivers through audio-visual indications and initiate appropriate braking action automatically to avoid collision, When relative distance is reducing, ACD also detects the unusual stopping of the other ACD when it is not a station area, but on a right track line, and checks for normalcy signal from that ACD-if not present, should slow down the train while giving audio¬visual indications, to 25 kmph, or less as prescribed Detect any SOS signal if transmitted by any ACD within 3 to 4 km and should immediately apply appropriate braking, while warning the driver, In station area should if the other ACD is fouling tracks. If the other ACD is station ACD, should Get knowledge of station main line occupation Gets information of first stop signal locations of current and station ahead, to alert loco driver through audio-visual warnings demanding acknowledgement, while approaching the same Detects any SOS and acts to stop Get information for type of block section ahead Get information about current and station ahead running line identification in terms of deviation count numbers Detect if any train's rear end is fouling from the station ACD Give information about defective gate ACD in block section in rear. If the other ACD is level crossing ACD-manned with gates, should Detect if gate is open and reduce speed to 25 kmph Detect SOS and stop train Detect if gate ACD is defective Automatically initiate whistling by the loco while approaching the gate If the other ACD is level crossing unmanned, should Automatically whistle while approaching the gate Detect possible obstruction of track and slow train to 25 kmph Detect if gate ACD is defective If the other ACD is guard ACD, should: Identify own train guard ACD Detect if continuing with the train maintaining integrity-If parting is detected, driver should be warned Detect in station area whether guard ACD cleared the cross over in rear as well as fouling mark Detect if guard ACD is defective Detect SOS from guard ACD and stops train -8- On it's own, should Detect in station area on which line it is standing While departing determine whether in fact moving on right or wrong line, whatever be the written declaration of station staff Detect, if the ACD mounted loco, in station area, is fouling any tracks Detect alertness of running staif on the loco in normal run in block section and as it approaches the first stop signal-absence of alertness should slow down of train Conduct self-check and advise if not working as per specifications Should detect if running staff on loco are under duress Station ACD: (as shown in fig. 3) Within 3 km range should be able to identify the type of ACD i.e., loco, guard and uniquely identify each one of them when more than one is present Should detect the ACD and the line it is occupying Should advise the deviation count from the line of entry from block section vs., the line number in the station Should have the deviation count for correct exit line from the station from any despatch line Should advise deviation count information as above for station ahead Should advise the location of first stop signals for current and next station ahead Advise the types of two block sections ahead Advise the locations of ACD fitted level crossing gates in the two block sections ahead Should detect loco/guard ACD fouling any line in the yard Should start siren or hooter if a guard ACD is detected to be rolling back into station Should detect if any facing point on the main line is set to loop Should conduct self-check and advise if not working to specifications Guard ACD: (as shown in fig. 2) Should uniquely identify the ACD in a range of 3 km or twice the emergency braking distance required. Should derive own identity from loco ACD of nominated train-from declared train number Monitor for alertness of guard Should detect if train parting has taken place Should generate SOS signal if parting takes place Should allow manual generation of SOS Should have long stand alone power supply system for over 12 hour working Be portable and of brief case size to be fixed with anti theft frame on brake van or SLR Level crossing gate ACD: (as shown in fig. 4) Should identify the approaching train ACD and warn road users with audio-visual signals Should detect gate open condition, if it is provided with gates, and warn the approaching train -9- Should do self-check and report if defective to passing loco ACD Should detect if road is possibly blocked and advise the approaching loco ACD. The ACD is capable of functioning with or without inputs from GPS when inputs are provided from standard digital tacho-meter normally available in locomotives coupled with angular measurements of the bogie relative to the longitudinal axis of the loco body. The above inputs make it possible for the ACDs to replace the inputs that it is getting from the GPS and act in the same manner as described above. The working of the ACD according to this invention with its Various Scenarios in Action is as under; How ACD is activate: Loco ACDs: If two ACDS within 3 km range find themselves approaching each other, they check if they are on same line, and if so, initiate action to apply brakes on both the locomotives. If two ACDs within 3 km range or as prescribed range depending upon the braking distances, find themselves approaching each other, but on different lines and at normal speed, then they just pass each other safely. But if one of them had slowed down and driver fails to press the normalcy button, to indicate he has stopped but nothing serious for the adjacent line, then the ACD moving at normal speed will continue on it's course. Else, that is driver has a problem or he is not yet sure, so he does not press the normalcy button, speed of approaching train is brought down to 25 or 15 kmph as prescribed, to enable driver to quickly stop if he detects any obstruction to him. If any of these two ACDs initiated an SOS signal, because derailment has detected and adjacent track needs protection, bake application starts automatically and train is brought to halt-avoiding collision. Types of collisions and description as how ACDs act to prevent the same occurring at dangerous speeds: 1. Head-on collisions: Head on collisions should not normally occur if all present systems of signalling and other prescribed rules are observed by staff rigorously. But when rules are not observed or flouted like drivers passing signals at danger or station masters carelessly giving memos comprising facts-thus involving occurrence of more than two or three persons failing-collisions do take place. ACD can take care at this stage independent of staff actions. Each type of head on collision is described and how the ACD protects the same: 1.2 In single line block section: In present system: The block section in advance is already occupied by a running train, but paper line clear, by-passing the block instruments provided is issued by station master allowing another train to enter the same block section, or a driver mistakes some signals and passes signal at danger and enters the block section-or the station is non-interlocked and station-master commits a mistake, which means more than two or three errors -10- would have taken place, in such cases-the trains may have head on collision, if the trains are approaching each other. When ACDs are fitted: Since ACDs are working independent of actions of station master as well as interlocking or signals at stations, they are not influenced by these mistakes or failures. When two Loco ACDs detect each other within 3 km range, since it is a case of reducing the relative distance between them, and both are on same line, braking will start and trains brought to stop short of each other. 1.3 Double-line sections. Present system: Generally when for some operational reasons, if a train is diverted from its normal correct track, it has to negotiate a cross-over to change the line. In such cases paper line authorities are served on the driver-to proceed on to the "wrong" line. In case station master commits a mistake, which may happen if the station also is working on temporary non-interlocked basis, and declares to driver that he is going on the correct and "right" line only without being diverted, perhaps even believes so, forgetting to set the cross over correctly, then the train can proceed on the "wrong" line and may collide with another train coming in the opposite direction following correct procedures. When ACDs are provided: Since Loco ACD is constructed in such a way that, it can detect the deviation count, based on information from the station ACD, automatically finds out that the train has been diverted on to a wrong line, and will not allow another Loco ACD on the same line to collide with, by braking both the trains once they detect each other within 3 km. 1.4 Station area-single line sections on either side: Present system: A train received on the main line is stopping for signals to proceed further, say. As per rules another train is permitted to approach the station from opposite side. Signals not given pending setting of route, say. The approaching train must stop at signal as per rules. But driver commits a mistake and passes the signal at danger and head on collision takes place. When ACDs are fitted: The Loco ACD of train received in the station and standing on the main line, by virtue of its construction identifies that deviation count is zero and hence, the line identification is transmitted to other loco ACD. The train approaching the station area from block section knows from the station ACD that facing points are not set or not set to loop. If not set to loop, the Loco ACD of approaching train will apply brakes to stop the train detecting another Loco ACD on the same line. If station ACD conveys that facing point is set to loop, then, even though the approaching train detects a Loco ACD standing on the main line, will only -11- reduce speed to 15 kmph to enter loop. At this stage, driver will have enough time to stop. If he further discovers that the loop also is occupied by another train. Since Loco ACD is so constructed to know that within 3 km range if two of them are approaching each other on the same line, brakes automatically apply, and hence no collision takes place 2.0 Rear-end collisions; Presently: A train is received and is waiting for further line clear, say on main line. Meantime Another train approaches that station from the block section in rear. Station master is correct in not taking off signal for the approaching station as he may need time to set route etc. and expects rightly the train to stop at signal. Driver commits a mistake and passes the signal at danger and rams into the standing train. When fitted with ACDs: Loco ACD of approaching train while demanding for alertness of driver as the train approaches the station area to observe the first stop signal, takes action to slow down train to 15 kmph if driver is not vigilant. In case driver also declares that he is vigilant and still tends to commit a mistake of not observing signal, the ACDs will further act; because the station ACD advises the approaching Loco that, say, facing points are not set to loop, then brakes apply automatically once the other Loco ACD in station area is detected on the same line as the approaching train. In addition the Guard ACD also will act to stop the approaching tTain. Hence collision will be prevented. 9. Demarcation of Station Section from Adjacent Block Section-Station ACD will demarcate the station section between two consecutive block sections. Station ACD will continuously communicate the location details (latitude and longitude) of its first stop signal (home or outer, as the case may be, provided at either ends), to loco ACDs of all the approaching trains. Based on the information received, the "loco ACD" will then light up "Station Approaching" lamp indication and give audio indication also to alert the driver. If the driver fails to acknowledge the same within 30 seconds, the normal application of brakes will be initiated by the "Loco ACD" to bring to A STOP, irrespective of the fact that the aspect of the FIRST stop signal is in 'ON' or 'OFF' or ' BLANK' position. -14- 10. Locos Within Station Section-Once the loco ACDs find themselves within the station section (based on the information received from the station ACD), and their speeds are also 15 Kmph or less, they will switch over to "Receive only" mode, automatically. However, in case of emergencies, such ACDs will still be in a position to send "SOS" signals to other ACDs who are within their radio range. 11. Locos (including Shunting Locos) Moving At Speeds More Than 15 Kmph In Station Section Or Moving Out Of The Station Section- The loco ACD of the train will permit resumption of transmission of its own information for the benefit of other ACDs in the vicinity when its speed in the station yard goes above 15 Kmph or the loco comes out of the station section (as demarcated by station ACD). 12. Dispatching Trains on "Wrong" Line From The Station Section- After ensuring that the FIRST train on the WRONG line has already been sent with speed restriction of 25 Kmph, the station ACD will permit loco ACDs of subsequent trains on WRONG lines at normal speeds, by conveying such information to loco ACD, automatically, through radio communication. In such cases, driver will also have a facility to view such updated information on screen of loco ACD, before initiating appropriate necessary action. But the loco ACD knows independently because of its unique construction, whether it is proceeding on wrong or right line, irrespective of declarations by the station staff. 13. Additional Safety Features For Non Inter-Locked Working At Stations- Station ACD will take following extra precautions, in case Non Interlocked working has been introduced at such stations and the Station ACD has been advised of the same by Station master on duty. Station ACD will restrict the speed of ALL the approaching trains to 15 Kmph by communicating the Non Interlocked working to their respective loco ACDs, in advance. Since Loco ACD does not depend on track circuits or inputs from station staff to determine its line occupation, does not therefore depend on the status of the station being interlocked or non-interlocked. The ACD is capable of functioning with or without inputs from GPS when inputs are provided from standard digital tacho-meter normally available in locomotives coupled with angular measurements of the bogie relative to the longitudinal axis of the loco body. -15- The above inputs make it possible for the ACDs to replace the inputs that it is getting from the GPS and act in the saine manner as described above When coupled with inputs of (JPS as well as inputs coming from the tacho-meter and the angular measurement of the bgies, the availability and reliability of the device increases many-fold, with the result one can introduce a moving-block system on any working railway, dispensing with currently available signalling and track circuiting system. The ACD works in all kinds of signalling territory whether they are automatic block system or block section working on tokens which are the oldest systems currently surviving - that means any category of signalling from the oldest category to the most sophisticated category, the ACDs function independently and ensure that no collision takes ptace at a speed Yiigher than 15 kmpTn so long as both tine moving objects are fitted with the ACDs. The above description and illustration are given just to understand the invention rather than to limit its scope. The ACD referred herein for trains can also be similarly adopted and used for any other transportation system. -16- We Claim: 1. A anti collision device system for trains and the like transportation systems comprising of a network of anti collision devices one each at locomotives engine (LOCO ACD), guard vans (GUARD ACD), station ( STATION ACD) and at level crossing gate ( GATE ACD) wherein the said locomotives engine and guard vans ACD comprising of a microprocessor based central control unit (CCU) (1), radio transceiver (2), global positioning system (GPS) receiver (3), power converter (4), data entry key pad (5), whip antenna (7) for radio transceiver and hard mount antenna (8) for GPS receiver, and a crew interface (9) with arrangements such as; a) the CCU (1) is connected to the GPS receiver (3), radio transceiver (2) and console to process the input and take decisions, the processed output is sent to the radio transceiver (2), crew interface (9) through i/o sub-system (10) for taking necessary action; b) GPS receiver (3) is connected to the hard mount antenna (8) through cable to give data to CCU (1) regarding its location, speed, angle and the like; c) the radio transceiver (2) is connected to the whip antenna (7) through cable to transmit and receive data from/to CCU (1); d) the power supply is taken from battery (11) and given to CCU (1) through power converter (4); e) the crew interface (9) is connected to the CCU (1) through a cable for man-machine interfacing; f) the keypad (5) is connected to the CCU (1) through interfacing cable for feeding the data required for working of device; g) additionally the ACD for locomotive (LOCO ACD) is provided with automatic braking unit (ABU) (6), which is connected in series to the braking mechanism of locomotive to control the speed of train as per command received from the CCU and message display (12) connected to the i/o sub system (10); and the said station ACD and gate ACD comprising; i. the anti collision devices provided at all the stations (STATION ACD) and level crossing gates (GATE ACD) comprising of a microprocessor based central control unit (CCU) (1), radio transceiver (2), power converter (4), data entry key pad (5), whip antenna (7) for radio transceiver and a crew interface (9); ii. the CCU (1) is connected to the radio transceiver (2) and console to process the input and take decisions, the processed output is sent to the radio transceiver (2), crew interface (9) through i/o sub-system (10) for taking necessary action; iii. the radio transceiver (2) is connected to the whip antenna (7) through cable to transmit and receive data from/to CCU (1); -17- iv. the power supply is taken from battery (11) and given to CCU (1) through power converter (4); v. the crew interface (9) is connected to the CCU (1) through a cable for man-machine interfacing; vi. the keypad is connected to the CCU (1) through interfacing cable for feeding the data required for working of device; vii, additionally the station ACD is provided with a message display (12) connected to the i/o sub system (10) having audio visual display means; 2. Ao anti collision device system for trains and the like transportation systems, substantially as herein described and illustrated in the figures 1 to 8 of the accompanied drawings. Dated this 24th Day of September, 1999 (V. Ramu) Agent for the Applicant To: The Controller of Patents, The Patent Office, Mumbai. -18-

Documents:

668-bom-1999-abstract(16-04-2004).doc

668-bom-1999-abstract(16-04-2004).pdf

668-bom-1999-cancelled page(16-04-2004).pdf

668-bom-1999-claim(granted)-(16-04-2004).doc

668-bom-1999-claim(granted)-(16-04-2004).pdf

668-bom-1999-correspondence(27-01-2005).pdf

668-bom-1999-correspondence(ipo)-(21-05-2004).pdf

668-bom-1999-drawing(16-04-2004).pdf

668-bom-1999-form 1(23-09-1999).pdf

668-bom-1999-form 1(24-09-1999).pdf

668-bom-1999-form 13(16-04-2004).pdf

668-bom-1999-form 2(granted)-(16-04-2004).doc

668-bom-1999-form 2(granted)-(16-04-2004).pdf

668-bom-1999-form 3(16-04-2004).pdf

668-bom-1999-form 5(24-04-2000).pdf

668-bom-1999-form 6(16-04-2004).pdf

668-bom-1999-other document(30-04-2004).pdf

668-bom-1999-power of attorney(24-04-2000).pdf

abstract 1.jpg