Railway virtual track block system

Abstract

Providing a virtual railway track block system. [Solution] The railway track control method includes dividing a physical track block into a plurality of virtual track blocks, the physical track block being defined by first and second insulated joints located at corresponding first and second ends of a railway track of a certain length. The presence of an electrical circuit discontinuity in one of the plurality of virtual track blocks is detected, and in response, a corresponding virtual track block location code indicating the presence of a discontinuity in one of the plurality of virtual track blocks is generated.

Description

Technical Field

[0001] The present invention generally relates to a railway signaling system, and more specifically, to a railway virtual track block system.

Background Art

[0002] Block signaling is a well-known technique used in the railway industry to maintain the spacing between trains and thereby avoid collisions. Generally, a railway line is divided into track blocks, and automatic signal lights (typically, red, yellow, and green lights) are used to control the movement of trains between the blocks. For a single-direction track, block signaling enables trains to follow each other with a minimum risk of collision.

[0003] However, conventional block signaling systems suffer from at least two significant disadvantages. First, the capacity of the track cannot be increased without additional track infrastructure such as additional signals and associated control equipment. Second, conventional block signaling systems cannot identify damaged rails within an unoccupied block.

Summary of the Invention

Means for Solving the Problems

[0004] The principle of the present invention is advantageously embodied in a virtual "high-density" block system that enhances the capabilities of existing track infrastructure used by railways. Generally, by dividing the current physical track block structure into multiple (e.g., four) segments, i.e., "virtual track blocks," the train block spacing can be reduced to accurately reflect the train's braking capacity. In particular, train spacing is maintained within the physical track block by identifying the train's position relative to the virtual track block within that physical track block. Above all, this principle reduces the need for trackside signals, as the train braking distance is maintained within the locomotive instead of passing through the side of the trackside signals. In addition, by dividing the physical track block into multiple virtual track blocks, damaged rails can be detected within the occupied physical track block. This specification also provides, for example, the following items: (Item 1) A method for controlling railway tracks, wherein the method is The physical track block is divided into multiple virtual track blocks, wherein the physical track block is defined by first and second insulated joints, and the first and second insulated joints are located at the corresponding first and second ends of a railway track of a certain length. To detect the location of an electrical circuit discontinuity in one of the aforementioned multiple virtual track blocks, In response to detecting the presence of the electrical circuit discontinuity in one of the plurality of virtual orbit blocks, a corresponding virtual orbit block location code is generated. Includes, A method for indicating the location of the electrical circuit discontinuity in one of the plurality of virtual orbit blocks, wherein the virtual orbit block location code indicates the location of the electrical circuit discontinuity in one of the plurality of virtual orbit blocks. (Item 2) The method according to item 1, wherein the electrical circuit discontinuity is an open circuit indicating a broken trajectory within one of the virtual trajectory blocks. (Item 3) The method according to item 1, wherein the electrical circuit discontinuity is a short circuit caused by a train wheel in one of the plurality of virtual track blocks. (Item 4) Detecting the presence of the electrical circuit discontinuity in one of the aforementioned multiple virtual orbit blocks is: To detect interruptions in the first code transmitted from the first end of the physical track block to the second end of the physical track block, Transmitting a second code from at least one of the first and second ends of the physical track block, Receiving the second code returning from the electrical circuit discontinuity, and determining the location of the electrical circuit discontinuity within one of the plurality of virtual orbital blocks. The method described in item 1, including the method described in item 1. (Item 5) The method according to item 4, wherein the first code is carried by a first electrical signal and the second code is carried by a second electrical signal. (Item 6) A railway track control system comprising a plurality of control systems, each located at the corresponding end of a corresponding physical track block, Each control system is To detect the presence of a train in the corresponding physical track block, Determining the position of the train in at least one virtual track block within the corresponding physical track block, To transmit a code that identifies the position of the train in at least one virtual track block within the corresponding physical track block. A railway track control system capable of performing the following actions. (Item 7) The railway track control system according to item 6, wherein each control system is operable to detect the presence of the train in the corresponding physical track block by detecting an interruption in the track signal transmitted by another of the control systems located at the opposite end of the corresponding physical track block. (Item 8) The aforementioned track signal is a railway track control system as described in item 7, including a track code. (Item 9) A railway track control system according to item 6, wherein each control system is operable to determine the position of the train in the at least one virtual track block within the corresponding physical track block by transmitting track signals along the corresponding physical track block and receiving the track signals returning from the wheels of the train. (Item 10) The railway track control system according to item 6, wherein each control system is operable to wirelessly transmit the code that identifies the position of the train within the at least one virtual track block. (Item 11) The railway track control system according to item 6, wherein each control system is operable to transmit a code that identifies the position of the train, the code having at least one bit corresponding to one of a plurality of virtual track blocks within the corresponding physical track block. (Item 12) A method for controlling a railway track, wherein the method is Dividing each of multiple physical orbital blocks into multiple virtual orbital blocks, Detecting the presence of a train within a physical track block, In response to detecting the presence of a train within a physical track block, the virtual track block within the physical track block where the train is located is determined. To transmit a code that identifies the virtual track block in which the aforementioned train is located. Methods that include... (Item 13) The method of item 12, wherein detecting the presence of the train within the physical track block includes detecting a change in the state of the track signal transmitted through the physical track block. (Item 14) The method of item 13, wherein determining the virtual track block within the physical track block where the train is located includes transmitting a signal from at least one of the first and second ends of the physical track block and receiving a return of the signal from the wheels of the train. (Item 15) The method of item 14, wherein transmitting the signal from at least one of the first and second ends of the physical track block includes transmitting a code. (Item 16) The method of item 15, wherein determining the virtual track block within the physical track block where the train is located includes transmitting signals from each of the first and second ends of the physical track block and receiving corresponding return signals from the front and rear wheels of the train. (Item 17) The method of item 12, wherein transmitting the code that identifies the virtual track block in which the train exists comprises transmitting a code that includes at least one bit corresponding to each of the plurality of virtual track blocks within the physical track block. (Item 18) The method of item 12, wherein transmitting the code that identifies the virtual track block on which the train is located includes transmitting the code wirelessly. (Item 19) Detecting the presence of the train within a physical track block includes detecting the presence of the train within first and second physical track blocks, and the method is In response to detecting the presence of the train in the first and second physical track blocks, the virtual track blocks within each of the first and second physical track blocks in which the train resides are determined. Transmitting a code for identifying the virtual track blocks within the first and second physical track blocks in which the train is present The method according to item 12, further comprising this. (Item 20) The first and second physical track blocks are adjacent physical track blocks separated by an insulated joint, and determining the virtual track blocks within each of the first and second physical track blocks in which the train is present includes transmitting a signal from a single control system to each of the first and second adjacent physical track blocks. The method according to item 19.

Brief Description of the Drawings

[0005] For a more complete understanding of the present invention and its advantages, reference is now made to the following description in conjunction with the accompanying drawings.

[0006] [Figure 1] FIG. 1 is a schematic diagram showing a representative number of unoccupied physical railway track blocks in which each physical track block is divided into a selected number of virtual track blocks according to the principles of the present invention, together with associated signal (control) stations.

[0007] [Figure 2] FIG. 2 is a schematic diagram showing the system of FIG. 1 in which a train is approaching the rightmost signal station.

[0008] [Figure 3] FIG. 3 is a schematic diagram showing the system of FIG. 1 in which a train is entering the rightmost virtual track block between the rightmost signal station and the central signal station.

[0009] [Figure 4] FIG. 4 is a schematic diagram showing the system of FIG. 1 in which a train is positioned within the virtual track block between the rightmost signal station and the central signal station.

[0010] [Figure 5]Figure 5 is a schematic diagram showing the system of Figure 1, where the train is entering the rightmost virtual track block between the central signal station and the leftmost signal station.

[0011] [Figure 6] Figure 6 is a schematic diagram showing the system of Figure 1, in which the train is positioned within a virtual track block between the central signal station and the leftmost signal station, and a second following train is approaching the rightmost signal station.

[0012] [Figure 7] Figure 7 is a schematic diagram showing the system of Figure 1, where the first train moves out of the physical track block between the central signal station and the leftmost signal station, and the second train enters the physical track block between the central signal station and the rightmost signal station.

[0013] [Figure 8] Figure 8 is a schematic diagram illustrating the scenario of Figure 7, along with the processing of the corresponding message codes in any locomotive in the vicinity of at least one of the signal stations depicted. [Modes for carrying out the invention]

[0014] The principles of the present invention and their advantages are best understood by referring to the illustrated embodiments depicted in Figures 1-8 of the drawings, where similar numbers indicate similar parts.

[0015] Two methods for train detection based on the principles of the present invention are disclosed. One method determines rail integrity in an unoccupied block. The second method determines the position of a train within an occupied block, in addition to rail integrity. The following discussion describes these methods under three different exemplary situations: (1) a system with no trains in a physical track block, (2) operation with a single train in a physical track block, and (3) operation with multiple trains in a physical track block. In this discussion, track code A (TC-A) is an open-source electrocode commonly used by railways and is carried by a signal transmitted over at least one of the rails of the corresponding physical track block. Track code B (TC-B) is specific to the principles of the present application and provides detection of the position of a train within one or more virtual track blocks within an occupied physical track block, and is preferably carried by a signal transmitted over at least one of the rails of the corresponding physical track block. TC-A and TC-B may be carried by the same or different electrical signals. Preferably, either TC-A or TC-B is transmitted sequentially. Generally, TC-A relies on a first location to transmit coded messages to a second location, and vice versa (i.e., one location exchanging information via the rails). TC-B, on the other hand, is implemented as a reflection of transmitted energy using a pair of transceivers with separate and distinct components. Using TC-B, the system monitors the reflection of energy through the train's axles.

[0016] The virtual track block position (VBP) message represents occupation data determined from the TC-A and TC-B signals and is preferably transmitted to a computer in a nearby locomotive via a wireless communication link. The following discussion illustrates preferred embodiments but does not represent all embodiments of the principles of the present invention. TC-A is preferably implemented by a transmitter / receiver pair, with the transmitter and receiver of each pair located in different locations. TC-B is implemented using a transmitter / receiver pair, preferably with the transmitter and receiver of each pair located in the same location. The energy signature from the transmitter is proportional to the distance from the isolated joint to the nearest axle of the train.

[0017] The trajectory divisions depicted in Figure 1-8 represent physical trajectory blocks 101a-101d, where physical trajectory blocks 101a and 101d are shown partially, and physical trajectory blocks 101b and 101c are shown entirely. Physical trajectory blocks 101a-101d are separated by conventional insulated joints 102a-102c. Signal control stations 103a-103c are associated with insulated joints 102a-102c. Each signal station 103 preferably transmits to trajectories on both sides of the corresponding insulated joint 102, as will be discussed further below.

[0018] As shown in the legend provided in Figure 1-8, solid arrows represent track code transmission during track occupancy by trains using TC-B signals. Dashed arrows represent track code transmission while unoccupied tracks are using TC-A signals.

[0019] In accordance with the present invention, each physical orbital block 101a-101d is divided into a plurality of virtual orbital blocks, i.e., "virtual orbital blocks". In the illustrated embodiment, each of these virtual orbital blocks represents one-quarter (25%) of each physical orbital block 101a-101d, but in alternative embodiments, the number of virtual orbital blocks per physical orbital block may vary. In Figure 1-8, station #1 (103a) is associated with virtual orbital blocks A1-H1, station #2 (103b) is associated with virtual orbital blocks A2-H2, and station #3 (103c) is associated with virtual orbital blocks A3-H3. In other words, in the illustrated embodiment, each station 103 is associated with the four virtual orbital blocks to the left of the corresponding isolated joint 102 (i.e., virtual orbital block A i -D i ), and the four virtual orbital blocks to the right of the corresponding isolated joint 102 (i.e., virtual orbital block E i -H i ) is associated with ). In this configuration, virtual orbit blocks overlap (for example, virtual orbit blocks E1-H1 associated with station #1 overlap with virtual orbit blocks A2-D2 associated with station #2).

[0020] Figure 1 depicts a track section without a train nearby. At this point, TC-A is transmitted from station #1 (103a) and received by station #2 (103b), and vice versa. The same applies to stations #2 (103b) and #3 (103c). All three locations correspond to the virtual track block A. i -H i Generate and transmit a VBP message of 11111111 corresponding to an unoccupied orbit within (i=1,2, or3). Table 1 classifies the various codes for the scenario shown in Figure 1. [Table 1]

[0021] Figure 2 depicts the same track section with one train 104 entering from the right. At this point, TC-A is transmitted between station #1 (103a) and station #2 (103b), with stations #1 and #2 generating and transmitting 11111111 VBP messages for virtual track blocks A1-H1 and A2-H2, respectively. The same applies from station #2 (103b) to station #3 (103c). However, the right approach to station #3 (103c) no longer receives TC-A from the next station to its right (not shown) due to a short circuit by the train in physical track block 101d, and therefore station #3 terminates the transmission of TC-A to the right. Station #3(103c) then begins transmitting TC-B to the right to determine the degree of occupation within the physical track block 101d (i.e., the one or more virtual track blocks in which the train is located), which has been transmitted as virtual track block occupation. In this case, Station #3(103c) determines that the train is within the virtual track blocks F3-H3 of the physical track block 101d, and therefore generates VBP messages of 1111 (unoccupied) for the virtual track blocks A3-D3 of the physical track block 101c to its left, 1 (unoccupied) for the virtual track block E3 of the physical track block 101d to its right, and 000 (occupied) for the virtual track blocks F3-H3 of the physical track block 101d to its right. Table 2 classifies the codes for the scenario shown in Figure 2. [Table 2]

[0022] Figure 3 depicts the same track section, where the train is entering physical track block 101c between station #2(103b) and station #3(103c), while still occupying physical track block 101d to the right of station #3(103c). At this point, TC-A continues to be transmitted between station #1(103a) and station #2(103b), with station #1(103a) generating 11111111 VBP messages for virtual track blocks A1-H1, and station #2 generating 1111111 VBP messages for virtual track blocks A2-G2. However, station #2(103b)'s right approach is no longer receiving TC-A from station #3(103c) due to a short circuit by the train in physical track block 101c, and therefore station #2 terminates transmission of TC-A to the right. Station #2, instead, begins transmitting TC-B to the right to determine the extent to which virtual orbital blocks are occupied within physical orbital block 101c.

[0023] In particular, the train is entering virtual track block H2 of physical track block 101c, and station #2 (103b) therefore generates a 0 for virtual track block H2 in its VBP message. Station #3 (103c) here generates and transmits a VBP message of 00000000 for virtual track blocks A3-H3, due to a short circuit occurring on both sides of the isolated joint 102c within the nearest virtual track block. Table 3 classifies the codes for the scenario in Figure 3. [Table 3]

[0024] Figure 4 depicts the train in the same track section, here between station #2 (103b) and station #3 (103c). At this point, TC-A continues to be transmitted between station #1 (103a) and station #2 (103b), with station #1 generating 11111111 VBP messages for virtual track blocks A1-H1 and station #2 generating 11111 VBP messages for virtual track blocks A2-D2. The right approach of station #2 (103b) has still not received TC-A from station #3 (103c), and therefore station #2 continues to forward TC-B to the right to detect the virtual track block position of the train within physical track block 101c. If the train is positioned within virtual track block F2-H2, station #2(103b) generates and transmits a VBP message of 11111 for virtual track block A2-E2 and 000 for virtual track block F2-H2.

[0025] Station #3(103c) transmits TC-B to the left and TC-A to the right because physical track block 101d is no longer occupied. Specifically, if the train is positioned within virtual track blocks B3-D3, station #3(103c) generates VBP messages of 0000 for virtual track blocks A3-D3 and 1111 for virtual track blocks E3-H3. Table 4 categorizes the codes for the scenario in Figure 4. [Table 4]

[0026] Figure 5 depicts the same track section where the train is located in physical track block 101b between station #1(103a) and station #2(103b), and in physical track block 101c between station #2(103b) and station #3(103c). Station #1 determines that the train's position is within virtual track block H1, and station #3 determines that the train's position is within virtual track blocks A3-B3. Both stations #1 and #3 use TC-B signaling to determine the train's virtual track block position. If the train is within virtual track block H1, station #1(103a) generates a VBP message consisting of 1111111 for virtual track blocks A1-G1 and 0 for virtual track block H1. Station #2 (103b) generates a VBP message of 00000000 for virtual orbital blocks A2-H2 due to a short circuit occurring on both sides of the isolated joint 102b within the nearest virtual orbital block.

[0027] The left approach of station #3(103c) still has not received TC-A from station #2(103b), and in this case continues transmitting TC-B to the left to determine the virtual track block position of the train in physical track block 101c, which is virtual track blocks A3-B3. Station #3(103c) also transmits TC-B to the right, as physical track block 101d to the right has no longer received TC-A from the station to its right (not shown). This indicates that a second train is approaching station #3(103c) from the right. Station #3(103c) therefore generates VBP messages of 00 for virtual track blocks A3-B3, 11111 for virtual track blocks C3-G3, and 0 for virtual track block H3. Table 5 classifies the codes for the scenario in Figure 5. [Table 5]

[0028] Figure 6 depicts the same track section where the first train is between station #1 (103a) and station #2 (103b), and the second train is on a right approach to station #3 (103c). Both station #1 and station #2, which are combined, use TC-B signaling and determine that the virtual track block position of the train for the first train is within virtual track blocks B2-D2. Thus, station #1 (103a) generates a VBP message consisting of 11111 for virtual track blocks A1-E1 and 000 for virtual track blocks F1-H1. Station #2 (103b) generates a VBP message consisting of 0000 for virtual track block A2 and 1111 for virtual track blocks E2-H2.

[0029] The right approach of station #2 (103b) and the left approach of station #3 (103c) are transmitting and receiving the TC-A signal here. Station #3 (103c) continues transmitting TC-B to the right and detects the second train in virtual track block F3-H3 of physical track block 101d. Thus, station #3 (103c) generates VBP messages of 11111 for virtual track block A3-E3 and 000 for virtual track block F3-H3. Table 6 classifies the codes for the scenario in Figure 6. [Table 6]

[0030] Figure 7 depicts the same track segment where the first train is located, here within the physical track block 101a between station #1(103a) and the station to its left (not shown), and also within the physical track block 101b between station #1(103a) and station #2(103b). Station #1(103a) detects the presence of the first train using TC-B signaling and generates and transmits a VBP message consisting of 00000000 for virtual track blocks A1-H1, due to a short circuit on both sides of the isolated joint 102a within the nearest virtual track block. The left approach of station #2(103b) still has not received TC-A from station #1(103a), due to the short circuit by the first train, and therefore station #2 continues to transmit TC-B to the left. Station #2 (103b) also transmits TC-B to the right, since physical track block 101c to the right is no longer receiving TC-A from station #3 (103c) due to a short circuit caused by the second train.

[0031] Specifically, from the TC-B signaling, station #2 detects a first train in virtual orbital blocks A2-B2, virtual orbital blocks C2-G2 as unoccupied, and a second train in virtual orbital block H2. Therefore, station #2(103b) generates and transmits a VBP message with 00 for virtual orbital blocks A2-B2, 11111 for virtual orbital blocks C2-G2, and 0 for virtual orbital block H2. The second train is now in physical orbital block 101c between station #2(103b) and station #3(103c), and also in physical orbital block 101d between station #3(103c) and the station to its right (not shown). In this case, station #3 (103c) generates a VBP message of 00000000 for virtual orbital blocks A3-H3 due to a short circuit on both sides of the isolated joint 102c within the nearest virtual orbital block. Table 7 classifies the codes for the scenario in Figure 7. [Table 7]

[0032] Figure 8 illustrates the combination of multiple trackside occupancy instructions into a single general train occupancy diagram. In the illustrated embodiment, the four virtual track blocks to the left of each station overlap with the four virtual track blocks to the right of the adjacent station. The same applies to the right side of each station. Given that the trackside data is aligned as shown in Figure 8 and a logical "or" is applied, train occupancy can be determined for the nearest neighbor occupying virtual track block. In other words, any train in the vicinity receiving a VBP code can determine the location of any other train in the vicinity without the need for signaling aspects. Table 8 categorizes the codes for the scenario in Figure 8. [Table 8]

[0033] In accordance with the principles of the present invention, determining whether a virtual orbital block is occupied or not can be implemented using one of several techniques. Preferably, an existing core logic controller and orbital infrastructure are used, and when the system determines that the virtual orbital block is not occupied, it interfaces with an existing electrocode device.

[0034] In the illustrated embodiment, the system distinguishes virtual track blocks that are 25% increments of standard physical track blocks, but in alternative embodiments, physical track blocks may be divided into shorter or longer virtual track blocks. In addition, in the illustrated embodiment, in the event of a damaged rail under a train, the core logic controller records the damaged rail in the nearest virtual track block (25% increment of a physical track block), sets an alarm, and indicates its location.

[0035] Preferably, the system has the capability to detect both the front and rear axles of the train and to detect and demonstrate track occupancy in approach and forward movement. This principle is not limited by any particular hardware system or method for determining the train position, and any one of several known methods can be used in conjunction with conventional hardware.

[0036] For example, wheel position can be detected using a current transmitted from one end of a physical track block to the other, which is short-circuited by the train's wheels. If the current supplied from the front of the train detects the front wheels and the current supplied from the rear of the train detects the rear wheels, then, generally, since the impedance of the track is known, the current transmitted from the isolated joint will be proportional to the location of the short circuit along the block. Once the train position is known, the occupation of individual virtual track blocks can also be determined. Either a DC or AC current can be used to detect whether a virtual track block is occupied, but if an AC overlay is used, the AC current is preferably less than 60 Hz and remains off until the track circuit is occupied.

[0037] In addition, train positions can be detected using conventional railway / highway-grade intersection warning system hardware such as motion sensors. Furthermore, non-track-related techniques such as Global Positioning System (GPS) tracking and radio frequency detection can also be used to determine train positions.

[0038] In the illustrated embodiment, the maximum short-circuit sensitivity is 0.06 ohms, the communication format is based on interoperable train control (ITC) messaging, and track circuit health monitoring is based on smooth transitions between 0-100% and 100-0%.

[0039] In a preferred embodiment, power consumption requirements conform to existing trackside interface unit (WIU) specifications. Logging requirements include occupancy rate, method for determining occupancy, direction at a specific time, message transmission content and timing, calibration time and results, determination of damaged rails, error codes, etc.

[0040] The embodiments described above are based on a maximum length of 12,000 feet for a fixed (i.e., non-moving) orbital circuit, but the maximum length of the orbital circuit may vary in alternative embodiments. The bit descriptions described above are 1 for unoccupied virtual orbital blocks and 0 for occupied virtual orbital blocks, but in alternative embodiments, the reverse logic may also be used.

[0041] One technique for measuring track position and generating TC-B is based on a current transmitted from one end of a physical track block to the other, which is short-circuited by the train's wheels. Generally, since the track impedance is known, the current transmitted from an insulated joint will be proportional to the location of the short circuit along the block. Once the train position is known, the occupation of individual virtual track blocks can also be determined.

[0042] The present invention has been described with reference to specific embodiments, but these descriptions are not intended to be limiting. Various modifications of the disclosed embodiments and alternative embodiments of the invention will be obvious to those skilled in the art by reference to the description of the invention. It should be understood by those skilled in the art that the concepts and specific embodiments disclosed can be readily used as a basis for modifying or designing other structures to accomplish the same object of the invention. It should also be understood by those skilled in the art that such equivalent configurations do not depart from the spirit and scope of the invention, as set forth in the appended claims.

[0043] Therefore, it is conceivable that these claims will cover any such modifications or embodiments that fall within the true scope of the present invention.

Claims

1. A railway track control system for maintaining braking distance within a locomotive, wherein the railway track control system comprises: Multiple control systems, each located at the corresponding end of a corresponding physical trajectory block. Equipped with, Each control system is To detect the front axle of the train, a first current is provided from a first signal control station in front of the train, To detect the rear axle of the aforementioned train, a second current is provided from a second signal control station located behind the train. Based at least partially on the detection of the front axle and the rear axle, the position of the train in at least one virtual track block among a plurality of virtual track blocks within the corresponding physical track block is determined. A railway track control system capable of performing the following actions.

2. The railway track control system according to claim 1, wherein each control system is operable to detect the presence of the train in the corresponding physical track block by detecting an interruption of a track signal transmitted by another of the control systems located at the opposite end of the corresponding physical track block.

3. The railway track control system according to claim 2, wherein the track signal includes a track code.

4. The railway track control system according to claim 1, wherein each control system is operable to determine the position of the train in the at least one virtual track block within the corresponding physical track block by transmitting track signals along the corresponding physical track block and receiving the track signals returning from the wheels of the train.

5. The railway track control system according to claim 1, wherein each control system is operable to wirelessly transmit the code that identifies the position of the train within the at least one virtual track block.

6. The railway track control system according to claim 1, wherein each control system is operable to transmit a code that identifies the position of the train, the code having at least one bit that corresponds to one of a plurality of virtual track blocks in the corresponding physical track block.

7. The railway track control system according to claim 1, wherein each control system is further operable to determine whether a virtual track block is occupied or not via a core logic controller that interfaces with an electrocode device.

8. Each control system is further operable to transmit TC-A signals between the first signal control station and the second signal control station and between the second signal control station and the third signal control station, the second signal control station being located between the first signal control station and the third signal control station, the railway track control system according to claim 1.

9. The railway track control system according to claim 8, wherein each control system is further operable to short-circuit the TC-A signal within a physical track block so that the second signal control station does not receive the TC-A signal from the third signal control station when a train occupies at least one virtual track block between the second signal control station and the third signal control station.

10. The railway track control system according to claim 8, wherein each control system is operable to determine an electrical discontinuity in at least one virtual track block within the corresponding physical track block by transmitting a track signal along the corresponding physical track block.

11. A method for controlling a railway track to maintain a braking distance inside a locomotive, wherein the method comprises: A control system located at the corresponding end of a physical track block detects the presence of a train within the corresponding physical track block, The control system provides a first current from a first signal control station in front of the train in order to detect the front axle of the train. The control system provides a second current from a second signal control station located behind the train in order to detect the rear axle of the train. Based at least partially on the detection of the front axle and the rear axle, the control system determines the position of the train in at least one virtual track block among a plurality of virtual track blocks within the corresponding physical track block. Methods that include...

12. The method according to claim 11, wherein each control system is operable to detect the presence of the train in the corresponding physical track block by detecting an interruption in a track signal transmitted by another of the control systems located at the opposite end of the corresponding physical track block.

13. The method according to claim 12, wherein the track signal includes a track code.

14. The method according to claim 11, wherein each control system is operable to determine the position of the train in the at least one virtual track block in the corresponding physical track block by transmitting track signals along the corresponding physical track block and receiving the track signals returning from the wheels of the train.

15. The method according to claim 11, wherein each control system is operable to wirelessly transmit the code that identifies the position of the train within the at least one virtual track block.

16. The method according to claim 11, wherein each control system is operable to transmit a code that identifies the position of the train, the code having at least one bit that corresponds to one of a plurality of virtual track blocks in the corresponding physical track block.

17. The method according to claim 11, wherein each control system is further operable to determine whether a virtual orbit block is occupied or not via a core logic controller that interfaces with an electrocode device.

18. The method according to claim 11, wherein each control system is further operable to transmit TC-A signals between the first signal control station and the second signal control station and between the second signal control station and the third signal control station, the second signal control station being located between the first signal control station and the third signal control station.

19. The method according to claim 18, wherein each control system is further operable to short-circuit the TC-A signal within a physical track block so that the second signal control station does not receive the TC-A signal from the third signal control station when a train occupies at least one virtual track block between the second signal control station and the third signal control station.

20. The method according to claim 11, wherein each control system is operable to determine an electrical discontinuity in the at least one virtual orbit block within the corresponding physical orbit block by transmitting an orbit signal along the corresponding physical orbit block.

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