Switch Gap Detection System

Abstract

A switch gap detection system is disclosed herein that is configured to monitor a switch installed on a railway, detect a switch gap, and notify a train operator or otherwise take action to prevent a derailment, accident, or other dangerous situation. The switch gap detection system may include one or more switch gap sensors installed on or adjacent to a rail at a location proximate to a switch. The one or more switch gap sensors may be configured to determine a status of the switching points on the switch (e.g., open, closed, or switch gap detected). If the one or more switch gap sensors detect a switch gap, a notification may be provided to a train operator, for example, in the form of an audible and/or visual alert. In some embodiments, a signal may also be sent to automatically stop the train to prevent a derailment.

Description

RELATED APPLICATIONS

This application claims priority to U.S. Provisional Patent Application No. 63/239,137, filed Aug. 31, 2021, titled “Switch Gap Detection System with Wheel Detection and Locomotive Braking,” the content of which is incorporated herein by reference in its entirety.

FIELD OF THE INVENTION

The present invention relates to railways and, more particularly, to a switch gap detection system for monitoring a switch on a railway.

BACKGROUND

Railroad switches are frequently used in transportation industries. The railroad car's wheels are guided by the flanges of the wheels along the tracks. When the wheels reach a switch, the wheels may be guided along the route determined by which of the two switch points is connected to the track facing the switch. If the left switch point is connected, the flange of the left wheel will be guided along the rail of that switch point, and the train will proceed on the path on the right. If the right switch point is connected, the flange of the right wheel will be guided along the rail of that switch point, and the train will proceed on the path on the left. Only one of the switch points may be connected to the facing track at any time; the two switch points are mechanically locked together to ensure that this is always the case.

One common mechanism to move the switch points from one position to the other is a manual lever operated by a human operator. Another mechanism would be a point machine, which is operated by a remotely controlled electric motor or by pneumatic or hydraulic actuation. In a trailing-point movement (i.e., when a train is running through the switch in the wrong direction while they are set to turn off the track), the flanges on the wheels will force the switch points to the proper position. However, if a switch becomes worn or the operating rods become damaged, it is possible for the flange to “split the switch” and go through the switch in a direction other than what was expected. This happens when a wheel flange strikes a small gap between the fixed rail and a set switch point. This forces the switch open, which may result in the train being diverted down the incorrect track. This can either happen to the locomotive (in which case the whole train may be directed onto the wrong track with potentially dangerous results) or it can occur at any other point throughout the train. Either way, this typically results in a derailment, particularly if a trailing truck of a preceding car attempts to go one way, while the leading truck of the following car tries to go another. If it happens to the trailing truck of a car, the front truck will follow one track, while the trailing truck follows a parallel line causing the whole car to “crab”, or move sideways down the track. This often results in derailment (eventually) due to the lateral forces applied when the train tries to brake or accelerate. This can have disastrous results if there is any obstacle between the lines, as the car will be propelled into it sideways.

Accordingly, there is a need for an improved system or method for monitoring a switch on a railway to detect a switch gap that may result in a derailment, accident, or other dangerous situation.

SUMMARY OF THE DISCLOSURE

Aspects of this disclosure relate to a switch gap detection system installed on a railway and configured to monitor a switch, detect a switch gap, and take necessary action to prevent a derailment, accident, or other dangerous situation. In various embodiments, the switch gap detection system may include one or more switch gap sensors, one or more train wheel sensors, a control unit, and/or one or more other components. The one or more switch gap sensors may be installed on or adjacent to a rail at a location proximate to a switch. The one or more switch gap sensors may be configured to determine whether the switch is open, closed, and/or whether a switch gap is detected. The one or more train wheel sensors may be configured to detect when a rail wheel passes over a predefined point on the rail. In various embodiments, the predefined point on the rail at which the one or more train wheel sensors are installed may be separate from the switch to inform the system that a train is approaching a switch while there may still be time to take appropriate action in the event of a switch gap.

When the one or more train wheel sensors detect that a train has passed the predefined point on the rail, a signal may be sent that prompts a control unit to obtain a status of the switching points on the switch (e.g., open, closed, or switch gap detected) from the one or more switch gap sensors. If the one or more switch gap sensors detect a switch gap, a notification may be provided to a train operator to inform the train operator that a switch gap has been detected. For example, the notification may comprise an audible alert, a visual alert, and/or a radio signal transmitted to the train. In some embodiments, the switch gap detection system may be configured to automatically stop the train to prevent a derailment. For example, the switch gap detection system may be configured to send a signal to the train to cause the train to stop automatically. In some implementations, the signal to stop the train may be sent responsive to a determination that proper action has not been taken manually before the train is within a predefined distance of the switch. For example, if the train comes within 50 feet of the switch and proper action to avoid a derailment or other dangerous situation has not been taken, a signal may be sent to the train to stop the train automatically (e.g., without requiring authorization or other input from the train operator).

These and other objects, features, and characteristics of the invention disclosed herein will become more apparent upon consideration of the following description and the appended claims with reference to the accompanying drawings, all of which form a part of this specification, wherein like reference numerals designate corresponding parts in the various figures. It is to be expressly understood, however, that the drawings are for the purpose of illustration and description only and are not intended as a definition of the limits of the invention. As used in the specification and in the claims, the singular form of “a”, “an”, and “the” include plural referents unless the context clearly dictates otherwise.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is illustrated by way of example and not limited in the accompanying figures in which like reference numerals indicate similar elements and in which:

FIG. 1 depicts a perspective view of an example switch gap detection system installed on a railway, according to one or more aspects described herein;

FIG. 2 depicts a perspective view of an example switch gap detection assembly, according to one or more aspects described herein;

FIG. 3 depicts a side view of an example switch gap detection assembly, according to one or more aspects described herein;

FIG. 4 depicts a top view of an example switch gap detection assembly, according to one or more aspects described herein;

FIGS. 5A-B depict various views of an example train wheel sensor of a switch gap detection system, according to one or more aspects described herein;

FIGS. 6A-B depict additional views of an example train wheel sensor of a switch gap detection system, according to one or more aspects described herein;

FIG. 7 depicts a perspective view of an example of a switch gap detection assembly connected to a switch gap warning member, according to one or more aspects described herein;

FIG. 8 illustrates an example of a process for monitoring a switch on a railway, according to one or more aspects described herein.

These drawings are provided for purposes of illustration only and merely depict typical or example embodiments. These drawings are provided to facilitate the reader's understanding and shall not be considered limiting of the breadth, scope, or applicability of the disclosure. For clarity and ease of illustration, these drawings are not necessarily drawn to scale.

DETAILED DESCRIPTION

In the following description of various examples of the invention, reference is made to the accompanying drawings, which form a part hereof, and in which are shown by way of illustration various example structures, systems, and steps in which aspects of the invention may be practiced. It is to be understood that other specific arrangements of parts, structures, example devices, systems, and steps may be utilized, and structural and functional modifications may be made without departing from the scope of the present invention. Also, while the terms “top,” “bottom,” “front,” “back,” “side,” and the like may be used in this specification to describe various example features and elements of the invention, these terms are used herein as a matter of convenience, e.g., based on the example orientations shown in the figures. Nothing in this specification should be construed as requiring a specific three-dimensional orientation of structures in order to fall within the scope of this invention.

FIG. 1 depicts a perspective view of a switch gap detection system 100 installed on a railway, according to one or more aspects described herein. As depicted in FIG. 1, switch gap detection system 100 may comprise a switch gap detection assembly 110 installed adjacent to a switch 70 of a rail 60. In various embodiments, switch gap detection assembly 110 may comprise at least one or more switch gap sensors 112, one or more train wheel sensors 140, a switch connecting arm movement sensor 170, a control unit 200, and/or one or more other components. In various embodiments, one or more train wheel sensors 140 may be installed on or otherwise located proximate to rail 60 at a distance from gap detection assembly 110. For example, in some embodiments, at least one train wheel sensor 140 may be located 30 to 50 feet from a switch gap detection assembly 110.

In various embodiments, control unit 200 may include one or more processors configured to provide information processing capabilities in switch gap detection system 100. The one or more processors may comprise one or more of a digital processor, an analog processor, a digital circuit designed to process information, a central processing unit, a microcontroller, an analog circuit designed to process information, and/or other mechanisms for electronically processing information. In various embodiments, one or more processors of control unit 200 may be configured to execute computer-readable instructions stored in electronic storage of control unit 200. As used herein, for convenience, switch gap detection system 100 will be described as performing various operations, when, in fact, computer readable instructions may program one or more processors of control unit 200 to perform the various operations described herein.

In various embodiments, the one or more processors of control unit 200 may be configured to receive input from one or more components of switch gap detection system 100 and provide various outputs based on the input received. For example, control unit 200 may be configured to cause switch gap detection assembly 100 to provide one or more of audible alerts, visual alerts, provide input or instructions to cause one or more actions associated with train 50 and/or switch 70 as described herein, relay information to train 50 and/or one or more other remote entities (e.g., a cloud database), and/or other outputs.

In various embodiments, switch gap detection assembly 110, one or more train wheel sensors 140, and/or other components of switch gap detection system 100 may be communicatively connected to control unit 200. In various embodiments, switch gap detection assembly 110 (and switch gap detection system 100) may be configured to communicate with a train (or locomotive) 50 via a receiver 300 located on the train 50. For example, receiver 300 may comprise a 900 MHz radio configured to communicate with control unit 200 and/or one or more other components of switch gap detection system 100.

In various embodiments, switch gap detection system 100 may be configured to utilize one or more switch gap sensors 112, a switch connecting arm movement sensor 170, and/or other sensors of switch gap detection system 100 to detect whether a switch is open, closed, or whether a switch gap is detected. In various embodiments, the switch gap detection assembly 110 (and the one or more switch gap sensors 112), the switch connecting arm movement sensor 170, and/or other components of switch gap detection system 100 may be connected to a switch connecting arm outside the rails 60. In various embodiments, as a manual throw handle (e.g., throw arm 160) causes a switch 70 to move between positions, the switch connecting arm moves perpendicular to the running rails, thereby enabling the one or more switch gap sensors 112, a switch connecting arm movement sensor 170, and/or other sensors of switch gap detection system 100 to measure or detect such movement as the switch opens and closes.

As a train 50 passes by a train wheel sensor 140, control unit 200 may be configured to obtain a status of the switch points, for example, open, closed, or switch gap detected. Depending on whether the status is safe or not, switch gap detection system 100 may allow the train or locomotive to pass though the switch points without any change. If switch gap detection system 100 determines that the switch points are in a dangerous position, switch gap detection system 100 may be configured to send a radio signal to the train or locomotive. In some implementations, the train (or locomotive) 50 may be outfitted with a system configured to immediately disable the train or locomotive before the train 50 reaches the switching points (e.g., 30 to 50 feet before reaching the switch points) in response to a radio signal from switch gap detection system 100. For example, in some embodiments, switch gap detection system 100 may be configured to interface with an emergency action system on train 50 configured to stop train 50. For example, switch gap detection system 100 may be configured to interface with an emergency action system (or device) as described in U.S. patent application Ser. No. 15/133,935, entitled “Anti-Collision Device and System for Use with a Rail Car,” filed Apr. 20, 2016, the content of which is hereby incorporated by reference herein in its entirety. In various embodiments, switch gap detection system 100 may be configured to send messages in real-time to the cloud for supervisory reporting. In some embodiments, switch gap detection system 100 may be configured to generate operating power internally, for example, via a solar panel module. In some implementations, the solar panel module may be small in size to make switch gap detection system 100 compact such that the solar panel module may be placed or mounted anywhere near the tracks or right of way.

In various implementations, switch gap detection system 100 may be configured to utilize train detection information obtained by one or more train wheel sensors 140 and/or other components of switch gap detection system 100. In some embodiments, switch gap detection system 100 may be configured to utilize a cloud-based communication module, a module equipped with cellular connectivity, and/or other components configured to communicate with a train, a remote server, and/or other entities. For example, in some embodiments, switch gap detection system 100 may include a 900 MHz radio. In various embodiments, switch gap detection system 100 may be configured to utilize audible and/or visual alert indicators. In various embodiments, control unit 200 may be configured to utilize radio operations to communicate with a locomotive relay to activate locomotive brakes, and/or one or more other components or features to either allow the locomotive to pass or cause the locomotive to brake automatically to prevent a potential derailment.

In various embodiments, switch gap detection assembly 100 may include one or more switch gap detection assemblies 110 installed at a rail 60 proximate to a switch 70. FIGS. 2-4 depict various views of a switch gap detection assembly 110, according to one or more aspects described herein. For example, FIG. 2 depicts a perspective view of a switch gap detection assembly 110, FIG. 3 depicts a side view of a switch gap detection assembly 110, and FIG. 4 depicts a top view of a switch gap detection assembly 110. In various embodiments, switch gap detection assembly 110 may comprise one or more switch gap sensors 112, a gap sensing board 120, a mounting member 130, and/or one or more other components. In various embodiments, gap sensing board 120 may be integrally connected to a base frame 114 configured to be positioned underneath rail 60. As depicted in FIG. 2, switch gap detection assembly 110 may be configured to be affixed to a rail 60 proximate to a switch 70 via a mounting member 130.

As described herein, switch gap detection system 100 may be configured to detect a switch gap horizontally and without physically contacting switch 70. As depicted in FIG. 2, rail 60 extends along a rail-extending plane (i.e., y-z plane), and switch 70 moves along a switch-moving plane (i.e., x-z plane). In various embodiments, base frame 114 of switch gap detection assembly 110 may be placed “horizontally” (i.e., on the x-y plane) such that gap sensing board 120 may be mounted to base frame 114 generally perpendicular to the rail-extending plane (or y-z plane) and the switch-moving plane (or x-z plane). In various embodiments, switch gap detection assembly may be positioned adjacent or otherwise in close proximity to switch 70 while also allowing switch 70 to freely move between positions. For example, as depicted in FIGS. 3-4, switch gap detection assembly may be positioned adjacent or otherwise in close proximity to switch 70 without coming into contact with switch 70 or otherwise preventing switch 70 from moving freely between a first position 72 and a second position 74. In various embodiments, gap sensing board 120 may include and/or house one or more switch gap sensors 112 configured to detect a switch gap without physically contacting switch 70. For example, in various embodiments, one or more switch gap sensors 112 may comprise one or more electromagnetic sensors. In such an embodiment, one or more switch gap sensors 112 of switch gap detection assembly 110 may provide a novel horizontal and contactless switch gap sensing geometry previously unseen in the railcar industry.

In various embodiments, base frame 114 of switch gap detection assembly 110 may include a first portion located inside rail 60 and a second portion located inside rail 60. As depicted in FIG. 3, the first potion and the second portion may intersect to form a z-shaped base frame 114 that allows base frame 114 to comprise a different thickness at different points along base frame 114. By utilizing the different level of thickness (and height) created by z-shaped base frame 114, switch gap detection assembly 110 can position a gap sensing board 120 underneath base frame 114 so that one or more components of gap sensing board 120 are securely housed. For example, by positioning one or more switch gap sensors 112 of gap sensing board 120 beneath a first potion of base frame 114, the one or more switch gap sensors 112 may be protected from the harsh environment in which switch gap detection system 100 is utilized. For example, areas proximate to railways can be harsh environments in which electrical components may be exposed to dirt, steel, dust, oil, grease, and/or drastic temperature changes. Indeed, such a harsh environment may affect the performance and/or longevity of the one or more switch gap sensors 112. Accordingly, the z-shape of base frame 114 may increase the reliability of switch gap detection assembly 110 by reducing the exposure of gap sensing board 120 (and the one or more switch gap sensors 112) to a potentially harsh environment and, therefore, the frequency with which the one or more switch gap sensors 112 may need to be replaced. In various embodiments, the z-shaped base frame 114 may be configured to include a generally rectangular shape from a horizontally cross-sectional view, as depicted in FIG. 3.

However, base frame 114 may be a circular, non-circular, polygonal, triangular, oval, or a combination of any appropriate shape to facilitate the one or more features or functionality of switch gap detection system 100 described herein.

As described herein, gap sensing board 120 may be integrally connected to a base frame 114 configured to be positioned underneath rail 60. For example, as depicted in FIG. 3, base frame 114 may be configured to be slidably inserted beneath rail 60. In some embodiments, base frame 114 may be selectively coupled to rail 60 via mounting member 130. For example, base frame 114 may be selectively coupled to rail 60 using one or more mounting fasteners 132 configured to be received by mounting member 130. In some embodiments, the one or more mounting fasteners 132 may comprise set screws, dog screws, and/or other types of screws configured to affix mounting member 130 to rail 60.

In some embodiments, base frame 114 may comprise a generally rectangular profile throughout base frame 114. In other embodiments, base frame 114 may include one or more portions with a vertically varying profile, as described herein and depicted in FIG. 3. For example, the vertically varying profile may be present in portion of base frame 114 extending along the x- and z-axes. The vertically varying profile of base frame 114 may be connected to extend upwardly from a bottom surface of base frame 114 as base frame 114 extends from an end positioned inside rail 60 to the opposite end positioned outside rail 60.

In various embodiments, mounting member 130 may be configured to securely attach base frame 114 (and switch gap detection assembly 110) to rail 60, as depicted in FIG. 3. In various embodiments, mounting member 130 may be rigidly mounted to a side of rail 60 via selectively detachable fasteners through mounting holes. In various embodiments, mounting member 130 may be configured to securely attach switch gap detection assembly 110 to rail 60 by any fastening configuration. For example, a bolt or rivet fastening configuration may be utilized on a side of rail 60 to attach mounting member 130 to rail 60. In some embodiments, the position at which the bolts/rivets may be used to attach mounting member 130 may be moved relative to rail 60 to accommodate switch points at which switch gap detection assembly 110 may be attached. While mounting member 130 is described herein, it should be understood that any appropriate combination of features can be used to secure switch gap detection assembly 110 to rail 60.

In some embodiments, mounting fasteners 132 may be configured to wedgingly engage mounting member 130 with rail 60. For example, mounting fasteners 132 may be inserted through mounting member 130 to securely attach base frame 114 to rail 60. As one mounting fastener 132 moves further into rail 60, the attachment between one or more reinforcing components 116 (described further herein) and rail 60 may increase, causing mounting member 130 to wedgingly engage rail 60. In various embodiments, this configuration may selectively engage switch gap detection assembly 110 in an operative position.

In various embodiments, switch gap detection assembly 110 may be configured to include one or more reinforcing components 116 configured to secure switch gap detection assembly 110 to rail 60. For example, in some embodiments, one or more reinforcing components 116 may be configured to secure base frame 114 to rail 60 along lower portions of rail 60 on the inside of rail 60 and/or on the outside of rail 60. In some embodiments, one or more reinforcing components 116 may be configured to cover lower portions of rail 60 to improve vertical stability of switch gap detection assembly 110 with respect to rail 60. In various embodiments, one or more reinforcing components 116 may be connected to base frame 114 or integrated with base frame 114. In some embodiments, one or more reinforcing components 116 may attach rail 60 to base frame 114 using any appropriate fastening configuration able to connect one or more reinforcing components 116 to base frame 114 in order to secure switch gap detection assembly 110 to rail 60. For example, fasteners may include, but are not limited to, set screws or dog screws (such as those shown in FIGS. 6A-B) and/or other fasteners utilized in the railcar industry.

As described herein, switch gap detection assembly 110 may include a gap sensing board 120 underlying (or positioned underneath) a portion of base frame 114. In some embodiments, gap sensing board 120 may be mated to and/or otherwise received within an opening of base frame 114 such that gap sensing board 120 can be integrated as a part of or within base frame 114. In other embodiments, gap sensing board 120 may be slidably movable with respect to base frame 114 for maintenance purposes. In some embodiments, gap sensing board 120 may be slidably movable along the rail-extending plane (i.e., y-z plane) between an open position and a closed position. In other embodiments, gap sensing board 120 may be slidably movable along the switch-moving plane (i.e., x-z plane) between an open position and a closed position. In various embodiments, gap sensing board 120 may be seated in the closed position of base frame 114 by using mounting member 130, such as a detent mechanism, to prevent movement.

In various embodiments, gap sensing board 120 may include or house switch gap sensors 112, a sliding switch setting screw 122, an indicating light 124, a calibration button 126, and/or one or more other components. In various embodiments, gap sensing board 120 may include a processor and/or other appropriate circuitry to facilitate various sensing operations. For example, a processor of gap sensing board 120 may be configured to detect a switch gap horizontally without physically contacting switch 70 using one or more switch gap sensors 112. In various embodiments, the one or more switch gap sensors 112 may include one or more of electromagnetic sensors, proximity sensors, capacitive sensors, and/or other sensors configured to detect a switch gap or other configuration of a rail switch 70. In various embodiments, the one or more switch gap sensors 112 may comprise electromagnetic sensors configured to generate an electromagnetic field that emits via an opening in gap sensing board 120. In some embodiments, the one or more switch gap sensors 112 may be configured to detect ferrous metal targets (e.g., a moving switch 70) without physically contacting the switch. For example, movement of switch 70 near the one or more switch gap sensors 112 will disrupt the electromagnetic field, causing the one or more switch gap sensors 112 to detect the movement of the switch 70. When movement of switch 70 is detected by the one or more switch gap sensors 112, the status of an indicating light 124 may change to reflect the current status.

Typically, railway switches are made of ferrous material that includes a significant amount of iron. However, switch 70 may also include non-ferrous metal materials, such as aluminum, brass, and/or copper. Use of these non-ferrous metal materials in switch 70 may decrease the sensing range of the one or more switch gap sensors 112. Another aspect of the present disclosure is a capability of switch gap detection system 100, and the corresponding methods described herein, to adapt to the various sensing ranges of the one or more switch gap sensors, for example, due to the potential presence of non-ferrous metal materials within a switch 70. For example, in some embodiments, gap sensing board 120 may be configured to perform a calibration of the one or more switch gap sensors 112, for example, by measuring and storing a closest distance of the switch gaps when the moving switch 70 is close to rail 60 by using one or more switch gap sensors 112. In other embodiments, one or more other processors of switch gap detection system 100 (e.g., one or more processors of control unit 200) may be configured to perform calibration of the one or more switch gap sensors 112 using one or more techniques described herein.

In some embodiments, indicating light 124 may be configured to indicate the calibration status for one or more switch gap sensors 112. In some embodiments, the one or more switch gap sensors 112 may be calibrated when moving switch 70 is close to rail 60 because the calibration process needs to detect the distance between moving switch 70 and rail 60. In some embodiments, the calibration process may be configured to measure and/or store the distance between a moving switch 70 and rail 60 when switch 70 is in a first position 72, as depicted in FIGS. 3-4. In other embodiments, the calibration process may be configured to measure and/or store the distance between a moving switch 70 and rail 60 when switch 70 is in a second position 74, as depicted in FIGS. 3-4. In some embodiments, indicating light 124 may include one or more LEDs and/or an LED-based display.

In some embodiments, indicating light 124 and/or one or more other display components of switch gap detection system 100 may be configured to display or otherwise indicate a gap distance, deflection, and/or a smallest measurement length such as ⅛ or 1/16 inches. In some embodiments, indicating light 124 may be customizable by software and/or programming to indicate other features and other information as recognized as pertinent to the calibration process and/or one or more other features or functionality described herein.

In some embodiments, processor of gap sensing board 120 may be configured to generate a calibration signal during calibration and/or installation. For example, in some embodiments, when switch 70 is at an appropriate calibration position, gap sensing board 120 may be configured to require a user to identify the appropriate calibration position by pressing a calibration button 126 on gap sensing board 120. In some embodiments, during calibration, gap sensing board 120 may be configured to display minimum and/or maximum positions of an acceptable range via indicating light 124 (i.e., one or more LEDs). In some embodiments, during calibration, gap sensing board 120 may be configured to cause an acceptable range where the calibration setting needs to be (e.g., within a fraction of an cm) to be displayed via indicating light 124. In some embodiments, gap sensing board 120 may be configured to store calibration data in a memory or electronic storage operatively connected to a processor of gap sensing board 120. In some embodiments, gap sensing board 120 may further be configured to indicate whether calibration data has been properly stored and/or whether a calibration process has been completed via indicating light 124.

In some embodiments, gap sensing board 120 may be configured to cause an audible alarm to sound. For example, an audible alarm may begin beeping at a certain distance, such as ⅛ or 1/16 inch within the calibration range. In some embodiments, the audible alarm may speed up until a solid tone at another predefined distance, such as at 1/16 inch. In some embodiments, the audible alarm may be configured to further generate a beep to indicate whether calibration data has been properly stored and/or whether a calibration process has been completed.

In some embodiments, gap sensing board 120 may be configured to include data storage capabilities. For example, in some embodiments, a processor of gap sensing board 120 may be configured to store calibration data and/or other data logged or utilized related to a calibration process. In some embodiments, the calibration data or other data may then be uploaded to an internet cloud database to be analyzed and reviewed as needed.

FIGS. 5A-B depict various views of a train wheel sensor 140, according to one or more aspects described herein. For example, FIG. 5A depicts a perspective view of a wheel 55 of a train 50 passing over a train wheel sensor 140, and FIG. 5B depicts a rear cross-sectional view of a wheel 55 passing over a train wheel sensor 140 affixed to a rail 60. As described herein, switch gap detection system 100 may include one or more train wheel sensors 140 configured to detect when a train passes over a certain position on the track. For example, in some embodiments, the one or more train wheel sensors 140 may be positioned a predefined distance away from switch gap detection assembly 110 and are configured to detect when a wheel of a train 50 passes that point. In one example embodiment, at least one train wheel sensor 140 may be affixed to a rail 60 at a position 30 to 50 feet from switch gap detection assembly 110. In another example embodiment, at least one train wheel sensor 140 may be affixed to a rail 60 at a position 100 feet from switch gap detection assembly 110. As a train passes a train wheel sensor 140, a signal may be provided to control unit 200 that prompts control unit 200 to obtain a status of the switching points (e.g., open, closed, or switch gap detected). In some embodiments, a cable length 142 may extend from one or more train wheel sensors 140 to switch gap detection assembly 110 to physically and communicatively couple the one or more train wheel sensors 140 to switch gap detection assembly 110, as depicted in FIG. 5A. In some embodiments, one or more train wheel sensors 140 may be physically mounted to an interior side of rail 60, as depicted in FIG. 5B. For example, one or more train wheel sensors 140 may be mounted to an interior side of rail 60 in order to detect when a wheel flange passes the one or more train wheel sensors 140 activating switch gap detection system 100.

FIGS. 6A-B depict additional views of a train wheel sensor 140, according to one or more aspects described herein. For example, FIG. 6A depicts a side view of a wheel 55 of a train 50 passing over a train wheel sensor 140 attached to a rail 60 via a sensor mounting 144, and FIG. 6B depicts a perspective view of a wheel 55 of a train 50 passing over a train wheel sensor 140 attached to a rail 60 via a sensor mounting 144. In various embodiments, one or more train wheel sensors 140 of switch gap detection system 100 may be affixed to a rail 60 via a sensor mounting 144. In various embodiments, a train wheel sensor 140 may be included within an electronic housing 146 that is affixed to sensor mounting 144. In some embodiments, sensor mounting 144 may include a base plate configured to be installed beneath rail 60 (similar to base plate 114 of switch gap detection assembly 110) and/or one or more one or more reinforcing components configured to secure sensor mounting 144 to rail 60 (similar to the one or more reinforcing components 116 described herein that are configured to secure switch gap detection assembly 110 to rail 60). In an example embodiment, at least one train wheel sensor 140 is adjacent to rail 60 at a position 100 feet away from a switch gap detection assembly 110 (and switch 70).

When a wheel 55 passes over a train wheel sensor 140, the position of a switch 70 may be detected to determine which track the locomotive will travel based on the switch 70. In various embodiments, one or more processors of switch gap detection system 100 (e.g., in control unit 200) may be configured to interface with a cloud-based communication system to determine which train (or locomotive) 50 is on which track. If switch gap detection system 100 determines that a given train (or locomotive) 50 is traveling on a given track and determines that the train 50 has passed a certain point via one or more train wheel sensors 140, switch gap detection system 100 may be configured to communicate to the train 50 the position or condition of the switch. If the switch gap position is unsafe and a gap is present, switch gap detection system 100 may be configured to alert the locomotive engineer along with other personnel well before the locomotive enters the gapped switch. If no action is taken by the locomotive engineer in a certain amount of time, switch gap detection system 100 may be configured to stop the train by disabling the locomotive relay automatically (e.g., using an emergency action system, as described herein).

In some embodiments, switch gap detection system 100 may include a switch gap warning member 190 configured to alert a locomotive engineer, other locomotive or railyard personnel, or other individuals within a vicinity of a switch of a status of a switch (e.g., open, closed, or switch gap detected). For example, FIG. 7 depicts a perspective view of a switch gap detection assembly 110 connected to a switch gap warning member 190, according to one or more aspects described herein. In various embodiments, switch gap warning member 190 may comprise a switch gap warning display 192 that is mounted to a switch gap detection assembly 110 via a warning display mounting 194. As described herein, switch gap detection assembly 110 may be located adjacent to a switch 70 of rail 60 and configured to monitor and detect a switch gap (e.g., a deviation beyond an allowable range). In response to detecting a switch gap, switch gap detection assembly 110 may be configured to transmit a signal to switch gap warning member 190, which is configured to provide an audible and/or visual warning to a locomotive engineer, other locomotive or railyard personnel, or other individuals within a vicinity of a switch. In various embodiments, switch gap warning display 192 may comprise one or more LED lights mounted in a secure housing. In some embodiments, switch gap warning display 192 may comprise an LED-based display configured to display information and/or alerts related to switch gap detection system 100. In some embodiments, switch gap warning display 192 may be configured to be customized (e.g., by computer programming) to display particular information related to switch gap detection system 100. In some embodiments, switch gap warning member 190 may be configured to include an audible alarm. For example, the audible alarm may begin beeping at a certain distance, such as at twenty-five feet separation between objects and coupling. In some embodiments, the audible alarm may beep more frequently until it reaches a solid tone at another distance, such as five feet.

In various embodiments, switch gap warning member 190 may include a solar power panel configured to provide operating power to switch gap warning display 192 using solar energy. In some embodiments, switch gap warning display 192 may be configured to receive power and/or signals from switch gap detection assembly 110 via a physical connection to switch gap detection assembly 110. In some embodiments, switch gap warning display 192 may be configured to receive signals from switch gap detection assembly 110 wirelessly. In various embodiments, warning display mounting 194 may comprise a rigid mounting configured to securely position switch gap warning display 192 for suitable visibility. In some embodiments, warning display mounting 194 may comprise a stainless steel mounting configured to be affixed to switch gap detection assembly 110. In various embodiments, warning display mounting 194 may comprise a mounting bracket configured to be selectively attached to a side of the switch gap detection assembly 110 to allow connection between switch gap warning member 190 and switch gap detection assembly 110, and also to provide structural support for switch gap warning display 192. In various embodiments, warning display mounting 194 may be attached to switch gap detection assembly 110 by fastening, threading, or otherwise detachably attached thereto in any appropriate manner.

FIG. 8 illustrates an example of a process 800 for monitoring a switch on a railway, according to one or more aspects described herein. The operations of process 800 presented below are intended to be illustrative and, as such, should not be viewed as limiting. In some implementations, process 800 may be accomplished with one or more additional operations not described, and/or without one or more of the operations discussed. In some implementations, two or more of the operations of process 800 may occur substantially simultaneously. The described operations may be accomplished using some or all of the system components described in detail above. In various embodiments, process 800 may be performed using some or all of the components of switch gap detection system 100 described herein. For example, the functionality described with respect to process 800 may be performed by a control unit 200 of switch gap detection system 100.

In an operation 802, process 800 may include calibrating one or more switch gap sensors associated with a switch. In various embodiments, one or more switch gap sensors may be installed on or adjacent to a rail at a location proximate to a switch. The one or more switch gap sensors may be configured to determine whether the switch is open, closed, or whether a switch gap is detected. In some embodiments, the one or more switch gap sensors may comprise one or more electromagnetic sensors. In various embodiments, calibrating the one or more switch gap sensors may comprise measuring a distance between the switch and the rail when the switch is in a first position and storing that distance as calibration data associated with the switch when the switch is in the first position. In some embodiments, the distance between the switch and the rail may be measured and stored as calibration data in response to user actuation of a calibration button.

In an operation 804, process 800 may include receiving a signal from one or more train wheel sensors indicating that a train has passed a predefined point on a rail. In various embodiments, the one or more train wheel sensors may be configured to detect when a rail wheel passes over a predefined point on the rail. In various embodiments, the one or more train wheel sensors may be installed on or adjacent to the rail at a location at least 50 feet from the one or more switch gap sensors.

In an operation 806, process 800 may include obtaining a current state of the switch from the one or more switch gap sensors. For example, responsive to receipt of the signal from the one or more train wheel sensors indicating that a train has passed a predefined point on a rail, a current state of the switch may be obtained by the one or more switch gap sensors. In various embodiments, the current state of the switch may indicate whether the switch is open, closed, and/or whether a switch gap is detected. In some embodiments, the one or more switch gap sensors may be configured to detect movement of a switch connecting arm in a direction perpendicular to the rail to determine a current state of the switch. In some embodiments, a switch gap may be detected by measuring a current distance between the switch and the rail when the switch is in the first position and comparing that distance to the distance between the switch and the rail stored as calibration data. If the difference between the current distance and the distance stored as calibration data exceeds threshold value stored in association with the switch, a switch gap may be detected. In some implementations, the threshold value may represent a predefined out-of-tolerance range for the switch.

In an operation 808, process 800 may include providing a notification to a train operator that a switch gap has been detected. In various embodiments, the notification may comprise an audible alert and/or a visual alert. In some implementations, the notification may comprise a radio signal transmitted to the train. In some implementations, the notification may comprise a visual indication of the current state of the switch provided via one or more LED lights mounted in/to a secure housing located adjacent to the rail. In some implementations, the one or more LED lights (and/or other components described herein) may be provided with operating power via a solar power module also located adjacent to the rail.

In an operation 810, process 800 may include automatically stopping the train to prevent a derailment. As described herein, in response to detecting a switch gap, a notification may be provided to a train operator, for example, via a radio signal or one or more LED lights mounted adjacent to the rail. In various implementations, a signal may also be sent to the train to cause the train to stop automatically. In some implementations, the signal to stop the train may be sent responsive to a determination that proper action has not been taken manually before the train is within a predefined distance of the switch. For example, if the train comes within 50 feet of the switch and proper action to avoid a derailment or other dangerous situation has not been taken, a signal may be sent to the train to stop the train automatically (e.g., without requiring authorization or other input from the train operator).

It is to be understood that the invention is not limited in its application to the details of construction and the arrangement of the components set forth herein. The invention is capable of other embodiments and of being practiced or being carried out in various ways. Variations and modifications of the foregoing are within the scope of the present invention. It should be understood that the invention disclosed and defined herein extends to all alternative combinations of two or more of the individual features mentioned or evident from the text and/or drawings. All of these different combinations constitute various alternative aspects of the present invention. The embodiments described herein explain the best modes known for practicing the invention and will enable others skilled in the art to utilize the invention.

Reference in this specification to “one implementation”, “an implementation”, “some implementations”, “various implementations”, “certain implementations”, “other implementations”, “one series of implementations”, or the like means that a particular feature, design, structure, or characteristic described in connection with the implementation is included in at least one implementation of the disclosure. The appearances of, for example, the phrase “in one implementation” or “in an implementation” in various places in the specification are not necessarily all referring to the same implementation, nor are separate or alternative implementations mutually exclusive of other implementations. Moreover, whether or not there is express reference to an “implementation” or the like, various features are described, which may be variously combined and included in some implementations, but also variously omitted in other implementations. Similarly, various features are described that may be preferences or requirements for some implementations, but not other implementations.

The language used herein has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. Other implementations, uses and advantages of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. The specification should be considered exemplary only, and the scope of the invention is accordingly intended to be limited only by the following claims.

Claims

1. A switch gap detection system for use on a railway comprising:

one or more switch gap sensors installed on or adjacent to a rail at a location proximate to a switch, wherein the one or more switch gap sensors are configured to determine whether the switch is open, closed, or whether a switch gap is detected;

one or more train wheel sensors configured to detect when a rail wheel passes over a predefined point on the rail; and

a control unit comprising one or more processors configured to: receive a signal from the one or more train wheel sensors indicating that a train has passed the predefined point on the rail; responsive to receipt of the signal from the one or more train wheel sensors, obtain from the one or more switch gap sensors a current state of the switch, wherein the current state of the switch indicates whether the switch is open, closed, or whether a switch gap is detected; and responsive to a determination that a switch gap is detected, cause a notification to be provided to an operator of the train.

2. The switch gap detection system of claim 1, wherein to determine whether the switch is open, closed, or whether a switch gap is detected, the one or more switch gap sensors are configured to detect movement of a switch connecting arm of the switch in a direction perpendicular to the rail.

3. The switch gap detection system of claim 1, wherein the one or more switch gap sensors comprise one or more electromagnetic sensors.

4. The switch gap detection system of claim 1, wherein the one or more train wheel sensors are installed on or adjacent to the rail at a location at least 50 feet from the one or more switch gap sensors.

5. The switch gap detection system of claim 1, wherein the notification comprises an audible alert and/or a visual alert.

6. The switch gap detection system of claim 1, wherein the notification comprises a radio signal transmitted to the train.

7. The switch gap detection system of claim 1, wherein the control unit is further configured to send a signal to the train causing the train to stop automatically.

8. The switch gap detection system of claim 7, wherein the control unit is configured to send the signal to the train causing the train to stop automatically responsive to a determination that proper action has not been taken manually before the train is within a predefined distance of the switch.

9. The switch gap detection system of claim 1, further comprising one or more LED lights mounted in a secure housing located adjacent to the rail, wherein the one or more LED lights are configured to provide a visual indication of the current state of the switch.

10. The switch gap detection system of claim 1, further comprising a solar power module located adjacent to the rail and configured to provide operating power to at least the one or more switch gap sensors and the control unit.

11. The switch gap detection system of claim 1, wherein to determine whether the switch is open, closed, or whether a switch gap is detected, the control unit is further configured to:

measure a first distance between the switch and the rail at a first point in time when the switch is in a first position;

store the first distance as calibration data associated with the switch when the switch is in the first position;

measure a second distance between the switch and the rail at a second point in time when the switch is in the first position; and

determine that the difference between the second distance and the first distance exceeds a threshold value stored in association with the switch, wherein the notification is provided to the operator of the train responsive to the determination that the difference between the second distance and the first distance exceeds the threshold value.

12. The switch gap detection system of claim 11, further comprising a calibration button, wherein the first distance is measured and stored as calibration data responsive to user actuation of the calibration button.

13. A method of monitoring a switch on a railway, the method comprising: wherein the current state of the switch indicates whether the switch is open, closed, or whether a switch gap is detected; and

receiving a signal from one or more train wheel sensors indicating that a train has passed a predefined point on a rail, wherein the one or more train wheel sensors are configured to detect when a rail wheel has passed over the predefined point on the rail;

obtaining from one or more switch gap sensors a current state of the switch responsive to receipt of the signal from the one or more train wheel sensors, wherein the one or more switch gap sensors are installed on or adjacent to a rail at a location proximate to the switch, and

cause a notification to be provided to an operator of the train responsive to a determination that a switch gap is detected.

14. The method of claim 13, the method further comprising detecting, by the one or more switch gap sensors, movement of a switch connecting arm of the switch in a direction perpendicular to the rail to determine whether the switch is open, closed, or whether a switch gap is detected.

15. The method of claim 13, the method further comprising sending a signal to the train to cause the train to stop automatically.

16. The method of claim 15, the method further comprising sending the signal to the train causing the train to stop automatically responsive to a determination that proper action has not been taken manually before the train is within a predefined distance of the switch.

17. The method of claim 13, the method further comprising:

measuring a first distance between the switch and the rail at a first point in time when the switch is in a first position;

storing the first distance as calibration data associated with the switch when the switch is in the first position;

measuring a second distance between the switch and the rail at a second point in time when the switch is in the first position; and

determining that the difference between the second distance and the first distance exceeds a threshold value stored in association with the switch, wherein the notification is provided to the operator of the train responsive to the determination that the difference between the second distance and the first distance exceeds the threshold value.

18. The method of claim 17, wherein the first distance is measured and stored as calibration data responsive to receipt of user actuation of a calibration button associated with the one or more switch gap sensors.