METHOD OF REGULATING OPERATIONS ON A RAILROAD TRACK

Abstract

A system and device for communicating information to a train crew of a train is presented. The system links signals along the track directly to assorted operations centers for the transmission of customizable messages. The signal includes a plurality of light emitting diodes within a single flat screen. Information related to any of the following may be presented: wayside coloring patterns, track ownership, mileage indicators, radio communication information, track information, and a general message center. The screen is adjustable in its viewing patterns and may selectively adjust depending on the type of train approaching, the speed of approach, and current conditions.

Description

BACKGROUND

1. Field of the Invention

The present application relates to a device and method coordinating operations on a railroad track, and more particularly to a digital signaling device for communicating to train crews about railroad conditions and operational requirements.

2. Description of Related Art

The railroad industry utilizes a number of signals to direct right of way and traffic conditions on the track. These can tell an engineer when to stop the train, when to proceed, and give an indication of upcoming conditions. Currently, wayside signals are used to convey this information to the train crew. These signals contain one or two lights/lamps of different colors to communicate with the train crew. One is typically located at junctions, interlockers, and other zones.

Limitations of traditional signals are that they are extremely limited in the information they can convey and environmental conditions make them difficult to decipher in real time. Any failure to adequately convey information to the train crew can lead to potentially harmful and deadly consequences.

Traditional signals are usually limited to one or two lamps that illuminate a particular color. Each color has a meaning. The pattern of colors illuminated when used with a plurality of lamps also has a particular meaning. However, this information is only a small amount of what information a train crew needs to know. Typically, an engineer operating a train has to visually identify and observe approaching signals. While operating the train, the engineer is required to take selected actions at specific locations. For example, a train crew is to contact the track owner upon entering their track. To do this the train crew needs to know where they are, determine the current track they are on, and ascertain the actual owner. Usually train crews are required to sort through miscellaneous notes and manuals to find any of this information. This is time consuming and prone to errors with deadly consequences.

Additionally, the environmental conditions make the signals difficult to decipher. Weather conditions make visualizing small lamps difficult at times. Depending on the approaching speed of the train, a very small window is available for the train crew to recognize the signal. An additional difficulty is differentiating railroad signals from traffic lights in city limits. Additionally, it is not uncommon for multiple junctions and interlockers to be found immediately one after the other on the track. Each one typically has a signal. Because each is on a separate track, each may have a different signal reading. When bunched together, train crews can struggle to know which signal pertains to which track.

Although some strides have been with respect to railroad communication signals, considerable shortcomings remain. A new system and device for communicating to train crews important information is needed.

DESCRIPTION OF THE DRAWINGS

The novel features believed characteristic of the application are set forth in the appended claims. However, the application itself, as well as a preferred mode of use, and further objectives and advantages thereof, will best be understood by reference to the following detailed description when read in conjunction with the accompanying drawings, wherein:

FIG. 1 is a chart of the interrelationship of a railroad signal system according to the preferred embodiment of the present application.

FIG. 2 is a front view of a signal in the railroad signal system of FIG. 1.

FIG. 3 is an exemplary schematic of the signal of FIG. 2.

FIGS. 4 and 5 are alternative front views of the signal of FIG. 2.

While the system and method of the present application is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and are herein described in detail. It should be understood, however, that the description herein of specific embodiments is not intended to limit the application to the particular embodiment disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the process of the present application as defined by the appended claims.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Illustrative embodiments of the preferred embodiment are described below. In the interest of clarity, not all features of an actual implementation are described in this specification. It will of course be appreciated that in the development of any such actual embodiment, numerous implementation-specific decisions must be made to achieve the developer's specific goals, such as compliance with system-related and business-related constraints, which will vary from one implementation to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming but would nevertheless be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure.

In the specification, reference may be made to the spatial relationships between various components and to the spatial orientation of various aspects of components as the devices are depicted in the attached drawings. However, as will be recognized by those skilled in the art after a complete reading of the present application, the devices, members, apparatuses, etc. described herein may be positioned in any desired orientation. Thus, the use of terms to describe a spatial relationship between various components or to describe the spatial orientation of aspects of such components should be understood to describe a relative relationship between the components or a spatial orientation of aspects of such components, respectively, as the device described herein may be oriented in any desired direction.

The system and method in accordance with the present application overcomes one or more of the above-discussed problems commonly associated with conventional railroad signals. In particular, the system is configured to engage communication between the track operator and the train via one or more operations centers and track sensors. The level of detail in the information communicated to conductors will increase. This will lead to increased productivity and time savings. The system uses signals that are larger in size and more easily readable from distance. This along with the ability to notate track and location information help to alleviate issues in congested areas and from other environmental conditions. Operations centers will be able to convey real-time information to the train crew via one or more message displays. It is an object of the present application that the signals herein described are configured to notify the train crew of all necessary information in order to operate the railways safely without having to look up tables, maps, and notes. These and other unique features of the device are discussed below and illustrated in the accompanying drawings.

The system and method will be understood, both as to its structure and operation, from the accompanying drawings, taken in conjunction with the accompanying description. Several embodiments of the system may be presented herein. It should be understood that various components, parts, and features of the different embodiments may be combined together and/or interchanged with one another, all of which are within the scope of the present application, even though not all variations and particular embodiments are shown in the drawings. It should also be understood that the mixing and matching of features, elements, and/or functions between various embodiments is expressly contemplated herein so that one of ordinary skill in the art would appreciate from this disclosure that the features, elements, and/or functions of one embodiment may be incorporated into another embodiment as appropriate, unless otherwise described.

The system and method of the present application is illustrated in the associated drawings. The system includes an improved signal composed of a plurality of light emitting diodes (i.e. LEDs) housed in a housing. The LEDs are operated via known control modules and programs to produce one or more visible light patterns. The signal is configured as an individual screen allowing it to be customized with the particular information necessary to display. As a system the operations centers are in communication with the signals along the track and able to adjust the information displayed to the train crew. The system also incorporates the use of existing track sensors to relay information to the operations centers and the train crews. The signals will be described in more detail below.

Referring now to the drawings wherein like reference characters identify corresponding or similar elements in form and function throughout the several views. FIG. 1 illustrates a chart of the interrelationship of a railroad signal system 101 according to the preferred embodiment of the present application. System 101 is configured to network together the train crew with various operations centers. Information is made available to the train crew through signals 103 as seen in FIGS. 2 and 4-5. It is understood that signals 103 may be located in areas with little or no connectivity to an operation center. In such situations, signals 103 may also be standalone units operable outside of the whole signal network.

FIG. 2 is a front view of a signal 103 in railroad signal system 101 of the present application. Signal 103 are configured to be mounted and secured in place of existing wayside signals along the railroad tracks. Signal 103 is configured to generate the same signals as existing wayside signals while incorporating methods of conveying more detailed information. It is understood that signal 103 is ideally suited to replace outdated existing wayside signals.

Signal 103 includes a screen 105 located within a housing 104. Screen 105 is an electronic flat panel display incorporating a plurality of light emitting diodes (LEDs). The resolution of screen 105 may be selected by the end user. Any number of LEDs may be used together for the display of information. Signal 103 is powered through existing power supplies, such as powered cables and also even solar panels.

Signal 103 is configured to be in communication with the operations centers and track sensors to create a network for the capturing and processing of real-time information to the train crew. The information received from the operations centers is received and processed within signal 103. Once processed, the information is displayed on screen 105. Referring now in particular to FIG. 3 in the drawings, an exemplary schematic of signal 103 is illustrated. FIG. 3 is an exemplary configuration and design for signal 103 to allow it to interact with and process information between itself and at least one of the operations centers and the track sensors. Standalone signals outside of the network of system 101 may still be configured to process information. Any information received and transmitted may be done via wired or wireless communications.

The signal 103 includes an input/output (I/O) interface 12, a processor 14, a database 16, and a maintenance interface 18. Alternative embodiments can combine or distribute the input/output (I/O) interface 12, processor 14, database 16, and maintenance interface 18 as desired. Embodiments of signal 103 can include a network of one or more computers that include one or more processors and memories configured for performing tasks described herein below. This can include, for example, a computer having a central processing unit (CPU) and non-volatile memory that stores software instructions for instructing the CPU to perform at least some of the tasks described herein. This can also include, for example, two or more computers that are in communication via a computer network, where one or more of the computers includes a CPU and non-volatile memory, and one or more of the computer's non-volatile memory stores software instructions for instructing any of the CPU(s) to perform any of the tasks described herein. Thus, while the exemplary embodiment is described in terms of a discrete machine, it should be appreciated that this description is non-limiting, and that the present description applies equally to numerous other arrangements involving one or more machines performing tasks distributed in any way among the one or more machines. It should also be appreciated that computers and machines may use transitory and non-transitory forms of computer-readable media. Non-transitory computer-readable media is to be interpreted to comprise all computer-readable media, with the sole exception of being a transitory, propagating signal.

The I/O interface 12 provides a communication link between external users, systems, and data sources and components of signal 103. The I/O interface 12 can be configured for allowing one or more users to input information to signal 103 via any known input device, such as systems at operations centers. Examples can include a keyboards, mouse, touch screen, microphone, and/or any other desired input device. The I/O interface 12 can be configured for allowing one or more users to receive information output from signal 103 via any known output device. Examples can include a screen 105, a printer, a speaker, and/or any other desired output device. The I/O interface 12 can be configured for allowing other systems or applications to communicate with signal 103. For example, the I/O interface 12 can allow one or more remote computers to access information, input information, and/or remotely instruct signal 103 to perform one or more of the tasks described herein. The I/O interface 12 can be configured for allowing communication with one or more remote data sources.

The database 16 provides persistent data storage for signal 103. While the term “database” is primarily used, a memory or other suitable data storage arrangement may provide the functionality of the database 16. In alternative embodiments, the database 16 can be integral to or separate from signal 103 and can operate on one or more computers or computerized electronic devices. The database 16 preferably provides non-volatile data storage for any information suitable to support the operation of signal 103. Database 16 stores information related to the track at the particular location, such as the track owner, radio communication information, and mile marker location for example

The maintenance interface 18 is configured to allow users to maintain desired operation of signal 103. In some embodiments, the maintenance interface 18 can be configured to allow for reviewing and/or revising the data stored in the database 16 and/or performing any suitable administrative tasks commonly associated with database management. This can include, for example, updating database management software, revising security settings, and/or performing data backup operations. In some embodiments, the maintenance interface 18 can be configured to allow for maintenance of processor 14 and/or the I/O interface 12. This can include, for example, software updates and/or administrative tasks such as security management and/or adjustment of certain tolerance settings.

The processor 14 is configured to coordinate the capture and display of information shared and viewed in system 101. Processor 14 may access and compare information stored on database 16 for producing such information. Processor 14 can include various combinations of one or more processors, memories, and software components.

Referring now back to FIG. 2 in the drawings. Screen 105 is configured to display pertinent train crew information in any number of ways. Screen 105 is configured to display sections of information to the train crew that allows him/her to determine upcoming track conditions, identify its current location, and communicate with the appropriate track owner. To do this, screen 105 displays at least a colored indicator section 107, a radio communication section 109 and a message section 111.

Colored indicator section 107 is configured to operate in a similar manner to that of conventional wayside signals. One or more groupings of colored areas are aligned within section 107 to simulate traditional lamps of the wayside signal. Various signals are possible. For example, a red colored area located above a green colored area can tell the train crew that a turn is ahead. A single red color tells the train crew to stop and a single green color tells the train crew it is safe to proceed. An additional feature of section 107 is that the allowed turn speed and the direction of the track ahead may also be displayed. This can be within section 107 or on a different part of screen 105. For example, a direction arrow pointing upward and to the left within a green colored area may be shown below a red colored area. Other directional messages may be provided to the train crew within indicator 107.

Radio communication section 109 is configured to notify the conductor regarding the way to reach the track owner. Train crews must contact track owners upon entry onto their track in a similar manner to airline pilots traversing through different airspaces. Signal 103 is configured to provide the contact information for the track owner or dispatcher on screen 105. For example, the channel may be displayed (i.e. CH 82) and the tone may also be displayed (i.e. Tone 100).

Screen 105 may also be configured to display a track identifier 113. Track identifier 113 is a notification to the train crew of the particular track that the train is traveling on (i.e. main track or siding track). For example, MT1 could tell the train crew he is on Main Track 1. Additionally, screen 105 may further display a mileage indicator 115. Track ownership and speed regulations can be dependent upon the location of the train. At night it can be difficult to see mileage signs. Signal 103 is configured to illuminate the mileage marker for the train crew. Furthermore, signal 103 is also optionally configured to display the track owner name and SUB in which the train is traveling (see 117).

Message center 111 is configured to receive and display assorted messages pertinent to the train crew. These messages can be transmitted from the operations centers, a dispatcher, or be generated by signals received through one or more track sensors as the train moves along the track. For example, if a train proceeds along the wrong track, an emergency warning may be issued in message center 111 notifying the train crew and possibly providing necessary correcting actions. Additionally, colored indicators and/or textual or graphical indicia may be displayed. Colors used in message center 111 may be any of the following: green or flashing green (clear), yellow or flashing yellow (approach), red or flashing red (stop), white or flashing white (restricting), and blue (emergency). Other colors may be used.

FIGS. 4 and 5 are alternative front views of screen 105. As stated, screen 105 is configured to selectively display any one or more sections or types of information as described above. It is understood that signal 103 is not herein limited to a stagnant configuration. Signal 103 is configured to selectively add and/or remove any sections or displays of information previously described. This may occur depending on environmental conditions, times of the year, emergencies, and so forth. Along this same idea, screen 105 is configured to optionally alternate the visual display of information as the train crew approaches. For example, screen 105 may alternate between indicator section 107 and message center 111.

FIG. 4 illustrates indicator 107 filling out screen 105. As described previously, indicator 107 may include a single colored section or multiple sections (FIG. 4). The upper section is typically red while the lower section alternates between one or more different color combinations. For example, the lower section may display the colors white, yellow and green, both statically and in a flashing manner. These colors in combination with the red in the upper section communicate a particular message to the train crew. The color combinations may vary. When only one color is shown in indicator 107, any of the following colors may be used: red, yellow, green white, and blue, each statically or flashing.

As a train approaches signal 103, and in particular screen 105, may alternate between indicator 107 and message center 111. As a digital sign, signal 103 is truly unlimited in its customizable display of information. Message center 111 is shown in FIG. 5 as consuming the entire screen 105.

Many advantages above and beyond that of the existing signals are apparent upon a review of the present system and signal. Environmental conditions are less of a concern due to the breadth of information relayable via screen 105. The size of signal 103 is also key to eliminating concern over environmental conditions. Screen 105 may be dimensioned as necessary but an exemplary size is four feet by two feet. Location information along with track information help the train crew navigate junctions with greater ease. The message center is able to provide customized messages. Additionally, train crews are able to spend more time controlling train operations than researching and sorting through manuals or notes trying to find correct information.

The current application has many advantages over the prior art including at least the following: (1) greater communication to the train crew regarding present conditions; (2) increased safety; (3) customizable displays; and (4) networked system connecting the train crew to the operations centers.

The particular embodiments disclosed above are illustrative only, as the application may be modified and practiced in different but equivalent manners apparent to those skilled in the art having the benefit of the teachings herein. It is therefore evident that the particular embodiments disclosed above may be altered or modified, and all such variations are considered within the scope and spirit of the application. Accordingly, the protection sought herein is as set forth in the description. It is apparent that an application with significant advantages has been described and illustrated. Although the present application is shown in a limited number of forms, it is not limited to just these forms, but is amenable to various changes and modifications without departing from the spirit thereof.

Claims

1. A signal for use along a railroad track to convey information to a train crew, comprising:

a screen having a plurality of light emitting diodes configured to selectively illuminate, the screen being partitioned into one or more sections for the conveying of assorted information, including: a colored indicator section configured to display selected patterns of color; a radio communication section configured to notify the train crew regarding how to reach a track owner; and a message center configured to receive and display assorted messages pertinent to the train crew.

2. The signal of claim 1, wherein the messages received by the message center are transmitted from at least one of the operations center and dispatcher.

3. The signal of claim 1, wherein the radio communication section is configured to display the radio channel of at least one of the track owner and dispatcher.

4. The signal of claim 1, wherein the radio communication section is configured to display the tone used to reach at least one of the track owner and dispatcher.

5. The signal of claim 1, wherein the colored indicator section is configured to display one solid color.

6. The signal of claim 1, wherein the colored indicator section is configured to display two selected groupings of colors.

7. The signal of claim 1, further comprising:

a track identifier to identify the particular track being traveled on.

8. The signal of claim 1, further comprising:

a mileage indicator to locate the train crew on a particular track.

9. The signal of claim 1, wherein the signal provides a train crew with the name of the track owner to contact.

10. The signal of claim 1, wherein the signal provides the train crew location information and communication information for reaching the track owner.

11. The signal of claim 1, wherein the signal is configured to add and remove any of the sections temporarily.

12. The signal of claim 1, wherein the signal is configured to alternate the visual display of information as the train crew approaches in a train.

13. The signal of claim 1, wherein the housing has a viewable screen dimension of at least four feet by two feet.

14. The signal of claim 1, wherein the colored indicator section displays at least one of the direction and the speed to the train crew.

15. The signal of claim 1, wherein the colored indicator section has a rectangular shape having a length to width dimension of 1 foot to 2 feet.

16. The signal of claim 1, wherein the colored indicator section is configured to flash different colored lights having multiple colors from the group of: green, yellow, red, white and blue.

17. The signal of claim 1, wherein the track identified by the track identifier corresponds to at least of the main track and a siding track.