Device, System, and Method for Monitoring a Distance between Rail Cars during Coupling

Abstract

Described are a device, system, and method for monitoring a distance between a first rail car and a second rail car during coupling. The device includes a fastener configured to affix the device to the first rail car and a distance sensor configured to detect the distance between the first rail car and the second rail car in a direction away from an end of the first rail car and toward an end of the second rail car. The device also includes a power source and a data connector to communicatively connect the device to a remote processor. The device further includes a local processor programmed or configured to repeatedly receive distance data from the distance sensor of the distance between the first rail car and the second rail car and communicate the distance data to the remote processor.

Description

BACKGROUND

Technical Field

The present disclosure relates to train operation and, more particularly, to monitoring and controlling a distance between train vehicles during coupling procedures.

Technical Considerations

Train coupling involves the movement of one or more rail cars (e.g., locomotives, passenger vehicles, cargo vehicles, etc.) along a track to connect two rail cars using couplers. Present coupling methods involve having an individual positioned in view of the coupling task relaying information with a voice radio to inform a train operator of the distance between the train vehicles being coupled. This can be imprecise and unsafe due to factors related to the individual observing the coupling move, such as distractions, radio communication issues, being incorrect about the estimated distance they relay to the train operator, and/or the like. Furthermore, there may be environmental hazards that increase the difficulty of manually monitoring the coupling process, including darkness, fog, snowy or icy conditions, windy conditions, uneven terrain surrounding the track, and/or the like. Additionally, there is an unavoidable lag time associated with one person observing and reporting the coupling status while another person listens and controls the movement, and such manual observation and reporting does not get recorded and is not reviewable if a coupling accident were to occur.

Accordingly, there is a need in the art for a device, system, and method of coupling without the requirement of physical human observation and reporting at the point of train vehicle coupling. Moreover, there is a need for a technical solution to provide more precise and immediate distance and movement feedback during coupling, to reduce lag time, reduce error, promote automation, and create a verifiable and reviewable data log.

SUMMARY

Generally, provided is a device, system, and method for monitoring a distance between a first rail car and a second rail car during coupling. Preferably, provided is a device, system, and method for receiving distance data from a distance sensor configured to detect the distance between the first rail car and the second rail car. Preferably, provided is a device, system, and method for controlling, based at least partially on the distance data, movement of the first rail car and/or the second rail car to reduce the distance between the cars. Preferably, provided is a device, system, and method for stopping movement of the first rail car and/or the second rail car in response to determining that the distance between the cars satisfies a predetermined threshold that is representative of a completed rail car coupling.

In non-limiting embodiments or aspects, provided is a device for monitoring a distance between a first rail car and a second rail car during coupling. The device includes a fastener configured to affix the device to the first rail car. The device also includes a distance sensor configured to detect the distance between the first rail car and the second rail car in a direction away from an end of the first rail car and toward an end of the second rail car. The device further includes a power source and a data connector to communicatively connect the device to a remote processor. The device further includes a local processor programmed or configured to repeatedly receive distance data from the distance sensor of the distance between the first rail car and the second rail car. The local processor is also programmed or configured to repeatedly communicate the distance data to the remote processor and cause the initiation of at least one train action at least partially based on the distance data.

In further non-limiting embodiments or aspects, the device may be separate from and communicatively connected to an end-of-train (EOT) device. The distance sensor may include at least one of the following: a LIDAR sensor, a radar sensor, a sonar sensor, or a combination thereof. The fastener may include at least one magnet configured to removably and temporarily affix the device to the first rail car.

In further non-limiting embodiments or aspects, the data connector may be communicatively connected to a data trainline of a train equipped with an electronically controlled pneumatic braking system. The power source may include a wired power connection to a power trainline of the train.

In further non-limiting embodiments or aspects, the data connector may include a wireless transceiver for wireless communication to a mobile device located with a train operator and/or to an onboard computing device located on a locomotive associated with the first rail car or the second rail car. The power source may include a rechargeable battery pack. A data connection of the data connector to the mobile device and/or the onboard computing device may be persistent or non-persistent.

In further non-limiting embodiments or aspects, the local processor may be further programmed or configured to increase a rate of receiving the distance data of the distance between the first rail car and the second rail car, and communicating the distance data to the remote processor as the distance between the first rail car and the second rail car decreases.

In further non-limiting embodiments or aspects, the device and a locomotive associated with the first rail car or the second rail car may be configured to be remotely controlled by the remote processor such that the distance data communicated from the device to the remote processor is at least partially used by the remote processor to automatically operate the locomotive to complete a coupling of the first rail car and the second rail car.

In further non-limiting embodiments or aspects, the local processor may be further programmed or configured to angle the distance sensor and/or filter, at the device, the distance data to account for non-linear rail under the first rail car or the second rail car during coupling of the first rail car and the second rail car.

In further non-limiting embodiments or aspects, the device may be configured to additionally report the distance between the first rail car and the second rail car using, and further including, at least one of the following: a speaker, an indicator light, a display, or any combination thereof.

In non-limiting embodiments or aspects, provided is a system for monitoring a distance between a first rail car and a second rail car during coupling. The system includes a computing device positioned remotely from the first rail car and the second rail car. The computing device is programmed or configured to receive distance data of the distance between the first rail car and the second rail car. The computing device is also programmed or configured to display the distance data on a display device. The system also includes a distance monitoring device. The distance monitoring device includes a fastener configured to affix the device to the first rail car. The distance monitoring device also includes a distance sensor configured to detect the distance between the first rail car and the second rail car in a direction away from an end of the first rail car and toward an end of the second rail car. The distance monitoring device further includes a power source and a data connector to communicatively connect the distance monitoring device to the computing device. The distance monitoring device further includes a local processor programmed or configured to repeatedly receive the distance data from the distance sensor of the distance between the first rail car and the second rail car, and communicate the distance data to the computing device for display.

In further non-limiting embodiments or aspects, the distance sensor may include at least one of the following: a LIDAR sensor, a radar sensor, a sonar sensor, or a combination thereof. The system may include an end-of-train (EOT) device including the distance monitoring device.

In further non-limiting embodiments or aspects, the data connector may be communicatively connected to a data trainline of an ECP-equipped train. The power source may include a wired power connection to a power trainline of the ECP-equipped train.

In further non-limiting embodiments or aspects, the data connector may include a wireless transceiver for wireless communication to the computing device. The computing device may be located with a train operator and/or on a locomotive associated with the first rail car or the second rail car. The power source may include a rechargeable battery pack.

In further non-limiting embodiments or aspects, the local processor may be further programmed or configured to increase a rate of receiving the distance data of the distance between the first rail car and the second rail car, and communicating the distance data to the computing device as the distance between the first rail car and the second rail car decreases.

In further non-limiting embodiments or aspects, the distance monitoring device and a locomotive associated with the first rail car or the second rail car may be configured to be remotely controlled by the computing device such that the distance data communicated from the distance monitoring device to the computing device is at least partially used by the computing device to automatically operate the locomotive to complete a coupling of the first rail car and the second rail car.

In further non-limiting embodiments or aspects, the local processor may be further programmed or configured to angle the distance sensor and/or filter, at the distance monitoring device, the distance data to account for non-linear rail under the first rail car or the second rail car during coupling of the first rail car and the second rail car.

In non-limiting embodiments or aspects, provided is a computer-implemented method for monitoring a distance between a first rail car and a second rail car during coupling. The method includes receiving, with at least one processor, distance data from a distance sensor of a distance monitoring device. The distance monitoring device is affixed to the first rail car and is positioned between the first rail car and the second rail car. The distance sensor is configured to detect the distance between the first rail car and the second rail car in a direction away from an end of the first rail car and toward an end of the second rail car. The method also includes controlling, with at least one processor and based at least partially on the distance data, movement of the first rail car and/or the second rail car to reduce the distance between the first rail car and the second rail car. The method further includes stopping, with at least one processor and based at least partially on the distance data, movement of the first rail car and/or the second rail car in response to determining that the distance between the first rail car and the second rail car satisfies a predetermined threshold distance between the first rail car and the second rail car that is representative of a completed rail car coupling.

In further non-limiting embodiments or aspects, the method may include detecting, with at least one processor and based at least partially on the distance data, at least one obstacle between the first rail car and the second rail car. The method may further include temporarily suspending, with at least one processor, movement of the first rail car and/or the second rail car until the at least one obstacle is no longer detected between the first rail car and the second rail car.

Further non-limiting embodiments are set forth in the following numbered clauses.

Clause 1: A device for monitoring a distance between a first rail car and a second rail car during coupling, comprising: a fastener configured to affix the device to the first rail car; a distance sensor configured to detect the distance between the first rail car and the second rail car in a direction away from an end of the first rail car and toward an end of the second rail car; a power source; a data connector to communicatively connect the device to a remote processor; and a local processor programmed or configured to repeatedly: receive distance data from the distance sensor of the distance between the first rail car and the second rail car; and communicate the distance data to the remote processor; and cause the initiation of at least one train action at least partially based on the distance data.

Clause 2: The device of clause 1, wherein the device is separate from and communicatively connected to an end-of-train (EOT) device, and wherein the distance sensor comprises at least one of the following: a LIDAR sensor, a radar sensor, a sonar sensor, or a combination thereof.

Clause 3: The device of clause 1 or 2, wherein the fastener comprises at least one magnet configured to removably and temporarily affix the device to the first rail car.

Clause 4: The device of any of clauses 1-3, wherein the data connector is communicatively connected to a data trainline of a train equipped with an electronically controlled pneumatic braking system, and wherein the power source comprises a wired power connection to a power trainline of the train.

Clause 5: The device of any of clauses 1-4, wherein the data connector comprises a wireless transceiver for wireless communication to a mobile device located with a train operator and/or to an onboard computing device located on a locomotive associated with the first rail car or the second rail car, and wherein the power source comprises a rechargeable battery pack.

Clause 6: The device of any of clauses 1-5, wherein a data connection of the data connector to the mobile device and/or the onboard computing device is persistent.

Clause 7: The device of any of clauses 1-6, wherein the local processor is further programmed or configured to increase a rate of receiving the distance data of the distance between the first rail car and the second rail car and communicating the distance data to the remote processor as the distance between the first rail car and the second rail car decreases.

Clause 8: The device of any of clauses 1-7, wherein the device and a locomotive associated with the first rail car or the second rail car are configured to be remotely controlled by the remote processor such that the distance data communicated from the device to the remote processor is at least partially used by the remote processor to automatically operate the locomotive to complete a coupling of the first rail car and the second rail car.

Clause 9: The device of any of clauses 1-8, wherein the local processor is further programmed or configured to angle the distance sensor and/or filter, at the device, the distance data to account for non-linear rail under the first rail car or the second rail car during coupling of the first rail car and the second rail car.

Clause 10: The device of any of clauses 1-9, the device being configured to additionally report the distance between the first rail car and the second rail car using and further comprising at least one of the following: a speaker, an indicator light, a display, or any combination thereof.

Clause 11: A system for monitoring a distance between a first rail car and a second rail car during coupling, the system comprising: a computing device positioned remotely from the first rail car and the second rail car, the computing device being programmed or configured to: receive distance data of the distance between the first rail car and the second rail car; and display the distance data on a display device; and a distance monitoring device comprising: a fastener configured to affix the device to the first rail car; a distance sensor configured to detect the distance between the first rail car and the second rail car in a direction away from an end of the first rail car and toward an end of the second rail car; a power source; a data connector to communicatively connect the distance monitoring device to the computing device; and a local processor programmed or configured to repeatedly: receive the distance data from the distance sensor of the distance between the first rail car and the second rail car; and communicate the distance data to the computing device for display.

Clause 12: The system of clause 11, wherein the distance sensor comprises at least one of the following: a LIDAR sensor, a radar sensor, a sonar sensor, or a combination thereof.

Clause 13: The system of clause 11 or 12, further comprising an end-of-train (EOT) device comprising the distance monitoring device.

Clause 14: The system of any of clauses 11-13, wherein the data connector is communicatively connected to a data trainline of an ECP-equipped train, and wherein the power source comprises a wired power connection to a power trainline of the ECP-equipped train.

Clause 15: The system of any of clauses 11-14, wherein the data connector comprises a wireless transceiver for wireless communication to the computing device, the computing device being located with a train operator and/or on a locomotive associated with the first rail car or the second rail car, and wherein the power source comprises a rechargeable battery pack.

Clause 16: The system of any of clauses 11-15, wherein the local processor is further programmed or configured to increase a rate of receiving the distance data of the distance between the first rail car and the second rail car, and communicating the distance data to the computing device as the distance between the first rail car and the second rail car decreases.

Clause 17: The system of any of clauses 11-16, wherein the distance monitoring device and a locomotive associated with the first rail car or the second rail car are configured to be remotely controlled by the computing device such that the distance data communicated from the distance monitoring device to the computing device is at least partially used by the computing device to automatically operate the locomotive to complete a coupling of the first rail car and the second rail car.

Clause 18: The system of any of clauses 11-17, wherein the local processor is further programmed or configured to angle the distance sensor and/or filter, at the distance monitoring device, the distance data to account for non-linear rail under the first rail car or the second rail car during coupling of the first rail car and the second rail car.

Clause 19: A computer-implemented method for monitoring a distance between a first rail car and a second rail car during coupling, the method comprising: receiving, with at least one processor, distance data from a distance sensor of a distance monitoring device, the distance monitoring device affixed to the first rail car and positioned between the first rail car and the second rail car, the distance sensor configured to detect the distance between the first rail car and the second rail car in a direction away from an end of the first rail car and toward an end of the second rail car; controlling, with at least one processor and based at least partially on the distance data, movement of the first rail car and/or the second rail car to reduce the distance between the first rail car and the second rail car; and stopping, with at least one processor and based at least partially on the distance data, movement of the first rail car and/or the second rail car in response to determining that the distance between the first rail car and the second rail car satisfies a predetermined threshold distance between the first rail car and the second rail car that is representative of a completed rail car coupling.

Clause 20: The method of claim 19, further comprising: detecting, with at least one processor and based at least partially on the distance data, at least one obstacle between the first rail car and the second rail car; and temporarily suspending, with at least one processor, movement of the first rail car and/or the second rail car until the at least one obstacle is no longer detected between the first rail car and the second rail car.

These and other features and characteristics of the present disclosure, as well as the methods of operation and functions of the related elements of structures and the combination of parts and economies of manufacture, 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 disclosure. As used in the specification and the claims, the singular forms of “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features of the present disclosure will become more apparent from the following description in which reference is made to the appended drawings wherein:

FIG. 1 is a schematic diagram of non-limiting embodiments or aspects of a device, system, and method for monitoring a distance between a first rail car and a second rail car during coupling;

FIG. 2 is a schematic diagram of non-limiting embodiments or aspects of a device, system, and method for monitoring a distance between a first rail car and a second rail car during coupling;

FIG. 3 is a schematic diagram of non-limiting embodiments or aspects of a device, system, and method for monitoring a distance between a first rail car and a second rail car during coupling;

FIG. 4 is a schematic diagram of non-limiting embodiments or aspects of a device, system, and method for monitoring a distance between a first rail car and a second rail car during coupling; and

FIG. 5 is a process diagram of non-limiting embodiments or aspects of a device, system, and method for monitoring a distance between a first rail car and a second rail car during coupling.

DETAILED DESCRIPTION

Various non-limiting examples will now be described with reference to the accompanying figures where like reference numbers correspond to like or functionally equivalent elements.

For purposes of the description hereinafter, the terms “end,” “upper,” “lower,” “right,” “left,” “vertical,” “horizontal,” “top,” “bottom,” “lateral,” “longitudinal,” and derivatives thereof shall relate to the example(s) as oriented in the drawing figures. However, it is to be understood that the example(s) may assume various alternative variations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific example(s) illustrated in the attached drawings, and described in the following specification, are simply exemplary examples or aspects of the disclosure. Hence, the specific examples or aspects disclosed herein are not to be construed as limiting. Also, it should be understood that any numerical range recited herein is intended to include all sub-ranges subsumed therein. For example, a range of 1 to 10 is intended to include all sub-ranges between (and including) the recited minimum value of 1 and the recited maximum value of 10, that is, having a minimum value equal to or greater than 1 and a maximum value of equal to or less than 10.

As used herein, the terms “communication” and “communicate” refer to the receipt or transfer of one or more signals, messages, commands, or other type of data. For one unit (e.g., any device, system, or component thereof) to be in communication with another unit means that the one unit is able to directly or indirectly receive data from and/or transmit data to the other unit. This may refer to a direct or indirect connection that is wired and/or wireless in nature. Additionally, two units may be in communication with each other even though the data transmitted may be modified, processed, relayed, and/or routed between the first and second unit. For example, a first unit may be in communication with a second unit even though the first unit passively receives data and does not actively transmit data to the second unit. As another example, a first unit may be in communication with a second unit if an intermediary unit processes data from one unit and transmits processed data to the second unit. As another example, a first unit may be in communication with a second unit if an intermediary unit processes data from one unit and transmits processed data to the second unit. It will be appreciated that numerous other arrangements are possible. Any known electronic communication protocols and/or algorithms may be used such as, for example, TCP/IP (including HTTP and other protocols), WLAN (including 802.11 and other radio frequency-based protocols and methods), analog transmissions, Global System for Mobile Communications (GSM), and/or the like.

As used herein, the term “mobile device” may refer to one or more portable electronic devices configured to communicate with one or more networks. As an example, a mobile device may include a cellular phone (e.g., a smartphone or standard cellular phone), a portable computer (e.g., a tablet computer, a laptop computer, etc.), a wearable device (e.g., a watch, pair of glasses, lens, clothing, and/or the like), a personal digital assistant (PDA), and/or other like devices.

As used herein, the term “server” may refer to or include one or more processors or computers, storage devices, or similar computer arrangements that are operated by or facilitate communication and processing for multiple parties in a network environment, such as the internet. In some non-limiting embodiments, communication may be facilitated over one or more public or private network environments and that various other arrangements are possible. Further, multiple computers, e.g., servers, or other computerized devices, e.g., mobile devices, directly or indirectly communicating in the network environment may constitute a system, such as a remote train and drone control system. Reference to a server or a processor, as used herein, may refer to a previously-recited server and/or processor that is recited as performing a previous step or function, a different server and/or processor, and/or a combination of servers and/or processors. For example, as used in the specification and the claims, a first server and/or a first processor that is recited as performing a first step or function may refer to the same or different server and/or a processor recited as performing a second step or function.

In non-limiting embodiments or aspects of the present disclosure, provided are a device, system, and method for monitoring a distance between a first rail car and a second rail car during coupling. Described non-limiting embodiments or aspects improve over prior art systems by increasing the precision of proximity detection between two coupling train vehicles, as well as providing for closed-loop automation of train coupling processes by using distance data feedback to control locomotion and rail car movement. Described non-limiting embodiments or aspects further improve over prior art systems by providing for traceability and verifiability of historic coupling procedures, by generating logs of such procedures based on distance data, time of day, operator identifiers, train identifiers, track location, and/or the like—thereby providing analyzable metrics of successful couplings and failed couplings, which can further improve the algorithms used in closed-loop automation. Moreover, the removal of personnel at the coupling site improves over prior art systems by eliminating dangers inherent to track bystanders, and it further improves on the reliability of distance reporting, avoiding biases present in physical observation. By communicatively connecting a distance monitoring device with one or more remote processors (e.g., a locomotive computing device, a mobile device associated with a locomotive operator, a back office server, and/or the like), interoperability is improved while allowing for remote controlling and viewing of coupling processes. These advantages, among others, are further illustrated in the detailed description below.

With reference to FIGS. 1 and 2, and in non-limiting embodiments or aspects, provided is a system 100 for monitoring a distance between a first rail car 102a and a second rail car 102b during coupling. Rail cars 102a, 102b may include any type of train/railway vehicle for carrying cargo, carrying passengers, carrying train equipment, providing locomotion, or a combination thereof, including, but not limited to: boxcars, coil cars, combine cars, flatcars, Schnabel cars, gondolas, stock cars, tank cars, locomotives, fuel cars, and/or the like. The first rail car 102a includes a first coupler 104a for connection to other rail cars. The second rail car 102b likewise includes a second coupler 104b for connection to other rail cars. During a coupling procedure of the first rail car 102a to the second rail car 102b, the first coupler 104a is configured to attach to the second coupler 104b (and/or vice versa), thereby connecting the first rail car 102a and the second rail car 102b in the train consist. Couplers may include any sufficient car-to-car connecting device including, but are not limited to, buffer and chain couplers, link and pin couplers, hook couplers, knuckle couplers, radial couplers, bell-and-hook couplers, electromagnetic couplers, automatic couplers, and/or the like. The rail cars 102a, 102b may be at least partially self-propelled, and/or the train consist may include a locomotive (not shown) for generating movement of a rail car 102a, 102b. It will be appreciated that many configurations are possible.

With further reference to FIGS. 1 and 2, and in further non-limiting embodiments or aspects, the system 100 includes a distance monitoring device 106 to provide distance feedback of a coupling process between the first rail car 102a and the second rail car 102b. The distance monitoring device 106 may include a fastener 107, a distance sensor 108, a power source, a data connector 110, and a local processor. The fastener 107 is configured to affix the distance monitoring device 106 to the first rail car 102a or the second rail car 102b. One or more distance monitoring devices 106 may be affixed to the first rail car 102a and/or the second rail car 102b. The depicted non-limiting configuration of FIGS. 1 and 2 illustrates a distance monitoring device 106 affixed to the first rail car 102a, but it will be appreciated that this arrangement can be reversed and many configurations are possible. The fastener 107 may include, but is not limited to, a magnet (e.g., a permanent magnet, an electromagnet, etc.), a magnetic material for attraction to a magnet on the rail car 102a, 102b, a threaded fastener (e.g., nut-and-bolt, screw, stud, etc.), a clamp, a clip, a tie, a strap, a snap, and/or the like. One or more fasteners 107 may be used to secure the distance monitoring device 106 to the first rail car 102a, and more than one type of fastener 107 may be used in combination. The fastener 107 may affix the distance monitoring device 106 to a rail car sidewall, a rail car frame (e.g., a flatcar bed), a coupler 104a, 104b of a rail car 102a, 102b, or any portion of a rail car 102a, 102b such that the distance sensor 108 may determine the proximity of the rail cars 102a, 102b during coupling.

With further reference to FIGS. 1 and 2, and in further non-limiting embodiments or aspects, the distance sensor 108 is configured to detect the proximity of the second rail car 102b to the first rail car 102a, and it may be configured to measure a distance between the rail cars 102a, 102b. The distance sensor 108 may also measure the relative speed of one railcar 102a, 102b to another, by a local processor configured to determine a change in distance between the rail cars 102a, 102b over time, which may be useful to predict the coupling speed of the rail cars 102a, 102b, to signal an alarm if the coupling is determined to occur beyond predetermined, reasonable speeds. The distance sensor 108 may include, but is not limited to, a Doppler sensor, a magnetic field sensor, an optical sensor (e.g., photoelectric, photocell, laser rangefinder, infrared), a radar sensor, a LIDAR sensor, a sonar sensor, and/or the like. The distance monitoring device 106 may include one or more distance sensors 108, including one or more types of distance sensor 108. The distance monitoring device 106 may use the distance sensor 108 to determine a distance between rail car bodies D₁, a distance between a rail car body and a coupler D₂, a distance between couplers D₃, or a combination thereof. It will be appreciated that many configurations are possible, and the distance monitoring device 106 may be configured to determine a distance between any point associated with the first rail car 102a and any point associated with the second rail car 102b. The distance data from the distance sensor 108 may be in the form of an analog or digital signal, and the distance data may be representative of a distance value (e.g., ten meters, twenty feet, etc.), a distance category or binary value (e.g., far, near, detected/not detected, connected/not connected, etc.), and/or the like. The distance sensor 108 may also facilitate the detection of speed of the rail cars 102a, 102b relative to one another, as a processor may evaluate a change in distance over time. It will be appreciated that many configurations are possible.

With further reference to FIGS. 1 and 2, and in further non-limiting embodiments or aspects, the power source of the distance monitoring device 106 is configured to provide electronic power to the fastener 107, the distance sensor 108, the data connector 110, and/or the local processor, as required by the chosen implementation. The power source may include, but is not limited to, a battery pack (e.g., a nickel cadmium (NiCad) battery cell, a nickel metal hydride (NiMH) battery cell, a lithium ion (Li-ion) battery cell, etc.), a wired direct current or alternating current power connection, a wireless power transfer (WPT) receiver, and/or the like. More than one power source may be employed, and more than one type of power source may be used in combination. Batteries may be rechargeable, and the power source may be shared with one or more other electronic devices. For a train equipped with an electronically controlled pneumatic (ECP) braking system, which may include a power trainline (e.g., a car-to-car cable for transmitting electricity to power onboard electronics), the power source may be a wired power connection to the ECP power trainline. It will be appreciated that many configurations are possible.

With further reference to FIGS. 1 and 2, and in further non-limiting embodiments or aspects, the data connector 110 provides communication between the distance monitoring device 106 and a remote processor (i.e., a processor not of the distance monitoring device 106). The data connector 110 may be a wired or wireless connector to a wired or wireless data connection, or a combination thereof (e.g., a wired connection to a wireless transceiver). For a train equipped with an electronically controlled pneumatic (ECP) braking system, which may include a data trainline (e.g., a car-to-car cable for transmitting data signals from and/or to onboard electronics), the data connector 110 may be a wired data connection to the ECP data trainline. The data connector 110 may also be a wireless transceiver for wireless communication to a remote processor, such as a mobile device located with a train operator, an onboard computing device located on a locomotive associated the first rail car or the second rail car, a train dispatch or back office server, and/or the like. The data connector 110 may include, but is not limited to, a serial advanced technology attachment (SATA) connector, a serial attached SCSI (SAS) connector, a universal serial bus (USB) connector, an Ethernet connector, a Firewire connector, a radio transceiver, a Wi-Fi transceiver, an infrared communication transceiver, a satellite communication transceiver, and/or the like. The (wired and/or wireless) data connection of the data connector 110 to a remote processor may be persistent or non-persistent. It will be appreciated that many configurations are possible.

With further reference to FIGS. 1 and 2, and in further non-limiting embodiments or aspects, the local processor of the distance monitoring device 106 is configured to receive distance data from the distance sensor 108. The local processor may also be configured to communicate the distance data to a remote processor (e.g., a mobile device located with a train operator, an onboard computing device located on a locomotive associated the first rail car or the second rail car, a train dispatch or back office server, a computing device of a track bystander, and/or the like). The local processor may further be configured to cause the initiation of at least one train action at least partially based on the distance data. Train actions may include, but are not limited to, increasing movement of a rail car 102a, 102b, decreasing movement of a rail car 102a, 102b, stopping a rail car 102a, 102b, reversing movement of a rail car 102a, 102b, engaging/closing a coupler 104a, 104b, disengaging/opening a coupler 104a, 104b, and/or the like. The local processor may also be configured to increase a rate of receiving the distance data (e.g., through increased sample rate by the distance sensor 108 itself, through increased sample rate of the distance sensor 108 data stream, etc.) of the distance between the first rail car 102a and the second rail car 102b as the distance between the first rail car 102a and the second rail car 102b decreases. The local processor may also be configured to increase a rate of communicating the distance data to a remote processor as the distance between the first rail car 102a and the second rail car 102b decreases. In this manner, as the rail cars 102a, 102b move closer together, the increased rate of receiving data/communicating data allows for a more precise detection of the coupling process, and it reserves the highest energy/bandwidth of operation for when the coupling distance is closest to completion. It will be appreciated that many configurations are possible.

With further reference to FIGS. 1 and 2, and in further non-limiting embodiments or aspects, the distance data of the distance monitoring device 106 may be compared by a processor (e.g., a local processor of the distance monitoring device 106, a remote processor, etc.) to one or more threshold distances corresponding to train actions and/or coupling states (e.g., connected, not connected, close to a connection, etc.). In a non-limiting example, one threshold distance may correspond to a known distance required for the couplers 104a, 104b to engage between a first rail car 102a and a second rail car 102b of known types/configurations, and the monitored distance data may be compared to said threshold distance to trigger a halt of the rail cars 102a, 102b when the threshold is satisfied. It may be predetermined, for example, that the distance for engaging the couplers between a certain type of passenger car is three feet, as measured along a distance between rail car bodies D₁. When the distance data indicates the distance between the rail car bodies D₁ equals and/or is less than three feet, the movement of the rail cars 102a, 102b relative to one another may be halted. In another non-limiting example, a threshold distance may correspond to a distance between couplers D₂ that indicates the couplers 104a, 104b are close to a completed connection, but are not yet engaged (e.g., a two meter gap between couplers). When the distance data indicates the distance between the couplers D₂ equals and/or is less than two meters, the relative speed of the rail cars 102a, 102b to one another may be reduced to ensure a safe coupling speed. Similar calculations and thresholds may be established for a distance between a rail car body and coupler D₃, or distances between any two rail car elements 102a, 102b. Threshold distances may be used to trigger one or more train actions including, but not limited to, increasing movement of a rail car 102a, 102b, decreasing movement of a rail car 102a, 102b, stopping a rail car 102a, 102b, reversing movement of a rail car 102a, 102b, engaging/closing a coupler 104a, 104b, disengaging/opening a coupler 104a, 104b, and/or the like. More than one threshold distance may be employed for a given coupling process. It will be appreciated that many configurations are possible.

With further reference to FIGS. 1 and 2, and in further non-limiting embodiments or aspects, the distance monitoring device 106 may further include a speaker, an indicator light, a display, or any combination thereof. For non-limiting configurations where the distance monitoring device 106 augments a personnel's oversight of a coupling process, data feedback elements, such as a speaker, an indicator light, a display, and/or the like, may communicate statuses/data to a personnel. For example, a speaker may be provided to emit a sound (e.g., a beep, a chirp, a recorded message, etc.) as the distance monitoring device 106 is collecting distance data, and such a sound may reflect the sample rate of the distance sensor 108 and/or the current distance between the rail cars 102a, 102b. The speaker may also be configured to emit a sound for status changes of the distance monitoring device 106, such as powering on, powering off, beginning a monitoring process, terminating a monitoring process, and/or the like. The distance monitoring device 106 may further include an indicator light to reflect a status of the distance monitoring device 106, including, but not limited to, a power level status, an on/off status, a distance sensor 108 sample rate, a proximity/distance status, and/or the like. The distance monitoring device 106 may further include a display to allow personnel to configure the distance monitoring device 106, view distance data (both historic and/or current), check a status of the distance monitoring device 106, and/or the like. It will be appreciated that many configurations are possible.

With reference to FIG. 3, and in non-limiting embodiments or aspects, depicted is a network 200 for monitoring a distance between a first rail car and a second rail car during coupling. As illustrated, dashed lines indicate communicative connections, including wired communication channels, wireless communication channels, or a combination thereof. Provided is a train 208, upon which is located one or more distance monitoring devices 106 (abbreviated as “distance monitor” as shown), which are positioned on one or more rail cars of the train 208. Communication with the train 208 may be understood as communication with a computing device 210 or data trainline 218 thereof. The distance monitoring device 106 may include a fastener 107, a distance sensor 108, a data connector 110, a power source 204, and a local processor 206. The fastener 107 may include, but is not limited to, a magnet (e.g., a permanent magnet, an electromagnet, etc.), a magnetic material for attraction to a magnet on the rail car, a threaded fastener (e.g., nut-and-bolt, screw, stud, etc.), a clamp, a clip, a tie, a strap, a snap, and/or the like. One or more fasteners 107 may be used to secure the distance monitoring device 106 to a rail car, and more than one type of fastener may be used in combination. The fastener 107 may affix the distance monitoring device 106 to a rail car sidewall, a rail car frame (e.g., a flatcar bed), a coupler of a rail car, or any portion of a rail car such that the distance sensor 108 may determine the proximity of the rail cars during coupling. The distance sensor 108 may include, but is not limited to, a Doppler sensor, a magnetic field sensor, an optical sensor (e.g., photoelectric, photocell, laser rangefinder, infrared), a radar sensor, a LIDAR sensor, a sonar sensor, and/or the like. The distance monitoring device 106 may include one or more distance sensors 108 including one or more types of distance sensor 108. The distance monitoring device 106 may use the distance sensor 108 to determine a distance between rail car bodies, a distance between a rail car body and a coupler, a distance between couplers, or a combination thereof. It will be appreciated that many configurations are possible, and the distance monitoring device 106 may be configured to determine a distance between any point associated with the first rail car and any point associated with the second rail car.

With further reference to FIG. 3, and in further non-limiting embodiments or aspects, the data connector 110 may be a wired or wireless connector to a wired or wireless data connection, or a combination thereof (e.g., a wired connection to a wireless transceiver), and the data connector 110 may provide communication between the distance monitoring device 106 and a remote processor, e.g., an end-of-train (EOT) device 220, a train 208 computing device 210 (e.g., a locomotive ECP controller), and/or a remote controller 230 (e.g., a mobile device of a locomotive operator, a train dispatch of back office server, a computing device of a track bystander, and/or the like). For a train 208 equipped with an ECP braking system, which may include a data trainline 218 (e.g., a car-to-car cable for transmitting data signals from and/or to onboard electronics), the data connector 110 may be a wired data connection to the data trainline 218. The data connector 110 may also be a wireless transceiver for wireless communication to a remote controller 230, such as a mobile device located with a train operator, a train dispatch or back office server, a computing device of a track bystander, and/or the like. The data connector 110 may be a wired or wireless data transceiver to the EOT device 220, which may analyze the distance data and/or relay the distance data to a train 208 computing device 210. The data connector 110 may include, but is not limited to, a serial advanced technology attachment (SATA) connector, a serial attached SCSI (SAS) connector, a universal serial bus (USB) connector, an Ethernet connector, a Firewire connector, a radio transceiver, a Wi-Fi transceiver, an infrared communication transceiver, a satellite communication transceiver, and/or the like. The (wired and/or wireless) data connection of the data connector 110 to a train 208 computing device 210, an EOT device 220, or a remote controller 230 may be persistent or non-persistent. It will be appreciated that many configurations are possible

With further reference to FIG. 3, and in further non-limiting embodiments or aspects, the power source 204 of the distance monitoring device 106 is configured to provide electronic power to the fastener 107, the distance sensor 108, the data connector 110, and/or the local processor 206, as required by the chosen implementation. The power source 204 may include, but is not limited to, a battery pack (e.g., a nickel cadmium (NiCad) battery cell, a nickel metal hydride (NiMH) battery cell, a lithium ion (Li-ion) battery cell, etc.), a wired direct current or alternating current power connection, a wireless power transfer (WPT) receiver, and/or the like. More than one power source 204 may be employed, and more than one type of power source 204 may be used in combination. Batteries may be rechargeable, and the power source 204 may be shared with one or more other electronic devices, such as an EOT device 220. For a train 208 equipped with an ECP braking system, which may include a power trainline (e.g., a car-to-car cable for transmitting electricity to power onboard electronics), the power source 204 may be a wired power connection to the ECP power trainline. It will be appreciated that many configurations are possible.

With further reference to FIG. 3, and in further non-limiting embodiments or aspects, the local processor 206 of the distance monitoring device 106 is configured to receive distance data from the distance sensor 108. The local processor 206 may also be configured to communicate the distance data to a remote processor, e.g., an EOT device 220, an onboard computing device 210 (e.g., located on a locomotive), a remote controller 230, such as a mobile device located with a train operator, a train dispatch or back office server, a computing device of a track bystander, and/or the like. The local processor 206 may further be configured to cause the initiation of at least one train action at least partially based on the distance data. Train actions may include, but are not limited to, increasing movement of a rail car, decreasing movement of a rail car, stopping a rail car, reversing movement of a rail car, engaging/closing a coupler, disengaging/opening a coupler, and/or the like. The local processor 206 may also be configured to increase a rate of receiving the distance data (e.g., through increased sample rate by the distance sensor 108 itself, through increased sample rate of the distance sensor 108 data stream, etc.) of the distance between the first rail car and the second rail car as the distance between the first rail car and the second rail car decreases. The local processor 206 may also be configured to increase a rate of communicating the distance data to a remote processor (e.g., an EOT device 220, a train 208 computing device 210, a remote controller 230, etc.) as the distance between the first rail car and the second rail car decreases. It will be appreciated that many configurations are possible.

With further reference to FIG. 3, and in further non-limiting embodiments or aspects, the train 208 may include a computing device 210 (e.g., a locomotive ECP controller), which may include a processor 212, a data storage medium 214 (e.g., non-transitory computer-readable media), and a transceiver 216 (for communication with other devices in the network 200). The computing device 210 may be positioned in or on the train 208, such as in the locomotive or on another rail car. The EOT device 220 may include a processor 222, a data storage medium 224 (e.g., non-transitory computer-readable media), a transceiver 226 (for communication with other devices in the network 200), and a power source 228. The power source 228 of the EOT device 220 is configured to provide electronic power to the processor 222, data storage medium 224, and transceiver 226. The power source 228 may include, but is not limited to, a battery pack (e.g., a nickel cadmium (NiCad) battery cell, a nickel metal hydride (NiMH) battery cell, a lithium ion (Li-ion) battery cell, etc.), a wired direct current or alternating current power connection, a wireless power transfer (WPT) receiver, and/or the like. More than one power source 228 may be employed, and more than one type of power source 228 may be used in combination. Batteries may be rechargeable, and the power source 228 may be shared with one or more other electronic devices, such as a distance monitoring device 106. For a train 208 equipped with an ECP braking system, which may include a power trainline (e.g., a car-to-car cable for transmitting electricity to power onboard electronics), the power source 228 may be a wired power connection to the ECP power trainline.

With further reference to FIG. 3, and in further non-limiting embodiments or aspects, the remote controller 230 may include a processor 232, a data storage medium 234 (e.g., non-transitory computer-readable media), a transceiver 236 (for communication with other devices in the network 200), and a power source 238 (e.g., a battery). The remote controller 230 may be any computing device configured to communicate with other devices in the network 200, including with the distance monitoring device 106, either directly or indirectly, such as a mobile device of a locomotive operator, a train dispatch or back office server, a computing device of a track bystander, and/or the like.

With reference to FIG. 4, and in non-limiting embodiments or aspects, depicted is a network 300 for monitoring a distance between a first rail car and a second rail car during coupling. As illustrated, dashed lines indicate communicative connections, including wired communication channels, wireless communication channels, or a combination thereof. Provided is a train 208, upon which is located one or more distance monitoring devices 106 (abbreviated as “distance monitor” as shown), which are positioned on one or more rail cars of the train 208. Communication with the train 208 may be understood as communication with a computing device 210 or data trainline thereof. The distance monitoring device 106 may include a fastener 107, a distance sensor 108, a data connector 110, a power source 204, a local processor 206, a speaker 302, an indicator light 304, and a display 306. The distance monitoring device 106 may also be integrated with an EOT device. The fastener 107 may include, but is not limited to, a magnet (e.g., a permanent magnet, an electromagnet, etc.), a magnetic material for attraction to a magnet on the rail car, a threaded fastener (e.g., nut-and-bolt, screw, stud, etc.), a clamp, a clip, a tie, a strap, a snap, and/or the like. One or more fasteners 107 may be used to secure the distance monitoring device 106 to a rail car, and more than one type of fastener may be used in combination. The fastener 107 may affix the distance monitoring device 106 to a rail car sidewall, a rail car frame (e.g., a flatcar bed), a coupler of a rail car, or any portion of a rail car such that the distance sensor 108 may determine the proximity of the rail cars during coupling. The distance sensor 108 may include, but is not limited to, a Doppler sensor, a magnetic field sensor, an optical sensor (e.g., photoelectric, photocell, laser rangefinder, infrared), a radar sensor, a LIDAR sensor, a sonar sensor, and/or the like. The distance monitoring device 106 may include one or more distance sensors 108, including one or more types of distance sensor 108. The distance monitoring device 106 may use the distance sensor 108 to determine a distance between rail car bodies, a distance between a rail car body and a coupler, a distance between couplers, or a combination thereof. It will be appreciated that many configurations are possible, and the distance monitoring device 106 may be configured to determine a distance between any point associated with the first rail car and any point associated with the second rail car.

With further reference to FIG. 4, and in further non-limiting embodiments or aspects, the data connector 110 may be a wired or wireless connector to a wired or wireless data connection, or a combination thereof (e.g., a wired connection to a wireless transceiver), and the data connector 110 may provide communication between the distance monitoring device 106 and a remote processor, e.g., a train 208 computing device 210 (e.g., a locomotive ECP controller), a remote controller 230 (e.g., a mobile device of a locomotive operator, a train dispatch of back office server, a computing device of a track bystander, etc.), and/or the like. The data connector 110 may be a wireless transceiver for wireless communication to a remote controller 230. The data connector 110 may include, but is not limited to, a serial advanced technology attachment (SATA) connector, a serial attached SCSI (SAS) connector, a universal serial bus (USB) connector, an Ethernet connector, a Firewire connector, a radio transceiver, a Wi-Fi transceiver, an infrared communication transceiver, a satellite communication transceiver, and/or the like. The (wired and/or wireless) data connection of the data connector 110 to a train 208 computing device 210, a remote controller 230, and/or the like may be persistent or non-persistent. It will be appreciated that many configurations are possible.

With further reference to FIG. 4, and in further non-limiting embodiments or aspects, the power source 204 of the distance monitoring device 106 is configured to provide electronic power to the fastener 107, the distance sensor 108, the data connector 110, and/or the local processor 206, as required by the chosen implementation. The power source 204 may include, but is not limited to, a battery pack (e.g., a nickel cadmium (NiCad) battery cell, a nickel metal hydride (NiMH) battery cell, a lithium ion (Li-ion) battery cell, etc.), a wired direct current or alternating current power connection, a wireless power transfer (WPT) receiver, and/or the like. More than one power source 204 may be employed, and more than one type of power source 204 may be used in combination. Batteries may be rechargeable, and a same power source 204 may be used for an integrated distance monitoring device 106 and EOT device. For a train 208 equipped with an ECP braking system, which may include a power trainline (e.g., a car-to-car cable for transmitting electricity to power onboard electronics), the power source 204 may be a wired power connection to the ECP power trainline. It will be appreciated that many configurations are possible.

With further reference to FIG. 4, and in further non-limiting embodiments or aspects, the local processor 206 of the distance monitoring device 106 is configured to receive distance data from the distance sensor 108. The local processor 206 may also be configured to communicate the distance data to a remote processor, e.g., an onboard computing device 210 (e.g., located on a locomotive), a remote controller 230, such as a mobile device located with a train operator, a train dispatch or back office server, a computing device of a track bystander, and/or the like. The local processor 206 may further be configured to cause the initiation of at least one train action at least partially based on the distance data. Train actions may include, but are not limited to, increasing movement of a rail car, decreasing movement of a rail car, stopping a rail car, reversing movement of a rail car, engaging/closing a coupler, disengaging/opening a coupler, and/or the like. The local processor 206 may also be configured to increase a rate of receiving the distance data (e.g., through increased sample rate by the distance sensor 108 itself, through increased sample rate of the distance sensor 108 data stream, etc.) of the distance between the first rail car and the second rail car as the distance between the first rail car and the second rail car decreases. The local processor 206 may also be configured to increase a rate of communicating the distance data to a remote processor (e.g., a train 208 computing device 210, a remote controller 230, etc.) as the distance between the first rail car and the second rail car decreases. It will be appreciated that many configurations are possible.

With further reference to FIG. 4, and in further non-limiting embodiments or aspects, the distance monitoring device 106 may include a speaker 302 to emit a sound (e.g., a beep, a chirp, a recorded message, etc.), such as when the distance monitoring device 106 is collecting distance data. Sounds produced by the speaker 302 may reflect a sample rate of the distance sensor 108 and/or the current distance between the rail cars 102a, 102b (e.g., a tempo/rhythm of sound proportional to the sample rate, inversely proportional to the distance, etc.). The speaker 302 may also be configured to emit a sound for status changes of the distance monitoring device 106, such as powering on, powering off, beginning a monitoring process, terminating a monitoring process, and/or the like. For implementations where the distance monitoring device 106 is integrated with an EOT device, the speaker 302 may perform the sound functions of both devices. It will be appreciated that many configurations are possible.

With further reference to FIG. 4, and in further non-limiting embodiments or aspects, the distance monitoring device 106 may further include an indicator light 304 to reflect a status of the distance monitoring device 106. Statuses may include, but not limited to, a power level status (e.g., green light for high battery level, yellow light for low battery level), an on/off status (e.g., illuminated when active), a distance sensor 108 sample rate (e.g., blinking at a tempo proportional to the sample rate), a proximity/distance status (e.g., green light when uncoupled and at a distance, red light when couplers have connected), and/or the like. The indicator light 304 may provide visual feedback to show that the distance monitoring device 106 is operating properly, and may further provide an additional layer of feedback should personnel be within sight-range of the distance monitoring device 106. It will be appreciated that many configurations are possible.

With further reference to FIG. 4, and in further non-limiting embodiments or aspects, the distance monitoring device 106 may further include a display to allow personnel to configure the distance monitoring device 106, view distance data (both historic and/or current), check a status of the distance monitoring device 106 (e.g., on/off, active/inactive, functional/errored), and/or the like. It will be appreciated that many configurations are possible.

With further reference to FIG. 4, and in further non-limiting embodiments or aspects, the train 208 may include a computing device 210 (e.g., a locomotive ECP controller), which may include a processor 212, a data storage medium 214 (e.g., non-transitory computer-readable media), and a transceiver 216 (for communication with other devices in the network 300). The computing device 210 may be positioned in or on the train 208, such as in the locomotive or on another rail car. The processor 212 may be used to analyze the distance data from the distance monitoring device 106 and automatically control operation of a locomotive of the train 208 to control the movement of the coupling. For example, the distance data may indicate a greater distance than a predetermined threshold for the rail cars being coupled, the threshold indicative of a distance required to engage the couplers of the rail cars. In response, the processor 212 may direct the locomotive to move one of the rail cars toward the other rail car, to reduce the distance between the rail cars. Thereafter, in response to determining that the distance data satisfies a threshold distance required for coupling, the processor 212 may direct the locomotive to halt movement (wherein, the coupling is presumed to be complete or able to be completed). The processor 212 may also reduce the speed of movement of a locomotive as the distance between the rail cars reduces, to allow for a safe speed for coupler connection. In this manner, a closed-loop automated coupling system can be established, allowing the train to self-couple cars through communications between the distance monitoring device 106 and a train 208 computing device 212. For couplers that must be engaged manually, the same steps may be carried out for a threshold indicative of a distance that the couplers are able to be manually connected. Moreover, for self-propelled rail cars that do not require a separate locomotive, the same steps may be carried out as an instruction to the self-propelled rail car to move along the track to complete a coupling operation. The computing device 210 may also present the distance data on a display to personnel (e.g., a locomotive operator), by which the personnel may control movement and train actions of the coupling operation. It will be appreciated that many configurations are possible.

With further reference to FIG. 4, and in further non-limiting embodiments or aspects, the remote controller 230 may include a processor 232, a data storage medium 234 (e.g., non-transitory computer-readable media), a transceiver 236 (for communication with other devices in the network 300), a power source 238 (e.g., a battery), a control interface 308 (e.g., a touch screen, a button array, etc.), a speaker 310, an indicator light 312, and a display 314. The remote controller 230 may be any computing device configured to communicate with other devices in the network 300, including with the distance monitoring device 106, either directly or indirectly, such as a mobile device of a locomotive operator, a train dispatch or back office server, a computing device of a track bystander, and/or the like. Both the train 208 computing device 210 and the remote controller 230 may be considered a remote processor for the purposes of receiving distance data, analyzing distance data, and/or controlling train actions related to the coupling process. It will be appreciated that many configurations are possible.

With further reference to FIG. 4, and in further non-limiting embodiments or aspects, the remote controller 230 may be used to analyze the distance data from the distance monitoring device 106 and automatically control operation of a locomotive of the train 208 (or self-propelled rail cars thereof) to control the movement of the coupling process. For example, the distance data may indicate a greater distance than a predetermined threshold for the rail cars being coupled, the threshold indicative of a distance required to engage the couplers of the rail cars. In response, the remote controller 230 may direct the locomotive (or self-propelled rail car engines/motors) to move one of the rail cars toward the other rail car, to reduce the distance between the rail cars. Thereafter, in response to determining that the distance data satisfies a threshold distance required for coupling, the remote controller 230 may direct the locomotive (or self-propelled rail car engines/motors or brakes) to halt movement (wherein, the coupling is presumed to be complete or able to be completed). The remote controller 230 may also reduce the speed of movement of a locomotive (or self-propelled rail car engines/motors) as the distance between the rail cars reduces, to allow for a safe speed for coupler connection. In this manner, a closed-loop automated coupling system can be established, allowing the train to self-couple cars through communications between the distance monitoring device 106 and a remote controller 230. For couplers that must be engaged manually, the same steps may be carried out for a threshold indicative of a distance that the couplers are able to be manually connected. The remote controller 230 may also present the distance data on a display 314 to personnel (e.g., a locomotive operator, a track bystander, a train dispatch or back office personnel, etc.), by which the personnel may control movement and train actions of the coupling operation through the control interface 308. In such arrangements, the speaker 310 may provide audio feedback to the personnel (e.g., tones or messages indicative of the distance or status of the coupling process), the indicator light 312 may provide visual feedback of a status of the remote controller (e.g., power level, on/off status, coupling process status, etc.), and the display 314 may provide visual feedback for monitoring and controlling the coupling process. It will be appreciated that many configurations are possible.

With reference to FIG. 5, and in non-limiting embodiments or aspects, provided is a method 400 for monitoring a distance between a first rail car and a second rail car during coupling. The method 400 may be completed by a local processor of the distance monitoring device and/or a remote processor. The method 400 may include, at step 402, receiving distance data from a distance sensor of a distance monitoring device, the distance monitoring device affixed to one of, and positioned between, a first rail car and a second rail car. The distance sensor is configured to detect a distance between the first rail car and the second rail car in a direction away from an end of one rail car and toward an end of the other rail car. The detected distance may be a signal indicative of a value (e.g., 20 meters, 30 feet, etc.) or a category (e.g., near, far, connected). The method 400 may include, in step 404, controlling movement of the first rail car and/or the second rail car to reduce the distance between the first rail car and the second rail car. Step 404 may be based at least partially on the distance data, e.g., if the distance data is above a threshold distance, continue reducing the distance between the rail cars, if the distance data satisfies a threshold indicative of nearly complete or complete, slow or halt movement, etc. The method 400 may include, in step 406, detecting one or more obstacles, if present, between the first rail car and the second rail car. Step 406 may be based at least partially on the distance data, e.g., the distance data may indicate a drop in distance that is unexpected and is indicative of a blockage, the distance data may indicate an uneven surface indicative of track damage or misalignment, the distance data may indicate a moving object that is not the other rail car, etc. Obstacles may include, but are not limited to, people, animals, or objects in the path (or potentially entering the path) of the coupling process, track damage, misalignment of the rail cars, and/or the like. If an obstacle is detected in step 406, the method 400 may include, in step 408, temporarily suspending movement of the first rail car and/or the second rail car until the at least one obstacle is no longer detected between the first rail car and the second rail car. It will be appreciated that many configurations are possible.

With further reference to FIG. 5, and in further non-limiting embodiments or aspects, the method 400 may include, in step 410, determining if a distance threshold is met (i.e., satisfied) that is representative of a completed rail car coupling. The distance threshold may be a value of a distance between the rail car bodies, the rail car couplers, or between two other points of the rail cars that is known to be the distance when the rail cars are successfully coupled. For example, ten feet may be a known distance between the two rail car bodies when they are connected, and the distance threshold may be satisfied when the distance data indicates a distance between the two rail car bodies of ten feet or less. The distance threshold may further be categorical, wherein the underlying distance of a successful coupling is embedded in the distance data—e.g., when fifteen feet may be predetermined to be “near” coupling, and ten feet may be predetermined to be a “completed” coupling, distance data may indicate “near” at fifteen feet and “complete” at ten feet or less, thereby satisfying a distance threshold category of “complete.” A threshold distance may be dynamically determined based on the rail cars involved in the coupling process, such as based on the type of rail car and the configuration of the rail car body, coupler, and/or the like. It will be appreciated that many configurations are possible.

With further reference to FIG. 5, and in further non-limiting embodiments or aspects, the method 400 may include, in step 412, in response to determining that the distance threshold is satisfied, stopping movement of the first rail car and/or the second rail car. The method 400 may further include, in step 414, accounting for non-linear rail below the rail cars. For example, a rise, descent, or curve of the rail track may effectively change the threshold distance representative of a completed coupling and may interfere with detecting obstacles. Step 414 may be completed by controlling an angle of the distance sensor, in 416, such as to modify a sensing direction of the distance sensor to counteract the rise, descent, or curve of the rail track—i.e., raising the distance sensor angle on a rise, lowering the distance sensor angle on a descent, and/or angling the distance sensor left or right with left or right curves of the rail track. Changes in angle of the distance sensor may be proportional to the changes in the non-linear rail. Changes in the non-linear rail may be detected by the distance sensor directly, another sensing device, or may be determined through track data stored in a data storage medium connected to a controlling processor and identified based on the geolocation of the distance monitoring device. Step 414 may further be completed by filtering the distance data in step 418, instead of or in addition to step 416. For example, the distance sensor may generate distance data with an effective “field of view,” i.e., a sensed domain and range. The distance data may be filtered to focus on portions of the field of view, i.e., portions of the domain and range of sensed data, in the direction of the change in non-linear rail. For example, the upper field of view may be prioritized in filtering for a rise in rail track, the lower field of view may be prioritized in filtering for a descent in rail track, and/or an off-center field of view may be prioritized in filtering for a curve in rail track. It will be appreciated that many configurations are possible.

With further reference to FIG. 5, and in further non-limiting embodiments or aspects, the method 400 may include modifying a distance data sample rate of the distance sensor, in step 420. The sample rate may be increased in response to a detected decrease in the distance between the first rail car and the second rail car, to provide for added precision as the coupling nears completion. The increase in the sample rate may be a linear, progressing increase that is proportional to the decrease in distance between the rail cars. The sample rate may also be modified to increase or decrease the sample rate at different detected threshold distances between the rail cars. The method 400 may further include, in step 422, modifying a movement parameter of the first rail car or second rail car, as the coupling is in process. Movement parameters include, but are not limited to, speed of a rail car, speed of a locomotive associated with a rail car, a level of brake pipe pressure or brake engagement of a rail car, and/or the like. It will be appreciated that many configurations are possible.

With further reference to the foregoing figures, remote processors (e.g., train computing devices, remote controllers, etc.) may be manually operated and controlled by personnel to monitor and control rail car coupling processes. Such remote processors may include or be communicatively connected to a display to provide visual feedback of the coupling process. In arrangements where the distance monitoring device and/or distance sensor includes a camera configured to generate video/image data, the video/image data may be communicated to the display of the remote processor for viewing by personnel. The video/image data may allow the personnel to use a control interface of the remote processor (e.g., buttons, keyboard/mouse, levers, touchscreen, and/or the like) to control the movement of one or more rail cars and complete a coupling process. Remote processors may also assist with control of the train actions and may be partially or fully automated. It will be appreciated that many configurations are possible.

Although the disclosure has been described in detail for the purpose of illustration based on what is currently considered to be the most practical and preferred embodiments, it is to be understood that such detail is solely for that purpose and that the disclosure is not limited to the disclosed embodiments, but, on the contrary, is intended to cover modifications and equivalent arrangements that are within the spirit and scope of the appended claims. For example, it is to be understood that the present disclosure contemplates that, to the extent possible, one or more features of any embodiment can be combined with one or more features of any other embodiment.

Claims

1. A device for monitoring a distance between a first rail car and a second rail car during coupling, comprising:

a fastener configured to affix the device to the first rail car;

a distance sensor configured to detect the distance between the first rail car and the second rail car in a direction away from an end of the first rail car and toward an end of the second rail car;

a power source;

a data connector to communicatively connect the device to a remote processor; and

a local processor programmed or configured to repeatedly: receive distance data from the distance sensor of the distance between the first rail car and the second rail car; communicate the distance data to the remote processor; and cause the initiation of at least one train action at least partially based on the distance data.

2. The device of claim 1, wherein the device is separate from and communicatively connected to an end-of-train (EOT) device, and wherein the distance sensor comprises at least one of the following: a LIDAR sensor, a radar sensor, a sonar sensor, or a combination thereof.

3. The device of claim 1, wherein the fastener comprises at least one magnet configured to removably and temporarily affix the device to the first rail car.

4. The device of claim 1, wherein the data connector is communicatively connected to a data trainline of an ECP-equipped train, and wherein the power source comprises a wired power connection to a power trainline of the ECP-equipped train.

5. The device of claim 1, wherein the data connector comprises a wireless transceiver for wireless communication to a mobile device located with a train operator and/or to an onboard computing device located on a locomotive associated with the first rail car or the second rail car, and wherein the power source comprises a rechargeable battery pack.

6. The device of claim 5, wherein a data connection of the data connector to the mobile device and/or the onboard computing device is persistent.

7. The device of claim 1, wherein the local processor is further programmed or configured to increase a rate of receiving the distance data of the distance between the first rail car and the second rail car, and communicating the distance data to the remote processor as the distance between the first rail car and the second rail car decreases.

8. The device of claim 1, wherein the device and a locomotive associated with the first rail car or the second rail car are configured to be remotely controlled by the remote processor such that the distance data communicated from the device to the remote processor is at least partially used by the remote processor to automatically operate the locomotive to complete a coupling of the first rail car and the second rail car.

9. The device of claim 1, wherein the local processor is further programmed or configured to angle the distance sensor and/or filter, at the device, the distance data to account for non-linear rail under the first rail car or the second rail car during coupling of the first rail car and the second rail car.

10. The device of claim 1, the device being configured to additionally report the distance between the first rail car and the second rail car using and further comprising at least one of the following: a speaker, an indicator light, a display, or any combination thereof.

11. A system for monitoring a distance between a first rail car and a second rail car during coupling, the system comprising:

a computing device positioned remotely from the first rail car and the second rail car, the computing device being programmed or configured to: receive distance data of the distance between the first rail car and the second rail car; and display the distance data on a display device; and

a distance monitoring device comprising: a fastener configured to affix the device to the first rail car; a distance sensor configured to detect the distance between the first rail car and the second rail car in a direction away from an end of the first rail car and toward an end of the second rail car; a power source; a data connector to communicatively connect the distance monitoring device to the computing device; and a local processor programmed or configured to repeatedly: receive the distance data from the distance sensor of the distance between the first rail car and the second rail car; and communicate the distance data to the computing device for display.

12. The system of claim 11, wherein the distance sensor comprises at least one of the following: a LIDAR sensor, a radar sensor, a sonar sensor, or a combination thereof.

13. The system of claim 11, further comprising an end-of-train (EOT) device comprising the distance monitoring device.

14. The system of claim 11, wherein the data connector is communicatively connected to a data trainline of an ECP-equipped train, and wherein the power source comprises a wired power connection to a power trainline of the ECP-equipped train.

15. The system of claim 11, wherein the data connector comprises a wireless transceiver for wireless communication to the computing device, the computing device being located with a train operator and/or on a locomotive associated with the first rail car or the second rail car, and wherein the power source comprises a rechargeable battery pack.

16. The system of claim 11, wherein the local processor is further programmed or configured to increase a rate of receiving the distance data of the distance between the first rail car and the second rail car, and communicating the distance data to the computing device as the distance between the first rail car and the second rail car decreases.

17. The system of claim 11, wherein the distance monitoring device and a locomotive associated with the first rail car or the second rail car are configured to be remotely controlled by the computing device such that the distance data communicated from the distance monitoring device to the computing device is at least partially used by the computing device to automatically operate the locomotive to complete a coupling of the first rail car and the second rail car.

18. The system of claim 11, wherein the local processor is further programmed or configured to angle the distance sensor and/or filter, at the distance monitoring device, the distance data to account for non-linear rail under the first rail car or the second rail car during coupling of the first rail car and the second rail car.

19. A computer-implemented method for monitoring a distance between a first rail car and a second rail car during coupling, the method comprising:

receiving, with at least one processor, distance data from a distance sensor of a distance monitoring device, the distance monitoring device affixed to the first rail car and positioned between the first rail car and the second rail car, the distance sensor configured to detect the distance between the first rail car and the second rail car in a direction away from an end of the first rail car and toward an end of the second rail car;

controlling, with at least one processor and based at least partially on the distance data, movement of the first rail car and/or the second rail car to reduce the distance between the first rail car and the second rail car; and

stopping, with at least one processor and based at least partially on the distance data, movement of the first rail car and/or the second rail car in response to determining that the distance between the first rail car and the second rail car satisfies a predetermined threshold distance between the first rail car and the second rail car that is representative of a completed rail car coupling.

20. The method of claim 19, further comprising:

detecting, with at least one processor and based at least partially on the distance data, at least one obstacle between the first rail car and the second rail car; and

temporarily suspending, with at least one processor, movement of the first rail car and/or the second rail car until the at least one obstacle is no longer detected between the first rail car and the second rail car.