Patent Application
20210229716
Aspects of the present disclosure relate to control solutions used in railway systems. More specifically, various implementations of the present disclosure relate to methods and systems for ultra-wideband (UWB) based rail line sensing and safety.
Various issues may exist with conventional solutions for controlling operation of systems and devices used for managing train crossings. Further limitations and disadvantages of conventional and traditional approaches will become apparent to one of ordinary skill in the art, through comparison of such systems with some aspects of the present disclosure as set forth in the remainder of the present application with reference to the drawings.
System and methods are provided for ultra-wideband (UWB) based rail line sensing and safety, substantially as shown in and/or described in connection with at least one of the figures, as set forth more completely in the claims.
These and other advantages, aspects and novel features of the present disclosure, as well as details of an illustrated embodiment thereof, will be more fully understood from the following description and drawings.
As utilized herein the terms “circuits” and “circuitry” refer to physical electronic components (e.g., hardware), and any software and/or firmware (“code”) that may configure the hardware, be executed by the hardware, and or otherwise be associated with the hardware. As used herein, for example, a particular processor and memory (e.g., a volatile or non-volatile memory device, a general computer-readable medium, etc.) may comprise a first “circuit” when executing a first one or more lines of code and may comprise a second “circuit” when executing a second one or more lines of code. Additionally, a circuit may comprise analog and/or digital circuitry. Such circuitry may, for example, operate on analog and/or digital signals. It should be understood that a circuit may be in a single device or chip, on a single motherboard, in a single chassis, in a plurality of enclosures at a single geographical location, in a plurality of enclosures distributed over a plurality of geographical locations, etc. Similarly, the term “module” may, for example, refer to physical electronic components (e.g., hardware) and any software and/or firmware (“code”) that may configure the hardware, be executed by the hardware, and or otherwise be associated with the hardware.
As utilized herein, circuitry or module is “operable” to perform a function whenever the circuitry or module comprises the necessary hardware and code (if any is necessary) to perform the function, regardless of whether performance of the function is disabled or not enabled (e.g., by a user-configurable setting, factory trim, etc.).
As utilized herein, “and/or” means any one or more of the items in the list joined by “and/or”. As an example, “x and/or y” means any element of the three-element set {(x), (y), (x, y)}. In other words, “x and/or y” means “one or both of x and y.” As another example, “x, y, and/or z” means any element of the seven-element set {(x), (y), (z), (x, y), (x, z), (y, z), (x, y, z)}. In other words, “x, y and/or z” means “one or more of x, y, and z.” As utilized herein, the term “exemplary” means serving as a non-limiting example, instance, or illustration. As utilized herein, the terms “for example” and “e.g.” set off lists of one or more non-limiting examples, instances, or illustrations.
Rail lines, such as railroads for trains, create safety concerns where they intersect with roads, other rail lines or other paths of travel. These intersections (crossings) are notorious for collisions between vehicles. Various types of safety devices (for example, lights and crossing gates) are used to warn approaching vehicles of a potential collision. In this regard, safety devices are also referred by the Federal Railway Administration as a “crossing warning system”. However, current systems for sensing an approaching train and activating a safety device are not sufficiently reliable under certain operating conditions.
The following disclosure describes a rail line sensing and safety system adapted to reliably sense the presence, as well as the direction and speed, of vehicles, including high-speed vehicles, traveling on a rail line. The rail line sensing and safety system then indicates whether a safety device, such as crossing gates, lights, bells, visual, audio or physical warnings, and combinations thereof, should be activated.
In one embodiment, the rail line sensing and safety system comprises at least one sensing device (also referred to as a detection module) for a rail line. The sensing device in turn comprises: (1) a first sensor capable of detecting a vehicle traveling on the rail line and signaling a first detection event; (2) a second sensor capable of detecting the vehicle traveling on the rail line and signaling a second detection event, wherein the second sensor is located a fixed distance away from the first sensor; (3) electrical circuitry that accepts signals from the two sensors; and (4) electrical connections that electrically connect the two sensors and the electrical circuitry.
In one example of the sensing device, the first sensor and the second sensor may be inductive sensors, each sensor comprising wire wound on a ferrite core, and wherein the wire is Litz Wire, and wherein each sensor is capable of generating a magnetic field that extends a distance above the sensor, and wherein the electrical circuitry is capable of detecting an interruption in the magnetic field of either the first sensor, the second sensor, or both. The ferrite core may be, for example, a PQ-style ferrite core.
In another example of the sensing device, the first sensor and the second sensor may comprise a coil of wire operable to inductively couple to at least one part of the vehicle traveling on the rail line, and wherein the electrical circuitry is configured to generate, for the first sensor, a first coupling signal and a first output pulse signal, the magnitude of the first coupling signal being based on the amount of inductive coupling between the coil of wire of the first sensor and the vehicle, the first output pulse signal being an output pulse triggered in response to the first coupling signal indicating that the amount of inductive coupling between the coil of wire of the first sensor and the vehicle is approximately at a maximum, and wherein the electrical circuitry is configured to generate, for the second sensor, a second coupling signal and a second output pulse signal, the magnitude of the second coupling signal being based on the amount of inductive coupling between the coil of wire of the second sensor and the vehicle, the second output pulse signal being an output pulse triggered in response to the second coupling signal indicating that the amount of inductive coupling between the coil of wire of the second sensor and the vehicle is approximately at a maximum.
In this example, as the vehicle gets closer to the sensor's coil of wire, the amount of inductive coupling between the coil of wire and the vehicle increases and the Q factor of the coil of wire decreases, and wherein the magnitude of the coupling signal increases when the amount of inductive coupling between the coil of wire and the vehicle increases.
In this example, the first output pulse signal generated by the circuitry for the first sensor corresponds to the signaling of the first detection event, and the second output pulse signal generated by the circuitry for the second sensor corresponds to the signaling of the second detection event.
In this example, the electrical circuitry may comprise, for each of the first sensor and the second sensor, a peak-and-hold detector that is operable to detect a peak in the magnitude of the coupling signal, and trigger the output pulse signal when the peak in the magnitude of the coupling signal is detected. The electrical circuitry may comprise, for each of the first sensor and the second sensor, a capacitor located between the wire carrying the coupling signal and the peak-and-hold detector, and wherein the capacitor removes a DC component of the coupling signal, allowing only an AC component of the coupling signal to pass through to the peak-and-hold detector, and wherein the capacitor ensures that static DC-signal drift in the coupling signal is not introduced to the peak-and-hold detector.
In this example, the electrical circuitry may comprise, for each of the first sensor and the second sensor, an amplifier operable to amplify the coupling signal, the amplifier comprising a feedback path having a Zener diode to produce a logarithmic transfer characteristic of the amplifier such that the amplifier is capable of accurately handling the coupling signal regardless of whether its magnitude is large or small. The electrical circuitry may also comprise, for each of the first sensor and the second sensor, a comparator operable to terminate the output pulse when the magnitude of the coupling signal falls from a peak magnitude to below a threshold value. The electrical circuitry may also be operable to detect an error or a fault in the electrical circuitry and to generate an error signal when the error or fault is detected.
In another example of the sensing device, the sensing device further comprises a sensor package that houses at least the two sensors, the electrical circuitry and the electrical connections, wherein the sensor package includes an upper casing and a lower casing such that when the two casings are affixed together, a cavity is defined between them, wherein the sensor package includes an attachment device for attaching the sensor package to the rail line.
In this example, the attachment device may be an energy absorbing mounting system comprised of: (1) a clamp assembly for attaching the sensor package to the rail line; (2) aluminum shims and vibration absorption pads disposed between the sensor package and the clamp assembly, wherein the vibration absorption pads are composed of rubber or an elastomeric material or other vibration absorbing material; (3) cap screws that run vertically through the sensor package, the aluminum shims, the vibration absorption pads, and into the clamp assembly, wherein the cap screws apply clamping force to attach the sensor package to the rest of the attachment device and to hold the parts of the attachment device together; and (4) lock pins that are inserted horizontally into the side of the sensor package to prevent the cap screws from rotating.
In another example of the sensing device, the electrical circuitry of the sensing device may include a signal processor. The signal processor may be programmed to calculate the direction, speed or both of the vehicle traveling on the rail line by detecting the order of the first detection event in relation to the second detection event, and measuring the time period between the detection events.
In another example of the sensing device, the sensing device may further comprise at least one additional sensor capable of detecting the vehicle traveling on the rail line and signaling at least one additional detection event, wherein the electrical circuitry also accepts signals from the at least one additional sensor, wherein the electrical connections also electrically connect the at least one additional sensor.
In one embodiment of the rail line sensing and safety system, the system comprises: (1) at least one sensing device for a rail line according to claim 1, wherein each sensing device outputs one or more signals that indicate at least one of the presence, direction and speed of a vehicle traveling on the rail line; (2) at least one remote module that accepts signals outputted by at least one of the sensing devices, wherein the remote module processes signals and transmits one or more signals, wherein the remote module is located near the sensing device from which it accepts signals; and (3) a control module that accepts signals outputted by at least one of the remote modules, wherein the control module performs operations based on signals and outputs one or more signals, wherein the signals outputted by the control module indicate, among other things, whether one or more safety devices should be activated, the safety devices being lights, gates, bells, visual, audio or physical warnings, and combinations thereof, wherein the control module and the safety devices are located near an intersection of a rail line and a road, a second rail line, or other path of travel.
In one example, the rail line sensing and safety system further comprises one or more solar panels electrically connected to one or more devices or modules, including the sensing device, the remote module and the control module; and one or more battery packs electrically connected to one or more devices or modules, including the sensing device, the remote module and the control module.
In another example of the rail line sensing and safety system, the signals outputted by the control module are sent directly to the one or more safety devices, and wherein the rail line sensing and safety system provides primary control signals for the safety devices. In this example, the rail line sensing and safety system may further comprise at least one backup sensing device, wherein at least one sensing device located on either side of the safety devices is backed up, as a form of redundancy, by the at least one backup sensing device, wherein the backup sensing device is located a distance away from the sensing device that it backs up, wherein the backup sensing device outputs signals that indicate at least one of the presence, direction and speed of a vehicle traveling on the rail line.
In another example of the rail line sensing and safety system, the system is adapted to be a supplemental or backup system to a separate existing system, wherein the signals outputted by the control module are sent to the existing system, and wherein the existing system controls one or more safety devices. The existing system may attempt to detect the vehicle traveling on the rail line by sending one or more electrical signals down one or more rails of the rail line, whereby the rail operates as a conductor for the one or more signals to travel through. In this example, the rail line sensing and safety system may further comprising at least one backup sensing device, wherein at least one sensing device located on either side of the safety devices is backed up, as a form of redundancy, by the at least one backup sensing device, wherein the backup sensing device is located a distance away from the sensing device that it backs up, wherein the backup sensing device outputs signals that indicate at least one of the presence, direction and speed of a vehicle traveling on the rail line.
In another example of the rail line sensing and safety system, the system may further comprise at least one sensor that monitors health of at least one device or module in the system, including the sensing device and the remote module, wherein the signals transmitted by the remote module and sent to the control module periodically include information regarding health of at least one device or module, wherein the control module is adapted to accept signals and information regarding health of devices or modules.
In another example of the rail line sensing and safety system, the control module may include computing equipment capable of data logging and self-diagnostics. Additionally, the system may further comprise a display that is part of the control module, wherein the display conveys system diagnostics and status indicators.
In another example of the rail line sensing and safety system, the remote module may transmit one or more signals using a frequency hopping radio. Alternatively, the remote module may transmit one or more signals using a cellular network. Alternatively, the remote module may transmit one or more signals using a licensed frequency.
In another example of the rail line sensing and safety system, the sensing device may be located a distance away from the one or more safety devices that the sensing and safety system controls, wherein the distance is between 3,800 feet and 4,500 feet. In this regard, the distance where the sensing located may be determined and/or set based on various conditions and/or parameters associated with operation of trains on the track. For example, the distance may be proportional to the maximum allowable train speed on the track. At distance of 3,800 feet, for example, with an allowance of 5 seconds for the entire system to initiate the crossing gates, and a maximum train speed of 79 mph, the gates may initiate their warning less than 28 seconds before the train arrives (assuming constant train speed).
The rail industry could benefit from a system, according to this disclosure, that addresses concerns such as safety, reliability, efficiency, ease of control and cost. These concerns only increase with the introduction of high speed vehicles traveling on rail lines.
The following disclosure describes a rail line sensing and safety system (RLSSS) adapted to reliably sense the presence, as well as the direction and speed, of vehicles, including high-speed vehicles, traveling on a rail line. The rail line sensing and safety system then indicates whether a safety device, such as crossing gates, lights, bells, visual, audio or physical warnings, and combinations thereof, should be activated.
The detection modules 4 are each generally connected, in close proximity, with their closest remote module 6, for example by a hard-wired connection 12. In one example, the detection module 4 is hard-wired by a short cable 12 to the remote module 6, instead of utilizing a wireless connection. One benefit of a hard-wired connection, instead of a wireless connection, is that the hard-wired connection can be used to feed power, in addition to electrical signals, to the detection modules 4. In this setup, the detection modules 4 may be powered by one or more solar panels 312, battery packs 322, and a power control module that are part of the closest remote module 6 (see
In operation, the detection module 4 detects a vehicle traveling on the rail 11 and sends one or more signals, for example, by a wired communication link 12, to a nearby remote module 6. The remote module 6 contains circuitry that processes signals received from the detection module 4. The remote module 6 then transmits one or more signals to the control module 8, for example by a radio link 14. The remote module may also detect the direction of movement of the vehicle traveling on the rail. In this regard, a vehicle moving away from the crossing is not cause to initiate the warning devices, whereas one moving towards the crossing is cause to initiate a warning, at the appropriate time based upon the speed of the approach. The processing to determine direction may be calculated elsewhere, as explained below. In some installations, the connection between the remote modules 6 and the control module 8 may be by a wired connection instead of a radio link. The control module 8 also operates in communication, for example by a wired communication link 16, with a safety device 10, either directly or indirectly as a backup or supplement to an existing sensing and safety system (ESSS).
The detection modules 4 are mounted a distance 9 down the track from the centerline 7 between the two safety devices 10. This distance is typically between 3,800 feet and 4,500 feet, although other distances may allow the detection modules 4 to function properly. In general, the greater the distance 9, the more time is allowed for transmission of the wireless communications, and more transmission time provides additional operating margin to be sure that, after the vehicle passes a detection module 4, the safety device 10 then engages before (for example, approximately 30 seconds in advance) the vehicle traveling on the rail reaches the safety device 10. In this regard, the time for transmission of wireless communications may not be a limiting factor. The distance 9 may be necessary to provide sufficient advance warning by the safety devices 10. For example, the Federal Railway Administration requires the crossing warning system to indicate the approach of a train at least 20 seconds prior to the train's arrival at the crossing. Thus, detection of the train must happen more than 20 seconds prior to its arrival to allow for detection and processing delays, as well as the response time of the crossing warning device(s). The maximum speed of an approaching train and the processing time determines the minimum allowable distance. As one example, the nominal distance of 4,000 feet has been tested and has proved to offer a beneficial operating margin for train speeds no greater than 80 mph.
The remote modules 6 are generally installed at the same distance 9 down the track that the detection modules 4 are installed, although the installation location of the remote modules 6 may vary.
The detection module 4 is comprised of a sensor package 114, two discreet magnetic or inductive sensors 102, signal processing circuitry 104 located near the sensors, a mounting system 106, and a wire conduit 107 and wire hole 108 to channel wires out of the sensor package 114. Sensor package 114 includes an upper casing 112 and a lower casing 110 that when affixed together, create a cavity between the two casings 112, 110. Sensor package 114 houses, inside this cavity, the signal processing circuitry 104 and the two sensors 102, along with any hardware required to mount the sensors 102 inside the package 114, such as brackets, gaskets, screws, washers, etc. Optionally, the sensor package 114 may house other standard components such as an analog-to-digital converter.
The two discrete sensors 102 of the detection module 4 are mounted, inside the package 114, at a fixed spacing 116 from each other (see
Referring to
Referring to
Signal processing circuitry 104 is disposed inside the detection module sensor package 114, near the sensors. It should be understood that while some processing of the signals produced by sensors 102 may be done by circuitry 104 contained in the detection module sensor package 114, all or some of the processing may be done by circuitry or firmware contained in the remote module 6. The sensors 102, in combination with circuitry generally located inside the detection module 4, detect the speed of a vehicle traveling on the rail 11 by measuring the time between sensor events. Likewise, the sensors and circuitry measure direction by looking at which sensor event occurred first. A “sensor event” refers to a signal produced by an individual sensor 102 that the circuitry, located either inside the detection module, inside the remote module, or both, determines fulfills the appropriate detection criteria, that is, the circuitry determines whether the detection event is valid.
Thus, in operation, when a vehicle passes at a distance above the first and second sensors 102 of a detection module 4, the presence, speed and direction of the vehicle are calculated with circuitry located within the detection module sensor package 114, within the remote module 6, or a combination of both. The detection module 4 produces and sends to the remote module 6 one or more output pulses 323 (see
Detection events are generated by the detection modules 4 and/or remote modules 6 at the start and end of a vehicle passing by a detection module 4 on the rail 11, and the remote module 6 then transmits information about these detection events as signals to the control module 8. Alternatively, the detection modules 4 and remote modules 6 may generate events and transmit signals for each discrete axle of the vehicle.
Considering the inner workings of a detection module 4, sensors 102, can be one of several different types of proximity sensors, such as Piezo electric sensors, magnetic sensors or inductive sensors. In one embodiment of the disclosure, sensors 102 utilize active inductive sensor technology that is self-compensating and resistant to drift because it constantly resets (e.g., recalibrates) its trip threshold.
Circuitry 203 constitutes at least some of the total circuitry 104 that is associated with a sensor 102. Circuitry 203 includes an oscillator 202, for example a Colpitts oscillator. In general, an oscillator is an electronic circuit that produces a repetitive electronic signal, often a sine wave or a square wave. An oscillator circuit often consists of an inductor and a capacitor connected together in the form of a resonant tank. Charge flows back and forth between the capacitor's plates through the inductor, so the circuit can store electrical energy oscillating at its resonant frequency. However, there are small energy losses in the circuit, and so an amplifier compensates for those losses and supplies the power for the output signal.
The oscillator 202 operates in continuous wave (CW) mode, for example in the 140-180 kHz range, which is defined by characteristics of the resonant tank comprised of an inductive proximity “pickup coil” 204, an RF rectifier 208 and an automatic level control (ALC) amplifier 206.
Pickup coil 204, essentially an inductor, includes wire wound on one half of a ferrite core, a PQ-style ferrite core for example, so that an AC magnetic field generated by the coil extends outward a distance (the coils sensing area), extending above the sensor for example. In this respect, the coil may magnetically couple with nearby metallic objects. It should be understood that other core styles may be used instead of a PQ-style ferrite core. For example, a variant of a “pot core” could be used. A pot core has a magnetic structure that almost completely surrounds the winding of wire, and only small slots are present in the structure to allow wires to enter and/or exit. This magnetic structure tends to contain the magnetic field in a more controlled fashion. Other variants of pot cores that may be applicable to this implementation include ER, DS, RM, and EP cores.
Construction of the coil is tailored to achieve relatively high Q factor (Quality Factor), which is a measure of energy loss at the operating frequency. Pickup coil 204 preferably utilizes a special type of wire, called “Litz Wire”, to achieve high sensitivity and very low power consumption. Litz Wire is comprised of many small-diameter conductors in parallel such that the combined skin effect loss of the conductors is significantly reduced compared to the skin effect loss experienced by other types of wire. Less skin effect loss results in, among other benefits, lower power consumption. More specifically, in regards to the circuitry of the detection module 4, less skin effect loss results in “low-losses” such that the oscillator achieves a high Q resonance with minimal power. Thus, the use of Litz Wire allows the pickup coil 204 to achieve a Q factor as high as possible.
Because the pickup coil 204 has a high Q factor when no detection object is present in the pickup coil's sensing area, very little energy needs to be added in each oscillation cycle to sustain oscillations, and thus the micropower operation of the circuitry 203 in “Idle” state (no object detected) is very low (less than 1 milliwatt). In operation, when a metallic object, for example a wheel of a vehicle traveling on a rail 11, approaches the pickup coil 204 and intrudes the pickup coil's 204 sensing area, the energy loss of the oscillator 202 will increase because some of the energy will be coupled into the object and lost as heat. The amount of energy loss is dependent on both the magnetic properties of the intruding object, and the distance between the pickup coil 204 and the object.
This increased energy loss exhibits itself as a drop in the Q factor of the pickup coil 204. As the Q of the pickup coil 204 drops due to approach of an object, the magnitude (i.e. amplitude) of the oscillator's 202 oscillations starts to decrease proportionally. In response, circuit 203 utilizes an ALC loop 207, consisting of a RF rectifier 208 and an ALC amplifier 206, to ensure that just enough energy is delivered to the resonant tank of oscillator 202 to sustain oscillations of relatively constant magnitude (i.e. amplitude) for all reasonable values of Q. As the oscillation magnitude (i.e. amplitude) drops, the ALC loop tries to compensate via negative feedback action by producing a DC voltage proportional to the magnitude (i.e. amplitude) of the oscillator's 202 output, which is then amplified and used to control the operating point of the oscillator 202 by increasing the oscillator's 202 operating current. More specifically, a decrease in oscillations magnitude (i.e. amplitude) causes the DC voltage produced by the rectifier 208 to also decrease. In response, the ALC amplifier 206 increases the current through the oscillator's transistor (essentially increasing the amount of energy which is injected into the resonant tank) until the magnitude (i.e. amplitude) of oscillations is back at the predefined level (negative feedback).
In other words, a reduction in the pickup coil's Q-factor, caused by an intruding object is proportionally represented by an increase in the ALC's drive voltage. The closer the object is to the coil's sensing surface, the higher are the losses due to magnetic coupling, the higher the ALC control voltage will be, while the magnitude (i.e. amplitude) of the RF oscillations remains relatively constant. Therefore, output voltage of the ALC amplifier 206 can be treated as a close representation of the pickup coil's Q, and consequently, representation of the detection object's proximity. For a dynamic (moving) object, like a railcar wheel, the profile of variations in the ALC control voltage would therefore closely follow the wheel's proximity curve.
A capacitor 210 is typically located between the ALC control voltage (i.e. the output of amplifier 206) and amplifier 212. Capacitor 210 may act as a “DC-blocking capacitor” to the ALC control voltage such that it removes the DC component (DC offset), in whole or in part, from the AC/DC mixture, allowing only (or primarily) the AC component to pass through to amplifier 212. Thus, the capacitor 210 ensures that only (or primarily) variable signals caused by moving (dynamic) objects are passed downstream in circuitry 203, while static DC level shifts (drift) that may be caused by interference from static or slow-moving objects (for example, the sensor package or the rail) are blocked, in whole or in part. In this respect, only (or primarily) the AC component of the ALC control voltage variations, which indicates the proximity of a high-speed detection object, is amplified by amplifier 212.
In certain embodiments where the circuitry 203, specifically capacitor 210, filters out all or some of the DC voltage drift, this filtering feature may provide a benefit over older proximity sensors that may just compare a proximity-based voltage to a static threshold, using the threshold to determine whether an object is sufficiently close. Accounting for DC voltage drift, like the circuitry 203 does in these embodiments, may increase the accuracy and repeatability of the proximity sensing.
Although the previous description explains a feature whereby the circuitry 203, specifically capacitor 210, may completely filter out the DC voltage from the AC/DC mixture, it should be understood that some embodiments may allow some DC voltage to pass downstream. In these embodiments, the ability to sense the DC aspect, or at least very low frequency components, may be useful.
While the circuit 203 is in its “Idle” state (no object detected), the profile of the V_Q voltage 214 is a flat line, close to the circuit's virtual ground level. The threshold of comparator 216 is chosen such that the ENABLE signal 218 (i.e. the output of comparator 216) is inactive in the “Idle” state, holding the output 228 of the flip-flop 220 in a “Reset” state and the storage capacitor 222 of the peak-and-hold circuit 224 discharged.
In operation, the passing of a railcar wheel above the pickup coil 204 introduces a bell-shaped variation in the V_Q voltage 214. In order to provide consistent synchronization of the output pulses 323 with the top of the bell-shaped voltage curve (which coincides, for example, with a wheel's closest location), circuitry 203 utilizes a peak-and-hold detector, whereby the following sequence of events transpires in circuitry 203: (1) As soon as the V_Q voltage 214 rises significantly above the noise level of the Idle state, comparator 216 raises the ENABLE signal 218 and keeps it active until the V_Q voltage 214 falls back under the detection threshold, which occurs as the detection object recedes. (2) The active ENABLE signal 218 activates in turn the peak-and-hold circuit 224 by connecting its storage capacitor 222 to the output of the peak detector 226 in the peak-and-hold circuit 224. Also, flip-flop 220 is released from the “Reset” state (however, the state of output 228 does not change until a trigger pulse is generated by comparator 230). Differential driver 232 is also activated at this point. (3) On the rising slope of the V_Q voltage 214, the output (V_PEAK) 234 of the peak-and-hold circuit 224 follows the V_Q voltage 214 closely, with a slight lag. Comparator 230 maintains its low output state, since the V_Q voltage 214 input to the comparator 230 is always slightly above the V_PEAK 234 input.
(4) When the V_Q voltage 214 tops off (i.e., the top of the bell-shaped voltage curve) and begins to fall back, the peak-and-hold circuit 224 can no longer follow it and holds the maximum level that V_Q voltage 214 has reached in this detection cycle. As soon as the divergence between the falling V_Q voltage 214 and the “frozen” V_PEAK 234 becomes large enough to overcome the hysteresis of the comparator 230, the comparator's 230 output state changes, producing a trigger pulse for the flip-flop 220. (5) Flip-flop 220 then changes its output state to “high”, producing a pulse at its output 228, which is further converted to differential format by the differential driver 232. (6) This state is preserved until the V_Q voltage 214 drops below comparator's 230 detection threshold, which then terminates the flip flop's 220 output pulse and resets the circuit back into its “Idle” state, whereby circuitry 203 is ready for a next detection event.
Referring to
In other words, the output pulse 323 that is generated indicates, by its starting time, the peak of the V_Q voltage 214 and, therefore, the moment at which the metallic object is closest to the sensor 102.
In the event that the oscillator 202 malfunctions or operates incorrectly because of a damaged inductive proximity pickup coil 204 or other defects that lead to a loss in oscillations, the voltage of the ALC loop will likely rise to the maximum or close to the maximum of the operating voltage range. The circuitry 203 can be configured to detect those instances, and when detected, circuitry 203 can be configured to force both outputs 323 from the differential driver 232 to zero (or another defined state), and generate a signal that indicates that a fault in the oscillator 202 has been detected.
With respect to the embodiment of circuitry 203 associated with sensor 102 illustrated by
Also with respect to the embodiment of circuitry 203 illustrated by
Moreover, because of the high gain of the amplifier 212, if the sensor 106 is mounted so that the wheels pass very close to the pickup coil 204, the output from the ALC amplifier 206 can cause the output of the amplifier 212 to saturate, clipping V_Q voltage 214. Such clipping could cause the generation of incorrectly positioned differential output pulses 323. To address this possible condition, a Zener diode (not shown) can be placed in a feedback path of the amplifier 212 to give it a logarithmic transfer characteristic for large-magnitude (i.e. large-amplitude) signals. As a result, a strong proximity voltage signal would be somewhat flattened at the top instead of being hard-clipped, allowing for correct operation of the follow-up peak detection.
Referring to
The junction box 311 contains mainly adaptors and connections to create a removable connection to the detection module 4, which aids in the installation and removal of the detection module 4, for example, removal of the detection module 4 to perform track maintenance. It should be understood that although
Referring to
It should be understood that while some processing of the detection module sensor signals may be done inside the detection module sensor package 114, all or some of the processing may be done by circuitry contained in the remote module 6. Typically, the detection module produces one or more output pulses 323 predictably synchronized with passing of a vehicle on the rail. Then circuitry inside the detection module 4 or inside the remote module 6 or both computes whether the signals generated by the detection module sensors fulfill the appropriate detection criteria, that is, whether a vehicle detection event is valid. Detection events are generated by the detection modules and remote modules at the start and end of a vehicle traveling on the rail, and the remote modules transmit these detection events as signals to the control module. Alternatively, the detection modules and remote modules may generate events and transmit signals for each discrete axle of the vehicle.
The solar panel 312 derives energy from the environment, and stores that energy in the battery packs 322 or other rechargeable batteries. The battery packs 322 are enclosed in a vented enclosure that is adapted to be mounted on a pole. Furthermore, the battery packs 322 are sized for over 30 days of operation in the event the solar cell is damaged or otherwise incapacitated. Together, the solar panel 312 and the battery packs 322 provide power to the other modules that make up the remote module and detection module.
Referring to
Transmitter 324 is mainly referred to, throughout this disclosure, as a “transmitter” because it typically operates to transmit signals. Likewise, transmission antenna 310 and transmitter circuit 316 typically operate to transmit signals. However, it should be understood that transmitter 324, transmission antenna 310 and transmitter circuit 316 may also operate to receive signals, and in this respect they may actually be transceiver components. Thus, it should be understood that although these components (324, 310, 316) are referred to throughout this disclosure as “transmitter” or “transmission” components, they may actually be transceiver components.
One benefit of the wireless antenna and solar panel features of this embodiment is that installation of the rail line sensing and safety system 2 is much easier than if, for example, wired connections had to be run from the remote module to the control module or from a power source to the remote module. This wireless and solar powered installation is especially useful in remote locations where currently, installing rail sensing systems is cost prohibitive due to lack of power and interface infrastructure.
Although the wireless installation is often preferred, in certain instances, it may be desirable to install a “wired” version of the rail line sensing and safety system 2. This wired version may be preferable in certain environments or circumstances where the wireless space is “noisy” or where other obstructions may attenuate a wireless signal or link. In this wired configuration, the wireless radio links 14 (the wireless radio transmitter 324 and the wireless radio transceiver 405 are replaced by wired connections, for example, utilizing a twisted wire pair and differential drivers, such as EIA-485. Likewise, in a wired configuration, the solar panels 312 and battery packs 322 on the utility pole 308 may be eliminated, and instead, DC power may be fed to the remote modules and detection modules through the wired connection from the control module, for example, utilizing a wire pair as the wired connection. In the wired installation, the power supply at the control module may still include solar panels and battery packs, or may include a more permanent power supply from a power generator.
The remote module 6 may also utilize power saving features. For example, the remote module 6 may operate in a mode whereby processing circuitry, for example circuitry included on control board 307, is at times put to “sleep.” Because the wireless transmitter 324 in the remote module 6 has sufficient built-in intelligence to maintain a wireless link without requiring constant transmission and processing of substantive signals about vehicles, the processing circuitry in the remote module 6 may sleep when there is inactivity in the system. The wireless link is maintained autonomously while the processing circuitry is powered down. If the remote module 6 needs to communicate substantively with the control module 8, for example with a status update or a detection of a vehicle on the rail, the processing circuitry in the remote module 6 may be signaled to “wake up.”
The connection box 306 and the utility pole 308 are installed at approximately a distance 9 (see
Referring to
Additionally, the conduit may be formed from a variety of materials such as metal, plastic and PVC. Furthermore, the conduit may be formed from a single piece of material, or from several segments joined together. In the example shown in
In typical installations of this rail line sensing and safety system 2, at least one remote module 6 is located down the track on each side of the control module 8. The signals sent by the remote modules 6 are typically received by the control module 8 from opposite directions. Thus, the rail line sensing and safety system 2 typically utilizes two directional antennas so each can be pointed directly toward its associated remote module 6. For this reason, as shown in
The control module 8 further comprises a wireless transceiver circuit 404, a signal and data processing circuit 406, a monitoring and control module 408, a safety system interface 410, and a power supply 412. The wireless transceiver circuit 404 further contains a splitter/combiner that combines (or selects) the signals from (or between) multiple radio transceiver antennas 402, a radio transceiver such as a base FHSS radio transceiver, a communication management circuit and optionally a cellular link and a GPS module. The wireless transceiver circuit 404 together with a radio transceiver antenna 402 constitutes a wireless transceiver 405 that communicates with the wireless transmitter 324 of a remote module 6, typically to receive signals sent from the remote module 6 to the control module 8 (see
The signal and data processing circuit 406 further contains a real-time clock which may have a WWV receiver for automatic time synchronization, and a data processor circuit that processes signals from the remote modules regarding vehicles traveling on the rail. (Note: WWV is the call sign of the United States National Institute of Standards and Technology's shortwave radio station, and WWV continuously transmits official U.S. Government frequency and time signals.) The monitoring and control module 408 further contains a user interface, a service interface such as a microSD slot, USB port or Ethernet port, a configuration management module and a data and event logging module. The data and event logging module may log system information and diagnostic about remote modules as well as the control module itself. The power supply 412 may contain power handling circuitry including a temperature compensated circuit for transferring power from solar panels to a rechargeable battery.
The control module 8 receives vehicle detection events from the remote modules 6 which include time-stamped track identification, and information about the presence, speed, and direction of vehicles traveling on the rail. Detection events are generated by the detection modules and remote modules at the start and end of a vehicle traveling on the rail, and the remote modules 6 transmit these detection events as signals to the control module 8. Alternatively, the detection modules and remote modules may generate events and transmit signals with data for each discrete axle of the vehicle.
The control module data processor circuit 406 analyzes and validates incoming detection events and determines whether to generate a signal to a safety device (either directly or indirectly), such as a signal to lower a gate or activate an alarm (see
The rail line sensing and safety system 2 may also incorporate this fault detection functionality at the sensor level. In this example, the signals detected from one of the sensors inside a detection module package is compared to the signals detected from the other sensor inside the same detection module package. Circuitry located inside the detection module, the remote module, the control module or some combination of these, compares the signals from each of the sensors within a detection module package and recognizes and logs anomalous combinations of events. For example, if one of the sensors within a detection module package is indicating a nearby, large, fast-moving object and the other sensor in the same package is outputting no signal, an error or a “fault” may exist in detection module package or in the system.
In one embodiment of the disclosure, the control module 8 is mounted inside an existing control bungalow 3 (see
Referring to
The control module 8 and/or the remote module 6 may also utilize power saving features. For example, because the wireless transceiver (in the control module 8) and/or the wireless transmitter (in the remote module 6) may draw a large amount of current, the control module 8 and/or the remote module 6 may operate in a mode where the transceiver (in the control module 8) and/or the wireless transmitter (in the remote module 6) is normally powered down (“sleep mode”) and where the transceiver and/or transmitter are “woken up” and synchronize each time a vehicle is detected. However, it should be noted that if the transceiver and/or transmitter synchronization takes too long after the transceiver and/or transmitter is “woken up”, such that system integrity (i.e. there is concern that the synchronization will not complete before the vehicle reaches the safety device) becomes a concern, the control module 8 and/or the remote module 6 may operate in a mode where the wireless transceiver and/or wireless transmitter are operational (“awake”) at all times.
Another example of a power saving feature that the control module 8 and/or the remote module 6 may utilize is a mode of operation where the control module 8 and/or the remote module 6 puts its main control processor to “sleep.” Because the wireless transceiver (in the control module 8) and/or the wireless transmitter (in the remote module 6) have sufficient built-in intelligence to maintain a wireless link without requiring constant transmission and processing of substantive signals about vehicles, the main control processor in the control module 8 and/or the remote module 6 may sleep when there is inactivity in the system. The wireless link is maintained autonomously while the main processor is powered down. If the remote module 6 requires any substantive communication with the control module 8, such as a status update or a detection of a vehicle on the rail, it can wake up its own processor and/or signal to the control module 8, through the wireless radio link, to wake up its processor.
Referring to
Referring to
As explained above, and considering
Alternatively, and considering
The redundancy 20 may be especially important if the rail line sensing and safety system 2 is installed as the primary control to a safety device 10, as shown in
Although the redundancy 20 may be especially preferred when the rail line sensing and safety system 2 is installed as the primary control to a safety device 10, it may also be used in the embodiment (shown in
Regardless of whether the rail line sensing and safety system 2 is configured as a primary control to a safety device, or as a backup/supplement to an existing sensing and safety system, and regardless of whether the rail line sensing and safety system 2 is configured to included redundancies, the rail line sensing and safety system 2 provides several advantages over existing/current railroad sensing and safety systems.
It should be understood in regards to the following descriptions of an “existing system” or a “current system” that these current systems as described are examples of systems that the rail line sensing and safety system 2 of this disclosure may backup or supplement in the embodiment described herein where the rail line sensing and safety system 2 is configured to backup or supplement an existing sensing and safety system. Thus, the existing sensing and safety systems described in this disclosure may be similar to the current system described as follows, including the disadvantages of the current system.
The advantages of the rail line sensing and safety system 2 over the current system can be seen by looking at how the current system in use at many railroad crossing locations detects an approaching train. The current system sends an electrical signal down a rail, whereby the rail is used as a conductor for the signal to travel through. When a train approaches, the signal is shorted by a metallic wheel of the approaching train. This shorting requires that an electrical contact be made between the metallic rail and the metallic wheel. The change in the signal due to this shorting is then processed by the system to determine if a train is present, and if so, the system signals the crossing gates to lower.
There are several drawbacks to the current system that are not present if the rail line sensing and safety system is used. One drawback to the current system is that due to “interference” (for example, corrosion of the rail, weather or other environmental factors), the wheel of the train may not contact the rail with sufficient contact force to establish the required electrical connection between the wheel and the rail. In the best case scenario, this interference causes inconsistent readings in the system. In the worst case scenario, the system does not detect the approaching train and the crossing gate is never lowered, or it is lowered too late to prevent a collision with a vehicle crossing the tracks. In the current system, attempts are sometimes made to improve consistency by adding additional axles (cars) to the train to add additional electrical contacts as well as additional weight and additional contact force. However, these extra cars often travel empty, resulting in higher operating costs due to reduced fuel economy.
Another drawback to the current system is that the rated speed at which it can operate (i.e. at which trains can travel) is relatively low, currently limited to between 60 and 80 miles-per-hour. The current system requires this lower speed because, at a lower speed, the chances are higher of establishing the required electrical connection between the wheel and the rail. At higher train speeds, the train wheels may lose contact with the rail for longer periods as the wheels travel over minute hills and valleys (natural variations) in the rail.
The rail line sensing and safety system 2 does not suffer from the disadvantages of the current system. Interference with an electrical connection between the wheel and the rail is not an issue in the rail line sensing and safety system because the rail line sensing and safety system may use an advanced induction proximity sensor. This proximity sensor does not rely on the rail as a conductor and operates reliably even if the rail is contaminated. Therefore, by using the rail line sensing and safety system, the vehicles traveling on the rail need not carry additional empty cars nor limit their speed.
The CWE system 500 may comprise suitable components (including circuitry) for providing rail line sensing and safety. In this regard, the CWE system 500 may be similar rail line sensing and safety systems described above—e.g., the rail line sensing and safety system (RLSSS) 2 of
For example, UWB communications and/or signals may be un-effected by the normal mechanical obstructions and interfaces that may be present in train locations, such as supporting beams and other structures normally found in a subway tunnels or other track locations. Further, UWB communications and/or signals may be used for different purposes—e.g., for communication of data, ranging (e.g., time of flight based ranging), in which precise distances may be measured, and rates of closure can be calculated, such as for collision avoidance applications, etc.
The use of UWB in rail line sensing and safety systems may enhance the functions of these systems. For example, in the embodiments described with respect to
In various implementations, the CWE system 500 may comprise at least one wheel detector (WD) 504, which is substantially similar to the detection module (DM) 4 as described above, at least one detection control module (DCM) 506, which is substantially similar to the remote module (RM) 6 as described above, and at least one signaling gateway module (SGM) 508, which is substantially similar to the control module (CM) 8 as described above. The CWE system 500 may also incorporate UWB radios (and related circuitry), which may be incorporated into the various components of the system, to provide UWB based signals and/or communications.
In the example implementation shown in
Each wheel detectors 504 may be connected with the closest DCM 506, such as via wireless and/or wired connection(s) 512. For example, in one example implementation, each wheel detectors 504 may be connected with the closest DCM 506 via a hard-wired connection. As described above, the wheel detectors 504 may be powered by the peer DCM 506. In this regard, in some implementations, the DCMs 506 may comprise power related components, such as solar panel(s), battery pack(s), power control module(s), etc. Alternatively, the wheel detectors 504 may be powered by other power sources—e.g., a power source located in or near the SGM 508.
In operation, the CWE system 500 may provide sensing and safety functions as described above—that is, with the wheel detectors 504, the DCMs 506, and the SGM 508 detecting (sensing) approaching trains (e.g., train 501 in
Use of UWB based signaling may enhance the gate timing as the range and reliability of UWB signals may allow for controlling of the opening/closing of the gate from the train adaptively—e.g., where the speed at which the train approaches the crossing would affect the timing of the gate operation on a continuous basis.
For example, in an example use scenario where the train is approaching the railroad crossing slowly, such as 15 mph, and the wheel detectors are located 4,000 feet in advance of the crossing. At the current speed, the train will require three minutes to reach the crossing. If the desired actuation timing is 30 seconds prior to arrival, the processing in the SGM 508 will delay for 150 seconds (2½ minutes) before triggering the crossing gates safety device 510. In this regard, in the context of this use scenario the 150 seconds allows for a 2 second delay in the safety device 510 response because at distance of 4,000 ft, a trains traveling at 15 mph will take ˜181.8 seconds to reach the crossing. Thus, with a delay 150 seconds, it will be ˜31.8 seconds before the train arrives at crossing. If the train accelerates after passing the DCM 506, it may reach the crossing before the gate is even actuated.
Continuous monitoring of the approach train speed in the DCM may allow the CWE system 500 to reduce the delay to ensure that the safety device 510 is actuated far enough in advance to properly protect the crossing. If, however, the train is of minimal length, the train wheels may clear the wheel detector 504 while the train is still accelerating, resulting in improper timing (late triggering) of the safety device.
UWB range measurements between the train 501 and the SGM in the bungalow 503 allows the CWE system 500 to continuously and dynamically maintain the desired 30 second advanced triggering of the safety device 510.
In some implementations, UWB communication links between the train 501 and the CWE system 500 may allow for communication of sensing and safety related information. For example, the train may receive confirmation about gate operation, such as if the gates are lowered, if there is a vehicle there blocking the crossing, etc. Such information may be conveyed to the engineer operating the locomotive, alerting the engineer that additional safety actions may be required, such as increased operation of the train whistle, or braking the train to avoid, or in the case where the train cannot stop prior to the crossing, braking to reduce the severity of collision.
In some implementations, UWB communication links between the train and the system may also be used for communication of sensing and safety related information to external applications. This exported data may be configured for use with online applications. For example, data obtained based on sensing and safety related UWB communications may be utilized to notify apps such as Waze and Google Maps of what is happening at the crossings (e.g., whether the gates deployed, which direction the train is coming from, etc.). This allows the reduction of traffic congestion due to slow trains blocking railroad crossings for extended periods. Traffic may instead be diverted to routes which avoid the crossing, such as roads which have a tunnel below or a bridge above the railroad tracks. Alternatively, such exported data may be used for safety enhancement, such as to properly equipped vehicles to enhance safety—e.g., a school bus or petroleum tank truck. For example, such exported data may be used for safety enhancement by providing warning notifications directly to an operator of a vehicle, such as indications that a train is approaching a nearby crossing, and the expected time of arrival of the train.
The UWB transceiver in the remote sensing DCM 506 may also be used in a radar sensing mode of operation after the UWB-equipped train engine passes as it heads for the railroad crossing. The large, metallic rail cars following the train engine provide a robust radar reflection target, allow the DCM to continue measurement of the train speed (and even direction) using the Doppler effect as the trailing cars pass the DCM.
Because of regulatory restrictions on UWB transmitting power and/or topological conditions in the track on the approach between the DCM 506 and the crossing, the UWB ranging system in the SGM 508 may not be capable of reliably completing range measurements with the UWB antenna in the train 501 until the train approaches relatively close to the crossing. Thus, in some implementations, a secondary UWB-only sensing system (e.g., similar to the DCM 506) may be installed closer to the crossing on both approaches to the crossing. Use of such auxiliary sensing location may facilitate improved accuracy of timing of the safety device 510 for short and/or slower speed trains.
The secondary UWB-only sensing DCM 506 may be particularly advantageous in heavily populated areas where there are significant numbers of pedestrians and/or vehicles which may be waiting at crossings, some impatiently. A delay in train arrival after initiation of signals may result in people crossing the tracks after erroneously concluding that a train is not approaching. In the event of a short train, UWB range measurements may be performed repeatedly as the train approaches, providing highly accurate and continuous measurements of the train speed and direction. This may provide more accurate triggering of the crossing safety device 510, as well as detect train reversal. An example implementation is shown in
The CWE system 600 may be substantially similar to the CWE system 500 of
The outer detection site 620 may comprise suitable circuitry, other hardware and the like for supporting detection functions performed thereby as described herein. For example, the outer detection site 620 may comprise one or more controllers (comprising suitable circuity for, e.g., processing input, supporting communication functions, etc.), power sources (e.g., battery, solar panels, etc.), and antenna(s) (as well as suitable transceiver(s) for facilitating use of the antennas). In this regard, as shown in
The inner detection site 606 may comprise suitable circuitry, other hardware and the like for supporting detection functions performed thereby as described herein. For example, the inner detection site 606 may comprise one or more controllers (comprising suitable circuity for, e.g., processing input, supporting communication functions, etc.), power sources (e.g., battery, solar panels, etc.), and antenna(s) (as well as suitable transceiver(s) for facilitating use of the antennas). In this regard, as shown in
Vital (redundant) set of wheel sensors 604 (e.g., axle counters) may be installed on the track, for use in detecting approaching train (e.g., train 601 in
When it is determined based on the information relating to the approaching train (e.g., the train is moving fast) that the safety device(s) 610 need to be actuated, the outer detection site 620 may trigger an immediate actuation of the safety devices 610. This may be done via a signal site 608, with the data being communicated thereto. In this regard, the data may be communicated (relayed) via the inner detection site 606.
The signal site 608 may comprise suitable circuitry, other hardware and the like for controlling operation of the safety devices (e.g., facilitating actuation thereof). For example, the signal site 608 may comprise one or more controllers (comprising suitable circuity for, e.g., processing input, supporting communication functions, etc.), power sources, and antenna(s). In this regard, as shown in
At the inner detection site 606, an UWB ranging measurement installation may be used for automatic adjustment of the warning time when there are drastic reductions in the speed of an approaching train. To that end, the trains may be configured to support UWB communication (e.g., using suitable UWB transceiver(s) and antenna(s) deployed therein). UWB ranging allows continuous high-resolution range measurements at distances greater than a quarter mile distance prior to the wayside UWB radio. By combining multiple range measurement results and the elapsed time between measurements, the resulting “delta-range” values allow determination of the train speed and direction. This additional data allows for accurate determination of the expected arrival time of a slower moving train at the grade crossing.
In some implementations, there may be more than one inner detection site 606 installed on the approach to the crossing to allow an extended range of UWB measurement capability.
An example system for train control, in accordance with the present disclosure comprises a detection control module, configured for deployment on or near rail tracks in a rail network, and signaling gateway module. The detection control module comprises one or more antennas, one or more transceivers configured for transmitting and/or receiving wireless signals via the one or more antennas, and one or more circuits. The signaling gateway module comprising one or more circuits. The signaling gateway module is configured to control a safety device deployed at a crossing on a rail track, and one or both of the detection control module and the signaling gateway module are configured to communicate signals with any train-based transceiver that comes within communication range, the signals comprising ultra-wideband (UWB) signals, obtain based on at least processing of received UWB signals range measurements corresponding to a train traveling on the rail track, and generate control signals for controlling safety device based on the range measurements.
In an example implementation, the system further comprises one or more sensors attached to the rail track, wherein each sensor is configured to generate a coupling signal in response to a train traveling on the rail track, the coupling signal is communicated to the detection control module.
In an example implementation, the detection control module is configured to generate one or more output signals based on coupling signals received from the one or more sensors, wherein each output signal is generated based on one or more characteristics of at least one corresponding coupling signals.
In an example implementation, the safety device includes a gate.
In an example implementation, one or both of the detection control module and the signaling gateway module are configured to generate at least one control signal for controlling or adjusting timing of the safety device.
In an example implementation, one or both of the detection control module and the signaling gateway module are configured to determine based on the range measurements train-related information associated with the train, and generate or adjust the control signals based on the train-related information.
In an example implementation, one or both of the detection control module and the signaling gateway module are configured to communicate to the train information relating to the safety device and/or operation of the safety device.
In an example implementation, one or both of the detection control module and the signaling gateway module are configured to communicate to one or more vehicles approaching the crossing information relating to the safety device and/or operation of the safety device.
In an example implementation, the signaling gateway module further comprises one or more antennas, and one or more transceivers configured for transmitting and/or receiving wireless signals via the one or more antennas, the signaling gateway module being configured to communicate with one or both of the detection control module and the safety device using wireless signals.
An example system for train control, in accordance with the present disclosure comprises a plurality of detection control modules configured for deployment on or near rail tracks in a rail network, with each detection control module comprising one or more antennas, one or more transceivers configured for transmitting and/or receiving wireless signals via the one or more antennas, and one or more circuits. The plurality of detection control modules comprises at least a first detection control module and a second detection control module, with the first detection control module deployed physically closer to a crossing on a rail track than the second detection control module, the second detection control module is configured to generate in response to physical detection of a train traveling on the rail track, a detection signal, and communicate the detection signal to the first detection control module, the first detection control module is configured to communicate signals with any train-based transceiver that comes within communication range, the signals comprising ultra-wideband (UWB) signals, and obtain based on at least processing of received UWB signals range measurements corresponding to a train traveling on the rail track. The range measurements and the detection signal are used in controlling a safety device deployed at the crossing.
In an example implementation, the system further comprises a signaling gateway module is configured to control the safety device, and wherein the one or both of the signaling gateway module and the first detection control module are configured to generate control signals for controlling safety device based on the range measurements and the detection signal.
In an example implementation, one or both of the first detection control module and the signaling gateway module are configured to generate at least of control signal for controlling or adjusting timing of the safety device.
In an example implementation, one or both of the first detection control module and the signaling gateway module are configured to determine based on the range measurements train-related information associated with the train, and generate or adjust the control signals based on the train-related information.
In an example implementation, the signaling gateway module further comprises one or more antennas, and one or more transceivers configured for transmitting and/or receiving wireless signals via the one or more antennas, the signaling gateway module being configured to communicate with one or both of the first detection control module and the safety gate using wireless signals.
In an example implementation, the first detection control module is configured to communicate to the train information relating to the safety device and/or operation of the safety device.
In an example implementation, the system further comprises one or more sensors attached to the rail track, wherein each sensor is configured to generate a coupling signal in response to a train traveling on the rail track, the coupling signal is communicated to the second detection control module.
In an example implementation, the first detection control module is configured to the detection signal based on coupling signals received from the one or more sensors.
In an example implementation, the safety device includes a gate.
Aspects of the techniques described herein may be implemented in digital electronic circuitry, computer software, firmware, or hardware, including the structures disclosed herein and their structural equivalents, or in various combinations. Aspects of the techniques described herein may be implemented using a non-transitory computer readable medium and/or storage medium, and/or a non-transitory machine readable medium and/or storage medium, having stored thereon, a machine code and/or a computer program having at least one code section executable by a machine and/or a computer, thereby causing the machine and/or computer to perform the processes as described herein.
Each of the computer programs may have, for example, one or more sets of program instructions residing on or encoded in the non-transitory computer-readable storage medium for execution by, or to control the operation of, one or more processors of the machine or the computer. Alternatively or in addition, the instructions may be encoded on an artificially-generated propagated signal, for example, a machine-generated electrical, optical, or electromagnetic signal that may be generated to encode information for transmission to a suitable receiver apparatus for execution by one or more processors.
A non-transitory computer-readable medium may be, or be included in, a non-transitory computer-readable storage device, a non-transitory computer-readable storage substrate, a random or serial access memory array or device, various combinations thereof. Moreover, while a non-transitory computer-readable medium may or may not be a propagated signal, a non-transitory computer-readable medium may be a source or destination of program instructions encoded in an artificially-generated propagated signal. The non-transitory computer-readable medium may also be, or be included in, one or more separate physical components or media (for example, CDs, disks, or other storage devices).
Certain techniques described in this specification may be implemented as operations performed by one or more processors on data stored on one or more computer-readable mediums or received from other sources. The term “processor” may encompass various kinds of apparatuses, devices, or machines for processing data, including by way of example a central processing unit, a microprocessor, a microcontroller, a digital-signal processor, programmable processor, a computer, a system on a chip, or various combinations thereof. The processor may include special purpose logic circuitry, for example, a field programmable gate array or an application-specific integrated circuit.
Program instructions (for example, a program, software, software application, script, or code) may be written in various programming languages, including compiled or interpreted languages, declarative or procedural languages, and may be deployed in various forms, for example as a stand-alone program or as a module, component, subroutine, object, or other unit suitable for use in a computing environment. Program instructions may correspond to a file in a file system. Program instructions may be stored in a portion of a file that holds other programs or data (for example, one or more scripts stored in a markup language document), in a dedicated file or in multiple coordinated files (for example, files that store one or more modules, sub-programs, or portions of code). Program instructions may be deployed to be executed on one or more processors located at one site or distributed across multiple sites connected by a network.
The present technology has now been described in such full, clear, concise and exact terms as to enable any person skilled in the art to which it pertains, to practice the same. It is to be understood that the foregoing describes preferred embodiments and examples of the present technology and that modifications may be made therein without departing from the spirit or scope of the invention as set forth in the claims. Moreover, it is also understood that the embodiments shown in the drawings, if any, and as described above are merely for illustrative purposes and not intended to limit the scope of the invention. As used in this description, the singular forms “a,” “an,” and “the” include plural reference such as “more than one” unless the context clearly dictates otherwise. Where the term “comprising” appears, it is contemplated that the terms “consisting essentially of” or “consisting of” could be used in its place to describe certain embodiments of the present technology. Further, all references cited herein are incorporated in their entireties.
Accordingly, various embodiments in accordance with the present invention may be realized in hardware, software, or a combination of hardware and software. The present invention may be realized in a centralized fashion in at least one computing system, or in a distributed fashion where different elements are spread across several interconnected computing systems. Any kind of computing system or other apparatus adapted for carrying out the methods described herein is suited. A typical combination of hardware and software may be a general-purpose computing system with a program or other code that, when being loaded and executed, controls the computing system such that it carries out the methods described herein. Another typical implementation may comprise an application specific integrated circuit or chip.
Various embodiments in accordance with the present invention may also be embedded in a computer program product, which comprises all the features enabling the implementation of the methods described herein, and which when loaded in a computer system is able to carry out these methods. Computer program in the present context means any expression, in any language, code or notation, of a set of instructions intended to cause a system having an information processing capability to perform a particular function either directly or after either or both of the following: a) conversion to another language, code or notation; b) reproduction in a different material form.
While the present invention has been described with reference to certain embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted without departing from the scope of the present invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the present invention without departing from its scope. Therefore, it is intended that the present invention not be limited to the particular embodiment disclosed, but that the present invention will include all embodiments falling within the scope of the appended claims.
This patent application makes reference to, claims priority to, and claims benefit from U.S. Provisional Patent Application Ser. No. 62/964,830, filed on Jan. 23, 2020. The above identified applications is incorporated herein by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| 62964830 | Jan 2020 | US |
