RAILROAD SAFETY COMMUNICATION STRUCTURE

TECHNICAL FIELD

This disclosure relates generally to a railroad safety communication structure, and more specifically, to sharing second train logic between railroad lines.

BACKGROUND

Vehicle road grade crossings of railroad tracks have long introduced danger to the vehicles and pedestrians, as well as trains passing through these grade crossings. There is a need to improve the safety at these grade crossings.

BRIEF DESCRIPTION OF DRAWINGS

Disclosed herein are exemplary scenarios illustrating second train logic and implementations thereof. This description includes drawings, wherein:

FIG. 1 illustrates a scenario including adjacent tracks and a grade crossing.

FIG. 2 illustrates a scenario including adjacent tracks and a grade crossing.

FIG. 3 illustrates a scenario including adjacent tracks and a grade crossing.

FIG. 4 illustrates a scenario including adjacent tracks and a grade crossing.

FIG. 5 illustrates a scenario including adjacent tracks and a grade crossing.

FIG. 6 illustrates a scenario including adjacent tracks and a grade crossing.

FIG. 7 illustrates a scenario including adjacent tracks and a grade crossing.

FIG. 8 illustrates a scenario including adjacent tracks and a grade crossing.

FIG. 9 illustrates a scenario including two sets of adjacent tracks and a grade crossing.

FIG. 10 illustrates a scenario including two sets of adjacent tracks and a grade crossing.

FIG. 11 illustrates a scenario including two sets of adjacent tracks and a grade crossing.

FIG. 12 illustrates a scenario including two sets of adjacent tracks and a grade crossing.

FIG. 13 illustrates a scenario including two sets of adjacent tracks and a grade crossing.

FIG. 14 illustrates a scenario including two sets of adjacent tracks and a grade crossing.

FIG. 15 illustrates a scenario including two sets of adjacent tracks and a grade crossing.

FIG. 16 illustrates a scenario including two sets of adjacent tracks and a grade crossing.

FIG. 17 illustrates a scenario including two sets of adjacent tracks and a grade crossing.

FIG. 18 illustrates a scenario including two sets of adjacent tracks and a grade crossing.

FIG. 19 illustrates a scenario including two sets of adjacent tracks and a grade crossing.

FIG. 20 illustrates a flowchart of second train logic for two sets of adjacent tracks and a grade crossing.

FIG. 21 illustrates an exemplary system for use in implementing methods, techniques, devices, apparatuses, systems, structures, servers, sources and providing signal control at railroad grade crossings, in accordance with some embodiments.

Skilled artisans will appreciate that elements in the figures are illustrated for simplicity and clarity and have not necessarily been drawn to scale. For example, the dimensions and/or relative positioning of some of the elements in the figures may be exaggerated relative to other elements to help to improve understanding of various embodiments. Also, common but well-understood elements that are useful or necessary in a commercially feasible embodiment are often not depicted to facilitate a less obstructed view of these various embodiments. It will further be appreciated that certain actions and/or steps may be described or depicted in a particular order of occurrence while those skilled in the art will understand that such specificity with respect to sequence is not actually required. It will also be understood that the terms and expressions used herein have the ordinary technical meaning as is accorded to such terms and expressions by persons skilled in the technical field as set forth above except where different specific meanings have otherwise been set forth herein.

DETAILED DESCRIPTION

Described herein are scenarios illustrating the need, use, application, and implementation of second train logic at a grade crossing, i.e., where the roadway and railroad tracks cross, adjacent to a traffic controlled intersection and an adjacent track interconnected railroad grade crossing where two or more railroads detect trains independently.

Railroad grade crossing including adjacent tracks at a grade crossing for vehicles (e.g., automobiles, trucks, semi-trailer trucks, motorcycles, etc.) and/or pedestrians configured to avoid having vehicles and/or pedestrians on the tracks as a second train movement inbound after the first train is proceeding across or just crossed the railroad grade crossing. In doing so, extra safety precautions are provided, i.e., second train logic. Second train logic has been implemented to provide additional safety for drivers and the train near the grade crossing.

Generally speaking, FIGS. 1-6 illustrate scenarios of where second train logic of one or more railroad systems is needed and FIGS. 7-8 illustrate scenarios of where second train logic is currently implemented. As shown in FIG. 1, a main road for vehicles running parallel to the adjacent railroad tracks, Track #1 and Track #2, and a two track grade crossing is shown. FIG. 1 illustrates no train on either track, as well as no train movements toward the grade crossing in either direction. FIG. 2, via outlined arrow 1, illustrates an inbound train movement toward a grade crossing on Track #1. Arrow 1 additionally illustrates an advance preemption control forwarded from the train detection controls via the railroad grade crossing control circuitry, not shown, to an adjacent traffic signal controller, not shown, so the adjacent traffic signal controller may begin its transition into a track clearance phases 2. The track clearance phases permit vehicles that may be queued over the grade crossing to receive a proceed indication at an adjacent traffic controlled intersection to ensure that a queue of vehicles may clear the railroad track(s) towards an adjacent traffic intersection before the train reaches the grade crossing on Track #1. This advance preemption control is forwarded in advance to a warning device activation 3, the railroad lights and gates, and therefore, the warning devices are displayed as non-active, with flashing light signals dark and gate arms in the vertical position, allowing for vehicles to free flow across the grade crossing and through the traffic intersection.

FIG. 3 illustrates an inbound train continuing its movement toward a grade crossing via solid arrow 1. Solid Arrow 1 illustrates the warning device activation portion of the train approach as the train is inbound on Track #1. The train detection controls indicate for warning device activation via the railroad grade crossing control circuitry to the warning devices 3 which are activated with lights flashing and gate arms down in the horizontal position. The traffic signal clearance phases 2 are concluding, permitting the traffic signal to transition to the dwell phases.

FIG. 4 illustrates the train on Track #1 having almost completed its move across the grade crossing, but as it is still occupying the roadway at the grade crossing, the train detection controls 1 continue to indicate for the warning devices 3 to remain active at the grade crossing. The adjacent traffic signal controller has transitioned to the dwell phases 4 allowing the parallel traffic to operate during the grade crossing activation. At this time, train detection 5 controls indicate a second train on inbound toward to the grade crossing on Track #2.

FIGS. 5 and 6 illustrate a second train event without the implementation of second train logic. FIG. 5 illustrates the first train having completed its move across the grade crossing and the associated train detection controls for Track #1, i.e., outlined and solid arrow 1, have been released allowing for the warning devices 3 to deactivate. This is due to neither track train detection controls indicating for warning device activation. The second train detection 5 controls continue to indicate for advance preemption, i.e., clearing of the grade crossing road. This preemption call started with the first train on Track #1 and has been extended by the second train detection 5 controls on Track #2. Due to the warning devices 3 deactivating as neither of the track's train detection controls indicate for warning device activation, i.e., solid arrow 1, vehicles pull forward to the traffic intersection and encounter a stop indication at the traffic control signal 2 creating a queue back towards, and over, the tracks. This stop indication is a result of the preemption call from the railroad grade crossing control circuitry to the adjacent traffic signal controller. The adjacent traffic signal controller will not re-service the traffic signal clearance phases, and the traffic signal 4 will remain in the dwell phase, e.g. the parallel roadway, as if one continuous train move is occurring.

FIG. 6 illustrates the second train detection 5 control, now shown as Solid Arrow 5, now transitioned from advance preemption to warning device activation portion of the approach. The warning devices 3 now re-activate for the second train move lowering the gate arm behind, or on top of, the queue of vehicles stopped on the tracks. As the advance preemption call is held by the railroad grade crossing control circuitry for the duration of both train moves, the traffic signal remains in the dwell phases 4 and does not re-service the track clearance phases 2. Because second train logic was not applied in railroad signal design the vehicles and train crew may be put in a dangerous situation.

FIGS. 7 and 8 illustrate the adjacent tracks with the implementation of second train logic of one or more railroad systems, as known in the art, and in conjunction with the timeline explained above with reference to FIGS. 1-4. FIG. 7 illustrates the first train having completed its move across the grade crossing and the associated train detection controls for Track #1, i.e., the outlined and solid arrow 1, have been released potentially allowing for the warning devices 3 to deactivate. However, this will not be the case as second train logic has been implemented on the exemplary grade crossing, thus the warning devices 3 do not deactivate. The exemplary implementation of second train logic allows the warning device control signal, and in turn the warning devices, to remain active even though neither track train detection control indicates warning device activation, i.e., a solid arrow due to a train inbound toward the grade crossing.

The second train detection 5 controls continue to indicate for advance preemption and does not release the indication to the adjacent traffic signal controller nor do the warning devices 3. This occurs even though the second train detection 5 controls on Track #2 are indicating for advance preemption only. In the exemplary implementation of second train logic, generally, there may be a single input into the adjacent traffic signal controller for railroad advance preemption. The adjacent traffic signal controller does not detect two distinct preemption calls due to the first train detection 1 controls initially preempting the adjacent traffic signal controller, and the subsequent second train detection 5 controls continuing the initial preemption indication to the adjacent traffic signal controller 2. Because of this, the adjacent traffic signal controller will not start the traffic clearance phases 2 again, and instead, the traffic signal remains in the dwell phases 4, i.e., the parallel roadway, as if one continuous train move is occurring.

FIG. 8 illustrates the second train detection 5 controls now transitioned from advance preemption to warning device activation represented by the solid arrow. The warning devices 3 remain active for the entire duration of the two train movements across the grade crossing, disallowing a vehicle queue from the traffic signal intersection across the tracks. This is in accordance with the current art in railroad signal design second train logic. By keeping the warning devices 3 active, the potentially dangerous scenario shown in the previous example of incorrect application of second train logic is mitigated.

Turning to FIGS. 9-16, scenarios where a current flaw of one or more railroad systems in second train logic occur, and a solution thereof is provided. As discussed herein two adjacent multi-track railroads are built and run parallel to one another. Additionally, each multi-track railroad is illustrated with two tracks to signify that second train logic exists within each respective railroad's own control circuitry. It is contemplated that this approach applies to any number of adjacent railroads with varying numbers of tracks on each adjacent railroad, including at least one or two or more separate train tracks. Further, while illustrated with two grade crossings it is contemplated that this approach applies to adjacent railroads with at least one grade crossing.

FIG. 9 illustrates two adjacent railroad systems, sometimes simply referred to as railroads, often operating independent of one another, with a grade crossing interconnected and designed to operate in tandem with each other. These grade crossings are sometimes referenced herein as an adjacent track interconnected grade crossing. The two grade crossings can be interconnected with at least one adjacent vehicle and/or pedestrian traffic signal controlled intersection. As shown in FIG. 9, there are no trains detected on the Near Railroad (e.g., comprising the near track #1, and the near track #2) or the Far Railroad (e.g., comprising the far track #1, and the far track #2). While individual tracks may be referenced, the teachings herein contemplate the application of these concepts to the railroads the individual tracks are in. For example, if referring to Near Track 1, the teachings related to that point may extend more broadly to the Near Railroad. Similarly, if described as relating to the Near Railroad, the teachings herein may relate to the individual tracks comprising the Near Railroad, such as Near Track 1. In this way, elements, such as warning devices, described with reference to one track or railroad should not be limited to that particular track or railroad. For example, warning devices, described in more detail below, may not be limited to the track they are adjacent to and may be controlled by the railroad instead of or in addition to the particular track they are adjacent to.

FIG. 10 illustrates a train detection on Far Track #2. The train detection 1 controls are represented by an outlined arrow 1. The advance preemption control is forwarded to the adjacent traffic signal controller so the vehicle traffic signal may begin its transition into the track clearance phase 2. The track clearance phase permits vehicles that may be queued over the grade crossing to startup and clear the track area before train arrival at the grade crossing. This advance preemption control is forwarded in advance of the warning device 3a, 3b, 4a, and 4b activation, and therefore, the warning devices 3a, 3b, 4a, and 4b are displayed as non-active, with flashing light signals dark and gate arms in the vertical position, allowing for vehicles to free flow across the grade crossings and through the vehicle traffic intersection.

FIG. 11 illustrates a train inbound, as shown by an inbound train detection 1 control as a solid arrow. The train detection 1 control transitions from the advance preemption portion of the train approach to the warning activation portion of the train approach. The warning activation is forwarded to the adjacent traffic signal controller that the train has proceeded inbound close enough such that the warning devices 3a and 3b are now activated with lights flashing and gate arms in the horizontal position. This warning activation signal is shared between the adjacent track interconnected railroads to activate the other railroad's warning devices i.e., the train is on far track #2 and the warning device 3b located adjacent to near track #1 is activated. This control is forwarded via the adjacent track interconnection as each entity controls the train detection and warning devices associated with each adjacent railroad and interconnections between the two railroad's control circuitry must be designed and implemented. The operation first activates each outside warning devices 3a and 3b to warn drivers but does not activate the internal or inner warning devices 4a or 4b allowing traffic to free flow outbound from the region in between the two adjacent grade crossings. The described railroad signal design alleviates the condition of drivers being caught between the two adjacent railroads. The traffic signal clearance phases 2 are still preempted by the grade crossing as the preemption control is held through the entire train movement along the far track #2 across the grade crossing. The traffic signal clearance phase 2 may still be displaying proceed indications after the initial warning device activation of 3a and 3b.

FIG. 12 illustrates a subsequent change in the warning device activation. Inner warning device 4a is now active, activated by the control circuitry of the far railroad system, alongside exterior warning devices 3a and 3b with lights flashing and the gates horizontal after completion of the adjacent track clearance phase. The adjacent track clearance phase allows for vehicles that may have been traversing either of the railroad's track area when the warning devices 3a and 3b first activated to proceed across the adjacent railroad's track area before the inner warning device 4a or 4b activates, thereby alleviating the condition of drivers being caught between the two adjacent railroads. Warning device 4b remains deactivated in this scenario, as the train detection 1 controls on the Far Track #2 are indicating. The vehicle traffic clearance phase 2 have transitioned into the dwell phases 5 allowing the parallel traffic to operate during the grade crossing activation.

FIG. 13 illustrates the first train having almost completed movement across the grade crossing, but still occupying the roadway, while the train detection 1 controls circuitry continue to indicate for the warning devices 3a, 3b, and 4a to remain active. FIG. 13 also shows train detection 6 controls of the near track control circuitry indicating a second train inbound toward the grade crossing on Near Track #2. This detection forwards an advance preemption call to the adjacent traffic signal controller from the near railroad in addition to the advance preempt call currently forwarded by the far railroad. There are no changes to the warning devices 3a, 3b, 4a, or 4b that are currently active as the Near Railroad's train detection 6 controls are only indicating for advance preemption and not for warning device activation, meaning warning device 3b continues to remain active due to the warning device activation signal of the train detection 1 control on the Far Track #1.

FIG. 14 illustrates the first train having completed its movement across the far grade crossing and the associated train detection controls for Far Track #2 have been released allowing for the warning devices 3a, 3b, and 4a to deactivate alongside 4b which was not activated during the previous train move. This is due to neither railroad's train detection controls indicating for warning device activation of warning device 4b. The second train detection 6 controls continue to indicate for advance preemption and does not release the preemption call to the adjacent traffic signal controller 2. This continuous preemption call was started with the first train but has been extended by the train detection 6 controls on Near Track #2.

Further, due to the warning devices 3a, 3b, and 4a deactivating as neither the far railroad nor the near railroad train detection controls indicate for warning device activation, vehicles which were stopped at warning device 3a from the first train are now permitted to pull forward towards the traffic intersection and encounter a stop indication. In this scenario, the traffic signal is still in dwell phase 5 due to the advance preemption having never released and the drivers must stop creating a queue back towards, and over, the tracks. This red light is a result, at least in part, of the continuous preemption call from the two railroad grade crossings to the adjacent traffic signal controller. The adjacent traffic signal controller will not re-service the traffic signal clearance phases 2 and the traffic signal dwell phases 5 continue.

FIG. 15 illustrates the second inbound train detection controls 6 transitioned from advance preemption to warning device activation represented. The warning devices 3a and 3b are re-activated for the second train. Inner warning devices 4a and 4b remain inactive to allow for any remaining vehicles to clear from between two adjacent tracks. As the preemption call is held by the railroad's grade crossing control circuitry for the duration of both train moves, the traffic signal remains in the dwell phases 5, and the clearance phase is not re-served.

FIG. 16 illustrates a change in the warning device activation. Warning device 4b is now active alongside warning devices 3a and 3b after completion of the adjacent track clearance time with lights flashing and the gate lowered behind, or on top of, the queue of vehicles stopped on the tracks. As discussed above, while second train logic may be implemented on the adjacent tracks themselves, i.e., Near Track #1 and Near Track #2, this exemplary scenario mirrors the situation where second train logic is not implemented on a railroad with multiple tracks, and as a result, dangerous conditions may occur. FIGS. 9-16 illustrate an instance where individual railroads may have implemented second train logic within their own grade crossing, but the second train logic is not shared between the other set of adjacent tracks. By not communicating this second train logic between the adjacent railroads, the vehicles and train crew may put in a dangerous situation.

Turning to FIGS. 17-19, these figures illustrate the communication of second train logic between the tracks on each adjacent railroad, as well as between the two adjacent track railroad sets. FIGS. 9-13 illustrate a scenario where second train logic can be shared between railroad systems of the two adjacent railroad lines that enhance operation of the railroad systems and the cooperation between the railroad systems including at least to avoid the situation provided in FIGS. 14-16. Comparing FIG. 17 to FIG. 14, instead of the outer warning devices 3a and 3b deactivating, by sharing the second train logic of the Near Railroad with the Far Railroad, and vice versa, the grade crossing control circuitry receiving the second train detection 6 control for advanced preemption on Near Track #2 determines a second train event is occurring and will not deactivate the warning devices 3a and 3b.

The communication of second train logic between the two adjacent railroads can be achieved using one or more microprocessors, processors, integrated circuits, and/or other control circuitry via direct communication links and/or wired and/or wireless communication over one or more distributed communication networks (e.g., cellular, Wi-Fi, Bluetooth, LoRa, LoRaWAN, WAN, LAN, other IEEE802.11 communication protocols, Internet, other such communication networks, or a combination of two or more of such communication networks). This may be achieved by receiving an external signal or signals, such as the advanced preemption or the warning activation signals, through an input or inputs and comparing the received signal or signals indicating train inbound. The microprocessor may determine if a second train scenario is occurring when the train detection devices are external, e.g., the Near Railroad can determine if there is a second train scenario due to a train on one of the Far Railroad. In doing so, the warning devices may remain active and avoid a potential flaw due to the second train logic not being shared across the two railroads.

FIGS. 17-19 build upon the scenario provided in FIGS. 9-13. FIG. 17 illustrates the first train having completed its move across the grade crossing and the associated train detection controls for Far Track #2 have been released potentially allowing for the warning devices 3a, 3b, and 4a to deactivate, alongside 4b which was not visually activated during the previous train move. In contrast to FIG. 14, this does not occur. In this way, by implementing second train logic across both adjacent tracks and railroad systems, and discerning the second train event warning devices 3a and 3b remain active preventing vehicles from entering the grade crossing. Outer warning device 4b, which was not active and is not active, as the adjacent track clearance time continues to time down allowing for vehicles that may have been traversing either of the railroad's track area to clear the grade crossing. Warning device 4a, which was active, has recovered but this may not necessarily be the case depending on the adjacent track interconnections implemented by the exemplary near and far railroad systems. The example above can typically be implemented with the least amount of adjacent track interconnections.

The second train detection 6 controls continue to indicate for advance preemption and does not release the preemption call to the adjacent traffic signal controller, but even though this control on Near Track #2 is only indicating for advance preemption the warning devices remain active. The present disclosure provides for holding the warning devices active through all train moves if they are occurring back-to-back on adjacent track interconnected railroads. This in part provides for increased safety at traffic signal interconnected grade crossings due to the nature of how traffic signal preemption interconnections are made between the railroad grade crossing and the adjacent traffic signal controller. There is generally only a single input into the adjacent traffic signal controller for railroad advance preemption. Due to the first train detection controls initially preempting the traffic signal, and subsequently the second train 6 controls indicating a second train inbound on Near Track #2 and continuing the initial preemption indication to the adjacent traffic signal controller, the adjacent traffic signal controller does not detect two distinct preemption calls. Therefore, the adjacent traffic signal controller will not re-service the traffic signal clearance phases 2, and the traffic signal dwell phases 5 continue, e.g. the parallel roadway, as if one continuous train move is occurring.

FIG. 18 illustrates the change in the warning device activation, comparable to FIG. 15 and FIG. 16. Warning device 4b is now active alongside warning devices 3a and 3b after completion of the adjacent track clearance time with lights flashing and the gate lowered without a queue of vehicle across the grade crossing. The second train on Near Track #2 has not moved inbound close enough to the grade crossing for the train detection 6 controls to transition from advance preemption to warning device activation. As the preemption call is held by the railroad's grade crossing control circuitry for the duration of both train moves, the traffic signal remains in the dwell phases 5.

Referring to FIG. 19 which illustrates the second train detection 6 controls transitioned from advance preemption to warning device activation represented by the solid arrow. The warning devices 3a and 3b remain active for the entire duration of the two train moves disallowing a vehicle queue from the traffic signal intersection across the tracks. In this way, contrasting the scenario illustrated in FIGS. 14-16, the system provides the ability to detect second train events between independent train detection control circuitry at adjacent train interconnected grade crossings. By keeping the warning devices 3a and 3b active, the potentially dangerous scenario shown in the previous example of the current flaw in second train logic is mitigated.

FIG. 20 illustrates an example flowchart of shared second train logic between two different and external adjacent railroad systems, each associated with multiple tracks. Throughout the exemplary method the Near Railroad system and Far Railroad system as used to describe the different adjacent railroads and where signals are emanating from and being received at, this is for exemplary purposes only, and it is contemplated that this disclosure may apply to several different numbers of lines within each adjacent track and multiple adjacent tracks. At step 200, the Near Railroad receives an external signal of train detection on the Far Railroad. At optional step 202, the Near Railroad receives a signal of a second train detection on the Far Railroad or potentially a Third Railroad. This step may or may not occur and is immaterial to the shared second train logic. At step 204, the Near Railroad receives an internal signal of train detection on its own line. At optional step 206, the Near Railroad receives an internal signal of a second train detection on its own tracks. Similar to optional step 202, this step may or may not occur and is immaterial to the shared second train logic.

At step 208, the Near Railroad microprocessor, processor and/or other control circuitry aggregates both the internal and external signals to determine if internal second train event is occurring, i.e., there are multiple train moves occurring simultaneously on its own lines and/or a train on the Far Railroad and Near Railroad simultaneously. At step 210, the microprocessor determines if there is a received signal and an internally detected signal to determine if there are multiple trains entering and passing the grade crossing at nearly the same time. At step 212, the microprocessor decides whether or not this is in fact a second train event, if so, the microprocessor proceeds to step 214 and applies the shared second train logic and process described above. If a second train event is not determined, the microprocessor proceeds to step 216 and proceeds as normal.

Railroad control circuits are typically of the conventional direct current (DC), fail safe, normally energized, closed circuit principal style of discrete input-output (IO). Leveraging existing designed foreign interconnect circuits and improving the existing design through external relay logic networks is possible through use of the foreign crossing repeater relay (XPR). In some embodiments, this foreign indication of second train logic can be implemented via stick circuitry to ensure local advance preempt control occurring in concert with a foreign XPR indication immediately activates the local warning device control and will not release the warning devices until the advance preempt control and foreign XPR indication are returned to the normally energized state. It is contemplated that bootstrap conditions can be present and/or are prevalent when foreign entities, i.e., adjacent railroads or other related networks or devices thereof, control each other and therefore may be utilized in some embodiments.

Another method using conventional DC, fail safe, normally energized, closed circuit principal style of discrete IO, an input of the foreign (external) advance preempt control may be used in some embodiments to locally discern when the foreign entity has preempted the nearby traffic intersection. A similar external relay logic network to the foreign XPR indication may be implemented on the local advance preempt repeater relay with associated stick circuitry and potential for bootstrap conditions. This approach does not preclude foreign indication of XPR but is incorporated to provide a single interconnection point to the traffic controller.

In yet further embodiments, a traffic controller may be utilized to implement second train logic. Traditionally second train logic is a railroad signal design function, but this does not prevent a traffic agency from implementing external second train logic at the traffic signal controller. This approach, in some embodiments, would include independent indications of advance preempt from one or more, and typically all, entities to be interconnected with the traffic controller and a feedback circuit interconnection to one or more, and typically all, entities indicating the intersection has been preempted. This feedback circuit may leverage current industry standard interconnects, non-standard interconnects, or a combinations of standard and non-standard interconnects.

It is contemplated that external input of second train logic is not restricted to foreign railroads. Depending on the design of a railroad's control circuitry, a crossing with multiple tracks may have independent train detection controls for each track. For these scenarios external relay logic networks, with associated stick circuitry, as previously discussed may be implemented on a single railroad.

Some embodiments, such as presented in FIG. 20, may not require external relay logic networks to implement external second train logic control. It is contemplated that discrete, dedicated, second train logic inputs may be assigned on a railroad grade crossing microprocessor to interface with the internal second train logic. This may be implemented, for example, via discrete, dedicated, external advance preempt and/or crossing active inputs associated foreign railroad inputs. Discrete, dedicated inputs may be assigned, in some embodiments, through grade crossing microprocessor vital programming applications that include the preassigned logic statements and timing devices to alter a grade crossing's behavior in the form shown in FIGS. 17-19.

Virtual track circuits or “dummy” tracks may also be implemented in railroad vital programming applications. In this approach, the discrete, dedicated, external advance preempt and/or crossing active inputs can be associated with a virtual track that does not have a physical presence at the grade crossings. Although the virtual track does not exist, the vital programming application treats indications from the virtual track as if they have a physical presence on the local railroad. Through the virtual track indications, the local railroad grade crossing microprocessor can, in some embodiments, use its internal second train logic functionality to closely match the grade crossing's behavior in the form shown in FIGS. 17-19.

Further, the circuits, circuitry, systems, devices, processes, methods, techniques, functionality, services, servers, sources and the like described herein may be utilized, implemented and/or run on many different types of devices and/or systems. FIG. 21 illustrates an exemplary system 2100 that may be used for implementing any of the components, circuits, circuitry, systems, functionality, apparatuses, processes, or devices of the railroad grade crossing control circuitry, traffic signal controller, warning devices, warning device activation portion, train detection, train detection controls, train logic, and/or other above mentioned systems or devices, or parts of such circuits, circuitry, structures, functionality, systems, apparatuses, processes, or devices. However, the use of the system 2100 or any portion thereof is certainly not required.

By way of example, the system 2100 may comprise one or more control circuits or processor modules 2112, one or more memory 2114, and one or more communication links, paths, buses or the like 2118. Some embodiments may include one or more user interfaces 2116, and/or one or more internal and/or external power sources or supplies 2140. The control circuit 2112 can be implemented through one or more processors, microprocessors, central processing unit, logic, local digital storage, firmware, software, and/or other control hardware and/or software, and may be used to execute or assist in executing the steps of the processes, methods, functionality and techniques described herein, and control various communications, decisions, programs, content, listings, services, interfaces, logging, reporting, etc. Further, in some embodiments, the control circuit 2112 can be part of control circuitry and/or a control system 2110, which may be implemented through one or more processors with access to one or more memory 2114 that can store instructions, code and the like that is implemented by the control circuit and/or processors to implement intended functionality. In some applications, the control circuit and/or memory may be distributed over a communications network (e.g., LAN, WAN, Internet) providing distributed and/or redundant processing and functionality. Again, the system 2100 may be used to implement one or more of the above or below, or parts of, components, circuits, systems, processes and the like.

Some embodiments include a user interface 2116 that can allow a user to interact with the system 2100 and receive information through the system. In some instances, the user interface 2116 includes a display 2122 and/or one or more user inputs 2124, such as buttons, touch screen, track ball, keyboard, mouse, etc., which can be part of or wired or wirelessly coupled with the system 2100. Typically, the system 2100 further includes one or more communication interfaces, ports, transceivers 2120 and the like allowing the system 2100 to communicate over a communication bus, a distributed computer and/or communication network (e.g., a local area network (LAN), the Internet, wide area network (WAN), etc.), communication link 2118, other networks or communication channels with other devices and/or other such communications or combination of two or more of such communication methods. Further the transceiver 2120 can be configured for wired, wireless, optical, fiber optical cable, satellite, or other such communication configurations or combinations of two or more of such communications. Some embodiments include one or more input/output (I/O) ports 2134 that allow one or more devices to couple with the system 2100. The I/O ports can be substantially any relevant port or combinations of ports, such as but not limited to USB, Ethernet, or other such ports. The I/O interface 2134 can be configured to allow wired and/or wireless communication coupling to external components. For example, the I/O interface can provide wired communication and/or wireless communication (e.g., Wi-Fi, Bluetooth, cellular, RF, and/or other such wireless communication), and in some instances may include any known wired and/or wireless interfacing device, circuit and/or connecting device, such as but not limited to one or more transmitters, receivers, transceivers, or combination of two or more of such devices.

In some embodiments, the system may include one or more sensors 2126 to provide information to the system and/or sensor information that is communicated to another component. The sensors can include substantially any relevant sensor, such as distance measurement sensors (e.g., optical units, sound/ultrasound units, etc.), weight and/or pressure sensors, velocity sensors, light sensors, and/or other such sensors. The foregoing examples are intended to be illustrative and are not intended to convey an exhaustive listing of all possible sensors. Instead, it will be understood that these teachings will accommodate sensing any of a wide variety of circumstances in a given application setting.

The system 2100 comprises an example of a control and/or processor-based system with the control circuit 2112. Again, the control circuit 2112 can be implemented through one or more processors, controllers, central processing units, logic, software and the like. Further, in some implementations the control circuit 2112 may provide multiprocessor functionality.

The memory 2114, which can be accessed by the control circuit 2112, typically includes one or more processor-readable and/or computer-readable media accessed by at least the control circuit 2112, and can include volatile and/or nonvolatile media, such as RAM, ROM, EEPROM, flash memory and/or other memory technology. Further, the memory 2114 is shown as internal to the control system 2110; however, the memory 2114 can be internal, external or a combination of internal and external memory. Similarly, some or all of the memory 2114 can be internal, external or a combination of internal and external memory of the control circuit 2112. The external memory can be substantially any relevant memory such as, but not limited to, solid-state storage devices or drives, hard drive, one or more of universal serial bus (USB) stick or drive, flash memory secure digital (SD) card, other memory cards, and other such memory or combinations of two or more of such memory, and some or all of the memory may be distributed at multiple locations over one or more computer networks. The memory 2114 can store code, software, executables, scripts, data, content, lists, programming, programs, log or history data, user information, customer information, product information, and the like. While FIG. 21 illustrates the various components being coupled together via a bus, it is understood that the various components may actually be coupled to the control circuit and/or one or more other components directly.

The microprocessor may be disposed within a module stored in a chassis near the grade crossing to receive and detect signals of inbound trains, both internally on its own railroad, and shared from external microprocessors on other adjacent railroads. The external microprocessors may be disposed within the same chassis in a different module near the railroad grade crossings or in a different nearby chassis.

Some embodiments provide a communication structure comprising: a first track including a first microprocessor and first control circuitry; and a second track including a second microprocessor and second control circuitry; wherein the first control circuitry and the second control circuitry are configured to determine an inbound train on the first track or the second track, wherein the first control circuitry and the second control circuitry are configured to communicate the inbound train on the corresponding tracks to the other control circuitry, wherein the first microprocessor and the second microprocessor are configured to communicate with one another, wherein at least one of the first microprocessor and the second microprocessor are configured to determine whether a first activation of warning devices is to be activated at a grade crossing and communicate the first activation to the other microprocessor, and wherein at least one of the first microprocessor and the second microprocessor are configured to determine a second sustained activation of the warning devices and communicate the first activation to the other microprocessor.

In some embodiments, the first track can comprises at least two separate train tracks monitored by the first control circuitry, and/or the second track can comprise at least two separate train tracks monitored by the second control circuitry. The first microprocessor can be configured to communicate a clearance signal to an automobile traffic indicator and/or automobile control system at the grade crossing upon a detection of an inbound movement of a train on the first track, and typically the detection occurs through one or more sensor systems at or prior to a threshold distance from the grade crossing. The first microprocessor, in some embodiments, can be configured to communicate a warning device activation signal to automobile warning indicators of the grade crossing and next to the first track upon an advancement of a train on the first track to the grade crossing. In some embodiments, the second microprocessor can be configured to communicate a clearance signal to a traffic indicator at the grade crossing upon an inbound movement of a train on the second track. The second microprocessor can, in some implementations, be configured to communicate a warning device activation signal to warning indicators next to the second track upon an advancement of a second train on the second track to the grade crossing. Typically, at least one of the first microprocessor and the second microprocessor communicate an inbound movement of a respective train on the corresponding track with one another. In some embodiments, at least one of the first microprocessor and the second microprocessor may communicate a first advancement of the respective trains on the corresponding respective track with one another. In some implementations, the first microprocessor may communicate with the second microprocessor a first advancement of a first train on the first track, and/or the second microprocessor may communicate with the first microprocessor a second advancement of a second train on the second track. A first advancement of a first train communicated between the first microprocessor and the second microprocessor may in some embodiments cause at least one warning indicator on one or both the first track system and the second track system to activate, disallowing any vehicles from entering the grade crossing. Additionally or alternatively, in some embodiments, a second advancement of a second train, occurring at the same time or within a threshold duration as the first advancement communicated between the first microprocessor and the second microprocessor, can trigger the control system to cause at least one warning indicator on one or both the first track and the second track to remain activate, disallowing any vehicles from entering the grade crossing during an entirety of the first advancement and the second advancement. The warning devices may be deactivated, in some embodiments, upon clearance of the first train and the second train from the grade crossing. The warning devices typically remain active after clearance of one of the first train or the second train from the grade crossing.

Some embodiments provide a method for communicating train grade crossing signals comprising: detecting a first inbound movement of a first train on a first track towards a grade crossing via a first control circuitry of a first track system associated with the first track; communicating the first inbound movement via the first control circuitry to a first microprocessor of the first track system; communicating the first inbound movement via the first microprocessor to a second microprocessor of a second track system associated with a second track, and a traffic indicator; communicating a first advancement of the first train towards the grade crossing via the first microprocessor to the second microprocessor, the traffic indicator, and first warning devices; detecting a second inbound movement of a second train on a second track towards the grade crossing via a second control circuitry of the second track system; communicating the second inbound movement via the second control circuitry to the second microprocessor; communicating the second inbound movement via the second microprocessor to the first microprocessor and the traffic indicator; and communicating a second advancement of the second train towards the grade crossing via the second microprocessor to the first microprocessor, the traffic indicator, and second warning devices; wherein communication of the first inbound movement causes the traffic indicator to enter a clearance phase, wherein communication of the first advancement causes the traffic indicator to enter a dwell phase and the first warning devices and the second warning devices to become active; and wherein communication of the second inbound movement or the second advancement causes the traffic indicator to remain in the dwell phase and the first warning devices and the second warning devices to remain active.

In some embodiments, a clearance signal is communicated to the traffic indicator at the grade crossing upon an inbound movement of the train on the first track. Some embodiments trigger a communication of the control signal when a second advancement of a second train, occurring within a threshold duration as the first advancement communicated between the first microprocessor and the second microprocessor, in controlling warning indicator on one or both the first track and the second track to remain activate and inhibiting vehicles from entering the grade crossing during an entirety of the first advancement and the second advancement. The first warning devices and the second warning devices can be deactivated, in some embodiments, upon clearance of the first train and the second train from the grade crossing. Some embodiments maintain the first warning devices and the second warning devices active after clearance of only one of the first train or the second train from the grade crossing. In some embodiments, the first track can comprise at least two separate train tracks monitored by the first control circuitry, and/or the second track can comprise at least two separate train tracks monitored by the second control circuitry.

Some embodiments provide a railroad communication structure comprising: first track system comprising a first microprocessor and first control circuitry associated with a first track; and a second track system comprising a second microprocessor and second control circuitry associated with a second track; wherein the first control circuitry is configured to determine when there is an inbound train on the first track, and the second control circuitry is configured to determine an inbound train on the second track, wherein the first control circuitry is configured to communicate the inbound train on the first track to the second control circuitry, and the second control circuitry is configured to communicate the inbound train on the second track to the first control circuitry, wherein the first microprocessor and the second microprocessor are configured to communicate with one another, wherein the first microprocessor is configured to determine that a first activation of warning devices is to be activated at a grade crossing and communicate the first activation to the second microprocessor, and wherein the second microprocessor is configured to determine a second sustained activation of the warning devices and communicate the second sustained activation to the first microprocessor.

Further, some embodiments provide methods of enhancing railroad safety at a two adjacent railroad systems comprising: determining by a first control circuitry, of a first railroad track system associated with a first track, when there is an inbound train on the first track; communicating the determination of the inbound train on the first track to a second control circuitry of a second railroad track system associated with a second track that is running adjacent the first track at a grade crossing; determining, by a first microprocessor of the first railroad track system based on the determination of the inbound train on the first track, that a first activation of warning devices is to be activated at a grade crossing; communicating the first activation to a second microprocessor of the second railroad track system; determining when a second sustained activation of the warning devices is to be implemented; and communicating the second sustained activation to the first microprocessor.

Some embodiments provide a communication structure comprising: a first track system comprising a first microprocessor and first control circuitry associated with a first track; and a second track system comprising a second microprocessor and second control circuitry associated with a second track; wherein the first control circuitry is configured to determine when there is an inbound train on the first track, and the second control circuitry is configured to determine an inbound train on the second track, wherein the first control circuitry is configured to communicate the inbound train on the first track to the second control circuitry, and the second control circuitry is configured to communicate the inbound train on the second track to the first control circuitry, wherein the first microprocessor and the second microprocessor are configured to communicate with one another, wherein the first microprocessor is configured to determine that a first activation of warning devices is to be activated at a grade crossing and communicate the first activation to the second microprocessor, and wherein the second microprocessor is configured to determine a second sustained activation of the warning devices and communicate the second sustained activation to the first microprocessor.

Those skilled in the art will recognize that a wide variety of other modifications, alterations, and combinations can also be made with respect to the above described embodiments without departing from the scope of the invention, and that such modifications, alterations, and combinations are to be viewed as being within the ambit of the inventive concept.

RAILROAD SAFETY COMMUNICATION STRUCTURE

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