System and method for self powered wayside railway signaling and sensing

Abstract

System and method for self powered wayside railway signaling and sensing. The system includes a power scavenging module and a power utilizing module. The power scavenging module is configured to convert an excitation of a rail into electrical power. The power utilizing module is powered by the electrical power and is configured to detect a predetermined characteristic in relation to the rail, a train moving on the rail or an environment of the railroad and to communicate data in relation to the predetermined characteristic.

Description

BACKGROUND

This invention relates to a wayside sensor for railroads. More particularly this invention relates to a system for the reading of a sensor, processing the sensor output data and communicating the data in a wireless manner through the use of a power scavenging module.

Wayside sensors for railroad operations perform a variety of functions. Because wires must be run to each sensor for communication and electrical power, this results in significant installation costs and maintenance costs as well as reliability concerns.

Accordingly, there is a need in the art to provide a more effective method and system for wireless rail sensing systems specifically augmented by use of a localized power generation system.

BRIEF DESCRIPTION

In accordance with one embodiment of the present invention, a system for generating local power on railroad is provided. In this embodiment, the system includes a power scavenging module and a power utilizing module. The power scavenging module is configured to convert an excitation of a rail into electrical power. The power utilizing module is powered by the electrical power and is configured to detect a predetermined characteristic in relation to the rail or a train moving on the rail or an environment of the railroad and to communicate data in relation to the predetermined characteristic.

In accordance with another embodiment of the invention, a method is provided for generating local power on railroad. The method includes generating power from an excitation of a rail and energizing a power utilizing module using the power to detect a predetermined characteristic in relation to the rail or a train moving on the rail or an environment of the railroad and communicate data in relation to the predetermined characteristic.

DRAWINGS

FIG. 1 is a perspective view of a railroad signaling system constructed in accordance with an exemplary embodiment of the invention that includes a power scavenging module, a sensor module, a signal conditioning module and an output module for data communication.

FIG. 2 is a block diagram of a railroad signaling system constructed in accordance with an exemplary embodiment of the invention that includes a power scavenging module, a sensor module, a signal conditioning module and an output module for data communication and

FIG. 3 illustrates a method for railroad signaling in accordance with an exemplary embodiment of the invention.

DETAILED DESCRIPTION

FIG. 1 illustrates a perspective view of a railroad signaling system 10 constructed in accordance with an exemplary embodiment of the invention that includes a power scavenging module 12, a sensor module 14, a signal conditioning module 16 and an output module 18. In this embodiment, power scavenging module 12, sensor module 14, signal conditioning module 16 and output module 18 are depicted as four different components. In other embodiments, however, these components can be combined into one or more integrated signaling system(s). The principles of the invention are not limited to only railroad systems. One of ordinary skill will recognize that other embodiments of the invention are suited for other types of detection systems, for example, systems to detect flaws in various types of rails used for track guided vehicles that are generally installed at amusement parks and rails used for tramways.

According to one embodiment of the invention as described in FIG. 1, when a train passes over a point in the rail 28, a downward force is applied to the rails at the contact points with the wheels because of the weight of the train. The rail deflects in a downward motion as a result of this force. As the wheel passes and another wheel approaches, the rail deflects upward due to bending of the rail between wheels. This motion typically occurs at low frequency (0.1-10 Hz). Considerable rail vibration is also induced at higher frequency (>10 Hz) in both horizontal and vertical directions due to the passing train. The power scavenging module 12 utilizes one or both of the low and high frequency motions of the rail to generate electrical charge and a resultant voltage differential across its two output nodes. The voltage is tapped using contacts to power other systems that are electrically coupled to the output nodes of the power scavenging module 12. The power scavenging module 12 and a power utilizing module together complete an electrical circuit that receives and conducts the current resulting from the power scavenging module 12.

In one embodiment of the invention, the power utilizing module is the sensor module 14 that senses various operational parameters in relation to integrity of the rail and the train. In another embodiment of the invention, the power utilizing module is the signal conditioning module 16 that receives the output signals from the sensor module 14 and then converts these signals into digital form for further analysis and storage. In yet another embodiment of the invention, the power utilizing module is the output module 18 that receives conditioned signals from the signal conditioning module 16 and then communicates the resulting data to a control unit. Each of these elements—the power scavenging module 12, the sensor module 14, the signal conditioning module 16 and the output module 18 will be described in more detail below.

FIG. 2 is a detailed block diagram of a railroad signaling system 10 constructed in accordance with an exemplary embodiment of the invention. Power scavenging module 12 typically includes a transducer 44, a power conditioning circuit 46 and a power storage system 48. A transducer is a system that converts energy from one input form to another output form. In one embodiment of the invention as illustrated in FIG. 2, the input excitation for the transducer 44 is a vibration or a displacement of the rail as a train passes over that and the output is electrical energy. In this embodiment, transducer 44 includes a vibrating device that is made of piezoelectric material. Typically, piezoelectric materials deform due to the application of a physical force and the mechanical energy of this deformation is converted into electrical energy. This phenomenon is known in the art as ‘piezoelectric effect.’

In one embodiment of the invention, the power producing piezoelectric transducer 88 is attached to the rail 28 of FIG. 1 either directly, or via an intermediate mechanical device used to amplify the effects of the rail vibration provided by a passing train. As a result of the force from the passing trains, electrical charges are generated across the two output nodes of the piezoelectric transducer 88. Converting the output electrical energy of the piezoelectric transducer 88 into useful electric power typically requires several steps. In one embodiment, the output electrical energy of the piezoelectric transducer 88 is transformed into a DC voltage and a current in a power conditioning circuit 46 comprising a rectifier 96 and a regulator 98. The regulated DC output of the power conditioning circuit 46 is temporarily stored in a storage system 48 and then used by the sensor module 14, the signal conditioning module 16 or the output module 18.

Technical details of piezoelectric transducer 88 are known to persons skilled in the art and the specifics are not disclosed herein. Different embodiments of the railroad signaling system 10 of the present invention are herein described. However, it should be understood that the different modes for carrying out the invention hereinafter described are offered by way of illustration and not by the way of limitation. It is intended that the scope of the invention include all modifications that incorporate its principal design features.

The mechanical, electrical, physical and other properties of a particular piezoelectric transducer 88 determine the amount of electrical charge that is generated in response to a given applied force. The polarity of the generated charge on the other hand depends on whether the element is under compression or tension as a result of the externally applied force. The amount of electrical charge generated and the impedance of the external system that uses the power affect the voltages developed at the contacts, leads and nodes of the power scavenging module 12.

Functionally, in other embodiments of the invention, the stressing of the piezoelectric transducer 88 is done by subjecting the piezoelectric transducer 88 to a force or a stress or a strain in a single, multiple or other impulsive manner or in a cyclical or other repetitive manner. This is done either at a constant frequency or any other frequency or range of frequencies found to be desirable. If efficiency of energy harvesting device depends upon resonant quality factor that may vary with ambient temperature, a temperature compensated flexural mode structure may be incorporated to retain a high quality factor independent of temperature.

In this embodiment of the invention, the piezoelectric transducer 88 is configured based on a cantilever design and specifically a temperature compensated flexural mode structure maximizes the efficiency of the cantilever design. Moreover, the piezoelectric transducer 88 is designed to function near its resonance mode by appropriately choosing the dimensions. In a resonant state, the mechanical energy applied on the piezoelectric transducer 88 is transformed very efficiently into electrical energy. The resonance frequency varies as a function of a number of properties of the piezoelectric transducer 88 e.g., the size, shape, density and other physical parameters. The factors affecting resonance also include the constituent makeup, for example, the basic crystal constituents and the various additives used to provide and vary the piezoelectric properties of the crystal or crystals being employed.

Operationally, in yet another embodiment of the invention, the piezoelectric transducer 88 is made of materials that include thin polymer films, single crystal materials, or other piezoelectric element structures. These materials are used to form structures that are easily excited from a vibration input. This input may be a single discrete frequency, a combination of frequencies, or broadband vibration with a very large number of frequencies. The shape, size, density and other physical parameters of the materials and geometry of the structure have a direct impact on the efficiency of the piezoelectric structure to convert mechanical energy into electrical energy. These parameters are chosen to design the most efficient system obtainable.

In other embodiments of the invention, other systems such as hydraulic transducers, electromagnetic transducers and other types of transducers are considered for different alternative configurations of the power scavenging module 12 based on operational parameters such as ‘performance’ as measured in terms of power output, ‘cost’, ‘ease of installation’, ‘environmental impact’, ‘reliability’ etc. Various types of power scavenging modules produce different amounts of voltage and current. Various internal and external parameters are used to match the internal impedance of the power scavenging module 12 with the external impedance of the power utilizing modules like the sensor module 14, the signal conditioning module 16 or the output module 18. In an ‘impedance-matched’ state, the overall flexibility and performance of the railroad signaling system 10 is improved.

Referring to FIG. 2 again, one other embodiment of the invention employs a hydraulic transducer 92 as a displacement transducer. The hydraulic transducer 92 uses hydraulic fluid to scavenge energy from passing trains using the low frequency displacement of the rail as the rail car trucks pass overhead. In operation, when a train passes over the rails, a downward force compresses the rails and the ties relative to the ballast. This relative motion and force depresses the hydraulic transducer 92 and pressurizes its hydraulic flow circuit. A pilot valve (not shown) controls the release of hydraulic fluid under high pressure into a motor or a generator (not shown) where the mechanical energy is converted into electrical energy using an associated rectifier and regulator electronics. The hydraulic fluid exits into a reservoir where it is stored until it is needed for successive cycles. The hydraulic transducer 92 also serves as an energy storage system holding the pressurized hydraulic fluid until power is actually needed. Energy storage systems will be described in more detail later. A return spring returns the hydraulic transducer 92 to its original position after an energy producing cycle.

In another embodiment of the invention, the input excitation to the transducer 44 in FIG. 2 is an electromagnetic excitation. An electromagnetic vibratory, linear-velocity transducer 94 is built from a coil (not shown) attached to the vibrating rails and a permanent magnet (not shown) that is suspended within the coil by a spring. When the frequency of vibration of the coil exceeds the resonance frequency of the coil-magnet mechanical system, the magnet remains almost immovable. At that time, a voltage is generated across the coil due to the motion of the turns of the coil in the magnetic field of the permanent magnet. The voltage is proportional to the speed of the coil.

Referring back to FIG. 2, the power generated by the different embodiments of the power scavenging module 12 is conditioned, first by rectifying and then by regulating the power so that the power is usable. Power conditioning circuit 46 includes rectifier 96 and regulator 98. The rectifier 96 receives the alternating electrical current from the piezoelectric transducer 88 and produces a corresponding pulsating direct current (DC) output. The electrical current rectified by the rectifier 96 is regulated by a voltage regulator 98. The regulator 98 maintains the output voltage at a constant level for a range of input voltages.

In one embodiment, the regulator 98 is a shunt-type voltage regulator. A shunt regulator using a zener diode is the simplest and least expensive alternative. Shunt regulators keep the voltage across them to a maximum constant value, when a very low current is allowed to flow through it. In an alternative embodiment of the invention, a series regulator is used in the power conditioning circuit 46. The series regulator employs an impedance in series to drop any extra voltage between the generator and the impedance itself. Both the series and the shunt regulators are dissipative in nature and they both operate in step down mode. In another embodiment of the invention, a switching regulator is used in the power conditioning circuit 46, when the power generated is much higher than required. Switching regulators employ a switching element in their power regulating circuit and they operate in both step up and step down modes. Switching regulators need a very low current to maintain a high constant input voltage. Moreover, they need over-voltage protection in the form of a low current zener diode.

Referring to FIG. 2 again, the power conditioned in the power conditioning circuit 46 is typically stored in a power storage system 48. Power storage system 48 typically includes battery 102 and/or capacitor 104 to receive and store the regulated electrical output coming from regulator 98. Such output is smoothed in voltage and has a nearly constant value. The energy is typically stored in a battery 102 for long term use or stored in a capacitor 104 for short term use. There are systems like wireless sensors that are required to transmit data at regular intervals for relatively short times. When such systems depend on the power scavenging module 12 for operating power, energy stored in the battery 102 or the capacitor 104 is used.

There are various types of batteries 102 available. The factors to be considered while selecting a battery for the power storage system 48 are capacity, leakage current and number of charge-discharge cycles possible during the lifetime of the battery. Capacity of a battery is decided based on the load current, as the maximum current that is drawn depends on the ‘Ampere-hour’ rating of the battery and the charging current available from the power generator e.g., the power scavenging module 12 in the case of this embodiment of the invention. ‘Leakage current of a battery’ determines how much of electrical energy is lost from the battery and whether the battery will remain in a charged state for considerably long time. The battery used in this embodiment is a Lithium-ion Battery. The advantage of using such batteries is their high capacity and low leakage. That ensures that the voltage rarely falls below the required level and hence there is low startup time.

Referring to FIG. 2 again, the power generated by the power scavenging module 12 is subsequently utilized by the sensor module 14. The sensor module 14 senses one or more operational parameters related to the integrity of the rail or a train passing over the rails. The sensor module 14 may include a broken rail detector 52 to detect any breakage or fissure in the rails, an occupancy detector 54 to detect the presence of a train over a block or sector of rails or a train characteristics detector 56 to detect a number of characteristic parameters such as number of wheels or axles or railroad cars of a train or temperature of wheels or axles or bearings of the train passing over the rails. The sensor module 14 may also be enabled to determine the speed of a train. The sensor module 14 may also include defect detectors such as dragging equipment, hot bearing, hot wheel or wheel impact load. The sensor module 14 may further include an ‘Automatic Equipment Identification’ (AEI) tag reader system to detect an identity of a train. These sensors are well known to those familiar with state-of-the-art in railway signaling.

The technical details of sensor module 14 and the sensing process therein are known to persons skilled in the art and specifics are not disclosed herein. The different embodiments and modes of sensing contemplated for the sensor module 14 of the present invention are herein described. It should be understood that the invention is not limited to the above-described configuration of the sensor module 14. The best mode for carrying out the invention hereinafter described is offered by way of illustration and not by the way of limitation. It is intended that the scope of the invention include all modifications that incorporate its principal design features.

In another embodiment of the invention, the sensor module 14 may include sensing systems to sense the status of a local signal or a visual signal. In yet another embodiment of the invention, sensor module 14 may include sensing systems to sense the position of a gate or a switch. In another embodiment of the invention, the sensor module 14 may include sensing systems to senses environmental characteristics such as wind speed, rainfall, snowfall, earthquake, landslide, temperature, barometric pressure, humidity etc.

Referring to FIG. 2 again, in one embodiment of the invention, the power generated by the power scavenging module 12 is utilized by a circuitry 15 that is coupled to the sensor module 14 and is configured to receive the output signals of the sensor module 14. The circuitry 15 also communicates data in relation to the rail or train or environmental characteristics sensed by the sensor module 14. The circuitry 15 includes the signal conditioning module 16. The signal conditioning module 16 receives the signals obtained by the sensor module 14 and processes them. In operation, the functions of the signal conditioning module 16 include analog amplification, gating, digital signal capture, signal processing and digital data analysis and processing. This module provides additional functionalities for power management, duty cycle, analog to digital conversion, time stamp, digital memory and environmental compensation.

Another element of the circuitry 15 as illustrated in FIG. 2 is a controller 22. The power scavenging module 12, the sensor module 14 and the signal conditioning module 16 communicate with the controller 22. The controller 22 includes a microcontroller (not shown) and it is the central unit that controls and coordinates all the activities of all the modules of the railroad signaling system 10 and thereby coordinates the overall functioning of the system 10. The controller 22 is an analog-to-digital converter accessible through all types of analog input ports and the function of the controller 22 is to convert the input analog DC voltage to a digital format recognizable by a central processing unit located in a command control circuit or a remote control unit. A number of switches, gates and visual signals are part of any typical railroad signaling system and controller 22 activates various switches using command module 122, various gates using command module 124 and various visual signals using command module 126. The controller 22 also controls and coordinates the activities of the output module 18 and sends the conditioned signal coming from the signal conditioning module 16 to the output module 18. The structure and the function of the output module 18 will be described in more details below.

The invention is not limited to the above-described configuration of the controller 22. In other embodiments of the invention, the controller 22 includes other solid-state equipments, relays, microprocessors, software, hardware, firmware, etc. or combinations thereof. All the read-out logic circuits in the system 10 also communicate with the controller 22 and the controller 22 in turn activates appropriate fail-time or warning alerts if the threshold level of an excitation from the broken rail detector 52 or the occupancy detector 54 or the train characteristics detector 56 is exceeded. The command signals issued by controller 22 take the form of simple go/no-go decisions wherein proper and improper performances are differentiated. Alternatively, more robust information is developed depending upon the type of situation being monitored, the sophistication of the sensor involved and logic performed by controller 22. For example, a history of field or performance data is recorded with future performance being predicted on the basis of the data trend. For audio performance data, the information includes volume, frequency, and pattern of sound verses time. For visual performance data, the information includes wavelength, visual images, intensity and pattern of light verses time. One should appreciate that the information stored by the controller 22 is directly responsive to known failure modes and performance characteristics of the particular type of railroad situation being monitored.

Referring to FIG. 2 again, the circuitry 15 also includes the output module 18. The output module 18 receives the processed signals from the controller 22 and then transmits them to a control unit. Hardware options for transmission include radio or wired communication links and transceivers or plug-in memory extension cards. Moreover, an Internet or other multi-media communication links are especially useful for this application to facilitate convenient access to the information by a plurality of interested parties and to facilitate two-way communication. There are various communication protocols for use in various communications modes depending on the specific embodiment of this module. The output module 18 in this embodiment includes a receiver 72 and a transmitter 66 to communicate with the controller 22 or with a command control circuit (not shown) or with a wayside bungalow (not shown). Both receiver 72 and transmitter 66 are enabled to communicate using the necessary modes of communication protocol. Typical examples of communication protocols include TCP/IP and railroad standardized ‘Automatic Train Control System’ (ATCS).

An alternative to the embodiment described above is the use of a remote control unit 26 to control the operations of the railroad signaling system 10 remotely. The remote control unit 26 typically includes and makes use of access to the Internet or other wide area information networks. The receiver 72 of the output module 18, in this embodiment, receives communication signals from the controller 22 or from the remote control unit 26 or from the command control circuit (not shown) or from the wayside bungalow (not shown). In the same manner, the output module 18, in this embodiment communicates with the remote control unit 26. Functionally, the remote control unit 26 includes a microcontroller, such as a computerized data processor or an analog micro controller that receives the communication signals from the output module 18.

In an alternative embodiment, the remote control unit 26 includes a transmitter (not shown) and a remote receiver (not shown). The transmitter and the receiver can communicate in one or more of wireless, landline and fiber optic communication modes. Corresponding units housed in the output module 18 for two-way communication are the receiver 72 and the transmitter 66. The readiness of railroad signaling system 10 throughout the network is easily and automatically monitored by the remote control unit 26. In another embodiment of the invention, the remote control unit 26 has an additional database to store various operational and field maintenance data in relation to various components, subsystems of the railroad signaling system 10. For instance, data regarding the make, model, location, installation date, service history etc. of each component or each subsystem throughout the network are maintained in the database. Similar communication in relation to operation of the various components or subsystems of the railroad signaling system 10, such as the power scavenging module 12, the sensor module 14, the signal conditioning module 16 or the output module 18 is transmitted from the remote control unit 26 to the railroad signaling system controller 22 via the output module 18.

In yet another embodiment of the invention, the remote control unit 26 includes communication equipments located on a passing train, so that communication signals are conveyed between the remote control unit 26 and the output module 18 using a transmitter or a receiver positioned in the train. In yet another alternative embodiment, remote control unit 26 communicates with a remotely located operations control center (not shown) so that appropriate warnings are provided to trains moving on the rail line regarding a breakage in the rails or a malfunction of a component or a subsystem. Approaching trains are signaled to stop or to proceed at a slow speed in such eventualities. Data streams from other systems can also be incorporated in to the operations control center such as logistics and maintenance and diagnostics systems to create a higher level of decisioning for the rail companies. Decisions can be made concerning scheduling based on the data streams of maintenance records, location of the train, jobs in the queue, asset location etc. In another embodiment of the invention, decisions can be made based on integration of the data streams mentioned above with the data communicated by said output module. In similar manner, decisions for occupancy and consist can be optimized as well as alerts for security etc.

In an alternative embodiment, the system 10 also includes a data processing unit 24. Referring to FIG. 2 again, the remote control unit 26 communicates with the data processing unit 24 for a higher-level analysis of the data processed and transmitted by the controller 22. The data processing unit 24 includes a train signature analysis module 132 and a statistical data analysis module 134. Train signature analysis module 132 analyzes vibration signatures or electronic signatures of a train as detected by the train characteristics detector 56 using statistical techniques like regression analysis, pattern recognition techniques, counting technique, principal component analysis etc. and compares the vibration signatures or electronic signatures to standard signatures using various comparative analysis techniques. On the other hand, the statistical data analysis module 134 performs a number of statistical analysis techniques on the data stored in the controller 22 and accessed using remote control unit 26. For instance, in one embodiment, a trending analysis of ‘mean time between failure’ (MTBF) of various components is performed. In another embodiment, a change in the time interval between the delivery of a test signal and the operation of a component or a subsystem are used to diagnose a developing problem. An early recognition of a change in the system characteristics permits problems to be addressed before they result in a condition wherein a component or a subsystem fails to respond in a safe manner.

In other embodiments of the invention, analysis techniques performed by the data processing unit 24 involves numeric processing including computation of average values, peak values, time-to-maximum values, minimum values, time-to-minimum values, root mean square (RMS) values, cycle time, frequency, rise time, fall time, area values, integer values, pulse width, duty cycle, specified level time, differential pulse count of various sensing signals and their interpretation in various railroad related events such as acceleration or deceleration or stoppage of a train. In yet another embodiment of the data processing unit 24, algorithms are developed that relate a typical vibration signature of a train as detected by the train characteristics detector 56 and the power output of the power scavenging module 12 to other railroad related events such as a train stopping, accelerating, idling etc. In the event when the vibration signature of a train changes, it is possible to use the power scavenging module 12 and the train characteristics detector 56 in tandem to detect a possibility of a breakage in the rails. In such an event, the data processing unit 24 analyzes the data and communicates with the controller 22 via the remote control unit 26 to activate an appropriate warning signal switch. It is also be possible to compare vibration signatures of a train from both the rails and identify a breakage in the rails by analyzing the difference between the two signals from two different rails.

The invention is not limited to the above-described stand-alone configuration of the railroad signaling system 10. In another embodiment of the invention, the railroad signaling system 10 may be configured specifically for on-site use and it may be packaged in a hollow tie located in a rail-bed.

The overall operation of the system 10 is illustrated in FIG. 3 using a process flow chart for railroad signaling in accordance with an exemplary embodiment of the invention. A power scavenging module is positioned directly on the rail as in step 142 to generate power from various excitations of the rails using various transducers as in step 144. Converting power from various excitations of the rails includes converting power from vibrational excitations as in step 146 or converting power from displacement excitations as in step 148 or converting power from electromagnetic excitations as in step 152. The power is converted into voltage form as in step 154 and into current form as in step 156. The power converted by the different embodiments of the power scavenging module is conditioned as in step 158, first by rectifying as in step 162 and then by regulating the power as in step 164 so that the power is usable. The power conditioned this way is then stored in a power storage system as in step 166.

The transducers and the power storage system together ensure that there is sufficient power available all the time to operate all the other modules of the railroad signaling system 10. This way, drawing power either directly from the transducers or from the power storage system, the sensor module 14 is activated for sensing various operational parameters of passing trains, of the rails and a number of environmental characteristics as in step 168. More specifically, sensing operational parameters includes sensing any broken rail as in step 172, sensing block occupancy as in step 174 and sensing train characteristics as in step 176. In another embodiment of the invention, sensing operational parameters includes sensing status of a local signal or a visual signal. In yet another embodiment of the invention, sensing operational parameters includes sensing position of a gate or a switch. In another embodiment of the invention, sensing operational parameters includes sensing environmental characteristics such as wind speed, rainfall, snowfall, earthquake, landslide, temperature, barometric pressure, humidity etc. The output signals from the sensor module are next conditioned as in step 178 for further analysis and storage. Typically, the conditioning of the signals takes place by conversion of the analog output signals from the sensor modules into digital form.

Referring back to FIG. 3, direct power from the transducers or stored power from the storage system is used to operate an output module that receives the signals of sensed train and rail status and environmental characteristics and from the controller as in step 182. The controller is a central unit that controls and coordinates all the activities, such as converting power from various excitations of the rails as in step 144, sensing various operational parameters of any passing train, rail as well as a number of environmental characteristics as in step 168, conditioning of the sensed signals as in step 178 and communicating with the output module of the railroad signaling system 10 as in step 182. Moreover, a number of switches, gates and visual signals are part of any typical railroad signaling system and the controller activates these various switches, gates and visual signals as in step 186.

On the other hand, the operation of the output module further includes communicating with a remote control unit as in step 184. The output module communicates data related to all operational parameters to the remote control unit and receives command signals from the remote control unit and then passes that on to the controller. The controller processes the command signals to control and monitor various functions of the railroad signaling system 10. The communication between the output module and the remote control unit, as in step 184, takes place via landline or wireless means. The remote control unit also communicates with a data processing unit. The data processing unit processes various operational data related to the train and the rail as in step 188. Processing of the operational data includes processing train signatures as in step 192 and processing various statistical data related to the operation of the train and the rail as in step 194.

In essence, the different embodiments described above make this invention a self-powered, flexible, surface mountable, small, lightweight, cost effective, mass producible system. All the subcomponents are typically housed in a hollow railroad tie and can be rapidly deployed in the rail bed eliminating the need of any separate bungalows or AC line power.

While only certain features of the invention have been illustrated and described herein, many modifications and changes will occur to those skilled in the art. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the invention.

Claims

1. A railroad signaling system, comprising: a power scavenging module configured to convert an excitation of a rail into electrical power; at least one sensor coupled to said power scavenging module and configured to detect a predetermined characteristic in relation to at least one selected from the group consisting of said rail, a train moving on said rail, an environment of said railroad signaling system, and combinations thereof; and circuitry coupled to said at least one sensor and configured to receive a signal sent by said at least one sensor in relation to said predetermined characteristic and communicate data in relation to said predetermined characteristic.

2. The system according to claim 1, wherein said at least one sensor comprises at least one broken rail sensor.

3. The system according to claim 1, wherein said at least one sensor comprises at least one occupancy detector configured to detect an occupancy status of said rail.

4. The system according to claim 1, wherein said predetermined characteristic in relation to said train comprises a sequential count of a plurality of at least one selected from the group consisting of wheels, axles, railroad cars, and combinations thereof of said train.

5. The system according to claim 1, wherein said predetermined characteristic in relation to said train comprises a temperature of at least one selected from the group consisting of an axle, a wheel, a bearing, and combinations thereof of said train.

6. The system according to claim 1, wherein said predetermined characteristic in relation to said train comprises an identity of said train.

7. The system according to claim 1, wherein said predetermined characteristic in relation to said train comprises a speed of said train.

8. The system according to claim 1, wherein said predetermined characteristic in relation to said environment comprises at least one selected from the group consisting of wind speed, rainfall, snowfall, earthquake, landslide, temperature, barometric pressure, humidity, and combinations thereof.

9. The system according to claim 1, wherein said excitation comprises at least one selected from the group consisting of a vibration of said rail, a displacement of said rail, an electromagnetic excitation of said rail, and combinations thereof.

10. The system according to claim 9, wherein said power scavenging module further comprises a transducer configured to convert said excitation into at least one selected from the group consisting of a voltage, a current, and combinations thereof.

11. The system according to claim 10, wherein said transducer comprises a piezoelectric system configured to convert said vibration of said rail into said at least one selected from the group consisting of said voltage, said current, and combinations thereof.

12. The system according to claim 11, wherein said piezoelectric system is configured based on a cantilever design to convert said vibration of said rail into said at least one selected from the group consisting of said voltage, said current, and combinations thereof.

13. The system of claim 12 wherein said cantilever design comprises a temperature compensated flexural mode structure to maximize an efficiency of said cantilever design.

14. The system according to claim 10, wherein said transducer comprises a hydraulic system configured to convert said displacement of said rail into said at least one selected from the group consisting of said voltage, said current, and combinations thereof.

15. The system according to claim 14, wherein said displacement comprises a vertical displacement.

16. The system according to claim 10, wherein said transducer comprises a electromagnetic system configured to convert said electromagnetic excitation of said rail into said at least one selected from the group consisting of said voltage, said current, and combinations thereof.

17. The system according to claim 1, wherein said power scavenging module further comprises a power storage system configured to store said electrical power.

18. The system according to claim 17, wherein said power storage system comprises a capacitor.

19. The system according to claim 17, wherein said power storage system comprises a battery.

20. The system according to claim 1, wherein said power scavenging module further comprises a power conditioning circuit comprising: a rectifier to rectify said electrical power; and a regulator to regulate said electrical power.

21. The system according to claim 1, wherein said circuitry further comprises: a signal conditioning module coupled to said at least one sensor and configured to condition said signal sent by said at least one sensor in relation to said predetermined characteristic; a controller coupled to said power scavenging module, said at least one sensor and said signal conditioning module and configured to control and coordinate activities of said power scavenging module, said at least one sensor and said signal conditioning module; and an output module coupled to said controller and configured to receive a conditioned signal from said controller and to communicate said data in relation to said predetermined characteristic, wherein said controller is further configured to control and coordinate activities of said output module.

22. The system according to claim 21, wherein said signal conditioning module is further configured to convert said signal sent by said at least one sensor to a digital form for further analysis and storage.

23. The system according to claim 21, wherein said data comprises data in relation to status of at least one selected from the group consisting of a local signal, a visual signal, and combinations thereof.

24. The system according to claim 21, wherein said data comprises data in relation to position of at least one selected from the group consisting of a gate, a switch, and combinations thereof.

25. The system according to claim 21, wherein said output module further comprises a transmitter configured to send said data to a remote location.

26. The system according to claim 25, wherein said remote location comprises a railroad operations control center.

27. The system according to claim 26, wherein said railroad operations control center is configured to process at least one data stream and configured to create a high level decisioning system based on integration of said at least one data stream with said data communicated by said output module.

28. The system according to claim 27 wherein said at least one data stream comprises at least one data stream related to at least one selected from the group consisting of logistics, maintenance, diagnostics, repair history, calibration, and combinations thereof of said system.

29. The system according to claim 25, wherein said transmitter is further configured to send said data to a train.

30. The system according to claim 25 further comprising a data processing module configured to receive said data communicated by said output module.

31. The system according to claim 30, wherein said data comprises at least one selected from the group consisting of a vibration signature, an electronic signature of said train, and combinations thereof.

32. The system according to claim 31 further configured to process said data based on a predetermined analysis technique.

33. The system according to claim 32, wherein said predetermined analysis technique comprises a regression analysis technique.

34. The system according to claim 32, wherein said predetermined analysis technique comprises a pattern recognition technique.

35. The system according to claim 32, wherein said predetermined analysis technique comprises a counting technique.

36. The system according to claim 32, wherein said predetermined analysis technique comprises a principal component analysis technique.

37. The system according to claim 32, wherein said predetermined analysis technique comprises a standard comparative analysis technique.

38. The system according to claim 21, wherein said output module is further configured to communicate based on a predetermined communication protocol.

39. The system according to claim 38, wherein said predetermined communication protocol comprises an advanced train control system.

40. The system according to claim 21 further comprising a receiver configured to receive a signal from a remote location.

41. The system according to claim 21, wherein said controller is further configured to activate at least one selected from the group consisting of a switch, a gate, a visual signal, and combinations thereof.

42. The system according to claim 1, wherein said railroad signaling system is packaged in a hollow tie located in a rail-bed of said rail.

43. A railroad signaling system, comprising: a power scavenging module configured to convert an excitation of a rail into electrical power; at least one sensor coupled to said power scavenging module and configured to detect a predetermined characteristic in relation to at least one selected from the group consisting of said rail, a train moving on said rail, an environment of said railroad signaling system, and combinations thereof; and circuitry coupled to said at least one sensor and configured to receive a signal sent by said at least one sensor in relation to said predetermined characteristic and communicate data in relation to said predetermined characteristic.

44. The system according to claim 43, wherein said at least one sensor comprises at least one broken rail sensor.

45. The system according to claim 43, wherein said excitation comprises at least one selected from the group consisting of a vibration of said rail, a displacement of said rail, an electromagnetic excitation of said rail, and combinations thereof.

46. The system according to claim 43, wherein said power scavenging module further comprises a transducer configured to convert said excitation into at least one selected from the group consisting of a voltage, a current, and combinations thereof.

47. The system according to claim 43, wherein said power scavenging module further comprises a power conditioning circuit comprising: a rectifier to rectify said power; and a regulator to regulate said power.

48. The system according to claim 42, wherein said circuitry further comprises: a signal conditioning module coupled to said at least one sensor and configured to condition said signal sent by said at least one sensor in relation to said predetermined characteristic; a controller coupled to said power scavenging module, said at least one sensor and said signal conditioning module and configured to control and coordinate activities of said power scavenging module, said at least one sensor and said signal conditioning module; and an output module coupled to said controller and configured to receive a conditioned signal from said controller and to communicate said data in relation to said predetermined characteristic, wherein said controller is further configured to control and coordinate activities of said output module.

49. The system according to claim 48, wherein said signal conditioning module is further configured to convert said signal sent by said at least one sensor to a digital form for further analysis and storage.

50. The system according to claim 48, wherein said output module further comprises a transmitter configured to send said data to a remote location.

51. A railroad signaling system, comprising: a power scavenging module configured to convert an excitation of a rail into electrical power; at least one sensor coupled to said power scavenging module and configured to detect a predetermined characteristic in relation to at least one selected from the group consisting of said rail, a train moving on said rail, an environment of said railroad signaling system, and combinations thereof; a signal conditioning module coupled to said at least one sensor and configured to condition a signal sent by said at least one sensor; a controller coupled to said power scavenging module, said at least one sensor and said signal conditioning module and configured to control and coordinate activities of said power scavenging module, said at least one sensor and said signal conditioning module; and an output module coupled to said controller and configured to receive a conditioned signal from said controller and to communicate data in relation to said predetermined characteristic detected by said at least one sensor, wherein said controller is further configured to control and coordinate activities of said output module.

52. A system for generating local power on railroad, comprising: a power scavenging module configured to convert an excitation of a rail into electrical power; and a power utilizing module powered by said electrical power.

53. A method for railroad signaling, comprising: generating power from an excitation of a rail and using said power to energize at least one sensor; sensing a predetermined characteristic in relation to at least one selected from the group consisting of said rail, a train moving on said rail, an environment of said railroad signaling using said power, and combinations thereof; conditioning a signal generated based on said sensing of said predetermined characteristic; and communicating data in relation to said predetermined characteristic.

54. The method according to claim 53, wherein said sensing comprises sensing electrically.

55. The method according to claim 53, wherein said predetermined characteristic in relation to said rail comprises a break in said rail.

56. The method according to claim 53, wherein said predetermined characteristic in relation to said rail comprises an occupancy status of said rail.

57. The method according to claim 53, wherein said predetermined characteristic in relation to said train comprises a sequential count of at least one selected from the group consisting of a plurality of axles, a plurality of wheels, a plurality of railroad cars, and combinations thereof of said train.

58. The method according to claim 53, wherein said predetermined characteristic in relation to said train comprises a temperature of at least one selected from the group consisting of an axle, a wheel, a bearing, and combinations thereof of said train.

59. The method according to claim 53, wherein said predetermined characteristic in relation to said train comprises an identity tag of said train.

60. The method according to claim 53, wherein said predetermined characteristic in relation to said train comprises a speed of said train.

61. The method according to claim 53, wherein said predetermined characteristic in relation to said environment comprises at least one selected from the group consisting of wind speed, rainfall, snowfall, earthquake, landslide, temperature, barometric pressure, humidity, and combinations thereof.

62. The method according to claim 53, wherein said generating power comprises: positioning a power scavenging module on said rail; converting power from said excitation of said rail; and storing said power electrically.

63. The method according to claim 62, wherein said converting power comprises converting power from at least one selected from the group consisting of a vibration of said rail, a displacement of said rail, an electromagnetic excitation of said rail, and combinations thereof.

64. The method according to claim 63, wherein said displacement is a vertical displacement.

65. The method according to claim 62, wherein said converting power comprises converting power into at least one selected from the group consisting of a voltage, a current, and combinations thereof.

66. The method according to claim 53, further comprising conditioning said power.

67. The method according to claim 66, wherein said conditioning said power comprises rectifying said power.

68. The method according to claim 67, wherein conditioning said power comprises regulating said power.

69. The method according to claim 53, wherein said conditioning a signal further comprises converting said signal to a digital form for further analysis and storage.

70. The method according to claim 53, wherein communicating data comprises communicating status of at least one selected from the group consisting of a local signal, a visual signal, and combinations thereof.

71. The method according to claim 53, wherein communicating data comprises communicating position of at least one selected from the group consisting of a gate, a switch, and combinations thereof.

72. The method according to claim 53, wherein communicating data comprises communicating based on a predetermined communication protocol.

73. The method according to claim 72, wherein said predetermined communication protocol comprises an advanced train control system.

74. The method according to claim 53, further comprising receiving said data.

75. The method according to claim 53, further comprising transmitting said data to a remote location.

76. The method according to claim 75, further comprising processing said data based on a predetermined analysis technique.

77. The method according to claim 76, wherein said data comprises at least one selected from the group consisting of a vibration signature, an electronic signature, and combinations thereof.

78. The method according to claim 77, wherein said vibration signature comprises at least two vibration signatures from two different rails.

79. The method according to claim 76, wherein said predetermined analysis technique comprises regression analysis technique.

80. The method according to claim 76, wherein said predetermined analysis technique comprises a pattern recognition technique.

81. The method according to claim 76, wherein said predetermined analysis technique comprises a counting technique.

82. The method according to claim 76, wherein said predetermined analysis technique comprises a principal component analysis technique.

83. The method according to claim 76, wherein said predetermined analysis technique comprises a standard comparative analysis technique.

84. The method according to claim 53, further comprising receiving a signal from a remote location.

85. The method according to claim 53, further comprising activating at least one selected from the group consisting of a switch, a gate, a visual signal, and combinations thereof.

86. A method for railroad signaling, comprising: generating power from an excitation of a rail and using said power to energize at least one sensor; sensing a predetermined characteristic in relation to at least one selected from the group consisting of said rail, a train moving on said rail, an environment of said railroad signaling, and combinations thereof using said at least one sensor; conditioning a signal generated based on said sensing of said predetermined characteristic; and communicating data in relation to said predetermined characteristic.

87. The method according to claim 86, wherein said generating power comprises: positioning a power scavenging module on said rail; converting power from said excitation of said rail; and storing said power electrically;

88. The method according to claim 87, wherein said converting power comprises converting power from at least one selected from the group consisting of a vibration of said rail, a displacement of said rail, an electromagnetic excitation of said rail, and combinations thereof.

89. The method according to claim 86, further comprising conditioning said power.

90. The method according to claim 89, wherein conditioning said power comprises rectifying said power.

91. The method according to claim 86, wherein said conditioning a signal further comprises converting said signal to a digital form for further analysis and storage.

92. The method according to claim 86 further comprising transmitting said data to a remote location.

93. A method for generating local power on railroad, comprising: generating power from an excitation of a rail; and energizing a power utilizing module using said power.