SYSTEMS FOR RAILROAD SWITCH POSITION DETECTION

FIELD OF INVENTION

The present invention relates generally to a rail road safety system, and more specifically, to a portable rail detector for determining the position of a railroad switch.

BACKGROUND

Railroad systems often have diverging railroad tracks so that rail vehicle can change directions or pass another railroad vehicle traveling in the same direction. Rail switches connect the diverging tracks by using a series of switch rails to guide the rail vehicle onto the desired track. Damage to the rail switches can cause trains to be misdirected onto the wrong track or at worst, can be derailed completely. The most common ways in which railroad switches occur when rail vehicles travel over the rail switch at excessive speeds or when rail vehicles drive through the switch backward, while the switch is in the wrong position.

Damage to the rail switch requires the section of railroad containing the damaged switch to be shut down. Typically, each diverging railroad track is shut down and is not re-opened until repairs are complete. As such, damaged rail switches lead to massive delays in transportation time and increased cost of operation. Further, repair of the rail switch may lead to increased safety risks to rail workers and rail vehicles which may cause further delays in re-opening the railroad tracks.

SUMMARY

The present disclosure relates to a rail safety system for use during railroad maintenance to prevent damage to rail switches and reduce safety risks inherent to repair of damaged rail switches. For example, rail safety system may be configured to determine a position of a rail switch and alert rail personnel or rail vehicles of the position of the rail switch. In some configurations, the system includes a switch position detector including a sensor configured to detect a position of the switch rails and one or more switch position beacons in communication with the switch position detector, each switch position beacon comprising a light source configured to emit visible light. In some configurations, system includes a control system (e.g., controller) configured to determine a position of the switch rails and based on the position of the switch rails, transmit a first signal to the one or more switch position beacons. In this way, operators of rail vehicles and maintenance personnel may be alerted of the position of the rail switch without being in visual range of the rail switch.

In some configurations, switch position detector is configured to detect a change of the position of the switch rails between the first position and the second position and based on the change of the position of the switch rails, transmit a signal to the one or more switch position beacons. For example, switch position detector may include a first sensor configured to detect a first switch rail tip of the switch rails and a second sensor configured to detect a second switch rail tip of the switch rails. In some configurations, the control system is configured to calculate a first distance between the first sensor and the first switch rail tip, calculate a second distance between the second sensor and the second switch rail tip, and based on the first distance or the second distance increasing or decreasing by a predetermined amount, transmit the second signal to the one or more switch position beacons. Some of the foregoing systems include a personal alert device (“PAD”) in communication with the switch position detector, the PAD including an alarm and configured to be carried by a rail worker and a collision avoidance system (“CAS”) coupled to a rail vehicle and in communication with the switch position detector.

In some configurations, the one or more switch position beacons comprises a first beacon removably coupled to a first line of the rail track and a second beacon removably coupled to a second line of the rail track. Switch position detector is configured to select the first line as a passable track, transmit a passable signal to the first beacon, and transmit a non-passable signal to the second beacon. In some configurations, switch beacons may send one or more signals to the detector or rail vehicles. For example, the second beacon is configured to detect a rail vehicle travelling along the second line and, based on receiving the non-passable signal, transmit a warning signal to the rail vehicle. In this way, a rail vehicle operator travelling backwards through rail switch may be aware that the rail switch is in the wrong position and risk of damage to the rail switch is increased.

Some of the present systems include a portable railroad switch position detector having a first detector configured to be positioned between switch rails of a rail track, the first detector including a body having a first end and a second end and a first sensor coupled to the first end of the body and configured to detect a first switch rail tip of the switch rails. First detection may include a controller configured to calculate a first distance between the first sensor and the first switch rail tip, determine a position of the switch rails between a first position and a second position, based on the first distance, and transmit a first signal to the one or more beacons, based on the first distance. In some configurations, a height of the first detector is less than or equal to 10 centimeters.

In some of the foregoing configurations, first detector includes a second sensor configured to detect a second switch rail tip of the switch rails. In some such configurations, the controller is configured to calculate a second distance between the second sensor and the second switch rail tip and based on the first distance or the second distance increasing or decreasing by a predetermined amount, transmit the second signal to the one or more beacons. First detector may include a sensor housing coupled to the first end, the sensor housing including a bracket defining a plurality of openings and a sensor frame coupled to the bracket and defining a first opening. The sensor frame is rotatable relative to the bracket such that the first opening of the sensor frame is configured to align with at least three openings of the plurality of openings of the bracket. Additionally, or alternatively, switch position detector includes a second detector coupled to an inner surface of a first rail of the rail track. Second detector may be configured to emit a second detection field that is angularly disposed to the inner surface of the first rail by a first angle. In some configurations, controller is configured to, based on the first switch rail tip being within the second detection field, transmit a third signal to the first detector and based on the first switch rail tip being outside of the second detection field, transmit a third signal to the first detector.

Some configurations of the system may be operated by detecting, via a detector positioned between a rail track, a position of switch rails, transmitting a first signal to a first beacon positioned on a first line of the rail track, transmitting a second signal to a second beacon positioned on a second line of the rail track, detecting, via the detector, a change in the position of the switch rails, transmitting a switch signal to the first and second beacons, or combination thereof. Some methods of operating the system include setting a track set switch of the first beacon to a first position, setting a track set switch of the second beacon to a second position, and setting the first line or the second line as a passable track for a rail vehicle. Additionally, or alternatively, some methods may include removing the detector, the first beacon, and the second beacon from the rail track.

The term “coupled” is defined as connected, although not necessarily directly, and not necessarily mechanically; two items that are “coupled” may be unitary with each other. The terms “a” and “an” are defined as one or more unless this disclosure explicitly requires otherwise. The term “substantially” is defined as largely but not necessarily wholly what is specified (and includes what is specified; e.g., substantially 90 degrees includes 90 degrees and substantially parallel includes parallel), as understood by a person of ordinary skill in the art. In any disclosed configuration, the term “substantially” may be substituted with “within [a percentage] of” what is specified, where the percentage includes 0.1, 1, 5, and 10 percent.

Further, an apparatus or system that is configured in a certain way is configured in at least that way, but it can also be configured in other ways than those specifically described.

The terms “comprise” (and any form of comprise, such as “comprises” and “comprising”), “have” (and any form of have, such as “has” and “having”), and “include” (and any form of include, such as “includes” and “including”) are open-ended linking verbs. As a result, an apparatus that “comprises,” “has,” or “includes” one or more elements possesses those one or more elements, but is not limited to possessing only those elements. Likewise, a method that “comprises,” “has,” or “includes” one or more steps possesses those one or more steps, but is not limited to possessing only those one or more steps.

Any configuration of any of the apparatuses, systems, and methods can consist of or consist essentially of—rather than comprise/include/have—any of the described steps, elements, and/or features. Thus, in any of the claims, the term “consisting of” or “consisting essentially of” can be substituted for any of the open-ended linking verbs recited above, in order to change the scope of a given claim from what it would otherwise be using the open-ended linking verb.

The feature or features of one configuration may be applied to other configurations, even though not described or illustrated, unless expressly prohibited by this disclosure or the nature of the configurations.

Some details associated with the configurations described above and others are described below.

BRIEF DESCRIPTION OF THE DRAWINGS

The following drawings illustrate by way of example and not limitation. For the sake of brevity and clarity, every feature of a given structure is not always labeled in every figure in which that structure appears. Identical reference numbers do not necessarily indicate an identical structure. Rather, the same reference number may be used to indicate a similar feature or a feature with similar functionality, as may non-identical reference numbers. The figures are drawn to scale (unless otherwise noted), meaning the sizes of the depicted elements are accurate relative to each other for at least the configuration depicted in the figures.

FIG. 1 is an example of a configuration of the present railroad safety system.

FIGS. 2A and 2B are top views of an example of a configuration of the railroad safety system operating while a rail switch is in a first position and a second position, respectively.

FIGS. 2C and 2D are top views of an example of another configuration of the railroad safety system operating while a rail switch is in a first position and a second position, respectively.

FIG. 3A is a side view of an example of a detector of the railroad safety system.

FIG. 3B is a top view of the detector of FIG. 3A.

FIGS. 3C and 3D are front and back perspective views, respectively of the detector of FIG. 3A.

FIG. 3E is a partially transparent top view of a sensor housing of the detector of FIG. 3A.

FIGS. 4A and 4B are perspective views of an example of another detector of the railroad safety system operating while a rail switch is in a first position.

FIGS. 4C and 4D are perspective views of the detector of FIG. 4A operating while a rail switch is in a second position.

FIG. 4E is a perspective views of the detector of FIG. 4A operating while a rail switch is in a third position.

FIG. 5 is an example of a mounting bracket of the present railroad safety system.

FIG. 6 is a perspective view of an example of a beacon of the railroad safety system.

FIGS. 7A and 7B are perspective views of an example of a configuration of the railroad safety system operating in a normal orientation.

FIGS. 8A and 8B are perspective views of an example of a configuration of the railroad safety system operating in a reverse orientation.

DETAILED DESCRIPTION

Referring now to the drawings, and more particularly to FIG. 1, shown therein and designated by the reference numeral 10 is one configuration of the present railroad safety systems. System 10 is configured to protect workers operating near a rail track 14 that includes a rail switch 16 (e.g., turnout) having a plurality of moveable switch rails or switch blades (e.g., 18 shown in FIG. 2) configured to direct a rail vehicle 20 between different line of rail track 14. Rail vehicle 20 may include various railroad equipment including trains, repair machines, and hi-rail vehicles.

In the depicted configurations, system 10 includes one or more portable components configured to be disposed near rail switch 16 to determine a position of the rail switch. For example, system 10 includes a switch position detector 22 (“detector 22”) and one or more switch position beacons 26 (“beacons”) configured to determine and alert workers of the position of a rail switch 16. Detector 22 and beacons 26 may be suitable for use alone or included with other components of system 10. For example, system 10 may include a work block marker 30, a personal alert device 34 (“PAD”), and/or a collision avoidance system (“CAS”) 38. In some configurations, each component of system 10 may include or be coupled to a control system 42. Control system 42 is configured to enable communication (e.g., via radio, cellular, Bluetooth, Blue tooth Low Energy (BLE), WiFi, Zigbee, WiMax, or other communication means) with one or more other components of the system. In some configurations, each component of system 10 is paired with one another to limit interference from signals outside of the system.

Switch position detector 22 includes one or more sensors 50 configured to determine a position of the rail switch 16. Detector 22 can include a single sensor (e.g., 50) or multiple sensors (e.g., 50) that detect a position of at least one of the switch rails 18. In some configurations, sensor 50 may include, for example, a potentiometer (e.g., string potentiometer), proximity sensor (e.g., shielded inductive proximity sensor, capacitive, ultrasonic, infrared, photoelectric, magnetic, or the like), optical sensor (e.g., LiDAR, laser, infrared, or the like), hall effect sensor, pressure sensor, accelerometer, gyroscope, or combination thereof.

As shown, detector 22 is portable and may be positioned adjacent to rail switch 16 so that sensors 50 may detect positioning of the railroad switch. In some configurations, switch position detector 22 may be removably coupled to rail switch 16 or rail tracks 14 (e.g., via a magnet or other coupling), while in other configurations the switch position detector is positioned to the side of one of the rails of the railroad track or between the rails of the railroad track. Detector 22 may transmit position data obtained from sensor 50 to beacons 26 (or other components of system 10) positioned further along rail tracks 14 to indicate the position of rail switch 16.

Beacons 26 are portable and may be removably coupled to or positioned adjacent to rail tracks 14. Switch position beacon 26 includes a light source 54 (e.g., light) configured to signal the position of the railroad switch. To illustrate, beacons 26 may receive the position data from sensor 50 or detector 22 and illuminate light source 54 to indicate a position of rail switch 16. In this way and others, rail workers or rail vehicles may be notified of the position of rail switch 16 even when they cannot visibly see the rail switch. In some configurations, beacons 26 may include a single light source 54 or a plurality of light sources (e.g., 54) disposed on surfaces (e.g., top surface) of the beacons. Light source 54 is configured to emit visible light at a plurality of frequencies (e.g., red, yellow, blue, orange, indigo, violet, or combinations thereof) to indicate the position of rail switch 16. Beacons 26 may be places upstream or downstream of rail switch 16 by a distance to notify rail vehicles 20 or personnel who may be out of visual range of the rail switch of the position of the rail switch. For example, beacons 26 may be placed 2, 5, 10, 15, 20, 25, 30, 40, 45, 50, 60, 75, 100, 125, 150, 175, or 200 meters from rail switch 16.

As shown, system 10 includes two beacons 26 positioned along rail tracks 14 at a location away from rail switch 16. In the depicted configurations, a first beacon is coupled to a first path (e.g., main line) of rail tracks 14 and a second beacon is coupled to a second path (e.g., branch line) of the rail tracks, however a single beacon or more than two beacons may be positioned in any suitable manner to signify a position of rail switch 16 to workers. In some configurations, beacons 26 may be able to detect rail vehicle 20, as described herein. For example, the first beacon (e.g., 26) may be able to detect a rail vehicle (e.g., 20) traveling on the first line and second beacon (e.g., 26) may be able to detect a rail vehicle (e.g., 20) traveling on the second line. Beacons 26 may transmit one or more signals to detector 22 or rail vehicle 20 to indicate a position of rail switch 16. As such, a rail vehicle (e.g., 20) traveling backwards through rail switch 16 may be warned if the rail switch 16 is in the wrong position. In this way, rail vehicle 20 may stop or slow down to allow for rail switch to be moved to the appropriate position, preventing one of the most common ways in which railroad switches are damaged.

System 10 may include one or more work block markers 30 (“markers”) configured to alert workers of an approaching rail vehicle 20. For example, work block markers 30 may include one or more alarms 58 configured to provide a warning to workers near the work site containing the work block marker. Alarms 58 may be a visual alarm and/or an auditory alarm. Markers 30 are configured to be in communication with rail vehicles 20 (e.g., via CAS 38) and may be programmed to actuate alarm 58 based on a rail vehicle being within a certain distance from the markers, beacons 26, detector 22, rail switch 16 or other object. In some configurations, marker 30 alerts personnel based on a speed of a rail vehicle 20 exceeding a predetermined threshold. For example, work block marker 30 can be configured to actuate alarm 58 when a rail vehicle 20 exceeds about 5 miles per hour (mph) within a work zone set up around a damaged rail switch 16. Additionally, or alternatively, markers 30 can actuate alarm 58 based on a rail vehicle 20 exceeding 10, 15, 20, 25, 30, 35, or 45 mph in the work zone. In this way and others, a rail vehicle (e.g., 20) travelling at an excessive speed may be alerted before traveling over rail switch 16.

In some configurations, system 10 may include one or more personal alert devices 34 (“PADs”) configured to worn or carried by a worker. Each PAD 34 includes or is coupled to control system 42 to receive or transmit data from one or more other components of system 10. For example, PADs 34 are configured to receive data on an approaching rail vehicle 20 (e.g., position data from the rail vehicle indicating the distance between the vehicle and the PAD), receive data from a railroad flagger, a train detector module, or other component within or outside of system 10. In such configurations, PADs 34 may alert personnel of the approaching railroad vehicle based on the received data. As shown, PADs 34 may include an alarm 58, such as visual and/or auditory alarms. In some configurations, PADs include a display configured to data communication, visual alerts and the like. For example, PADs 34 may be configured to actuate alarms 58 (e.g., flash) lights, vibrate, or initiate an acknowledgement interface on display, where the worker must interact with the acknowledgement interface to switch off any type of activated alarms. In some configurations, such visual and/or auditory alarms (e.g., 58) may be separate from, or integrated with, the display. PAD may communicate with system 10 via a radio (e.g., 900 MHz radio, 886 MHz radio, 2.4 GHz chirping radio, or other suitable frequency), internet, local network, cellular, blue tooth, Wi-Fi, radio, or other communication mediums.

In the configuration depicted in FIG. 1, system 10 includes a collision avoidance system (“CAS”) 38 disposed within each rail vehicle 20. In some configurations, CAS may include a display and/or an alarm unit (e.g., audible or visual alarms) to interact with an operator of rail vehicle 20. Each CAS includes or is coupled to control system 42 to receive or transmit data from one or more other components of system 10. For example, CAS 38 is configured to perform a ranging function to alert to the CAS, work block markers 30, PADs 34 or other component of system 10 to the position of a rail vehicle 20 relative to the other components of the system. For example, CAS 38 may continuously measure a distance of rail vehicle 20 to other vehicles (e.g., 20), rail workers (e.g., via PAD 34), markers 30, and/or detector 22 to provide a warning when the components are within a certain proximity of the rail vehicle. In some configurations, the CAS may communicate information such as the position, speed, elevation, and route of rail vehicle 20. In this way and others, CAS 38 may alert personnel (e.g., activate alarms or alerts of one or more components) when rail vehicle 20 is approaching other vehicles, workers, and switch position detector 22. In an illustrative example, CAS 38 can receive a signal such as a radio message from detector 22 and provide an alarm to alert a vehicle operator that a temporary work zone is set up near rail switch 16. In some configurations, system 10 may transmit signals to PADs 34 and/or CAS 38 within a certain distance of detector 22. For example, some configurations may transmit signals only to PADs 34 and CAS 38 within a work zone set by the system. Additionally, or alternatively, PADs 34 and CAS 38 closer to detector 22 and/or rail switch 16 may receive more urgent signals than PADs and CAS further away from the detector and/or rail switch.

In some configurations, control system 42 may be included in or coupled to each component of system 10 while, in other configurations, the control system may be included in or coupled to only some components of the system. Control system 42 may include a controller having a processor (e.g., a microcontroller/microprocessor, a central processing unit (CPU), a field-programmable gate array (FPGA) device, an application-specific integrated circuits (ASIC), another hardware device, a firmware device, or any combination thereof) and a memory (e.g., a computer-readable storage device) configured to store instructions, one or more thresholds, and one or more data sets, or the like. In some embodiments, control system may include one or more interface(s), one or more I/O device(s), a power source, one or more sensor(s), or combination thereof. In some implementations, controller is configured to generate, send and/or receive control signals. For example, controller may include or be coupled to a transmitter, a receiver to generate and/or send control signals responsive to receiving a signal and/or one or more user inputs via the one or more interfaces and/or the one or more I/O devices, as described herein. In some configurations, the system for determining the position of a railroad switch described herein may function autonomously based on software programming through a central processing unit, which does not require a human operator.

As depicted in FIG. 1, system 10 is implemented at a single rail switch (e.g., 16), however, the system can support multiple (e.g., between 2 and 10, or greater than 10) railroad switches. In such configurations, system 10 can be paired to multiple switches (e.g., 16), allowing the system to support the switches Additionally, or alternatively, each component of system 10 can be unpaired with the rest of the system and transported to another site to be paired with a different system for railroad switch position detection. Such pairing of disclosed systems is reversible so that a system once paired with another may be unpaired and even paired back together again.

Components of system 10 (e.g., detector 22, beacons 26, markers 30, or PADs 34) may be portable to enable the system to be transported from one site to another without significant effort. In such configurations, a system 10 may enable workers to set up a temporary safe work zone without relying on any permanent infrastructure to protect the workers. Further, system 10 may allow a section (e.g., first line) of rail track 14 having a damaged rail switch 16 to be operational during repair of the rail switch as system 10 does not rely on any components of the rail switch to operate. As such, system 10 may decrease financial strain on rail companies and provide a safe working environment for rail personnel to repair a damaged rail switch 16.

Referring now to FIGS. 2A and 2B, an example of system 10 is shown in operation with a rail switch 16. As shown, rail switch includes a switch motor 62 configured to move switch rails 18 between a first position (shown in FIG. 2A) in which rail vehicle 20 is directed to a first line (e.g., through track) and a second position (shown in FIG. 2B) in which rail vehicle 20 is directed to a second line (e.g., siding track).

As shown, detector 22 is positioned between a first switch rail tip 66 and a second switch rail tip 68 of the switch rails 18 to monitor and transmit the current position of rail switch 16 to beacons 26. Sensors 50 (e.g., potentiometer, proximity sensor (e.g., shielded inductive proximity sensor, capacitive, ultrasonic, infrared, photoelectric, magnetic, or the like), optical sensor (e.g., LiDAR, laser, infrared, or the like), pressure sensor, hall effect sensor, or combination thereof) are coupled to detector 22 and oriented to detect the switch rails 18. To illustrate, sensors 50 are configured to emit a first detection field 72 that detects first switch rail tip 66 and a second detection field 76 that detects second switch rail tip 68. In some configurations, first detection field 72 is parallel to web of rail track 14. As switch rails 18 move between first and second positions, distances between sensors 50 and the switch rails 18 (e.g., measured by first and second detection fields 72, 76) increases or decreases. Detector 22 is configured to measure the distances and/or detect a change in the distances and, in response, transmit a signal to beacons 26 (e.g., via control system 42). First and second detection fields 72, 76 may be emitted from a single sensor (e.g., 50) or from two or more separate sensors (e.g., 50).

Detector 22 may be placed at equal distances between rail tracks 14. In some configurations, detector 22 may be coupled to a rail tie 80 of rail tracks 14 to stabilize the detector and prevent unwanted movement of sensors 50. In such configurations, switch position detector 22 may be coupled to rail tie 80 in any suitable manner, such as, clamps, pins, ties, bolts, screws, adhesive, couplings, magnets, or the like. In other configurations, detector 22 may be weighted to prevent unwanted movement of the detector during operation. For example, detector 22 may include a removable or unitary weighted component (e.g., base plate, lid, belt, and/or the like), a ballast, a chamber configured to be filled with ballast stones, or the like. Detector 22 includes a low-profile relative to rail tracks 14 to enable rail vehicles 20 to pass over the detector without contacting the detector.

Some configurations of system 10 may, but need not, include one or more rail tip detectors 84 (“auxiliary detector(s) 84”). To illustrate, in the configurations depicted in FIGS. 2A and 2B, system 10 includes two auxiliary detectors 84, however, other configurations the system may have only a single auxiliary detector or more than two auxiliary detectors. Each auxiliary detector 84 includes one or more sensors 50 configured to detect switch rails 18. In some configurations, auxiliary detectors 84 are mounted on rail track 14 at a location (e.g., web) spaced from switch rail tips 66, 68. For example, as shown, a second detector (e.g., 84) is coupled to one rail of rail track 14 and positioned such that a third detection field 92 is configured to detect first switch rail tip 66. Additionally, or alternatively, a third detector (e.g., 84) may be coupled to one other rail of rail track 14 and positioned such that a fourth detection field 94 is configured to detect second switch rail tip 68. In some configurations, auxiliary detectors 84 are angularly disposed relative to rail track 14 so that a switch rail tip (e.g., 66, 68) is detected when the switch rails 18 are in one position (e.g., first position) and not detected in one other position (e.g., second position). Each auxiliary detector 84 may include, or be coupled to, control system 42 and may communicate with one other auxiliary detector, switch position detector 22, and/or beacons 26.

As shown in FIGS. 2C and 2D, detector 22 and/or sensors 50 may be configured to produce one or more additional detection fields oriented at rail tracks 14 beyond (e.g., upstream or downstream) of rail switch 16. For example, a fifth detection field 96 and a sixth detection field 98 emitted from an end of detector 22 to enable determination of a location, and any subsequent movement of, the detector. Fifth and sixth detection fields 96, 98 may be configured to facilitate automatic set-up of detector 22. To illustrate, the detection fields may be oriented at rail tracks 14 to enable detector 22 to determine a reference point and a direction the detector is facing. Detector 22 (e.g., via control system 42) may use this information to subsequently determine which of first and second detection field (72, 76) corresponds to first switch rail tip 66 and second switch rail tip 68, respectively. Auxiliary detectors 84 are not depicted to improve clarity, but it should be known the auxiliary detectors may operate with fifth and sixth detection fields 96, 98.

Detector 22 may store, detect, calculate or otherwise analyze inputs (e.g., data) from the switch position detector and auxiliary detector(s) (22, 84) and their respective sensors (e.g., 50). For example, switch position detector 22 may calculate and store a distance between the switch position detector and each of first and second switch rail tips 66, 68 (e.g., via detection fields 72, 76). Based on the distances, switch position detector 22 may determine a position of rail switch 16. Detector 22 may also determine a change in the distance between the switch position detector and first switch rail tip 66 or second switch rail tip 68. In some such configurations, detector 22 may transmit a signal to beacons 26 based on a change in the distance. Additionally, or alternatively, stored distances (or thresholds) between detector 22 and first and second switch rail tips 66, 68 may be compared with measured (e.g., actual) distances of the first and second detection fields 72, 76, and based on the measured distances being different that the stored distances (or outside the thresholds), the switch position detector may transmit a warning signal to other components of system 10.

In some configurations, beacons 26 are configured to activate light source 54 in response to receiving the warning signal. For example, light source 54 of beacons 26 may change a frequency of visible light emitted (e.g., flash red) and transmit a signal to PADs 34 and/or CAS 38 within a predetermined range of the beacons. To illustrate, when rail vehicle 20 includes CAS 38 and passes by beacon 26 that is flashing red, the beacon will transmit an alert to the CAS to warn the operator via an audible and visual alert of the CAS. In some configurations, detector 22 or other components of system 10 (e.g., via control system 42) may transmit and receive signals from rail switch motor 62. For example, system 10 may transmit a switch position signal to motor 62 to cause the switch rails 18 to move between the first position and the second position. To illustrate, system 10 may determine rail vehicle 20 is traveling backwards on a first line of rail tracks 14 towards rail switch 16 and, based on a determination that switch rails are in the wrong position, move switch rails 18 to a correct position.

Referring now to FIG. 3A-3E, various views of an example of switch position detector 22 are shown. Detector 22 may have any suitable dimensions to be easily portable and disposed between rail tracks 14. For example, detector 22 includes a body 100 having a height 102 measured between a bottom surface 106 and a top surface 108 (opposite of bottom surface) of the detector along a straight line. In some configurations, body 100 may define a chamber for housing one or more components, such as components of control system 42, and may comprise any suitable material such as a polymer, metal, or combination thereof. Height 102 can be greater than or substantially equal to any one of, or between any two of: 3.0, 3.5, 4.0, 4.5, 5.0, 5.5., 6.0, 6.5, 7.0, 7.5, 8.0, 8.5, 9.0, 9.5, 10.0, 10.5, 11.0, 12.0, 13.0, 14.0, 15.0, or 18 centimeters (cm) (e.g., approximately between 8.0 and 8.5 cm). In some configurations, height 102 is less than a height of rail track 14 so rail vehicle may freely pass over detector 22 while the detector is disposed between the rail tracks. Detector 22 may include a length 112 measured between a first end 116 and a second end 120 (opposite of first end) of the detector along a straight line. Length 112 can be greater than or substantially equal to any one of, or between any two of: 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, or 80 cm (e.g., between approximately 40 and 45 cm).

As shown in FIG. 3A, detector 22 may include one or more height adjustable features 114 configured to increase or decrease height 102. In some configurations, height adjustable features 114 may be movably coupled to bottom surface and to adjust height 102 to align with switch rails 18. For example, height adjustable features 114 may include threading, pneumatic cylinder, interlocking features (e.g., protrusions and openings, nesting cylinders, clamps, combination thereof, or the like), or other suitable adjustable means. In other configurations, each height adjustable feature 114 may a plurality of stackable layers that cooperate to form the height adjustable feature. Layers may be added or removed to adjust height 102. Yet other configurations, may include other suitable means for adjusting height 102 such that detector 22 does not interfere with a rail vehicle (e.g., 20) and sensors 50 are aligned with rail tracks 14 (e.g., switch rails 18). Height adjustable features 114 may be coupled to bottom surface 106 at any suitable location (e.g., first end 116, second end 120, one or more corners, center, or the like). This allows for easy adjustment for various types of terrain and tracks at which detector 22 may be placed.

Detector 22 may include one or more input/output devices (“I/O devices”). For example, in the depicted configurations, detector 22 may include an operation switch 124 that is configured to be toggled between a first position and a second position by an operator (as described further herein with respect to FIGS. 7A-8B). Operation switch 124 is configured to determine a passable track between a first path (e.g., main track) and a second path (e.g., siding track). In some configurations, detector 22 includes a power switch 128 configured to switch the detector between an on and an off state. Operation switch 124 and power switch 128 are configured to be set by an operator. For example, in the depicted configurations, switches (e.g., 124, 128) are disposed on an exterior surface of detector 22 and may be toggled by a physical act (e.g., turning, pushing, pressing, sliding, or the like) of the operator. For example, as shown, operation switch 124 and power switch 128 are actuated by keys. In other configurations, switches (e.g., 124, 128) may be toggled electronically via an electrical device in communication with detector 22 such as, for example, a cell phone, laptop, PAD, computer, remote control, radio, or the like. In this way and others, operation switch 124 and power switch 128 may enable detector 22 to operate at different rail switches (e.g., 16) while allowing an operator to easily set up the switch position detector.

In some configurations, switch position detector 22 includes a power interface 134 configured to indicate the detector in an on state. For example, power interface 134 may include one or more lights (e.g., light-emitting diodes) configured to indicate detector 22 is operational, a power level of the detector, or other operational parameters of the detector. In some such configurations, power interface 134 may include a switch configured to illuminate the one or more lights. Additionally, or alternatively, detector 22 may include a power connection 138 (e.g., charger port) configured to be coupled to an external power source. In some configurations, power connection 138 may be male or female connection configured to couple a battery of detector 22 to a power source to charge or recharge the detector. For example, power connection 138 may be coupled to the external power source such as, for example, an external battery, solar cell, power grid, or the like.

As shown in FIG. 3E, detector 22 includes a sensor housing 142 disposed at first end 116 of the detector. One or more sensors 50 are configured to be coupled to, or disposed within sensor housing 142. In some configurations, sensor housing 142 includes a bracket 146 and a sensor frame 150 that is rotatably coupled to the bracket. In the depicted configurations, sensor housing 142 includes two sensor frames 150 each coupled to bracket 146 via a rotation pin 154. Each sensor frame 150 is configured to be coupled to one or more sensors 50 and is independently rotatable relative to one other sensor frame. In this way and others, sensors 50 may be oriented to detect one of first or second switch rail tips 66, 68 (e.g., via detection fields 72, 76).

Bracket 146 may define a plurality of bracket openings 160 (e.g., 2, 3, 4, 5, 6, 7, 8, 9, 10 or more openings) and each sensor frame 150 includes one or more frame openings 162 (e.g., 1, 2, 3, 4, 5 or more openings). As sensor frame 150 rotates relative to bracket 146, frame opening 162 aligns with the at least one of plurality of bracket openings 160. In some configurations (shown in FIGS. 3A-3D), a lock screw 166 is disposed through frame opening 162 and one of bracket openings 160 to prevent sensor frame 150 from rotating relative to bracket 146. Lock screw 166 may be coupled to detector 22 (e.g., via wire, string, or the like) to prevent an operator from misplacing the lock screw and, in some configurations, the lock screw may comprise a screw, bolt, rod, tie, or other fastener that may be easily removed and replaced through openings (e.g., 160, 162). In this way and others, an operator may select a desired operating angle of sensor 50. In the configuration shown in FIG. 3E, sensor frames 150 define two frame openings 162 and bracket 146 defines six bracket openings 160.

The openings are sized and positioned (e.g., in a semi-circular arc) such that one of frame openings 162 can be aligned with one of bracket openings 160 to enable sensor 50 to be adjustable at 15 degree increments. To illustrate, a first frame opening 162 is shown aligned with a first bracket opening 160 at a 0 degree orientation and a second frame opening 162 is shown positioned between a third bracket opening (e.g., 160) and a fourth bracket opening (e.g., 160). The sensor frame 150 may be rotated such that the first frame opening 162 is aligned with a second, third, or fourth bracket opening (e.g., 160) at 30, 60, or 90 degree orientations, respectively. Additionally, sensor frame 150 may be rotated such that the second frame opening 162 is aligned with a fourth, fifth, or sixth bracket opening 160 at 15, 45, or 75 degree orientations, respectively. In other configurations, bracket openings 160 and frame openings 162 may be positioned such that sensor 50 may be adjustable by 5, 10, 20, 25, or 30 degree increments.

Referring now to FIGS. 4A-4E, shown are illustrative configurations of rail tip detector 84 (e.g., auxiliary detector) of system 10. For example, the depicted configurations show a single auxiliary detector 84 coupled to one rail of rail tracks 14 and configured to detect first switch rail tip 66, however, it should be noted the auxiliary detector (e.g., 84) may be coupled to the other rail of the rail tracks and detect second switch rail tip 68 in a similar manner. Each auxiliary detector includes a sensor (e.g., 50) that may be the same, or different from, the sensor(s) (e.g., 50) of other auxiliary detectors or switch position detector 22. For example, sensor (e.g., 50) of auxiliary detector 84, may include a potentiometer (e.g., string potentiometer), proximity sensor (e.g., shielded inductive proximity sensor, capacitive, ultrasonic, infrared, photoelectric, magnetic, or the like), optical sensor (e.g., LiDAR, laser, infrared, or the like), hall effect sensor, pressure sensor, accelerometer, gyroscope, combination thereof, or the like.

Each rail of rail track 14 has an inner surface 170 and an outer surface 172 with switch rails 18 being interposed between the inner surfaces (e.g., 170) of the rail tracks. As shown, auxiliary detector 84 is mounted on inner surface 170 and is angularly disposed relative to the inner surface by an angle 176. Angle 176 may be selected such that first switch rail tip 66 is within third detection field 92 in the second position (shown in FIGS. 4A and 4B) in which rail vehicle 20 is directed to the second path (e.g., siding track) and the first switch rail tip is not within the third detection field (shown in FIGS. 4C and 4D) in which rail vehicle 20 is directed to the first path (e.g., through track). Angle 176 can be equal to any one of, or between any two of: 15, 20, 25, 30, 35, 40, 45, 46, 50, 55, 60, 65, 70, or 75 degrees (e.g., approximately 45 degrees, or between 30 degrees and 60 degrees). In this way and others, auxiliary detector 84 is configured to detect the position of rail switch 16.

In some configurations, auxiliary detectors 84 may operate in a binary manner. For example, a second detector (e.g., 84) may transmit a first signal to switch position detector 22 based on detection of an object (e.g., first switch rail tip 66) within third detection field 92 or transmit a second signal based on detection of no objects within the third detection field. A third detector (e.g., 84) placed on an opposite rail (e.g., 14) may operate in a similar manner such that the third detector transmits the first signal based on detecting an object (e.g., second switch rail tip 68) or transmits the second signal based on not detecting an object. In this way, as switch rails 18 move from the first position to the second position, one auxiliary detector (e.g., 84) sends the first signal and one other auxiliary detector (e.g., 84) sends the second signal.

In some such configurations, if both auxiliary detectors 84 transmit the same signal, switch rails 18 may be stuck between first and second positions (shown in FIG. 4E) corresponding to a position with an increased risk of derailment of rail vehicle 20. For example, based on receiving the first signal from both auxiliary detectors (e.g., 84), the switch position detector 22 may transmit a warning signal to one or more components of system 10 indicating the increased risk of derailment. In some configurations, switch position detector 22 may compare inputs from the auxiliary detectors 84 with the inputs of its own sensors (e.g., 50) for additional accuracy. Although auxiliary detectors 84 as described as operating alongside switch position detector 22, some configurations of system 10 include auxiliary detectors that may operate without the switch position detector.

In some configurations, positioning of auxiliary detector 84 may be determined based on the features of the switch rails (e.g., 18) at a specific location. For example, angle 176 may be determined based on a maximum separation distance 180 between the rail (e.g., 14) and the switch rail tip (e.g., 66). Separation distance 180 is measured from inner surface 170 to the switch rail tip (e.g., 66) along a straight line perpendicular to the inner surface. Additionally, auxiliary detector 84 is spaced from a first end 184 of first switch rail tip 66 by a detection distance 188. Detection distance 188 is measured from first end 184 to auxiliary detector 84 along a straight line that is parallel to inner surface 170. Detection distance 188 may be equal to any one of, or between any two of: 5.0, 7.5, 10.0, 12.5, 15.0, 20.0, 25.0, 30.0, 15.0, or 40.0 centimeters (cm) degrees (e.g., between approximately 10 cm and approximately 60 30 cm). Additionally, or alternatively, angle 176 may be equal to any one of, or between any two of: 15, 20, 25, 30, 35, 40, 45, 46, 50, 55, 60, 65, 70, or 75. Angle 176 and detection distance 188 may be selected to detect switch rail tip (e.g., 66) without obstruction. To illustrate, various configurations of auxiliary detector are described with respect to first switch rail tip having a maximum separation distance (e.g., 180) of approximately 10 cm. In some such configurations, detection distance 188 is approximately 10 cm and angle 176 is between 30 and 60 degrees (e.g., 45 degrees). In other configurations, detection distance 188 is approximately 20 cm and angle 176 is between 20 and 37 degrees (e.g., 28 degrees) and, in yet other configurations, the detection distance is approximately 30 cm and the angle is between 17 and 25 degrees (e.g., 21 degrees). In this way and others, auxiliary detectors 84 may be configured to detect a switch rail tip (e.g., 66) in only one of the first or the second positions.

Referring to FIG. 5 a mounting bracket 192 configured to temporarily secure auxiliary detector 84 to rail track 14, while allowing removal thereafter for easy portability of the auxiliary detector. Mounting bracket 192 may include a base 196 and an arm 200 extending from the base. Base 196 includes a length 204 measured between opposing ends of the base along a straight line and is angularly disposed relative to arm 200 by an angle 208. In some configurations, angle 208 corresponds to angle 176 and length 204 corresponds to detection distance 188. In this way, auxiliary detector 84 may be coupled to arm 200 without the need for an operator to measure angle 176 and detection distance 188, rather, the operator can select a mounting bracket (e.g., 192) with the appropriate dimensions for the switch rails 18. In some configurations, arm 200 may include or define a receptacle 210 that is configured to receive auxiliary detector 84, however, the auxiliary detector may be coupled to the arm in any other suitable manner.

As shown, mounting bracket 192 includes a magnet 212 that is coupled to a surface of base 196. Magnet 212 may enable mounting bracket 192 to be easily coupled to a rail (e.g., 14) and easily removed after repairs are complete. In other configurations, mounting bracket 192 may be coupled to the rail (e.g., 14) in another suitable manner such as, for example, wire, adhesive (e.g., tape), welding, other fastener, or the like. In some configurations, base 196 may be coupled to arm 200 via a hinge (not shown) so that angle 208 may be adjusted. In such configurations, base 196 and/or arm 200 may include a locking mechanism such that an operator can adjust angle 208 and lock it into place one the desired angle is reached. Additionally, or alternatively, base 196 may be extendable such that length 204 may be adjusted to reach a desired length (e.g., 188). For example, base 196 may one or more portions that slide or fold relative to each other to extend length 204. In the foregoing configurations, base 196 and/or arm may have markings (e.g., ruler, protractor, or the like) to identify angle 208 or length 204.

Referring now to FIG. 6, an illustrative configuration of beacon 26 is depicted. As shown, beacon 26 includes light source 54 disposed on a top surface of the beacon, however, one or more light sources may be disposed on any surface of the beacon. Light source 54 may be configured to light in a continuous or pulsing manner to communicate different information to personnel. For example, based on detection of a rail vehicle 20 while switch rails 18 are in a correct position, beacon 26 may blink yellow and not sound an alarm (e.g., prohibit activation of the alarm) since there is no harm to personnel or the railroad switch. However, components of system 10 (e.g., detector 22) determines switch rails 18 are in an incorrect position, beacon 26 may emit a red light and activate an alarm to alert of the potential danger to the railroad switch, the train, or to personnel.

As shown, beacon 26 may include one or more magnets 212, stickers 216, sensor 220, or combination thereof. Magnets 212 (e.g., electromagnets, permanent magnets, or the like) may be configured to attach beacon 26 to another metal object such as a rail track 14. Beacon 26 may include a single magnet (e.g., 212) or a plurality of magnets (e.g., between 2 and 10 magnets). In some configurations, magnets 212 are configured to interact with rail vehicle 20 so that it may detect the presence of the rail vehicle. In some configurations, stickers 216 may include labels of such shape and size that they are readily observable to personnel. For example, stickers may include reflective material and include any color such as red, orange, yellow, green, blue, indigo, violet, and combinations thereof. As shown, sticker 216 may include text to assist personnel in positioning beacon 26. To illustrate, a first sticker (e.g., 216) may indicate a direction that should point toward the track and a second sticker (e.g., 216) may indicate a direction that should point toward detector 22 and/or rail switch 16. In some configurations, beacon 26 may include a sensor 220 configured to detect rail vehicle 20 as it passes by the beacon and transmit information to other components of system 10 indicating the presence of the vehicle. In some configurations, sensor(s) 220 may include micro, radio, or infrared wave detectors.

Some configurations of beacon 26 include a track select switch 224 configured to instruct system 10 the path upon which the beacon is positioned. To illustrate, switch 224 may be moveable between a first position which corresponds to the first path (e.g., main track) of rail tracks 14 and a second position which corresponds to the second path (e.g., siding track) of the rail tracks. In such configurations, detector 22 may communicate with beacons and instruct the beacons to activate light source 54 based on the path the beacon is associated with. In this way, beacons 26 may be easily replaceable and can used on any of a plurality of paths of rail track 14.

Referring now to FIGS. 7A-7B and 8A-8B, a method of operating an example of system 10 is described. Switch position detector 22 can be placed between rail tracks 14 at rail switch 16 (e.g., between first switch rail tip 66 and second switch rail tip 68). In some configurations, detector 22 is positioned such that first end 116 is facing beacons 26 (e.g., normal orientation shown in FIGS. 7A-7B). In other configurations, detector 22 is positioned such that second end 120 is facing beacons 26 (e.g., reverse orientation shown in FIGS. 7C-7D). One or more beacons 26 may be positioned further along rail tracks 14. As shown, a first beacon (e.g., 26) is positioned on the first path of rail tracks 14 and a second beacon (e.g., 26) is positioned on the second path of rail tracks. First and second beacons 26 may be set based on the orientation of detector 22. To illustrate, while detector 22 is in the normal orientation (FIGS. 7A-7B), track switches 224 of first and second beacons 26 are set to a left or right position as viewed from behind the detector and facing towards the beacons. Alternatively, while detector 22 is in the reverse orientation (FIGS. 8A-8B), track switches 224 of first and second beacons 26 are set to a left or right position that is opposite of the position of the beacons as viewed from behind the detector and facing towards the beacons.

In some other methods, switch position detector 22 may include a third and/or fourth sensor (e.g., 50) configured to have detection fields oriented at a location of rail tracks 14 beyond rail switch 16. Third and/or fourth sensor may transmit one or more signals to determine the location of detector 22 or any subsequent movement of the detector. In some configurations, Third and/or fourth sensor (e.g., 50) may be used in place of track switches 224 to determine the orientation of detector 22 at start-up.

Some methods of operating system 10 include positioning sensors 50 to detect switch rails 18. In some configurations, positioning sensors includes removing lock screw 166, rotating sensor frame 150 to a desired angular orientation, aligning one of bracket openings 160 with one of frame openings 162, inserting the lock screw, or combination thereof. Sensors 50 may be positioned such that first detection field 72 intersects first switch rail tip 66 and second detection field 76 intersects second switch rail tip 68.

Some methods include choosing a passable track for rail vehicle 20. For example, operation switch 124 may be set to a first position (shown in FIG. 7A) which corresponds to the first path as the passable track. Alternatively, operation switch 124 may be set to a second position (shown in FIG. 7B) which corresponds to the second path as the passable track. Upon setting the passable track, switch position detector 22 may perform one or more functions described above to calibrate system 10. For example, detector 22 may calculate a distance between the detector (e.g., at sensor 50) and switch rails 18. In some methods, detector 22 may store the calculated distances as a reference distances and/or illuminate one or more lights on the switch position detector to indicate system 10 is calibrated. In some configurations, detector 22 may send one or more instructions to beacons 26, work block marker 30, PADs 34, and/or CAS 38. For example, detector 22 may transmit instructions to beacons 26 to cause the first beacon to emit an amber light indicating the first path is the passable track and/or cause the second beacon to emit a red light indicating the second path is a non-passable track.

Detector 22 may continuously or intermittently calculate the distance between the detector and switch rails 18. In some configurations, the calculated distance is stored at a predetermined intervals (e.g., every 1, 3, 5, 10, 15, or 30 seconds). In some methods, detector 22 compares the calculated distance with one or more of the stored distances. If the calculated distance differs from the stored distance by a selected tolerance (e.g., 0.5, 1.0, 1.5, 2.0, 2.5, 3.0, 3.5, 4.0, 4.5, or 5.0 cm), detector 22 may transmit a signal to one or more other components of system 10 such as, for example, transmit a signal to beacons 26 to change light color or pulsing of light (e.g., 54). In this way and others, personnel may be notified of a change in position of rail switch 16 while being out of visual range of switch rails 18. In some methods, auxiliary detector 84 may detect one of switch rails 18. In some such methods, based on a calculated distance differing from the stored distance, switch position detector 22 may determine an input of the auxiliary detector. Such an input may be compared to a stored value to determine if the stored value is the same as the input and a confirmation or an error message may be transmitted.

In some configurations, system 10 may be removed after repair of rail switch 16. For example, some methods comprise removing switch position detector 22, removing auxiliary detectors 84, removing beacons 26, removing work block markers 30, or combination thereof.

The above specification and examples provide a complete description of the structure and use of illustrative configurations. Although certain configurations have been described above with a certain degree of particularity, or with reference to one or more individual configurations, those skilled in the art could make numerous alterations to the disclosed configurations without departing from the scope of this invention. As such, the various illustrative configurations of the methods and systems are not intended to be limited to the particular forms disclosed. Rather, they include all modifications and alternatives falling within the scope of the claims, and configurations other than the one shown may include some or all of the features of the depicted configurations. For example, elements may be omitted or combined as a unitary structure, connections may be substituted, or both. Further, where appropriate, aspects of any of the examples described above may be combined with aspects of any of the other examples described to form further examples having comparable or different properties and/or functions, and addressing the same or different problems. Similarly, it will be understood that the benefits and advantages described above may relate to one configuration or may relate to several configurations. Accordingly, no single implementation described herein should be construed as limiting and implementations of the disclosure may be suitably combined without departing from the teachings of the disclosure.

The previous description of the disclosed implementations is provided to enable a person skilled in the art to make or use the disclosed implementations. Various modifications to these implementations will be readily apparent to those skilled in the art, and the principles defined herein may be applied to other implementations without departing from the scope of the disclosure. Thus, the present disclosure is not intended to be limited to the implementations shown herein but is to be accorded the widest scope possible consistent with the principles and novel features as defined by the following claims. The claims are not intended to include, and should not be interpreted to include, means-plus- or step-plus-function limitations, unless such a limitation is explicitly recited in a given claim using the phrase(s) “means for” or “step for,” respectively.

SYSTEMS FOR RAILROAD SWITCH POSITION DETECTION

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CROSS-REFERENCE TO RELATED APPLICATIONS

Provisional Applications (1)