U.S. patent application number 11/407395 was filed with the patent office on 2007-02-22 for railroad crossing surveillance and detection system.
Invention is credited to Paul Calixto, Bob Stevenson.
Application Number | 20070040070 11/407395 |
Document ID | / |
Family ID | 37766585 |
Filed Date | 2007-02-22 |
United States Patent
Application |
20070040070 |
Kind Code |
A1 |
Stevenson; Bob ; et
al. |
February 22, 2007 |
Railroad crossing surveillance and detection system
Abstract
A railroad remote monitoring and detection system employing
cameras, that may or may not be remotely positionable and
repositionable, and other motion and presence detection devices
such as millimeter wave radar and/or passive infrared and or
ultrasound detectors. The use of multiple sensor devices reduces
the occurrence of false alarms. The system employs software and
logic to detect predetermined alarm conditions and then send a
signal to a local or central command center and trains on the
route. The system includes wireless receivers onboard the train
that scan for monitor information one or more monitor stations in
advance of the trains progress to give the train engineer/driver
advanced warning of hazardous conditions on the trains route.
Alarms to the central control center can be monitored to determine
a recurrence of potentially hazardous conditions at a particular
site so that steps can be taken to avoid such conditions in the
future.
Inventors: |
Stevenson; Bob; (Richardson,
TX) ; Calixto; Paul; (Arlington, TX) |
Correspondence
Address: |
HEINZ GRETHER PC
5810 TRADE CENTER DR.
SUITE 300
AUSTIN
TX
78744
US
|
Family ID: |
37766585 |
Appl. No.: |
11/407395 |
Filed: |
April 18, 2006 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60672564 |
Apr 18, 2005 |
|
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|
Current U.S.
Class: |
246/122R |
Current CPC
Class: |
B61L 29/30 20130101 |
Class at
Publication: |
246/122.00R |
International
Class: |
B61L 23/34 20060101
B61L023/34 |
Claims
1. A railroad monitoring system comprising at least one monitoring
station comprising cameras, and secondary motion or presence
detection sensors which scan an area of interest along a railroad
track a wireless communications link which broadcasts information
gathered or derived from information gathered at the monitoring
station a wireless communications link on a train for receiving
information gathered at or derived from information gathered at the
monitoring station at least one output device for presenting the
information received to an engineer or user on the train.
Description
CROSS-REFERENCE TO RELATED PATENT APPLICATIONS
[0001] This patent application claims the benefit of U.S.
Provisional Patent Application No. 60/672,564, filed Apr. 18 2005,
entitled "Railroad Crossing Surveillance and Detection System"
[0002] Any references cited hereafter are incorporated by reference
to the maximum extent allowable by law. To the extent a reference
may not be fully incorporated herein, it is incorporated by
reference for background purposes and indicative of the knowledge
of one of ordinary skill in the art.
TECHNICAL FIELD OF THE DISCLOSURE
[0003] The present invention relates generally to the field of
railroad. More particularly to railroad monitoring and threat
detection systems.
BACKGROUND OF THE DISCLOSURE
[0004] Railroads play a vital role in the transportation of goods
and people. However, it is not the only form of transportation and
is normally found mixed with other forms of transportation. Mixing
forms of transportation results in dangers. As this was true with
pedestrians and animal drawn carriages and both with internal
combustion engine cars and trucks later in history, the interaction
between different forms of transportation causes dangers and
risks.
[0005] Trains typically travel at relatively high rates of speed
and have tremendous mass and thus tremendous momentum. This means
that it is inherently difficult to halt or arrest the motion of a
train over short distances. Frequently, the engineers driving a
train are not aware of a risk until it is too late to take action
to avoid the risk.
[0006] The system described herein gives the engineers driving a
train and a central command station a greater opportunity to
identify and respond to risks related to railroad
transportation.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] Reference is now made to the following brief descriptions
taken in conjunction with the accompanying drawings, in which like
reference numerals indicate like features.
[0008] FIG. 1 illustrates at a general level the railroad crossing
surveillance and Detection System.
[0009] FIG. 2 illustrates one railroad crossing in greater
detail.
[0010] FIG. 3 illustrates one embodiment of a monitoring
station.
[0011] FIG. 4 illustrates one embodiment of the monitor
electronics.
[0012] FIG. 5 illustrates the equipment on board the train.
[0013] FIG. 6 illustrates an embodiment of a visual display on
board the train viewing 4 different road crossings.
[0014] FIG. 7 illustrates network components of the system.
[0015] FIG. 8 illustrates software layers of the system.
DETAILED DESCRIPTION
[0016] It will be understood by those skilled in the art that the
present invention can be implemented in a number of different ways,
within the scope of this application. A presently preferred
embodiment of the invention will now be described below.
Overview
[0017] FIG. 1 illustrates at a general level the railroad
surveillance and detection system 10. The train engine 12 is
illustrated on a section of track 14 before with a fork 16
controlled by a track switch 18 and a series of conventional road
crossings 20, 22, 24, 26, 28. At each crossing 20, 22, 24, 26, 28
there is a corresponding monitoring station 30, 32, 34, 36, 38.
There is also a monitoring station 39 proximate to the switch 16.
The monitoring locations are exemplar. It may be appropriate for
monitors to be located in other locations along the track which may
be generate a safety risk or a higher probability as a target for
terrorists or groups or individuals engaged in mischief. It may
also be desirable to maintain monitoring stations at regular
intervals along the track to monitor and entire route. The
monitoring stations are connected through communication links 40,
42, 44, 46, 48, and 49 to a WAN network 50. In the embodiment
illustrated these communication links 40, 42, 44, 46, 48 and 49 are
hardwired. Alternative communication links are also possible and
can be attained via wireless radio (such as 802.11/802.16/900 MHz),
twisted pair wires, optical fiber, shielded cable, or a hybrid
combination of any these link forms. Internet TCP/IP protocol maybe
used for the network communications. The monitoring stations 30,
32, 34, 36, 38, 39 also have wireless communications links via
wireless radio (such as 802.11/802.16/900 MHz) 60, 62, 64, 66, 68,
69 through which the monitoring station can communicate with the
train 12 via a wireless communication link 63 on the train 12. The
wireless network may employ communication towers 61 or satellites
(not shown) to bounce or connect the monitor station link(s) to the
train link. Each communication link in the system is uniquely
identifiable. In some embodiments the informational content of the
wireless link 50 and the hardwire link 40 is the same, in other
embodiments the information may differ.
[0018] In addition to being connected to the monitoring stations
the wide area network is also connected to a local control station
80 trough communications link 82 and any number of central control
stations 90 via communication link 92. In the embodiment shown
these links are connected by hardware connections in alternative
embodiments the communications by be wireless.
[0019] In the embodiment illustrated the wide area network also has
a wireless communications link 52 for communication with the train
12 trough its wireless communications link 63. In alternative
embodiments this link may be provided directly to the local control
station 80 which makes this train available for communications
through the wide area network 50. In yet other embodiments the
wireless communications link may be connected directly with a
central control station 82 which makes communications with the
train 12 available through the wide area network.
[0020] FIG. 2 illustrates an exemplar crossing in greater detail.
In this illustration the train is illustrated on the track in front
of electrical signal switch 90. This switch 90 signals to the
traffic controller 92 to signal vehicles that a train 12 is
approaching. In this illustrated example the traffic controller 92
also lowers barrier arms 96 as it begins to signal via traffic
signals 94 the paved road users that a train 12 is approaching. The
traffic controller 92 is communicatively linked 98 to the
monitoring station 30 for the intersection 20 to inform the
monitoring station 30 that a train 12 is approaching. The
monitoring station 30 incorporates this information into its
broadcast. In alternative embodiments information about the
location of the train 12 approaching the intersection 20 is sent
indirectly through a central control or a local control station.
(not shown) or from the train 12 equipped with a GPS (global
positioning system) or other tracking system (not shown).
[0021] FIG. 3 illustrates an embodiment of a monitoring station 30
of remote detection system illustrated in FIG. 1 & FIG. 2. In
the embodiment the monitoring station 30 is arrayed on a pole 31.
In the embodiment shown, the array consists of a camera 100. In the
preferred embodiment this camera is a video camera with Day/Night
DSP (Digital Signal Processing) technology capable of color images
during the day and high sensitivity monochrome images at night.
Alternative day/night technologies are also possible such as the
use of digital cameras or analogical cameras, with the use of video
processors such as Mavix of Israel or Teleste of Sweden. The camera
may be NTSC or PAL or preferably be NTCIP compatible or may
generate JPEG or MPEG or some other digital video output. Some
cameras found suitable for the purpose have 1K.times.1K pixel
resolution. If exposed to the outdoors the camera should be weather
resistant preferably in a sealed pressurized housing. It is also
preferable that the cameras used have external trigger inputs to
capture individual images. Such cameras are available from Cohu of
San Diego, Calif.--Models 3960 and 3955. In a preferred embodiment
like the one illustrated in FIG. 3, the camera 100 is mounted in or
on a gimbal 102--preferably a gimbal that is motorized to be
positionable and repositionable. In one embodiment the gimbal
mechanism employed is capable of 160 degrees per second and can be
reset to a home position within 1% of accuracy. It is preferable
that the cameras be addressable over a network so that the pan tilt
and zoom of the camera can be manipulated from a remote location.
Such cameras are available from Cohu of San Diego, Calif.--Models
3960 and 3955. Cameras that have been found acceptable for the
intended purpose are the USA 2700 3955, 3960 & 7100 Series
Cameras. These cameras offer the ability to view the rail crossing
at full MPEG-4 30 frames per second video of a crossing which can
be sent either to the engineer's cab-n of approaching trains from
several miles before the train reaches the crossing.
[0022] The monitor station 30 illustrated in FIG. 3 also includes
combined passive infrared and ultrasonic sound sensors 104. One
device found useful for this purpose is and array of USA signal
DT-272-001 Motion and Presence Detectors. Such sensors are also
available from ASIM Technologies, out of Uznach, Switzerland--Model
DT-272. These sensors 104 provide the capability of detecting
presence and motion.
[0023] A millimeter wave radar system 106 is also utilized in the
monitor station 30 illustrated in FIG. 3. One such suitable device
is the USA Signal US-300MWR or from Sensor Technologies &
Systems, Inc. of Scottsdale, Ariz. This system is directional and
"looks" 300 meters in both directions along the track. It can
detect perimeter trespass and actually tracks the trespassing
object through out the 600 meters it scans.
[0024] The monitoring station 30 may also employ other sensors or
additional sensors of the types mentioned above. For example
monitor station 39 in FIG. 1 may employ multiple sensors to monitor
the track on both tines of the fork in the track. An example of a
different kind of sensor would be a monitoring station which
included a pair of laser fences (not shown) to detect breach of a
boundary near the railroad track. Such fences are available from
Sensor Technologies & Systems, Inc. of Scottsdale, Ariz.
[0025] As was previously mentioned, the monitor station's array of
equipment is mounted on a pole. In the embodiment illustrated, this
pole also serves as structure holding a signal light 108 to warn
crossing vehicles of the status of the train crossing. In the
preferred embodiment a USA Signal Railroad Crossing Signal or a USA
Signal No Left Turn or No Right Turn signal are employed. The
monitor station is independent of any signal light. However, the
signal light provides for the physical housing, proximate location
to a crossing and the required electrical power.
[0026] In the embodiment shown, solar panels 110 are utilized to
charge a battery UPS to power the monitoring devices 100, 102, 104,
106, signal(s) 108 and the electronics and communications systems
(described below).
[0027] The monitoring station 30 also includes an enclosure 112 to
house the electronics (described below) to monitor the sensors, and
drive the signals and communications equipment. The monitoring
station 30 may also include power connections to mains power (not
shown), and The monitoring station also includes an antenna 122 for
wireless communications and a hardwire communication link 120 for
connection to a wide are network via hardwire connections.
[0028] FIG. 4 illustrates major electronic components associated
with the monitor station 30 of FIG. 1 & FIG. 2. The enclosure
includes a UPS power supply 150 which either receives power from
mains (not shown) or from the solar panel (not shown). The UPS 150
is feeds power to a power distribution circuit 152 which provides
power according to the power needs of the various sensors and
electronic components employed by the monitoring station. In the
preferred embodiment there is also a redundant power supply (not
shown)
[0029] In the embodiment shown the heart of the monitoring station
is a main processor board 170 which interfaces with outer
components either directly or through driver circuitry and/or
software for those respective devices. In the embodiment shown the
electronics 112 includes an electronics board 161 for interfacing
with the traffic controller 92 of FIG. 2. The embodiment shown
illustrates a video graphics board 160 which receives video from
the video camera and generates video signals appropriate for
wireless distribution or distribution of a wide area network. One
embodiment of such a board is the USA MPEG-4 Video processor model
100 or 150 with two serial ports RS222/485 and RS232 and IEE
802.3/802.3U Ethernet fast Ethernet (Auto Sense) interface with
audio input and output at 1 Volt RMS. Alternative video processing
units are available in the market, such as Mavix Models 100/150
from Israel, Teleste from Sweden, and Micronas, Inc from Santa
Clara, Calif.
[0030] The circuitry 112 also includes a Pan Tilt driver board 162
for driving the pan tilt and zoom features of the camera's gimbal
mechanism (not shown here).
[0031] The circuitry also includes driver circuitry for the
millimeter wave radar 164, Passive infrared sensor 166, and
Ultrasound sensor 168. Each of these boards has electric
connections 170, 171, 172, 174, 176, 178 to their respective
devices they drive (not shown).
[0032] Each of these boards 170, 171, 172, 174, 176, 178 is
connected to a central processor board 180 via bus 182 that
monitors and provides the gate-keeping functions of the information
for distribution. The main processor board is very similar to the
motherboard of a personal computer but is preferably designed for
use in an semi-protected outdoor environment. The central processor
board has at its disposal other standard computer resources such as
operating memory, operating system software such as Windows or
Linux, driver software to drive the various devices attached to the
processor, application software for processing the information
received from the sensor devices and generating alarm signals and
broadcasting system status sensor information and alarms, and
storage for storing information received from the sensors prior to,
during or after the broadcast of such information to a train or a
command center.
[0033] This board 180 is also connected to a wireless bridge 186
such as a 802.11 access point, available in the market from many
sources such as Linksys, Cisco, Siemens, etc. that sends and
receives communication through the wireless antenna through which
the monitor stations communicates with train(s) and possibly with
local control station(s) and or central control station(s). The
board is also connected to a hardware wide area network trough a
DSL Modem 188 such as the USA Signal US-1000 Point to Point DSL
modem or some other commercially available means of connecting to a
wide area network which provides a communication pathway between
the monitor station and the other authorized systems connected to
the network.
[0034] FIG. 5 illustrates the train side of the system. The
engineer on board the train 12 benefits from a remote view ahead
via the video monitor 200. The system includes an audio alarm 202
which provides the engineer with an audio warning that he should
check his video monitors because there may be a potential danger in
his forward path. The video monitor display 200 illustrated in
greater detail in FIG. 6 provides the engineer with a view of the
next four monitoring stations in the train's path. In other
embodiments a different number of locations may be viewed or the
number viewed may be set and adjusted by the engineer using
standard computer input devices such as a joystick and keyboard
204. A Pelco 300A keyboard with Joystick has been found suitable
for this purpose, available from Pelco of Clovis, Calif. Using
these input tools the engineer can select a view which requires a
closer view and provide him with the capability of repositioning
the video camera to adjust his view of the monitor station's
environment. The video display 200 and keyboard and joystick 204
and alarm speakers 202 are input(s)/outputs of a ruggedized
personal computer system. Software is used to display four images
on the computer monitor screen, representing the images of the next
four rail crossings ahead of such train. Images are transmitted via
network by hoping from station to station and displayed at the
train cabin. Images are replaced by the next four as the train
crosses each intersection.
[0035] For the wireless mesh the train system employs a
multi-signal Wi-Fi Wireless Mesh Bridge 208. One system that has
proven to be suitable for this purpose is the USA Signal US-3000
Wi-Fi Wireless Bridge. However other systems would also be
suitable. The network connection inside the train performs a
hand-shake with the closest station or access point through the
wireless network. Access points are available in the market, such
as Cisco, Linksys, D-Link etc.
[0036] FIG. 5 also illustrates the ordinary dashboard 220 used by
the engineer to drive the train and monitor its functions.
[0037] FIG. 6 illustrates one embodiment of a display screen shot
of an exemplar user interface for the train's engineer. In the view
illustrated, video from the next four monitoring stations are shown
230, 232, 234, and 236. The train's route (or a portion thereof
with the monitoring stations marked along the way is indicated in
window 240. This window also reflects the train's location 242
along the path and a bezel indicates the monitoring stations for
which information is being displayed. Flashing halos 246 and 248
around the monitoring station locations indicate an alarm condition
at that location. One of the monitoring stations 246 is indicated
to be in an alarm condition. This station is also indicated as in
view on the display by being within bezel 244. Video from this
station is running in window 232 which also has a flashing halo 233
indicating an alarm has been detected at that monitoring station.
An audio alarm is also toned--further drawing the engineer's
attention to the situation. A control menu 250 is also provided to
set which video view camera is currently set to be remotely
manipulated by the keyboard and joystick. The halo around the icon
252 indicates which view is currently controlled by the joystick.
The default condition is the nearest crossing this default is
overridden by the nearest alarm condition. The engineer can
override and select whichever monitoring station he wishes to
control. When the engineer switches between views the camera in the
new view returns to a home position. For system prioritization the
nearest train controls the camera of the monitoring station over a
further train and the trains generally take priority over the
command center. However the command center does have the ability to
override this prioritization scheme. The engineer can select any
monitoring station along the route to view information about of
from that station. The engineer can select and move the bezel to
shit to any set of monitoring stations along the route and can
expand or contract the number of images viewed at one time. The
engineer can also view monitoring stations along a different
route.
[0038] The user interface illustrated in FIG. 6 also includes a
view control 254 that allows the Engineer to quickly select
different viewing configurations. The current view configuration is
highlighted with a non-flashing muted hallow. Other viewing options
include a maximized on video feed and route location view, a full
screen video view, a two video feed and route view. A view of
information about/from one monitoring station, a view of a
monitoring station on one side of the screen and a network system
status view on the other, a view of a monitoring station on one
side of the screen and a train system configuration menu on the
other and a view of a monitoring station and a view out of the
front of the train. Other viewing configurations are also
possible.
[0039] FIG. 7 illustrates major components of a remote monitoring
and detection system from a network architecture perspective.
[0040] FIG. 8 illustrates software layers of the system. This
software runs on the trains 12, in the central control office 82
and local control office 80 and at the monitoring stations. However
not all of the layers are necessary at each of these locations. It
is important to note that many different layers of system security
are provided. Generally all of the security schema available for a
computer network maybe employed to protect the train monitoring and
detection system. These schema include hardware and software
encryption, password and biometric login protection, different
system use authorizations tied to user login, log into the computer
and log onto the network and many others. The cameras are
controlled by the closest train. This is the default state. The
system allows for different configurations and priorities based on
user login prerogatives. One of the software layers includes
machine vision. Commercially available software from several
sources that electronically interprets video data to look for image
patters that match pedestrians, cars, motorcycles, pickup trucks,
school buss, tractor trailer or other types of trucks, animals
etc.
Operation
[0041] In the preferred embodiment the monitoring stations do not
self-initiate broadcasting information over the network unless an
alarm condition has been determined. In other embodiments all or
some of the monitoring stations might broadcast continuously.
Ordinarily the monitoring station waits to be poled by either a
train or a command center essentially video on demand. Prior to the
trip the train is programmed with its route or to self determine
its route from GPS information. Then as the train progresses on its
route it queries the monitoring stations along the way consistent
with the view selected by the engineer. The train ignores any
signals from monitoring stations which are not on its route (unless
the engineer chooses to view information from monitoring stations
on a different route). The train also ignores and signals from
monitoring stations on its route that are not currently selected
for view and which are not broadcasting an alarm condition. Several
different methods are available for determining which signals to
ignore and which signals to process. For example the known radio
MAC address may be employed or the monitoring stations IP address
may be used to determine which monitoring stations may have
relevant information relative to the train's route and/or the
engineer's query.
[0042] An alarm will be sent to the train and to the central office
when a trespass is detected and validated by the three levels of
detection and certain other programmed conditions exist. If the
presence is confirmed by the ultrasound, video and infrared while
such condition was not authorized. For example:
[0043] if the crossing traffic does not move from the tracks in the
allotted time window; or
[0044] if the an object is present and the traffic control signal
has detected a train; or
[0045] if an object is present and the trains route tracking system
(such as GPS) indicates that the train is approaching the
crossing/or
[0046] The three condition alarm is designed to reduce false
positives.
[0047] The system has the capability to record video both locally
at the station, and at the central office. Locally, a memory device
is deployed in the controller board, while in the central office a
DVR unit or a hard drive array can be added to the network and
programmed to record.
[0048] The purpose of the railroad surveillance and detection
system is to prevent accidents and improve rail traffic safety and
control. The remote railroad surveillance and detection system
accomplishes this result through the remote monitoring of railroad
crossings and strategic locations along a rail line. The system
sends audio alarms and video alarms and images to warn an
approaching train and a central or local control or command center
of a potential risk. The preferred embodiment of the train provides
the train with video images of several crossing in the trains path
or alternate paths. The images are displayed in the engineer's
cabin on an ongoing basis. If a potential dangerous situation is
detected an audio alarm and visual alert are signal to the train
and the command centers. These remote monitors can be positioned
all along a track or may be strategically located at railroad
crossings or likely opportunity targets for terrorists or
individuals that may be up to mischief.
[0049] By using multiple sensor technologies the degree of false
alarms can be minimized and the relative ranking of a potential
problem can be prioritized.
[0050] The system also applies to rail crossing with shipping lanes
and on bridges where the monitor stations may be more focused on
activity below the tracks rather that on or above the tracks.
[0051] The use of the terms "a" and "an" and "the" and similar
referents in the context of describing embodiments of the invention
(especially in the context of the following claims) are to be
construed to cover both the singular and the plural, unless
otherwise indicated herein or clearly contradicted by context. The
terms "comprising," "having," "including," and "containing" are to
be construed as open-ended terms (i.e., meaning "including, but not
limited to,") unless otherwise noted. Recitation of ranges of
values herein are merely intended to serve as a shorthand method of
referring individually to each separate value falling within the
range, unless otherwise indicated herein, and each separate value
is incorporated into the specification as if it were individually
recited herein. All methods described herein can be performed in
any suitable order unless otherwise indicated herein or otherwise
clearly contradicted by context. The use of any and all examples,
or exemplary language (e.g., "such. as") provided herein, is
intended merely to better illuminate embodiments of the invention
and does not pose a limitation on the scope of the invention unless
otherwise claimed. No language in the specification should be
construed as indicating any non-claimed element as essential to the
practice of the invention.
[0052] Preferred embodiments of this invention are described
herein, including the best mode known to the inventors for carrying
out the invention. Variations of those preferred embodiments may
become apparent to those of ordinary skill in the art upon reading
the foregoing description. The inventors expect skilled artisans to
employ such variations as appropriate, and the inventors intend for
the invention to be practiced otherwise than as specifically
described herein. Accordingly, this invention includes all
modifications and equivalents of the subject matter recited in the
claims appended hereto as permitted by applicable law. Moreover,
any combination of the above-described elements in all possible
variations thereof is encompassed by the invention unless otherwise
indicated herein or otherwise clearly contradicted by context.
* * * * *