U.S. patent application number 13/954096 was filed with the patent office on 2014-02-13 for route examining system and method.
This patent application is currently assigned to General Electric Company. The applicant listed for this patent is General Electric Company. Invention is credited to Jared Klineman COOPER, Ajith Kuttannair KUMAR, Nicolas David NAGRODSKY, Joseph Forrest NOFFSINGER.
Application Number | 20140046513 13/954096 |
Document ID | / |
Family ID | 48985843 |
Filed Date | 2014-02-13 |
United States Patent
Application |
20140046513 |
Kind Code |
A1 |
COOPER; Jared Klineman ; et
al. |
February 13, 2014 |
Route Examining System And Method
Abstract
A route examining system includes an application device, a
control unit, a detection unit, and an identification unit. The
application device is onboard a first vehicle of a first vehicle
system traveling along a route. The control unit controls supply of
electric current from a power source to the application device in
order to electrically inject an examination signal into the route
via the application device. The detection unit is off-board of the
first vehicle and monitors electrical characteristics of the route
in response to the examination signal being injected into the
route. The identification unit is off-board of the first vehicle
and examines the one or more electrical characteristics of the
route in order to determine whether a section of the route
extending between the first vehicle and the detection unit is
potentially damaged based on the one or more electrical
characteristics.
Inventors: |
COOPER; Jared Klineman;
(Melbourne, FL) ; KUMAR; Ajith Kuttannair; (Erie,
PA) ; NOFFSINGER; Joseph Forrest; (Grain Valley,
MO) ; NAGRODSKY; Nicolas David; (Melbourne,
FL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
General Electric Company |
Schenectady |
NY |
US |
|
|
Assignee: |
General Electric Company
Schenectady
NY
|
Family ID: |
48985843 |
Appl. No.: |
13/954096 |
Filed: |
July 30, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61681843 |
Aug 10, 2012 |
|
|
|
61729188 |
Nov 21, 2012 |
|
|
|
Current U.S.
Class: |
701/20 ;
324/71.1 |
Current CPC
Class: |
B61L 23/044 20130101;
B61L 3/16 20130101; B61L 3/121 20130101; B61L 23/042 20130101; B61L
15/0027 20130101 |
Class at
Publication: |
701/20 ;
324/71.1 |
International
Class: |
B61L 23/04 20060101
B61L023/04 |
Claims
1. A system comprising: an application device configured to be
disposed onboard a first vehicle of a first vehicle system
traveling along a route and to be at least one of conductively or
inductively coupled with the route during travel along the route; a
control unit configured to control supply of electric current from
a power source to the application device in order to electrically
inject an examination signal into the route via the application
device; a detection unit configured to be disposed off-board of the
first vehicle, the detection unit configured to monitor one or more
electrical characteristics of the route in response to the
examination signal being injected into the route; and an
identification unit configured to be disposed off-board of the
first vehicle, wherein the identification unit is configured to
examine the one or more electrical characteristics of the route in
order to determine whether a section of the route extending between
the first vehicle and the detection unit is potentially damaged
based on the one or more electrical characteristics.
2. The system of claim 1, wherein at least one of the detection
unit or the identification unit is disposed onboard a second
vehicle of the vehicle system, the first and second vehicles being
interconnected with each other in the vehicle system.
3. The system of claim 1, wherein the first vehicle is a first
locomotive and the second vehicle is a second locomotive.
4. The system of claim 1, wherein at least one of the detection
unit or the identification unit is disposed at a stationary wayside
device located along the route.
5. The system of claim 1, wherein the control unit is configured to
control application of at least one of a designated direct current,
a designated alternating current, or a designated radio frequency
signal of the examination signal from the power source to a
conductive portion of the route.
6. The system of claim 1, wherein the power source is an onboard
energy storage device and the control unit is configured to inject
the examination signal into the route by controlling when electric
current is conducted from the onboard energy storage device to the
application device.
7. The system of claim 1, wherein the power source is an off-board
energy storage device and the control unit is configured to inject
the examination signal into the route by controlling when electric
current is conducted from the off-board energy storage device to
the application device.
8. A method comprising: electrically injecting an examination
signal into a route being traveled by a first vehicle system having
at least a first vehicle, the examination signal being injected
into the route using the first vehicle in the first vehicle system;
monitoring one or more electrical characteristics of the route at a
monitoring location that is off-board of the first vehicle; and
identifying a potentially damaged section of the route disposed
between the first vehicle and the monitoring location based on the
one or more electrical characteristics.
9. The method of claim 8, wherein the one or more electrical
characteristics are monitored from a second vehicle of the vehicle
system that is interconnected with the first vehicle.
10. The method of claim 8, wherein the one or more electrical
characteristics are monitored from a stationary wayside device
disposed alongside the route.
11. The method of claim 8, wherein electrically injecting the
examination signal into the route includes applying at least one of
a designated direct current, a designated alternating current, or a
designated radio frequency signal to a conductive portion of the
route.
12. The method of claim 8, wherein electrically injecting the
examination signal into the route includes applying electric
current obtained from an onboard power source of the first vehicle
system.
13. The method of claim 8, further comprising communicating a
notification to the monitoring location when the examination signal
is injected into the route, wherein monitoring the one or more
electrical characteristics of the route is performed responsive to
receiving the notification.
14. The method of claim 8, wherein identifying the potentially
damaged section of the route includes determining if a track of the
route is broken when the examination signal is not received at the
monitoring location.
15. The method of claim 8, wherein identifying the potentially
damaged section of the route includes determining if a track of the
route is potentially damaged when a signal-to-noise ratio of the
examination signal that is received at the monitoring location is
at least one of less than a designated threshold or has decreased
by at least a designated amount.
16. The method of claim 8, further comprising automatically
initiating one or more responsive actions when the potentially
damaged section of the route is identified.
17. The method of claim 16, wherein the one or more responsive
actions include automatically slowing movement of the first vehicle
system.
18. The method of claim 17, wherein the one or more responsive
actions include automatically stopping movement of the first
vehicle system within a designated time period.
19. The method of claim 16, wherein the one or more responsive
actions include communicating a warning signal to a second vehicle
system that is separate from the first vehicle system and that is
following the first vehicle system along the route, the warning
signal configured to notify the second vehicle system of the
potentially damaged section of the route.
20. The method of claim 16, wherein the one or more responsive
actions include communicating a repair signal to an off-board
location to request repair of the potentially damaged section of
the route.
21. A system comprising: an application device configured to be
disposed onboard a first vehicle system having at least first and
second vehicles interconnected with each other along a route, the
application device configured to be disposed onboard the first
vehicle of the first vehicle system and to engage the route during
travel of the first vehicle system along the route; a control unit
configured to control supply of electric energy to the application
device in order to electrically inject an examination signal into
the route via the application device; a detection unit configured
to be disposed onboard the second vehicle of the vehicle system and
to monitor one or more electrical characteristics of the route at
the second vehicle in the first vehicle system; and an
identification unit configured to identify a potentially damaged
section of the route disposed between the first vehicle and the
second vehicle based on the one or more electrical
characteristics.
22. The system of claim 21, wherein the control unit is configured
to control application of at least one of a designated direct
current, a designated alternating current, or a designated radio
frequency signal of the examination signal to a conductive portion
of the route.
23. The system of claim 21, wherein the control unit is configured
to control when electric current obtained from an onboard power
source of the first vehicle system is applied to the route via the
application device in order to electrically inject the examination
signal into the route.
24. The system of claim 21, wherein at least one of the control
unit or the identification unit is configured to at least one of
automatically slow movement of the first vehicle system in response
to identifying the potentially damaged section of the route,
automatically notify one or more other vehicle systems of the
potentially damaged section of the route, or automatically request
at least one of inspection or repair of the potentially damaged
section of the route.
25. A system comprising: an application device configured to be
disposed onboard a first vehicle of a first vehicle system
traveling along a route and to be conductively coupled with the
route during travel along the route; a control unit configured to
control supply of electric current from a power source to the
application device in order to electrically inject an examination
signal into the route via the application device; a detection unit
configured to be disposed onboard the first vehicle, the detection
unit configured to monitor one or more electrical characteristics
of the route in response to the examination signal being injected
into the route; and an identification unit configured to be
disposed onboard the first vehicle, wherein the identification unit
is configured to examine the one or more electrical characteristics
of the route in order to determine whether a section of the route
traversed by the first vehicle and electrically disposed between
the application device and the detection unit is potentially
damaged based on the one or more electrical characteristics.
26. The system of claim 25, wherein: the application device
comprises at least one of a first axle or a first wheel of the
first vehicle, the first wheel attached to the first axle; and the
detection unit is operably coupled with at least one of a second
axle or a second wheel of the first vehicle, the second wheel
attached to the second axle, whereby the examination signal travels
from the at least one of the first axle or the first wheel of the
application device, through the section of the route, and through
the at least one of the second wheel or the second axle for
reception at the detection unit.
27. The system of claim 26, wherein the first wheel and the first
axle are on a first truck of the first vehicle, and the second
wheel and the second axle are on a second truck of the first
vehicle.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority to U.S. Provisional
Application No. 61/681,843, which was filed on 10 Aug. 2012, and is
entitled "Adaptive Energy Transfer System And Method" (the "'843
Application"). The entire disclosure of the '843 Application is
incorporated by reference. This application also claims priority to
U.S. Provisional Application Ser. No. 61/729,188, which was filed
on 21 Nov. 2012, is titled "Route Examining System And Method," and
the entire disclosure of which is incorporated by reference.
TECHNICAL FIELD
[0002] Embodiments of the subject matter disclosed herein relate to
examining routes traveled by vehicles for damage to the routes.
BACKGROUND
[0003] Routes that are traveled by vehicles may become damaged over
time with extended use. For example, tracks on which rail vehicles
travel may become damaged and/or broken. A variety of known systems
are used to examine rail tracks to identify where the damaged
and/or broken portions of the track are located. For example, some
systems use cameras, lasers, and the like, to optically detect
breaks and damage to the tracks. The cameras and lasers may be
mounted on the rail vehicles, but the accuracy of the cameras and
lasers may be limited by the speed at which the rail vehicles move
during inspection of the route. As a result, the cameras and lasers
may not be able to be used during regular operation (e.g., travel)
of the rail vehicles.
[0004] Other systems use ultrasonic transducers that are placed at
or near the tracks to ultrasonically inspect the tracks. These
systems may require very slow movement of the transducers relative
to the tracks in order to detect damage to the track. As a result,
the transducers are usually manually positioned and moved along the
track and/or are moved along the track by a relatively slow moving
inspection vehicle. Inspections of the track can take a
considerable amount of time, during which the inspected section of
the route may be unusable by regular route traffic.
[0005] Other systems use wayside devices that send electric signals
through the tracks. If the signals are not received by other
wayside devices, then a circuit that includes the track is
identified as being open and the track is considered to be broken.
These systems are limited at least in that the wayside devices are
immobile. As a result, the systems cannot inspect large spans of
track and/or a large number of devices must be installed in order
to inspect the large spans of track.
[0006] Other systems use human inspectors who move along the track
to inspect for broken and/or damaged sections of track. This manual
inspection is slow and prone to errors.
BRIEF DESCRIPTION
[0007] In an embodiment, a system (e.g., a route examining system)
includes an application device, a control unit, a detection unit,
and an identification unit. The application device is configured to
be disposed onboard a first vehicle of a first vehicle system
traveling along a route and to be at least one of conductively or
inductively coupled with the route during travel along the route.
The control unit is configured to control supply of electric
current from a power source to the application device in order to
electrically inject an examination signal into the route via the
application device. The detection unit is configured to be disposed
off-board of the first vehicle, the detection unit configured to
monitor one or more electrical characteristics of the route in
response to the examination signal being injected into the route.
The identification unit is configured to be disposed off-board of
the first vehicle. The identification unit is configured to examine
the one or more electrical characteristics of the route in order to
determine whether a section of the route extending between the
first vehicle and the detection unit is potentially damaged based
on the one or more electrical characteristics.
[0008] In an embodiment, a method (e.g., for examining a route
being traveled by a vehicle system) includes electrically injecting
an examination signal into a route being traveled by a first
vehicle system having at least a first vehicle. The examination
signal is injected into the route using the first vehicle in the
first vehicle system. The method also includes monitoring one or
more electrical characteristics of the route at a monitoring
location that is off-board of the first vehicle and identifying a
potentially damaged section of the route disposed between the first
vehicle and the monitoring location based on the one or more
electrical characteristics.
[0009] In an embodiment, a system (e.g., a route examining system)
includes an application device, a control unit, a detection unit,
and an identification unit. The application device is configured to
be disposed onboard a first vehicle system having at least first
and second vehicles interconnected with each other along a route.
The application device is configured to be disposed onboard the
first vehicle of the first vehicle system and to engage the route
during travel of the first vehicle system along the route. The
control unit is configured to control supply of electric energy to
the application device in order to electrically inject an
examination signal into the route via the application device. The
detection unit is configured to be disposed onboard the second
vehicle of the vehicle system and to monitor one or more electrical
characteristics of the route at the second vehicle in the first
vehicle system. The identification unit is configured to identify a
potentially damaged section of the route disposed between the first
vehicle and the second vehicle based on the one or more electrical
characteristics.
[0010] In an embodiment, a system (e.g., a route examining system)
includes an application device, a control unit, a detection unit,
and an identification unit. The application device is configured to
be disposed onboard a first vehicle of a first vehicle system
traveling along a route and to be at least one of conductively or
inductively coupled with the route during travel along the route.
The control unit is configured to control supply of electric
current from a power source to the application device in order to
electrically inject an examination signal into the route via the
application device. The detection unit is configured to be disposed
onboard the first vehicle and to monitor one or more electrical
characteristics of the route in response to the examination signal
being injected into the route. The identification unit is
configured to be disposed onboard the first vehicle. The
identification unit is configured to examine the one or more
electrical characteristics of the route in order to determine
whether a section of the route traversed by the first vehicle and
electrically disposed between the application device and the
detection unit is potentially damaged based on the one or more
electrical characteristics.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] Reference is made to the accompanying drawings in which
particular embodiments and further benefits of the invention are
illustrated as described in more detail in the description below,
in which:
[0012] FIG. 1 is a schematic illustration of a vehicle system that
includes an embodiment of a route examining system;
[0013] FIG. 2 is a schematic illustration of an embodiment of an
examining system;
[0014] FIG. 3 illustrates a schematic diagram of an embodiment of
plural vehicle systems traveling along the route;
[0015] FIG. 4 is a flowchart of an embodiment of a method for
examining a route being traveled by a vehicle system from onboard
the vehicle system; and
[0016] FIG. 5 is a schematic illustration of an embodiment of an
examining system.
DETAILED DESCRIPTION
[0017] Embodiments of the inventive subject matter relate to
methods and systems for examining a route being traveled upon by a
vehicle system in order to identify potential sections of the route
that are damaged or broken. In an embodiment, the vehicle system
may examine the route by injecting an electrical signal into the
route from a first vehicle in the vehicle system as the vehicle
system travels along the route and monitoring the route at another,
second vehicle that also is in the vehicle system. Detection of the
signal at the second vehicle and/or detection of changes in the
signal at the second vehicle may indicate a potentially damaged
(e.g., broken or partially broken) section of the route between the
first and second vehicles. In an embodiment, the route may be a
track of a rail vehicle system and the first and second vehicle may
be used to identify a potentially broken or partially broken
section of one or more rails of the track. The electrical signal
that is injected into the route may be powered by an onboard energy
storage device, such as one or more batteries, and/or an off-board
energy source, such as a catenary and/or electrified rail of the
route. When the potentially damaged section of the route is
identified, one or more responsive actions may be initiated. For
example, the vehicle system may automatically slow down or stop. As
another example, a warning signal may be communicated (e.g.,
transmitted or broadcast) to one or more other vehicle systems to
warn the other vehicle systems of the potentially damaged section
of the route, to one or more wayside devices disposed at or near
the route so that the wayside devices can communicate the warning
signals to one or more other vehicle systems. In another example,
the warning signal may be communicated to an off-board facility
that can arrange for the repair and/or further examination of the
potentially damaged section of the route.
[0018] The term "vehicle" as used herein can be defined as a mobile
machine that transports at least one of a person, people, or a
cargo. For instance, a vehicle can be, but is not limited to being,
a rail car, an intermodal container, a locomotive, a marine vessel,
mining equipment, construction equipment, an automobile, and the
like. A "vehicle system" includes two or more vehicles that are
interconnected with each other to travel along a route. For
example, a vehicle system can include two or more vehicles that are
directly connected to each other (e.g., by a coupler) or that are
indirectly connected with each other (e.g., by one or more other
vehicles and couplers). A vehicle system can be referred to as a
consist, such as a rail vehicle consist.
[0019] "Software" or "computer program" as used herein includes,
but is not limited to, one or more computer readable and/or
executable instructions that cause a computer or other electronic
device to perform functions, actions, and/or behave in a desired
manner. The instructions may be embodied in various forms such as
routines, algorithms, modules or programs including separate
applications or code from dynamically linked libraries. Software
may also be implemented in various forms such as a stand-alone
program, a function call, a servlet, an applet, an application,
instructions stored in a memory, part of an operating system or
other type of executable instructions. "Computer" or "processing
element" or "computer device" as used herein includes, but is not
limited to, any programmed or programmable electronic device that
can store, retrieve, and process data. "Non-transitory
computer-readable media" include, but are not limited to, a CD-ROM,
a removable flash memory card, a hard disk drive, a magnetic tape,
and a floppy disk. "Computer memory", as used herein, refers to a
storage device configured to store digital data or information
which can be retrieved by a computer or processing element.
"Controller," "unit," and/or "module," as used herein, can to the
logic circuitry and/or processing elements and associated software
or program involved in controlling an energy storage system. The
terms "signal", "data", and "information" may be used
interchangeably herein and may refer to digital or analog
forms.
[0020] FIG. 1 is a schematic illustration of a vehicle system 100
that includes an embodiment of a route examining system 102. The
vehicle system 100 includes several vehicles 104, 106 that are
mechanically connected with each other to travel along a route 108.
The vehicles 104 (e.g., the vehicles 104A-C) represent
propulsion-generating vehicles, such as vehicles that generate
tractive effort or power in order to propel the vehicle system 100
along the route 108. In an embodiment, the vehicles 104 can
represent rail vehicles such as locomotives. The vehicles 106
(e.g., the vehicles 106A-E) represent non-propulsion generating
vehicles, such as vehicles that do not generate tractive effort or
power. In an embodiment, the vehicles 106 can represent rail cars.
Alternatively, the vehicles 104, 106 may represent other types of
vehicles. In another embodiment, one or more of the individual
vehicles 104 and/or 106 represent a group of vehicles, such as a
consist of locomotives or other vehicles.
[0021] The route 108 can be a body, surface, or medium on which the
vehicle system 100 travels. In an embodiment, the route 108 can
include or represent a body that is capable of conveying a signal
between vehicles in the vehicle system 100, such as a conductive
body capable of conveying an electrical signal (e.g., a direct
current, alternating current, radio frequency, or other
signal).
[0022] The examining system 102 can be distributed between or among
two or more vehicles 104, 106 of the vehicle system 100. For
example, the examining system 102 may include two or more
components that operate to identify potentially damaged sections of
the route 108, with at least one component disposed on each of two
different vehicles 104, 106 in the same vehicle system 100. In the
illustrated embodiment, the examining system 102 is distributed
between or among two different vehicles 104. Alternatively, the
examining system 102 may be distributed among three or more
vehicles 104, 106. Additionally or alternatively, the examining
system 102 may be distributed between one or more vehicles 104 and
one or more vehicles 106, and is not limited to being disposed
onboard a single type of vehicle 104 or 106. As described below, in
another embodiment, the examining system 102 may be distributed
between a vehicle in the vehicle system and an off-board monitoring
location, such as a wayside device.
[0023] In operation, the vehicle system 100 travels along the route
108. A first vehicle 104 electrically injects an examination signal
into the route 108. For example, the first vehicle 104A may apply a
direct current, alternating current, radio frequency signal, or the
like, to the route 108 as an examination signal. The examination
signal propagates through or along the route 108. A second vehicle
104B or 104C may monitor one or more electrical characteristics of
the route 108 when the examination signal is injected into the
route 108.
[0024] The examining system 102 can be distributed among two
separate vehicles 104 and/or 106. In the illustrated embodiment,
the examining system 102 has components disposed onboard at least
two of the propulsion-generating vehicles 104A, 104B, 104C.
Additionally or alternatively, the examining system 102 may include
components disposed onboard at least one of the non-propulsion
generating vehicles 106. For example, the examining system 102 may
be located onboard two or more propulsion-generating vehicles 104,
two or more non-propulsion generating vehicles 106, or at least one
propulsion-generating vehicle 104 and at least one non-propulsion
generating vehicle 106.
[0025] In operation, during travel of the vehicle system 100 along
the route 108, the examining system 102 electrically injects an
examination signal into the route 108 at a first vehicle 104 or 106
(e.g., beneath the footprint of the first vehicle 104 or 106). For
example, an onboard or off-board power source may be controlled to
apply a direct current, alternating current, RF signal, or the
like, to a track of the route 108. The examining system 102
monitors electrical characteristics of the route 108 at a second
vehicle 104 or 106 of the same vehicle system 100 (e.g., beneath
the footprint of the second vehicle 104 or 106) in order to
determine if the examination signal is detected in the route 108.
For example, the voltage, current, resistance, impedance, or other
electrical characteristic of the route 108 may be monitored at the
second vehicle 104, 106 in order to determine if the examination
signal is detected and/or if the examination signal has been
altered. If the portion of the route 108 between the first and
second vehicles conducts the examination signal to the second
vehicle, then the examination signal may be detected by the
examining system 102. The examining system 102 may determine that
the route 108 (e.g., the portion of the route 108 through which the
examination signal propagated) is intact and/or not damaged.
[0026] On the other hand, if the portion of the route 108 between
the first and second vehicles does not conduct the examination
signal to the second vehicle (e.g., such that the examination
signal is not detected in the route 108 at the second vehicle),
then the examination signal may not be detected by the examining
system 102. The examining system 102 may determine that the route
108 (e.g., the portion of the route 108 disposed between the first
and second vehicles during the time period that the examination
signal is expected or calculated to propagate through the route
108) is not intact and/or is damaged. For example, the examining
system 102 may determine that the portion of a track between the
first and second vehicles is broken such that a continuous
conductive pathway for propagation of the examination signal does
not exist. The examining system 102 can identify this section of
the route as being a potentially damaged section of the route 108.
In routes 108 that are segmented (e.g., such as rail tracks that
may have gaps), the examining system 102 may transmit and attempt
to detect multiple examination signals in order to prevent false
detection of a broken portion of the route 108.
[0027] Because the examination signal may propagate relatively
quickly through the route 108 (e.g., faster than a speed at which
the vehicle system 100 moves), the route 108 can be examined using
the examination signal when the vehicle system 100 is moving, such
as transporting cargo or otherwise operating at or above a
non-zero, minimum speed limit of the route 108.
[0028] Additionally or alternatively, the examining system 102 may
detect one or more changes in the examination signal at the second
vehicle. The examination signal may propagate through the route 108
from the first vehicle to the second vehicle. But, due to damaged
portions of the route 108 between the first and second vehicles,
one or more signal characteristics of the examination signal may
have changed. For example, the signal-to-noise ratio, intensity,
power, or the like, of the examination signal may be known or
designated when injected into the route 108 at the first vehicle.
One or more of these signal characteristics may change (e.g.,
deteriorate or decrease) during propagation through a mechanically
damaged or deteriorated portion of the route 108, even though the
examination signal is received (e.g., detected) at the second
vehicle. The signal characteristics can be monitored upon receipt
of the examination signal at the second vehicle. Based on changes
in one or more of the signal characteristics, the examining system
102 may identify the portion of the route 108 that is disposed
between the first and second vehicles as being a potentially
damaged portion of the route 108. For example, if the
signal-to-noise ratio, intensity, power, or the like, of the
examination signal decreases below a designated threshold and/or
decreases by more than a designated threshold decrease, then the
examining system 102 may identify the section of the route 108 as
being potentially damaged.
[0029] In response to identifying a section of the route 108 as
being damaged or potentially damaged, the examining system 102 may
initiate one or more responsive actions. For example, the examining
system 102 can automatically slow down or stop movement of the
vehicle system 100. The examining system 102 can automatically
issue a warning signal to one or more other vehicle systems
traveling nearby of the potentially damaged section of the route
108 and where the potentially damaged section of the route 108 is
located. The examining system 102 may automatically communicate a
warning signal to a stationary wayside device located at or near
the route 108 that notifies the device of the potentially damaged
section of the route 108 and the location of the potentially
damaged section. The stationary wayside device can then communicate
a signal to one or more other vehicle systems traveling nearby of
the potentially damaged section of the route 108 and where the
potentially damaged section of the route 108 is located. The
examining system 102 may automatically issue an inspection signal
to an off-board facility, such as a repair facility, that notifies
the facility of the potentially damaged section of the route 108
and the location of the section. The facility may then send one or
more inspectors to check and/or repair the route 108 at the
potentially damaged section. Alternatively, the examining system
102 may notify an operator of the potentially damaged section of
the route 108 and the operator may then manually initiate one or
more responsive actions.
[0030] FIG. 2 is a schematic illustration of an embodiment of an
examining system 200. The examining system 200 may represent the
examining system 102 shown in FIG. 1. The examining system 200 is
distributed between a first vehicle 202 and a second vehicle 204 in
the same vehicle system. The vehicles 202, 204 may represent
vehicles 104 and/or 106 of the vehicle system 100 shown in FIG. 1.
In an embodiment, the vehicles 202, 204 represent two of the
vehicles 104, such as the vehicle 104A and the vehicle 104B, the
vehicle 104B and the vehicle 104C, or the vehicle 104A and the
vehicle 104C. Alternatively, one or more of the vehicles 202, 204
may represent at least one of the vehicles 106. In another
embodiment, the examining system 200 may be distributed among three
or more of the vehicles 104 and/or 106.
[0031] The examining system 200 includes several components
described below that are disposed onboard the vehicles 202, 204.
For example, the illustrated embodiment of the examining system 200
includes a control unit 208, an application device 210, an onboard
power source 212 ("Battery" in FIG. 2), one or more conditioning
circuits 214, a communication unit 216, and one or more switches
224 disposed onboard the first vehicle 202. The examining system
200 also includes a detection unit 218, an identification unit 220,
a detection device 230, and a communication unit 222 disposed
onboard the second vehicle 204. Alternatively, one or more of the
control unit 208, application device 210, power source 212,
conditioning circuits 214, communication unit 216, and/or switch
224 may be disposed onboard the second vehicle 204 and/or another
vehicle in the same vehicle system, and/or one or more of the
detection unit 218, identification unit 220, detection device 230,
and communication unit 222 may be disposed onboard the first
vehicle 202 and/or another vehicle in the same vehicle system.
[0032] The control unit 206 controls supply of electric current to
the application device 210. In an embodiment, the application
device 210 includes one or more conductive bodies that engage the
route 108 as the vehicle system that includes the vehicle 202
travels along the route 108. For example, the application device
210 can include a conductive shoe, brush, or other body that slides
along an upper and/or side surface of a track such that a
conductive pathway is created that extends through the application
device 210 and the track. Additionally or alternatively, the
application device 210 can include a conductive portion of a wheel
of the first vehicle 202, such as the conductive outer periphery or
circumference of the wheel that engages the route 108 as the first
vehicle 202 travels along the route 108. In another embodiment, the
application device 210 may be inductively coupled with the route
108 without engaging or touching the route 108 or any component
that engages the route 108.
[0033] The application device 210 is conductively coupled with the
switch 224, which can represent one or more devices that control
the flow of electric current from the onboard power source 212
and/or the conditioning circuits 214. The switch 224 can be
controlled by the control unit 206 so that the control unit 206 can
turn on or off the flow of electric current through the application
device 210 to the route 108. In an embodiment, the switch 224 also
can be controlled by the control unit 206 to vary one or more
waveforms and/or waveform characteristics (e.g., phase, frequency,
amplitude, and the like) of the current that is applied to the
route 108 by the application device 210.
[0034] The onboard power source 212 represents one or more devices
capable of storing electric energy, such as one or more batteries,
capacitors, flywheels, and the like. Additionally or alternatively,
the power source 212 may represent one or more devices capable of
generating electric current, such as an alternator, generator,
photovoltaic device, gas turbine, or the like. The power source 212
is coupled with the switch 224 so that the control unit 206 can
control when the electric energy stored in the power source 212
and/or the electric current generated by the power source 212 is
conveyed as electric current (e.g., direct current, alternating
current, an RF signal, or the like) to the route 108 via the
application device 210.
[0035] The conditioning circuit 214 represents one or more circuits
and electric components that change characteristics of electric
current. For example, the conditioning circuit 214 may include one
or more inverters, converters, transformers, batteries, capacitors,
resistors, inductors, and the like. In the illustrated embodiment,
the conditioning circuit 214 is coupled with a connecting assembly
226 that is configured to receive electric current from an
off-board source. For example, the connecting assembly 226 may
include a pantograph that engages an electrified conductive pathway
228 (e.g., a catenary) extending along the route 108 such that the
electric current from the catenary 228 is conveyed via the
connecting assembly 226 to the conditioning circuit 214.
Additionally or alternatively, the electrified conductive pathway
228 may represent an electrified portion of the route 108 (e.g., an
electrified rail) and the connecting assembly 226 may include a
conductive shoe, brush, portion of a wheel, or other body that
engages the electrified portion of the route 108. Electric current
is conveyed from the electrified portion of the route 108 through
the connecting assembly 226 and to the conditioning circuit
214.
[0036] The electric current that is conveyed to the conditioning
circuit 214 from the power source 212 and/or the off-board source
(e.g., via the connecting assembly 226) can be altered by the
conditioning circuit 214. For example, the conditioning circuit 214
can change the voltage, current, frequency, phase, magnitude,
intensity, waveform, and the like, of the current that is received
from the power source 212 and/or the connecting assembly 226. The
modified current can be the examination signal that is electrically
injected into the route 108 by the application device 210.
Additionally or alternatively, the control unit 206 can form the
examination signal by controlling the switch 224. For example, the
examination signal can be formed by turning the switch 224 on to
allow current to flow from the conditioning circuit 214 and/or the
power source 212 to the application device 210.
[0037] In an embodiment, the control unit 206 may control the
conditioning circuit 214 to form the examination signal. For
example, the control unit 206 may control the conditioning circuit
214 to change the voltage, current, frequency, phase, magnitude,
intensity, waveform, and the like, of the current that is received
from the power source 212 and/or the connecting assembly 226 to
form the examination signal.
[0038] The examination signal is conducted through the application
device 210 to the route 108, and is electrically injected into a
conductive portion of the route 108. For example, the examination
signal may be conducted into a conductive track of the route 108.
In another embodiment, the application device 210 may not directly
engage (e.g., touch) the route 108, but may be wirelessly coupled
with the route 108 in order to electrically inject the examination
signal into the route 108 (e.g., via induction).
[0039] The conductive portion of the route 108 that extends between
the first and second vehicles 202, 204 during travel of the vehicle
system may form a track circuit through which the examination
signal may be conducted. The first vehicle 202 can be coupled
(e.g., coupled physically, coupled wirelessly, among others) to the
track circuit by the application device 210. The power source
(e.g., the onboard power source 212 and/or the off-board
electrified conductive pathway 228) can transfer power (e.g., the
examination signal) through the track circuit toward the second
vehicle 204.
[0040] By way of example and not limitation, the first vehicle 202
can be coupled to a track of the route 108, and the track can be
the track circuit that extends and conductively couples one or more
components of the examining system 200 on the first vehicle 202
with one or more components of the examining system 200 on the
second vehicle 204.
[0041] In an embodiment, the control unit 206 includes or
represents the manager component described in the '843 Application.
For example, the control unit 206 may represent the manager
component 210 in the '843 Application. Such a manager component can
be configured to activate a transmission of electric current into
the route 108 via the application device 210. In another instance,
the manager component can activate or deactivate a transfer of the
portion of power from the onboard and/or off-board power source to
the application device 210, such as by controlling the switch
and/or conditioning circuit. Moreover, the manager component can
adjust parameter(s) associated with the portion of power that is
transferred to the route 108. For instance, the manager component
can adjust an amount of power transferred, a frequency at which the
power is transferred (e.g., a pulsed power delivery, AC power,
among others), a duration of time the portion of power is
transferred, among others. Such parameter(s) can be adjusted by the
manager component based on at least one of a geographic location of
the vehicle or the device or an identification of the device (e.g.,
type, location, make, model, among others).
[0042] The manager component can leverage a geographic location of
the vehicle or the device in order to adjust a parameter for the
portion of power that can be transferred to the device from the
power source. For instance, the amount of power transferred can be
adjusted by the manager component based on the device power input.
By way of example and not limitation, the portion of power
transferred can meet or be below the device power input in order to
reduce risk of damage to the device. In another example, the
geographic location of the vehicle and/or the device can be
utilized to identify a particular device and, in turn, a power
input for such device. The geographic location of the vehicle
and/or the device can be ascertained by a location on a track
circuit, identification of the track circuit, Global Positioning
Service (GPS), among others.
[0043] The detection unit 218 disposed onboard the second vehicle
204 as shown in FIG. 2 monitors the route 108 to attempt to detect
the examination signal that is injected into the route 108 by the
first vehicle 202. The detection unit 218 is coupled with the
detection device 230. In an embodiment, the detection device 230
includes one or more conductive bodies that engage the route 108 as
the vehicle system that includes the vehicle 204 travels along the
route 108. For example, the detection device 230 can include a
conductive shoe, brush, or other body that slides along an upper
and/or side surface of a track such that a conductive pathway is
created that extends through the detection device 230 and the
track. Additionally or alternatively, the detection device 230 can
include a conductive portion of a wheel of the second vehicle 204,
such as the conductive outer periphery or circumference of the
wheel that engages the route 108 as the second vehicle 204 travels
along the route 108. In another embodiment, the detection device
230 may be inductively coupled with the route 108 without engaging
or touching the route 108 or any component that engages the route
108.
[0044] The detection unit 218 monitors one or more electrical
characteristics of the route 108 using the detection device 230.
For example, the voltage of a direct current conducted by the route
108 may be detected by monitoring the voltage conducted by from the
route 108 to the detection device 230 and/or the current (e.g.,
frequency, amps, phases, or the like) of an alternating current or
RF signal being conducted by the route 108 may be detected by
monitoring the current conducted by the route 108 to the detection
device 230. As another example, the signal-to-noise ratio of a
signal being conducted by the detection device 230 from the route
108 may be detected by the detection unit 218 examining the signal
conducted by the detection device 230 (e.g., a received signal) and
comparing the received signal to a designated signal. For example,
the examination signal that is injected into the route 108 using
the application device 210 may include a designated signal or
portion of a designated signal. The detection unit 218 may compare
the received signal that is conducted from the route 108 into the
detection device 230 with this designated signal in order to
measure a signal-to-noise ratio of the received signal.
[0045] The detection unit 218 determines one or more electrical
characteristics of the signal (e.g., voltage, frequency, phase,
waveform, intensity, or the like) that is received (e.g., picked
up) by the detection device 230 from the route 108 and reports the
characteristics of the received signal to the identification unit
220. If no signal is received by the detection device 230, then the
detection unit 218 may report the absence of such a signal to the
identification unit 220. For example, if the detection unit 218
does not detect at least a designated voltage, designated current,
or the like, as being received by the detection device 230, then
the detection unit 218 may not detect any received signal.
Alternatively or additionally, the detection unit 218 may
communicate the detection of a signal that is received by the
detection device 230 only upon detection of the signal by the
detection device 230.
[0046] In an embodiment, the detection unit 218 may determine the
characteristics of the signals received by the detection device 230
in response to a notification received from the control unit 206 in
the first vehicle 202. For example, when the control unit 206 is to
cause the application device 210 to inject the examination signal
into the route 108, the control unit 206 may direct the
communication unit 216 to transmit a notification signal to the
detection device 230 via the communication unit 222 of the second
vehicle 204. The communication units 216, 222 may include
respective antennas 232, 234 and associated circuitry for
wirelessly communicating signals between the vehicles 202, 204,
and/or with off-board locations. The communication unit 216 may
wirelessly transmit a notification to the detection unit 218 that
instructs the detection unit 218 as to when the examination signal
is to be input into the route 108. Additionally or alternatively,
the communication units 216, 222 may be connected via one or more
wires, cables, and the like, such as a multiple unit (MU) cable,
trainline, or other conductive pathway(s), to allow communication
between the communication units 216, 222.
[0047] The detection unit 218 may begin monitoring signals received
by the detection device 230. For example, the detection unit 218
may not begin or resume monitoring the received signals of the
detection device 230 unless or until the detection unit 218 is
instructed that the control unit 206 is causing the injection of
the examination signal into the route 108. Alternatively or
additionally, the detection unit 218 may periodically monitor the
detection device 230 for received signals and/or may monitor the
detection device 230 for received signals upon being manually
prompted by an operator of the examining system 200.
[0048] The identification unit 220 receives the characteristics of
the received signal from the detection unit 218 and determines if
the characteristics indicate receipt of all or a portion of the
examination signal injected into the route 108 by the first vehicle
202. Although the detection unit 218 and the identification unit
220 are shown as separate units, the detection unit 218 and the
identification unit 220 may refer to the same unit. For example,
the detection unit 218 and the identification unit 220 may be a
single hardware component disposed onboard the second vehicle
204.
[0049] The identification unit 220 examines the characteristics and
determines if the characteristics indicate that the section of the
route 108 disposed between the first vehicle 202 and the second
vehicle 204 is damaged or at least partially damaged. For example,
if the application device 210 injected the examination signal into
a track of the route 108 and one or more characteristics (e.g.,
voltage, current, frequency, intensity, signal-to-noise ratio, and
the like) of the examination signal are not detected by the
detection unit 218, then, the identification unit 220 may determine
that the section of the track that was disposed between the
vehicles 202, 204 is broken or otherwise damaged such that the
track cannot conduct the examination signal. Additionally or
alternatively, the identification unit 220 can examine the
signal-to-noise ratio of the signal detected by the detection unit
218 and determine if the section of the route 108 between the
vehicles 202, 204 is potentially broken or damaged. For example,
the identification unit 220 may identify this section of the route
108 as being broken or damaged if the signal-to-noise ratio of one
or more (or at least a designated amount) of the received signals
is less than a designated ratio.
[0050] The identification unit 220 may include or be
communicatively coupled (e.g., by one or more wired and/or wireless
connections that allow communication) with a location determining
unit that can determine the location of the vehicle 204 and/or
vehicle system. For example, the location determining unit may
include a GPS unit or other device that can determine where the
first vehicle and/or second vehicle are located along the route
108. The distance between the first vehicle 202 and the second
vehicle 204 along the length of the vehicle system may be known to
the identification unit 220, such as by inputting the distance into
the identification unit 220 using one or more input devices and/or
via the communication unit 222.
[0051] The identification unit 220 can identify which section of
the route 108 is potentially damaged based on the location of the
first vehicle 202 and/or the second vehicle 204 during transmission
of the examination signal through the route 108. For example, the
identification unit 220 can identify the section of the route 108
that is within a designated distance of the vehicle system, the
first vehicle 202, and/or the second vehicle 204 as the potentially
damaged section when the identification unit 220 determines that
the examination signal is not received or has a decreased
signal-to-noise ratio.
[0052] Additionally or alternatively, the identification unit 220
can identify which section of the route 108 is potentially damaged
based on the locations of the first vehicle 202 and the second
vehicle 204 during transmission of the examination signal through
the route 108, the direction of travel of the vehicle system that
includes the vehicles 202, 204, the speed of the vehicle system,
and/or a speed of propagation of the examination signal through the
route 108. The speed of propagation of the examination signal may
be a designated speed that is based on one or more of the
material(s) from which the route 108 is formed, the type of
examination signal that is injected into the route 108, and the
like. In an embodiment, the identification unit 220 may be notified
when the examination signal is injected into the route 108 via the
notification provided by the control unit 206. The identification
unit 220 can then determine which portion of the route 108 is
disposed between the first vehicle 202 and the second vehicle 204
as the vehicle system moves along the route 108 during the time
period that corresponds to when the examination signal is expected
to be propagating through the route 108 between the vehicles 202,
204 as the vehicles 202, 204 move. This portion of the route 108
may be the section of potentially damaged route that is
identified.
[0053] One or more responsive actions may be initiated when the
potentially damaged section of the route 108 is identified. For
example, in response to identifying the potentially damaged portion
of the route 108, the identification unit 220 may notify the
control unit 206 via the communication units 222, 216. The control
unit 206 and/or the identification unit 220 can automatically slow
down or stop movement of the vehicle system. For example, the
control unit 206 and/or identification unit 220 can be
communicatively coupled with one or more propulsion systems (e.g.,
engines, alternators/generators, motors, and the like) of one or
more of the propulsion-generating vehicles in the vehicle system.
The control unit 206 and/or identification unit 220 may
automatically direct the propulsion systems to slow down and/or
stop.
[0054] With continued reference to FIG. 2, FIG. 3 illustrates a
schematic diagram of an embodiment of plural vehicle systems 300,
302 traveling along the route 108. One or more of the vehicle
systems 300, 302 may represent the vehicle system 100 shown in FIG.
1 that includes the route examining system 200. For example, at
least a first vehicle system 300 traveling along the route 108 in a
first direction 308 may include the examining system 200. The
second vehicle system 302 may be following the first vehicle system
300 on the route 108, but spaced apart and separated from the first
vehicle system 300.
[0055] In addition or as an alternate to the responsive actions
that may be taken when a potentially damaged section of the route
108 is identified, the examining system 200 onboard the first
vehicle system 300 may automatically notify the second vehicle
system 302. The control unit 206 and/or the identification unit 220
may wirelessly communicate (e.g., transmit or broadcast) a warning
signal to the second vehicle system 302. The warning signal may
notify the second vehicle system 302 of the location of the
potentially damaged section of the route 108 before the second
vehicle system 302 arrives at the potentially damaged section. The
second vehicle system 302 may be able to slow down, stop, or move
to another route to avoid traveling over the potentially damaged
section.
[0056] Additionally or alternatively, the control unit 206 and/or
identification unit 220 may communicate a warning signal to a
stationary wayside device 304 in response to identifying a section
of the route 108 as being potentially damaged. The device 304 can
be, for instance, wayside equipment, an electrical device, a client
asset, a defect detection device, a device utilized with Positive
Train Control (PTC), a signal system component(s), a device
utilized with Automated Equipment Identification (AEI), among
others. In one example, the device 304 can be a device utilized
with AEI. AEI is an automated equipment identification mechanism
that can aggregate data related to equipment for the vehicle. By
way of example and not limitation, AEI can utilize passive radio
frequency technology in which a tag (e.g., passive tag) is
associated with the vehicle and a reader/receiver receives data
from the tag when in geographic proximity thereto. The AEI device
can be a reader or receiver that collects or stores data from a
passive tag, a data store that stores data related to passive tag
information received from a vehicle, an antenna that facilitates
communication between the vehicle and a passive tag, among others.
Such an AEI device may store an indication of where the potentially
damaged section of the route 108 is located so that the second
vehicle system 302 may obtain this indication when the second
vehicle system 302 reads information from the AEI device.
[0057] In another example, the device 304 can be a signaling device
for the vehicle. For instance, the device 304 can provide visual
and/or audible warnings to provide warning to other entities such
as other vehicle systems (e.g., the vehicle system 302) of the
potentially damaged section of the route 108. The signaling devices
can be, but not limited to, a light, a motorized gate arm (e.g.,
motorized motion in a vertical plane), an audible warning device,
among others.
[0058] In another example, the device 304 can be utilized with PTC.
PTC can refer to communication-based/processor-based vehicle
control technology that provides a system capable of reliably and
functionally preventing collisions between vehicle systems, over
speed derailments, incursions into established work zone limits,
and the movement of a vehicle system through a route switch in the
improper position. PTC systems can perform other additional
specified functions. Such a PTC device 304 can provide warnings to
the second vehicle system 204 that cause the second vehicle system
204 to automatically slow and/or stop, among other responsive
actions, when the second vehicle system 204 approaches the location
of the potentially damaged section of the route 108.
[0059] In another example, the wayside device 304 can act as a
beacon or other transmitting or broadcasting device other than a
PTC device that communicates warnings to other vehicles or vehicle
systems traveling on the route 108 of the identified section of the
route 108 that is potentially damaged.
[0060] The control unit 206 and/or identification unit 220 may
communicate a repair signal to an off-board facility 306 in
response to identifying a section of the route 108 as being
potentially damaged. The facility 306 can represent a location,
such as a dispatch or repair center, that is located off-board of
the vehicle systems 202, 204. The repair signal may include or
represent a request for further inspection and/or repair of the
route 108 at the potentially damaged section. Upon receipt of the
repair signal, the facility 306 may dispatch one or more persons
and/or equipment to the location of the potentially damaged section
of the route 108 in order to inspect and/or repair the route 108 at
the location.
[0061] Additionally or alternatively, the control unit 206 and/or
identification unit 220 may notify an operator of the vehicle
system of the potentially damaged section of the route 108 and
suggest the operator initiate one or more of the responsive actions
described herein.
[0062] In another embodiment, the examining system 200 may identify
the potentially damaged section of the route 108 using the wayside
device 304. For example, the detection device 230, the detection
unit 218, and the communication unit 222 may be located at or
included in the wayside device 304. The control unit 206 on the
vehicle system may determine when the vehicle system is within a
designated distance of the wayside device 304 based on an input or
known location of the wayside device 304 and the monitored location
of the vehicle system (e.g., from data obtained from a location
determination unit). Upon traveling within a designated distance of
the wayside device 304, the control unit 206 may cause the
examination signal to be injected into the route 108. The wayside
device 304 can monitor one or more electrical characteristics of
the route 108 similar to the second vehicle 204 described above. If
the electrical characteristics indicate that the section of the
route 108 between the vehicle system and the wayside device 304 is
damaged or broken, the wayside device 304 can initiate one or more
responsive actions, such as by directing the vehicle system to
automatically slow down and/or stop, warning other vehicle systems
traveling on the route 108, requesting inspection and/or repair of
the potentially damaged section of the route 108, and the like.
[0063] FIG. 5 is a schematic illustration of an embodiment of an
examining system 500. The examining system 500 may represent the
examining system 102 shown in FIG. 1. In contrast to the examining
system 200 shown in FIG. 2, the examining system 500 is disposed
within a single vehicle 502 in a vehicle system that may include
one or more additional vehicles mechanically coupled with the
vehicle 502. The vehicle 502 may represent a vehicle 104 and/or 106
of the vehicle system 100 shown in FIG. 1.
[0064] The examining system 500 includes several components
described below that are disposed onboard the vehicle 502. For
example, the illustrated embodiment of the examining system 500
includes a control unit 508 (which may be similar to or represent
the control unit 208 shown in FIG. 2), an application device 510
(which may be similar to or represent the application device 210
shown in Figure), an onboard power source 512 ("Battery" in FIG. 5,
which may be similar to or represent the power source 212 shown in
FIG. 2), one or more conditioning circuits 514 (which may be
similar to or represent the circuits 214 shown in FIG. 2), a
communication unit 516 (which may be similar to or represent the
communication unit 216 shown in FIG. 2), and one or more switches
524 (which may be similar to or represent the switches 224 shown in
FIG. 2). The examining system 500 also includes a detection unit
518 (which may be similar to or represent the detection unit 218
shown in FIG. 2), an identification unit 520 (which may be similar
to or represent the identification unit 220 shown in FIG. 2), and a
detection device 530 (which may be similar to or represent the
detection device 230 shown in FIG. 2). As shown in FIG. 5, these
components of the examining system 500 are disposed onboard a
single vehicle 502 of a vehicle system.
[0065] As described above, the control unit 506 controls supply of
electric current to the application device 510 that engages or is
inductively coupled with the route 108 as the vehicle 502 travels
along the route 108. The application device 510 is conductively
coupled with the switch 524 that is controlled by the control unit
506 so that the control unit 506 can turn on or off the flow of
electric current through the application device 510 to the route
108. The power source 512 is coupled with the switch 524 so that
the control unit 506 can control when the electric energy stored in
the power source 512 and/or the electric current generated by the
power source 512 is conveyed as electric current to the route 108
via the application device 510.
[0066] The conditioning circuit 514 may be coupled with a
connecting assembly 526 that is similar to or represents the
connecting assembly 226 shown in FIG. 2. The connecting assembly
526 receives electric current from an off-board source, such as the
electrified conductive pathway 228. Electric current can be
conveyed from the electrified portion of the route 108 through the
connecting assembly 526 and to the conditioning circuit 514.
[0067] The electric current that is conveyed to the conditioning
circuit 514 from the power source 512 and/or the off-board source
can be altered by the conditioning circuit 514. The modified
current can be the examination signal that is electrically injected
into the route 108 by the application device 510. Optionally, the
control unit 506 can form the examination signal by controlling the
switch 524, as described above. Optionally, the control unit 506
may control the conditioning circuit 514 to form the examination
signal, also as described above.
[0068] The examination signal is conducted through the application
device 510 to the route 108, and is electrically injected into a
conductive portion of the route 108. The conductive portion of the
route 108 that extends between the application device 510 and the
detection device 530 of the vehicle 502 during travel may form a
track circuit through which the examination signal may be
conducted.
[0069] The control unit 506 may include or represent the manager
component described in the '843 Application. For example, the
control unit 506 may represent the manager component 210 in the
'843 Application. Such a manager component can be configured to
activate a transmission of electric current into the route 108 via
the application device 510. In another instance, the manager
component can activate or deactivate a transfer of the portion of
power from the onboard and/or off-board power source to the
application device 510, such as by controlling the switch and/or
conditioning circuit. Moreover, the manager component can adjust
parameter(s) associated with the portion of power that is
transferred to the route 108.
[0070] The detection unit 518 monitors the route 108 to attempt to
detect the examination signal that is injected into the route 108
by the application device 510. In one aspect, the detection unit
518 may follow behind the application device 510 along a direction
of travel of the vehicle 502. The detection unit 518 is coupled
with the detection device 530 that engages or is inductively
coupled with the route 108, as described above.
[0071] The detection unit 518 monitors one or more electrical
characteristics of the route 108 using the detection device 530.
The detection unit 518 may compare the received signal that is
conducted from the route 108 into the detection device 530 with
this designated signal in order to measure a signal-to-noise ratio
of the received signal. The detection unit 518 determines one or
more electrical characteristics of the signal by the detection
device 530 from the route 108 and reports the characteristics of
the received signal to the identification unit 520. If no signal is
received by the detection device 530, then the detection unit 518
may report the absence of such a signal to the identification unit
520. In an embodiment, the detection unit 518 may determine the
characteristics of the signals received by the detection device 530
in response to a notification received from the control unit 506,
as described above.
[0072] The detection unit 518 may begin monitoring signals received
by the detection device 530. For example, the detection unit 518
may not begin or resume monitoring the received signals of the
detection device 530 unless or until the detection unit 518 is
instructed that the control unit 506 is causing the injection of
the examination signal into the route 108. Alternatively or
additionally, the detection unit 518 may periodically monitor the
detection device 530 for received signals and/or may monitor the
detection device 530 for received signals upon being manually
prompted by an operator of the examining system 500.
[0073] In one aspect, the application device 510 includes a first
axle 528 and/or a first wheel 530 that is connected to the axle 528
of the vehicle 502. The axle 528 and wheel 530 may be connected to
a first truck 532 of the vehicle 502. The application device 510
may be conductively coupled with the route 108 (e.g., by directly
engaging the route 108) to inject the examination signal into the
route 108 via the axle 528 and the wheel 530, or via the wheel 530
alone. The detection device 530 may include a second axle 534
and/or a second wheel 536 that is connected to the axle 534 of the
vehicle 502. The axle 534 and wheel 536 may be connected to a
second truck 538 of the vehicle 502. The detection device 530 may
monitor the electrical characteristics of the route 108 via the
axle 534 and the wheel 536, or via the wheel 536 alone. Optionally,
the axle 534 and/or wheel 536 may inject the signal while the other
axle 528 and/or wheel 530 monitors the electrical
characteristics.
[0074] The identification unit 520 receives the characteristics of
the received signal from the detection unit 518 and determines if
the characteristics indicate receipt of all or a portion of the
examination signal injected into the route 108 by the application
device 510. The identification unit 520 examines the
characteristics and determines if the characteristics indicate that
the section of the route 108 disposed between the application
device 510 and the detection device 530 is damaged or at least
partially damaged, as described above.
[0075] The identification unit 520 may include or be
communicatively coupled with a location determining unit that can
determine the location of the vehicle 502. The distance between the
application device 510 and the detection device 530 along the
length of the vehicle 502 may be known to the identification unit
520, such as by inputting the distance into the identification unit
520 using one or more input devices and/or via the communication
unit 516.
[0076] The identification unit 520 can identify which section of
the route 108 is potentially damaged based on the location of the
vehicle 502 during transmission of the examination signal through
the route 108, the direction of travel of the vehicle 502, the
speed of the vehicle 502, and/or a speed of propagation of the
examination signal through the route 108, as described above.
[0077] One or more responsive actions may be initiated when the
potentially damaged section of the route 108 is identified. For
example, in response to identifying the potentially damaged portion
of the route 108, the identification unit 520 may notify the
control unit 506. The control unit 506 and/or the identification
unit 520 can automatically slow down or stop movement of the
vehicle 502 and/or the vehicle system that includes the vehicle
502. For example, the control unit 506 and/or identification unit
520 can be communicatively coupled with one or more propulsion
systems (e.g., engines, alternators/generators, motors, and the
like) of one or more of the propulsion-generating vehicles in the
vehicle system. The control unit 506 and/or identification unit 520
may automatically direct the propulsion systems to slow down and/or
stop.
[0078] FIG. 4 is a flowchart of an embodiment of a method 400 for
examining a route being traveled by a vehicle system from onboard
the vehicle system. The method 400 may be used in conjunction with
one or more embodiments of the vehicle systems and/or examining
systems described herein. Alternatively, the method 400 may be
implemented with another system.
[0079] At 402, an examination signal is injected into the route
being traveled by the vehicle system at a first vehicle. For
example, a direct current, alternating current, RF signal, or
another signal may be conductively and/or inductively injected into
a conductive portion of the route 108, such as a track of the route
108.
[0080] At 404, one or more electrical characteristics of the route
are monitored at another, second vehicle in the same vehicle
system. For example, the route 108 may be monitored to determine if
any voltage or current is being conducted by the route 108.
[0081] At 406, a determination is made as to whether the one or
more monitored electrical characteristics indicate receipt of the
examination signal. For example, if a direct current, alternating
current, or RF signal is detected in the route 108, then the
detected current or signal may indicate that the examination signal
is conducted through the route 108 from the first vehicle to the
second vehicle in the same vehicle system. As a result, the route
108 may be substantially intact between the first and second
vehicles. Optionally, the examination signal may be conducted
through the route 108 between components joined to the same
vehicle. As a result, the route 108 may be substantially intact
between the components of the same vehicle. Flow of the method 400
may proceed to 408. On the other hand, if no direct current,
alternating current, or RF signal is detected in the route 108,
then the absence of the current or signal may indicate that the
examination signal is not conducted through the route 108 from the
first vehicle to the second vehicle in the same vehicle system or
between components of the same vehicle. As a result, the route 108
may be broken between the first and second vehicles, or between the
components of the same vehicle. Flow of the method 400 may then
proceed to 412.
[0082] At 408, a determination is made as to whether a change in
the one or more monitored electrical characteristics indicates
damage to the route. For example, a change in the examination
signal between when the signal was injected into the route 108 and
when the examination signal is detected may be determined This
change may reflect a decrease in voltage, a decrease in amps, a
change in frequency and/or phase, a decrease in a signal-to-noise
ratio, or the like. The change can indicate that the examination
signal was conducted through the route 108, but that damage to the
route 108 may have altered the signal. For example, if the change
in voltage, amps, frequency, phase, signal-to-noise ratio, or the
like, of the injected examination signal to the detected
examination signal exceeds a designated threshold amount (or if the
monitored characteristic decreased below a designated threshold),
then the change may indicate damage to the route 108, but not a
complete break in the route 108. As a result, flow of the method
400 can proceed to 412.
[0083] On the other hand, if the change in voltage, amps,
frequency, phase, signal-to-noise ratio, or the like, of the
injected examination signal to the detected examination signal does
not exceed the designated threshold amount (and/or if the monitored
characteristic does not decrease below a designated threshold),
then the change may not indicate damage to the route 108. As a
result, flow of the method 400 can proceed to 410.
[0084] At 410, the section of the route that is between the first
and second vehicles in the vehicle system or between the components
of the same vehicle is not identified as potentially damaged, and
the vehicle system may continue to travel along the route.
Additionally examination signals may be injected into the route at
other locations as the vehicle system moves along the route.
[0085] At 412, the section of the route that is or was disposed
between the first and second vehicles, or between the components of
the same vehicle, is identified as a potentially damaged section of
the route. For example, due to the failure of the examination
signal to be detected and/or the change in the examination signal
that is detected, the route may be broken and/or damaged between
the first vehicle and the second vehicle, or between the components
of the same vehicle.
[0086] At 414, one or more responsive actions may be initiated in
response to identifying the potentially damaged section of the
route. As described above, these actions can include, but are not
limited to, automatically and/or manually slowing or stopping
movement of the vehicle system, warning other vehicle systems about
the potentially damaged section of the route, notifying wayside
devices of the potentially damaged section of the route, requesting
inspection and/or repair of the potentially damaged section of the
route, and the like.
[0087] In an embodiment, a system (e.g., a route examining system)
includes an application device, a control unit, a detection unit,
and an identification unit. The application device is configured to
be disposed onboard a first vehicle of a first vehicle system
traveling along a route and to be at least one of conductively or
inductively coupled with the route during travel along the route.
The control unit is configured to control supply of electric
current from a power source to the application device in order to
electrically inject an examination signal into the route via the
application device. The detection unit is configured to be disposed
off-board of the first vehicle, the detection unit configured to
monitor one or more electrical characteristics of the route in
response to the examination signal being injected into the route.
The identification unit is configured to be disposed off-board of
the first vehicle. The identification unit is configured to examine
the one or more electrical characteristics of the route in order to
determine whether a section of the route extending between the
first vehicle and the detection unit is potentially damaged based
on the one or more electrical characteristics.
[0088] In another aspect, at least one of the detection unit or the
identification unit is disposed onboard a second vehicle of the
vehicle system, and the first and second vehicles are
interconnected with each other in the vehicle system.
[0089] In another aspect, the first vehicle is a first locomotive
and the second vehicle is a second locomotive.
[0090] In another aspect, at least one of the detection unit or the
identification unit is disposed at a stationary wayside device
located along the route.
[0091] In another aspect, the control unit is configured to control
application of at least one of a designated direct current, a
designated alternating current, or a designated radio frequency
signal of the examination signal from the power source to a
conductive portion of the route.
[0092] In another aspect, the power source is an onboard energy
storage device and the control unit is configured to inject the
examination signal into the route by controlling when electric
current is conducted from the onboard energy storage device to the
application device.
[0093] In another aspect, the power source is an off-board energy
storage device and the control unit is configured to inject the
examination signal into the route by controlling when electric
current is conducted from the off-board energy storage device to
the application device.
[0094] In an embodiment, a method (e.g., for examining a route
being traveled by a vehicle system) includes electrically injecting
an examination signal into a route being traveled by a first
vehicle system having at least a first vehicle. The examination
signal is injected into the route using the first vehicle in the
first vehicle system. The method also includes monitoring one or
more electrical characteristics of the route at a monitoring
location that is off-board of the first vehicle and identifying a
potentially damaged section of the route disposed between the first
vehicle and the monitoring location based on the one or more
electrical characteristics.
[0095] In another aspect, the one or more electrical
characteristics are monitored from a second vehicle of the vehicle
system that is interconnected with the first vehicle.
[0096] In another aspect, the one or more electrical
characteristics are monitored from a stationary wayside device
disposed alongside the route.
[0097] In another aspect, electrically injecting the examination
signal into the route includes applying at least one of a
designated direct current, a designated alternating current, or a
designated radio frequency (RF) signal to a conductive portion of
the route.
[0098] In another aspect, electrically injecting the examination
signal into the route includes applying electric current obtained
from an onboard power source of the first vehicle system.
[0099] In another aspect, the method also includes communicating a
notification to the monitoring location when the examination signal
is injected into the route. Monitoring the one or more electrical
characteristics of the route can be performed responsive to
receiving the notification.
[0100] In another aspect, identifying the potentially damaged
section of the route includes determining if a track of the route
is broken when the examination signal is not received at the
monitoring location.
[0101] In another aspect, identifying the potentially damaged
section of the route includes determining if a track of the route
is potentially damaged when a signal-to-noise ratio of the
examination signal that is received at the monitoring location is
at least one of less than a designated threshold or has decreased
by at least a designated amount.
[0102] In another aspect, the method also includes automatically
initiating one or more responsive actions when the potentially
damaged section of the route is identified.
[0103] In another aspect, the one or more responsive actions
include automatically slowing movement of the first vehicle
system.
[0104] In another aspect, the one or more responsive actions
include automatically stopping movement of the first vehicle system
within a designated time period.
[0105] In another aspect, the one or more responsive actions
include communicating a warning signal to a second vehicle system
that is separate from the first vehicle system and that is
following the first vehicle system along the route. The warning
signal is configured to notify the second vehicle system of the
potentially damaged section of the route.
[0106] In another aspect, the one or more responsive actions
include communicating a repair signal to an off-board location to
request repair of the potentially damaged section of the route.
[0107] In an embodiment, a system (e.g., a route examining system)
includes an application device, a control unit, a detection unit,
and an identification unit. The application device is configured to
be disposed onboard a first vehicle system having at least first
and second vehicles interconnected with each other along a route.
The application device is configured to be disposed onboard the
first vehicle of the first vehicle system and to engage the route
during travel of the first vehicle system along the route. The
control unit is configured to control supply of electric energy to
the application device in order to electrically inject an
examination signal into the route via the application device. The
detection unit is configured to be disposed onboard the second
vehicle of the vehicle system and to monitor one or more electrical
characteristics of the route at the second vehicle in the first
vehicle system. The identification unit is configured to identify a
potentially damaged section of the route disposed between the first
vehicle and the second vehicle based on the one or more electrical
characteristics.
[0108] In another aspect, the control unit is configured to control
application of at least one of a designated direct current, a
designated alternating current, or a designated radio frequency
signal of the examination signal to a conductive portion of the
route.
[0109] In another aspect, the control unit is configured to control
when electric current obtained from an onboard power source of the
first vehicle system is applied to the route via the application
device in order to electrically inject the examination signal into
the route.
[0110] In another aspect, at least one of the control unit or the
identification unit is configured to at least one of automatically
slow movement of the first vehicle system in response to
identifying the potentially damaged section of the route,
automatically notify one or more other vehicle systems of the
potentially damaged section of the route, or automatically request
at least one of inspection or repair of the potentially damaged
section of the route.
[0111] In another embodiment of a system, the application device,
control unit, detection unit, and identification unit are on the
same vehicle. In such an embodiment, examination signals are
injected into the route from a first point on the vehicle, and
received at a second point (spaced apart from the first point) on
the vehicle. For example, in the case of a rail vehicle that
travels on a rail of a track, the examination signal: may be
injected into the rail from a first wheel and/or axle of the
vehicle; travels through the rail (in instances where the rail is
of a condition that permits transmission of the examination
signal); travels through a second wheel and/or axle of the vehicle;
and is received by detection circuit.
[0112] For example, in an embodiment, a system comprises an
application device configured to be disposed onboard a first
vehicle of a first vehicle system traveling along a route and to be
conductively coupled with the route during travel along the route.
The system further comprises a control unit configured to control
supply of electric current from a power source to the application
device in order to electrically inject an examination signal into
the route via the application device. The system further comprises
a detection unit configured to be disposed onboard the first
vehicle, the detection unit configured to monitor one or more
electrical characteristics of the route in response to the
examination signal being injected into the route. The system
further comprises an identification unit configured to be disposed
onboard the first vehicle. The identification unit is configured to
examine the one or more electrical characteristics of the route in
order to determine whether a section of the route traversed by the
first vehicle and electrically disposed between the application
device and the detection unit is potentially damaged based on the
one or more electrical characteristics.
[0113] In another embodiment, the application device comprises at
least one of a first axle or a first wheel of the first vehicle,
the first wheel attached to the first axle, and the detection unit
is operably coupled with at least one of a second axle or a second
wheel of the first vehicle, the second wheel attached to the second
axle. Thus, it may be the case that the examination signal travels
from the at least one of the first axle or the first wheel of the
application device, through the section of the route, and through
the at least one of the second wheel or the second axle for
reception at the detection unit. According to another aspect, the
first wheel and the first axle are on a first truck of the first
vehicle, and the second wheel and the second axle are on a second
truck of the first vehicle.
[0114] It is to be understood that the above description is
intended to be illustrative, and not restrictive. For example, the
above-described embodiments (and/or aspects thereof) may be used in
combination with each other. In addition, many modifications may be
made to adapt a particular situation or material to the teachings
of the inventive subject matter without departing from its scope.
While the dimensions and types of materials described herein are
intended to define the parameters of the inventive subject matter,
they are by no means limiting and are exemplary embodiments. Many
other embodiments will be apparent to one of ordinary skill in the
art upon reviewing the above description. The scope of the
inventive subject matter should, therefore, be determined with
reference to the appended clauses, along with the full scope of
equivalents to which such clauses are entitled. In the appended
clauses, the terms "including" and "in which" are used as the
plain-English equivalents of the respective terms "comprising" and
"wherein." Moreover, in the following clauses, the terms "first,"
"second," and "third," etc. are used merely as labels, and are not
intended to impose numerical requirements on their objects.
Further, the limitations of the following clauses are not written
in means-plus-function format and are not intended to be
interpreted based on 35 U.S.C. .sctn.112, sixth paragraph, unless
and until such clause limitations expressly use the phrase "means
for" followed by a statement of function void of further
structure.
[0115] This written description uses examples to disclose several
embodiments of the inventive subject matter and also to enable a
person of ordinary skill in the art to practice the embodiments of
the inventive subject matter, including making and using any
devices or systems and performing any incorporated methods. The
patentable scope of the inventive subject matter may include other
examples that occur to those of ordinary skill in the art. Such
other examples are intended to be within the scope of the clauses
if they have structural elements that do not differ from the
literal language of the clauses, or if they include equivalent
structural elements with insubstantial differences from the literal
languages of the clauses.
[0116] The foregoing description of certain embodiments of the
inventive subject matter will be better understood when read in
conjunction with the appended drawings. To the extent that the
figures illustrate diagrams of the functional blocks of various
embodiments, the functional blocks are not necessarily indicative
of the division between hardware circuitry. Thus, for example, one
or more of the functional blocks (for example, processors or
memories) may be implemented in a single piece of hardware (for
example, a general purpose signal processor, microcontroller,
random access memory, hard disk, and the like). Similarly, the
programs may be standalone programs, may be incorporated as
subroutines in an operating system, may be functions in an
installed software package, and the like. The various embodiments
are not limited to the arrangements and instrumentality shown in
the drawings.
[0117] As used herein, an element or step recited in the singular
and proceeded with the word "a" or "an" should be understood as not
excluding plural of said elements or steps, unless such exclusion
is explicitly stated. Furthermore, references to "an embodiment" or
"one embodiment" of the inventive subject matter are not intended
to be interpreted as excluding the existence of additional
embodiments that also incorporate the recited features. Moreover,
unless explicitly stated to the contrary, embodiments "comprising,"
"including," or "having" an element or a plurality of elements
having a particular property may include additional such elements
not having that property.
[0118] Since certain changes may be made in the above-described
systems and methods without departing from the spirit and scope of
the inventive subject matter herein involved, it is intended that
all of the subject matter of the above description or shown in the
accompanying drawings shall be interpreted merely as examples
illustrating the inventive concept herein and shall not be
construed as limiting the inventive subject matter.
* * * * *