U.S. patent application number 14/221624 was filed with the patent office on 2014-07-24 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, Steven Ehret, Jeffrey Michael Fries, Ajith Kuttannair Kumar, Joseph Forrest Noffsinger.
Application Number | 20140207317 14/221624 |
Document ID | / |
Family ID | 49085192 |
Filed Date | 2014-07-24 |
United States Patent
Application |
20140207317 |
Kind Code |
A1 |
Noffsinger; Joseph Forrest ;
et al. |
July 24, 2014 |
ROUTE EXAMINING SYSTEM AND METHOD
Abstract
A system includes an application device, a control unit, a
detection unit, an identification unit, and a secondary analysis
module. The application device is configured to be at least one of
conductively or inductively coupled with a route. The control unit
is configured to control supply of electric current to inject an
examination signal into the route via the application device. The
detection unit is configured to monitor one or more electrical
characteristics of the route. The identification unit is configured
to examine the one or more electrical characteristics of the route
to determine whether a section of the route is potentially damaged.
The secondary analysis module is configured to perform a secondary
analysis of the potentially damaged section of the route to at
least one of confirm that damage has occurred, identify a type of
damage, or assess a level of damage.
Inventors: |
Noffsinger; Joseph Forrest;
(Lee's Summit, MO) ; Kumar; Ajith Kuttannair;
(Erie, PA) ; Fries; Jeffrey Michael; (Lee's
Summit, MO) ; Cooper; Jared Klineman; (Melbourne,
FL) ; Ehret; Steven; (Erie, PA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
General Electric Company |
Schenectady |
NY |
US |
|
|
Assignee: |
General Electric Company
Schenectady
NY
|
Family ID: |
49085192 |
Appl. No.: |
14/221624 |
Filed: |
March 21, 2014 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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PCT/US13/54300 |
Aug 9, 2013 |
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14221624 |
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61681843 |
Aug 10, 2012 |
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61729188 |
Nov 21, 2012 |
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61860469 |
Jul 31, 2013 |
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61860496 |
Jul 31, 2013 |
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Current U.S.
Class: |
701/19 |
Current CPC
Class: |
B61L 23/044 20130101;
G01N 27/023 20130101; B61K 9/10 20130101 |
Class at
Publication: |
701/19 |
International
Class: |
B61K 9/10 20060101
B61K009/10 |
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 monitor one or more
electrical characteristics of the route in response to the
examination signal being injected into the route; an identification
unit 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 application device and
the detection unit is potentially damaged based on the one or more
electrical characteristics; and a secondary analysis module
configured to, responsive to an identification of a potentially
damaged section of the route by the identification unit, perform a
secondary analysis of the potentially damaged section of the route
to at least one of confirm that damage has occurred to the
potentially damaged section of the route, identify a type of damage
that has occurred to the potentially damaged section of the route,
or assess a level of damage to the potentially damaged section of
the route.
2. The system of claim 1, wherein the secondary analysis module is
configured to analyze a signature of the one or more electrical
characteristics and to perform the secondary analysis using the
signature.
3. The system of claim 1, wherein the secondary analysis module
comprises a secondary detection unit configured to obtain secondary
data regarding the potentially damaged section of the track.
4. The system of claim 3, wherein the detection unit is configured
to be disposed on-board the first vehicle, and the secondary
detection unit is configured to be disposed on-board a second
vehicle of the first vehicle system.
5. The system of claim 3, wherein the secondary detection unit
comprises a video camera.
6. The system of claim 5, wherein the video camera is configured to
be disposed on-board the first vehicle, and the secondary data is
obtained using timing information corresponding to a time when the
first vehicle passed over the potentially damaged section of the
route.
7. The system of claim 3, wherein the secondary detection unit
comprises an accelerometer.
8. The system of claim 3, wherein the detection unit comprises a
first receive coil oriented in a first direction toward a rail of
the route, and wherein the secondary detection unit comprises a
secondary receive coil disposed at about 90 degrees to the first
direction toward the rail of the route.
9. 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 of the first vehicle system;
monitoring one or more electrical characteristics of the route
responsive to the examination signal; identifying, with an
identification unit, a potentially damaged section of the route
based on the one or more electrical characteristics; and
performing, with a secondary analysis module, responsive to an
identification of the potentially damaged section of the route by
the identification unit, a secondary analysis of the potentially
damaged section of the route to at least one of confirm that damage
has occurred to the potentially damaged section of the route,
identify a type of damage that has occurred to the potentially
damaged section of the route, or assess a level of damage to the
potentially damaged section of the route.
10. The method of claim 9, wherein the monitoring the one or more
electrical characteristics of the route comprises detecting the
examination signal using a detection unit disposed onboard the
first vehicle, and further comprising detecting secondary
information utilized by the secondary analysis module using a
secondary detection unit.
11. The method of claim 10, wherein the secondary detection unit is
disposed onboard a second vehicle of the vehicle system.
12. The method of claim 10, further comprising activating the
secondary detection unit responsive to the identification of the
potentially damaged section of the route by the identification
unit.
13. The method of claim 10, wherein the secondary information is
obtained using timing information corresponding to a time when the
first vehicle passed over the potentially damaged section of the
route.
14. The method of claim 9, wherein the performing the secondary
analysis comprises analyzing a signature of the one or more
electrical characteristics.
15. A tangible and non-transitory computer readable medium
comprising one or more computer software modules configured to
direct one or more processors to: control injection of 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 of the first
vehicle system; monitor one or more electrical characteristics of
the route responsive to the examination signal; identify a
potentially damaged section of the route based on the one or more
electrical characteristics; and perform, responsive to an
identification of the potentially damaged section of the route by
the identification unit, a secondary analysis of the potentially
damaged section of the route to at least one of confirm that damage
has occurred to the potentially damaged section of the route,
identify a type of damage that has occurred to the potentially
damaged section of the route, or assess a level of damage to the
potentially damaged section of the route.
16. The computer readable medium of claim 15, wherein the computer
readable medium is further configured to direct the one or more
processors to detect the one or more electrical characteristics of
the route using a detection unit disposed onboard the first
vehicle, and to detect secondary information for use with the
secondary analysis using a secondary detection unit.
17. The computer readable medium of claim 16, wherein the secondary
detection unit is disposed onboard a second vehicle of the vehicle
system.
18. The computer readable medium of claim 16, wherein the computer
readable medium is further configured to direct the one or more
processors to activate the secondary detection unit responsive to
the identification of a potentially damaged section of the route by
the identification unit.
19. The computer readable medium of claim 16, wherein the computer
readable medium is further configured to direct the one or more
processors to obtain the secondary information using timing
information corresponding to a time when the first vehicle passed
over the potentially damaged section of the route.
20. The computer readable medium of claim 15, wherein the computer
readable medium is further configured to direct the one or more
processors to perform the secondary analysis using a signature of
the one or more electrical characteristics.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of International
Application No. PCT/US13/054300, which was filed on 9 Aug. 2013.
International Application No. PCT/US13/054300 claims priority to
U.S. Provisional Application No. 61/681,843, which was filed on 10
Aug. 2012, U.S. Provisional Application Ser. No. 61/729,188, which
was filed on 21 Nov. 2012, U.S. Provisional Application Ser. No.
61/860,469, which was filed on 31 Jul. 2013, and U.S. Provisional
Application Ser. No. 61/860,496, which was filed on 31 Jul. 2013,
all of which aforementioned provisional applications are hereby
incorporated by reference herein in their entireties.
TECHNICAL FIELD
[0002] Embodiments of the subject matter disclosed herein relate to
examining routes traveled by vehicles for damage to the routes, and
more particularly to improved reliability of detection of broken
rails or other defects in routes and/or reducing or minimizing
false alarms related to potential route defects.
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. When a
suspect location is found by an ultrasonic inspection vehicle, a
follow-up manual inspection may be required for confirmation of
defects using transducers that are manually positioned and moved
along the track and/or are moved along the track by a relatively
slower 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. Additionally, other anomalies,
intentional or unintentional, may impact a test current and result
in false alarms.
[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 examination
system) includes an application device, a control unit, a detection
unit, an identification unit, and a secondary analysis module. 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 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 examine the one or more electrical characteristics of
the route in order to determine whether a section of the route
extending between the application device and the detection unit is
potentially damaged based on the one or more electrical
characteristics. The secondary analysis module is configured to,
responsive to an identification of a potentially damaged section of
the route by the identification unit, perform a secondary analysis
of the potentially damaged section of the route to at least one of
confirm that damage has occurred to the potentially damaged section
of the route, identify a type of damage that has occurred to the
potentially damaged section of the route, or assess a level of
damage to the potentially damaged section of the route.
[0008] In an embodiment, a method includes electrically injecting
an examination signal into a route being traveled by a first
vehicle system having at least a first vehicle, with the
examination signal being injected into the route using the first
vehicle of the first vehicle system. The method also includes
monitoring one or more electrical characteristics of the route
responsive to the examination signal. Also, the method includes
identifying, with an identification unit, a potentially damaged
section of the route based on the one or more electrical
characteristics. The method also includes performing, with a
secondary analysis module, responsive to an identification of the
potentially damaged section of the route by the identification
unit, a secondary analysis of the potentially damaged section of
the route to at least one of confirm that damage has occurred to
the potentially damaged section of the route, identify a type of
damage that has occurred to the potentially damaged section of the
route, or assess a level of damage to the potentially damaged
section of the route.
[0009] In an embodiment, a tangible and non-transitory computer
readable medium is provided that includes one or more computer
software modules configured to direct one or more processors to
control injection of an examination signal into a route being
traveled by a first vehicle system having at least a first vehicle,
with the examination signal being injected into the route using the
first vehicle of the first vehicle system. The one or more computer
software modules are also configured to direct the one or more
processors to monitor one or more electrical characteristics of the
route responsive to the examination signal. Also, the one or more
computer software modules are configured to direct the one or more
processors to identify a potentially damaged section of the route
based on the one or more electrical characteristics. The one or
more computer software modules are further configured to direct the
one or more processors to perform, responsive to an identification
of the potentially damaged section of the route by the
identification unit, a secondary analysis of the potentially
damaged section of the route to at least one of confirm that damage
has occurred to the potentially damaged section of the route,
identify a type of damage that has occurred to the potentially
damaged section of the route, or assess a level of damage to the
potentially damaged section of the route.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] 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:
[0011] FIG. 1 is a schematic illustration of a vehicle system that
includes an embodiment of a route examining system;
[0012] FIG. 2 is a schematic illustration of an embodiment of an
examining system;
[0013] FIG. 3 illustrates a schematic diagram of an embodiment of
plural vehicle systems traveling along the route;
[0014] 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;
[0015] FIG. 5 is a schematic illustration of an embodiment of an
examining system.
[0016] FIG. 6 is a schematic illustration of an embodiment of an
examining system;
[0017] FIG. 7 is a schematic illustration of an embodiment of an
examining system include first and secondary receive coils; and
[0018] FIG. 8 is a flowchart of an embodiment of a method for
examining a route being traveled by a vehicle system from onboard
the vehicle system.
DETAILED DESCRIPTION
[0019] 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, and for examining the route to increase
reliability and/or reduce false alarms. In various embodiments, for
example, the vehicle system may examine the route using a first
technique by injecting an examination signal into the route and
monitoring one or more electrical characteristics of the route as
the examination signal is transmitted through the route to identify
one or more potential sections of the route that are potentially
damaged (e.g., one or more sections having a broken or partially
broken rail).
[0020] The vehicle system may then analyze potentially damaged
sections using a second technique. The second technique may use the
same or similar information used in identifying the potentially
damaged section. For example, the vehicle system, for those
locations identified as potentially damaged, may perform a more
detailed analysis of a signature or other characteristic of an
electrical signal detected in the track that results from the
injection of the examination signal to determine if the location is
damaged or not, and/or to determine the type or extent of any
damage. Alternatively or additionally, the second technique may use
information that is stored or otherwise accessible to the vehicle
system. For example, the vehicle system may include or have access
to a database that maps locations of known anomalies due to causes
other than damage. It should be noted that databases or other
sources of information (e.g., a database including locations of
known anomalies due to causes other than damage, or a database
including identified signatures associated with known non-damage
anomalies, among others) may be maintained in one or more locations
on-board the vehicle system and/or off-board the vehicle system in
various embodiments. For example, in some embodiments, a database
may be maintained in a central, dispatch, maintenance, or other
office, and may be accessed by the vehicle system via digital
communications. For example, a short message exchange between the
vehicle system and a central office may support the determination
of whether an indicated anomaly is a false alarm or not.
[0021] As just one example, insulated joints may be identified as
potentially damaged sections of the track using the first technique
based on the one or more electrical characteristics of the track
receiving the examination signal. By tracking the locations
indicated by the first technique using a geographic reference
(e.g., position along a length of a track with reference to a mile
marker or other marker, GPS coordinates, or the like), the
locations may be compared with known locations of insulated joints,
those sections identified as potentially damaged that coincide with
the location of an insulated joint may be eliminated as a false
positive and/or identified for further analysis. In some
embodiments, the second technique may use second information that
is different from information used by the first technique. For
example, information from an accelerometer, additional electric
coil, or video camera may be employed in various embodiments to
further analyze, using a second technique, a section of a route
identified by the first technique as potentially damaged.
[0022] In various embodiments, the route may be a track of a rail
vehicle system and the vehicle system may be configured 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.
[0023] Generally, in various embodiments, a processor unit or
module may receive an alarm or other indication from a first
detection system that detects a probable, potential, or possible
broken rail (or other damage to a route) based on electrical
characteristics responsive to the injections of an examination
signal. The processor unit than compares the alarm location to one
or more verifying or excluding sources, and intercepts and excludes
false alarms, for example, before a mitigating action is taken in
response to a false alarm. In various embodiments, verifying or
excluding sources may include one or more of parasitic eddy current
detection, stored geographic data regarding known non-damage
anomalies, live and/or stored video data, accelerometer data,
signature information of variations in the transmitted or detected
examination signal, or a supplemental detection sensor or coil
configured to detect one or more additional electrical
characteristics (e.g., electrical characteristics as measured from
a different angle with respect to a rail).
[0024] A technical effect of at least one embodiment includes
improved reliability in the identification of breaks or other
damage along a route. A technical effect of at least one embodiment
includes improved classification of type and/or extent of damage to
a route. A technical effect of at least one embodiment includes
reduced false alarms in the identification of damage to a route. A
technical effect of at least one embodiment includes reduced cost
and/or inconvenience due to mitigating actions taken in response to
false alarms.
[0025] 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.
[0026] "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.
[0027] 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.
[0028] 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).
[0029] 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. If the
examining system 102 identifies a potentially damaged portion of
the route 108, the potentially damaged portions may be further
analyzed to confirm whether the potentially damaged section is
actually damaged, or if the identification is a false alarm. (See,
e.g., FIGS. 6-8 and related discussion.) Returning to FIG. 1, 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.
[0030] 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.
[0031] 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.
[0032] 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.
[0033] 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.
[0034] 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.
[0035] 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.
[0036] 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.
[0037] 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.
[0038] 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.
[0039] 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.
[0040] 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.
[0041] 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.
[0042] 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.
[0043] 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.
[0044] 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.
[0045] 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).
[0046] 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.
[0047] 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.
[0048] 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).
[0049] 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.
[0050] 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.
[0051] 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.
[0052] 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.
[0053] 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.
[0054] 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.
[0055] 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.
[0056] 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.
[0057] 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.
[0058] 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.
[0059] 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.
[0060] 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. In various embodiments, a second technique may be employed to
determine if the potentially damaged section is indeed damaged, to
identify a type of damage, and/or to assess an extent of damage.
(See FIGS. 6-8 and related discussion.)
[0061] 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.
[0062] 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.
[0063] 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.
[0064] 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.
[0065] 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.
[0066] 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.
[0067] 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.
[0068] 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.
[0069] 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.
[0070] 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.
[0071] 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.
[0072] 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.
[0073] 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.
[0074] 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.
[0075] 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.
[0076] 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.
[0077] 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.
[0078] 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.
[0079] 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.
[0080] In one aspect, the application device 510 includes a first
axle 528 and/or a first wheel 529 that is connected to the axle 528
of the vehicle 502. The axle 528 and wheel 529 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 529, or via the wheel 529
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 529 monitors the electrical
characteristics.
[0081] 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.
[0082] 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.
[0083] 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.
[0084] 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.
[0085] 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.
[0086] 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.
[0087] 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.
[0088] 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.
[0089] 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.
[0090] 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.
[0091] 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.
[0092] 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.
[0093] 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.
[0094] FIG. 6 is a schematic illustration of an embodiment of an
examining system 600. The examining system 600 depicted in FIG. 6
may be generally similar to the examining system 500 depicted in
FIG. 5 in many respects. However, as shown in FIG. 6, the examining
system 600 includes a secondary analysis module 640 configured to
perform additional analysis (e.g., utilizing a different technique)
of any sections of the route 108 that are identified as potentially
damaged based on use of the examination signal. The secondary
analysis module 640 depicted in FIG. 6 includes a secondary
determination unit 650 and a secondary detection unit 660 that in
turn includes a secondary detection device 670 to which the
secondary detection unit 660 is operably coupled. Other
arrangements may be employed. For example, in some embodiments, the
secondary analysis module 640 may include more than one secondary
determination unit 650 and/or secondary detection unit 660 (and/or
secondary detection device 670), while in other embodiments, the
secondary analysis module 640 may be devoid of a secondary
detection unit and/or secondary detection device. In the
illustrated embodiment, the secondary analysis module 640 is
configured to be disposed on-board the same vehicle as the
detection unit 618 and identification unit 620 as well as the
application device 610. However, in various embodiments one or more
aspects of the secondary analysis module 640 may be disposed
off-board the vehicle 602, for example on a separate vehicle of the
same vehicle system, on a separate vehicle system, or at a wayside
or other off-board station.
[0095] The secondary analysis module 640, by providing a second
methodology of analyzing a potentially damaged section of the route
108, may provide improved reliability in assessing whether a
section of the route 108 is damaged and, if damaged, the type
and/or extent of damage. Further, the secondary analysis module 640
may employ techniques that may not be practical or effective if
utilized without the first technique. As just one example, it may
not be practical to provide the video acquisition, processing,
and/or storage capabilities required to continuously analyze the
route 108 for damage using a video camera. However, use of video
may be employed in various embodiments only when use of the first
technique indicates a potentially damaged section, thereby reducing
the storage or processing capability required to use video analysis
of the route 108. As another example, a second technique may be
subject to an overly large likelihood of false positives. Thus,
employment of a second technique may only be invoked when indicated
by an initial analysis employing the first technique, helping to
eliminate or reduce false positives that may result from using
either of the first or second techniques in isolation.
[0096] Generally, various components or aspects of the examining
system 600 of FIG. 6 may be configured generally similarly in
certain respects to corresponding components or aspects of the
examining system 500 of FIG. 5. For example, similarly named (e.g.,
application device 610 similar to application device 620, detection
unit 618 similar to detection unit 518, and so on) components may
be configured generally similarly in certain respects.
[0097] For example, as with the examining system 500 depicted in
FIG. 5, the examining system 600 includes several components
described below that are disposed onboard the vehicle 602. In the
illustrated embodiment, the examining system 600 includes a control
unit 606, an application device 610, an onboard power source 612,
one or more conditioning circuits 614, a communication unit 616,
and one or more switches 624. The examining system 600 also
includes a detection unit 618, an identification unit 620, and a
detection device 630. As shown in FIG. 6, these components of the
examining system 600 are disposed onboard a single vehicle 602 of a
vehicle system. In various alternate embodiments, one or more
components or aspects may be disposed off-board the vehicle 602
(e.g., onboard a different vehicle of the vehicle system, onboard a
different vehicle system, or at a station such as a wayside
station).
[0098] As described above, the control unit 606 controls supply of
electric current to the application device 610 that engages or is
inductively coupled with the route 108 as the vehicle 602 travels
along the route 608. The application device 610 is conductively
coupled with the switch 624 to control the flow of electric current
through the application device 610 to the route 108.
[0099] The conditioning circuit 614 may be coupled with a
connecting assembly 626 that is similar to or represents the
connecting assembly 226 shown in FIG. 2. The connecting assembly
626 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 626 and to the conditioning circuit 614.
[0100] Similar to the above discussion regarding FIG. 5, the
examination signal is conducted through the application device 610
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 610 and the detection
device 630 of the vehicle 602 during travel may form a track
circuit through which the examination signal may be conducted.
[0101] The detection unit 618 monitors the route 108 to attempt to
detect the examination signal that is injected into the route 108
by the application device 610. In one aspect, the detection unit
618 may follow behind the application device 610 along a direction
of travel of the vehicle 602. The detection unit 618 is coupled
with the detection device 630 that engages or is inductively
coupled with the route 108, as described above.
[0102] The detection unit 618 monitors one or more electrical
characteristics of the route 108 using the detection device 630.
The detection unit 618 may compare the received signal that is
conducted from the route 108 into the detection device 630 with
this designated signal in order to measure a signal-to-noise ratio
of the received signal. The detection unit 618 determines one or
more electrical characteristics of the signal by the detection
device 630 from the route 108 and reports the characteristics of
the received signal to the identification unit 620. If no signal is
received by the detection device 630, then the detection unit 618
may report the absence of such a signal to the identification unit
620. In an embodiment, the detection unit 618 may determine the
characteristics of the signals received by the detection device 630
in response to a notification received from the control unit 606,
as described above.
[0103] In one aspect, the application device 610 includes a first
axle 628 and/or a first wheel 629 that is connected to the axle 628
of the vehicle 602. The axle 628 and wheel 629 may be connected to
a first truck 632 of the vehicle 602. The application device 610
may be conductively or inductively coupled with the route 108 to
inject the examination signal into the route 108 via the axle 628
and the wheel 629, or via the wheel 629 alone. The detection device
630 may include a second axle 634 and/or a second wheel 636 that is
connected to the axle 634 of the vehicle 602. The axle 634 and
wheel 636 may be connected to a second truck 638 of the vehicle
602. The detection device 630 may monitor the electrical
characteristics of the route 108 via the axle 634 and the wheel
636, or via the wheel 636 alone. Optionally, the axle 634 and/or
wheel 636 may inject the signal while the other axle 628 and/or
wheel 629 monitors the electrical characteristics.
[0104] The identification unit 620 may be configured to identify
which section of the route 108 is potentially damaged based on the
location of the vehicle 602 during transmission of the examination
signal through the route 108, the direction of travel of the
vehicle 602, the speed of the vehicle 602, and/or a speed of
propagation of the examination signal through the route 108, as
described above.
[0105] In the embodiment illustrated in FIG. 6, responsive to an
identification of potentially damaged section of the route by the
identification unit 620, the secondary analysis module 640 is
configured to perform a secondary analysis of the potentially
damaged section of the route 108 to at least one of confirm whether
or not damage has occurred to the potentially damaged section of
the route, identify a type of damage that has occurred to the
potentially damaged section of the route, or assess a level of
damage to the potentially damaged section of the route. The
secondary analysis module, for example, may be configured to
discriminate damage to the track from other anomalies (intentional
or unintentional) such as insulated joints in the track, an
unbonded rail joint, a switch frog, or the like. In some
embodiments, the secondary analysis module 640 may be configured to
provide information and/or analysis to the identification unit 620
or other module or aspect of a vehicle system or transportation
network, with the identification unit 620 (or the other module or
aspect of a vehicle system or transportation network) configured to
use the information and/or analysis provided by the secondary
analysis module 640 to confirm damage that has occurred, identify a
type of damage, or assess a level of damage. In the illustrated
embodiment, the secondary analysis module 650 is depicted as
separate from the identification unit 620; however, it may be noted
that in various embodiments one or more aspects of the secondary
analysis module 640 may be incorporated into the identification
unit 620.
[0106] In some embodiments, the secondary analysis module 640 may
access a database to further analyze a potentially damaged section
of the route 108. For example, a potentially damaged section of the
route 108 may be identified by the identification unit 620 as being
located at a specific position as described by geographic
information system (GIS) information, such as GPS information. The
identified location may then be compared with known anomalies in a
GIS information database. For example, the database may map
locations (e.g., provide tabulated coordinates) of known unbonded
rails, insulated joints, switch frogs, or the like present along
the route 108. Thus, the secondary analysis module 640 may be
configured to determine if a potentially damaged section of the
route 108 identified by the identification unit 620 coincides with
a known feature of the track to rule out false reports of damage
due to the known feature.
[0107] Additionally or alternatively, the secondary analysis module
640 may utilize information corresponding to information used by
the identification module 620 employing the first technique. For
example, a transmitted and/or detected examination signal may be
analyzed in a different way or to a different extent than the
signal was analyzed by the identification module 620. In various
embodiments, the secondary analysis module 640 is configured to
analyze a signature of the one or more electrical characteristics
and to perform the secondary analysis using the signature. For
example, a given type of non-damage anomaly (e.g., switch frog) may
have a different signature in a detected examination signal than a
different type of non-damage anomaly (e.g., insulated joint) and/or
a given type of damaged track. Generally, various non-damage
anomalies and types of damage may be physically or mechanically
different, resulting in a different change to the examination
signal being transmitted through the route 108. In various
embodiments, one or more configurations of examination signal
(e.g., sine wave, square wave, pulse) may be transmitted to provide
different signature responses used to discriminate between damage
and non-damage anomalies in the route 108. Various signatures may
be associated with particular anomalies, for example, based on
experimental results or field testing.
[0108] As just one example, a switch frog may be understood as
occurring along a route where two tracks cross. A switch frog has a
particular pattern of gaps and masses of metal that may result in
an identifiably different signature of a detected examination
signal relative to signatures due to features such as insulated
joints or transverse breaks, among others.
[0109] Further, an extent of damage may be discernible in various
embodiments based on a signature of a detected examination signal.
Thus, for example, an amplitude of a detected examination signal
may be analyzed to identify a potentially damaged section of the
track, and, for sections identified as potentially damaged, a more
in-depth analysis of the section including signature analysis may
be performed to determine if the section is damaged (or an extent
or type of damage) or if the identification as potentially damaged
was due to a structure or feature of the track such as a switch
frog or insulated joint. In some embodiments, if the anomaly is
determined to be a route feature such as an insulated joint, the
location may be analyzed using a GIS information database as
discussed above to confirm the determination of route feature.
[0110] Alternatively or additionally, the secondary analysis module
640 (e.g., the secondary determination unit 650 of the secondary
analysis module) may use information from one or more secondary
detection units 660 to analyze, using a second technique, one or
more sections of the route 108 identified as potentially damaged by
the identification unit 620 using the first technique. For example,
the secondary analysis module 640 may include a secondary detection
unit 660 configured to obtain secondary data regarding the
potentially damaged section of the route 108. The secondary
detection unit 660 may include or be operably connected to the
secondary detection device 670. In some embodiments, the detection
unit 630 and the secondary detection unit 670 may be disposed
onboard the vehicle 602. In various embodiments, the detection unit
630 may be configured to be disposed on-board the vehicle 602, and
the secondary detection unit 670 may be configured to be disposed
on-board a different vehicle of the same vehicle system as the
vehicle 602.
[0111] As one example, the secondary detection unit 660 may include
an accelerometer. The accelerometer may be configured to measure an
acceleration of the vehicle 602, for example in a generally
vertical direction (e.g., away from the route 108). Thus, the
accelerometer may be used to confirm a force likely imparted by a
break, or to identify a section of the track for which the
accelerometer senses a force (or acceleration) beneath a threshold
value as a false alarm.
[0112] Generally, the secondary detection unit 660 may include or
be coupled with one or more secondary detection devices 670, and be
configured to monitor one or more characteristics of the route 108.
The secondary detection unit 660 (and/or the secondary detection
device 670) may be operated responsive to an identification by the
identification unit 620 of a potentially damaged section of the
route 108. As one example, data may be collected by the secondary
detection device 670 and/or obtained by the secondary detection
unit 660 generally continuously, but not analyzed or saved (e.g.,
not saved beyond a buffer amount), and instead disposed. However,
the secondary detection unit 660 may save a selected or identified
portion (e.g., identified based on a location and/or time
corresponding to a potentially damaged section of the route 108 as
identified by the identification module 620) of data from secondary
detection device 670 for analysis and/or transmission to another
aspect of the examining system 600 for analysis. As another
example, in other embodiments, the secondary detection unit 660
and/or the secondary detection device 670 may remain in an idle or
off position until instructed by another aspect of the examining
system (e.g., identification unit 620 or secondary determination
unit 650) to collect or obtain information.
[0113] As one example, the identification unit 620 may identify a
potentially damaged section of the route 108, and communicate the
time of detection (e.g., a range of time including a determined
time of detection) of the potentially damaged section to the
secondary analysis module 640. The secondary analysis module 640
may then determine a corresponding time at which the second
detection device 670 will pass over the potentially damaged section
of track, for example based on the distance between the detection
device 630 and the secondary detection device 670 as well as the
speed of the vehicle 602. The secondary analysis module 640 may
then control the secondary detection unit 660 and/or the secondary
detection unit to collect or obtain information at the determined
time. The secondary analysis module 640 may then utilize the
obtained information to determine if the potentially damaged
section of the route 108 is actually damaged, and, in some
embodiments, to determine a type and/or extent of damage if the
potentially damaged section is damaged.
[0114] In various embodiments, the secondary detection unit 660 may
include a video camera and related processing equipment. For
example, the secondary detection unit 660 may include pattern
recognition software configured to identify breaks, extent of
breaks (e.g., partial breaks, full breaks, a depth of break),
and/or types of breaks (e.g., a surface portion of route missing,
transverse break, or the like). Video information may be obtained
live or from storage. For example, a section of the route may be
identified by the identification unit 620 using timing information
and/or GIS information. A portion of data recorded by a video
camera of the section of the route 108 identified by the
identification unit 620 may be analyzed. For example, the time at
which the video camera recorded the identified section may be
determined by adjusting the time at which the detection unit 630
detected the potentially damaged section to account for the
distance from the detection unit 630 to the video camera and the
speed of the vehicle 602. Thus, the storage and/or processing
capacities required for use of a video camera may be minimized or
reduced by selectively operating the camera to collect and/or save
data only when a potentially damaged section is identified by the
identification unit 620. For example, the camera may be activated
when the identification unit 620 identifies a potentially damaged
section of the route 108, and remain active only long enough to
obtain information for the potentially damaged section of the
route. As another example, the camera may save information for a
relatively low buffer time period, and discard the saved
information if no indication from the identification module 620 of
a corresponding potentially damaged section of the route 108 is
received. Thus, in various embodiments, the video camera is
configured to be disposed on-board the vehicle 602, and video data
is obtained using timing information corresponding to a time when
the vehicle 602 passed over the potentially damaged section of the
route 108.
[0115] Alternatively or additionally, in various embodiments, a
laser inspection system may be used with one or more secondary
analysis modules. For example, a secondary inspection method may
add the use of laser scans of a route to enhance the effectiveness
of a video inspection. In various embodiments, a secondary (or
verifying) inspection may include laser line scan imaging or video
enhanced by a laser scan at a trailing end of an inspection window
span (e.g., a window of time configured to include the time when
one or more detection units disposed on a single vehicle pass over
a given section of track). The secondary inspection may also be
conducted at a subsequent time when detection units on a subsequent
vehicle pass over an initially identified section of a route, with
the secondary inspection triggered by or responsive to an initial
detection. In some embodiments, the secondary inspection may be
performed only when triggered by or responsive to an initial
detection to help minimize or reduce data size (e.g., amount of
data collected via a secondary technique). Thus, in various
embodiments, more than one type of detection unit (e.g., video
detection enhanced by laser detection) may be used to verify an
initial identification of potentially damaged track.
[0116] It may be noted that, in some embodiments, a signal other
than an injection signal may be detected and employed by one or
both of the identification unit 620 and the secondary analysis
module 640. For example, for some vehicles (e.g., a locomotive with
AC drive), high noise levels may be picked up by detection coils
(e.g., the detection device 630). At least a portion of such noise
may be attributable to motor switching being induced in a test
loop. The noise may disappear or become substantially reduced when
a break or other anomaly in the route is passed over. Various
embodiments may utilize or take into account such noise and/or a
reduction in noise over a break or other anomaly in a route.
[0117] As one example, when an injected and received examination
signal has interference from drive currents (e.g., locomotive drive
currents in either propulsion or dynamic braking modes), the
component of interference in a section of route being examined may
be used for a continuity check of the route. In some embodiments,
an examining module may receive inputs from the control system of
the vehicle regarding the propulsion and/or braking state of the
vehicle, while in other embodiments the examining module may not
receive such inputs. The interfering signal may be used in addition
to or in lieu of the injected test signal. The interfering signal
may be used with a first technique to initially identify a
potentially damaged section of track and/or a secondary technique
to confirm (or exclude) an initial identification of a potentially
damaged section of track.
[0118] In various embodiments, the control of the vehicle may be
altered for examining the route via one or more of the first and
second techniques. For example, a first vehicle of a vehicle system
may be operated according to predetermined settings during the
examination of a portion of a route by the first technique by a
first vehicle as the first vehicle passes over the portion of the
route, and the second vehicle of a vehicle system may have one or
more aspects of control of the second vehicle altered during a
subsequent examination of the portion of the route by the second
vehicle as the second vehicle passes over the portion of the route.
In one example scenario, a first powered vehicle of a vehicle
system is disposed ahead of (in the direction of travel) a second
powered vehicle of the vehicle system. All powered vehicles of the
system may be operated according a predetermined and/or operator
specified control plan in the absence of a detection of potentially
damaged track. As the vehicle system traverses the route, an
examining system onboard the first vehicle may detect a potentially
damaged section of the track using an injected examination signal.
Responsive to the initial detection of the potential damage,
control of the second vehicle may be altered when the second
vehicle passes over the potentially damaged section (as determined,
for example, using a geographic identification of the section
and/or computing a time based on the speed of the vehicle system
and a distance between the first and second powered vehicles) in
order to eliminate, reduce, or otherwise alter noise that may be
detected by an examining system disposed onboard the second powered
vehicle.
[0119] For example, the second vehicle may momentarily discontinue
propulsion or dynamic braking while passing over the potentially
damaged section of track to reduce or eliminate interference with
an injected examination signal being detected by the second
vehicle. In some embodiments, propulsion (or dynamic braking) may
be discontinued for all axles of the second vehicle, while in other
embodiments, propulsion (or dynamic braking) may be discontinued
only for axles adjacent to or near a test loop. Because the
discontinuances of propulsion may be limited to a short period of
time (e.g., a time range include the time when the detection unit
of the second vehicle passes over the potentially damaged section),
the discontinuances may have a minimal or small impact on operation
of the vehicle system. Thus, in some embodiments, a first technique
for identifying a potentially damaged section of a route may
involve examination of a first injected test signal for a first
vehicle, and a second technique for verifying the initial
identification may involve examination of a second injected test
signal for a second vehicle, with the control of the second vehicle
altered from a predetermined control scheme to minimize
interference with the second injected test signal.
[0120] It should be noted that the embodiments of secondary
detection techniques (e.g., techniques to confirm an identification
of a potentially damaged section of a route and/or to exclude an
identification of a potentially damaged section as a false alarm)
described herein are meant by way of example and not limitation.
Additional or alternative secondary techniques, such as x-ray or
acoustic readings of a rail may be employed in various
embodiments.
[0121] As one more example, the secondary detection device 670 may
be configured as a coil configured to receive electrical signals
transmitted through the route 108, such as the examination signal.
For example, in various embodiments, the detection device detection
device 630 may be configured as a coil, and the secondary detection
device 670 may be configured as a supplemental coil oriented in a
different direction than the detection device 630 and configured,
for example, to detect current diverted by shorts on the route 108
to help exclude false alarms indicated by the identification unit
620 (or confirm damage to section of the track indicated as
potentially damaged by the identification unit 620). In some
embodiments, the detection unit 618 includes a first receive coil
oriented in a first direction toward a rail of the route 108 and
the secondary detection unit 670 includes a secondary receive coil
disposed at about 90 degrees to the first direction toward the rail
of the route 108.
[0122] FIG. 7 illustrates a detection system 700 that includes
coils oriented in different directions toward a rail in accordance
with an embodiment. The detection system 700 includes a first
detector 710 oriented toward a rail 702 in a first direction 712,
and maintained at a distance 714. In the illustrated embodiment,
the first detector 710 is configured as a coil that may be spaced
from the rail 702 at a distance because the first detector 710 is
configured to inductively receive signals from the rail 702. For
example, in the illustrated embodiment, the distance 714 is about
six inches. The first detector 710 is oriented toward the rail in a
first direction 712 that is substantially vertical (e.g.,
substantially perpendicular to the horizon). The detection system
700 includes a second detector 720 oriented toward the rail 702 in
a second direction 722 at a distance 724. The second detector 720
may be configured as a coil configured to inductively receive
signals from the rail 702, and the distance 724 may be about six
inches. In various embodiments, the distance 724 (and/or the
distance 714) may have a different value. In the illustrated
embodiment, the second direction 722 is substantially horizontal
(e.g. substantially parallel to the horizon) or about 90 degrees
from the direction 712. The second detector 720 may be configured
to detect parasitic eddy currents and/or to provide additional
information regarding the signature of the examination signal as
the examination signal is transmitted through the rail 702. In the
illustrated embodiment, the first detector 710 and the second
detector 720 are depicted as mounted to a frame or body 704 of a
vehicle supported over the rail 702 by a wheel (not shown for
clarity). In various embodiments, additional or alternate first
and/or second detectors may be positioned at alternate locations of
a vehicle (e.g., at or near one or more additional wheels). For
example, a pair of first and second detectors oriented at different
angles to the track 702 may be positioned near each wheel of a
vehicle. The illustrated arrangement is intended by way of example,
and not exclusion, as other arrangements may be utilized in
different embodiments. For example, the directions at which one or
both of the first and second detectors are oriented may be varied
from the directions shown in alternate embodiments.
[0123] FIG. 8 illustrates a flowchart of a method 800 for examining
a route being traveled by a vehicle system in accordance with one
embodiment. The method 800 may be performed, for example, using
certain components, equipment, structures, or other aspects of
embodiments discussed above. In certain embodiments, certain steps
may be added or omitted, certain steps may be performed
simultaneously or concurrently with other steps, certain steps may
be performed in different order, and certain steps may be performed
more than once, for example, in an iterative fashion. In various
embodiments, portions, aspects, and/or variations of the method 800
may be able to be used as one or more algorithms to direct hardware
to perform operations described herein. The method 800 may be used
in conjunction with one or more embodiments of the vehicle systems
and/or examining systems described herein. Alternatively, the
method 800 may be implemented with another system.
[0124] At 802, 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.
[0125] At 804, one or more electrical characteristics of the route
are monitored. In some embodiments, the electrical characteristics
are monitored at the same vehicle from which the examination signal
is injected into the route, while in other embodiments the
electrical characteristics may be monitored at a different vehicle
of the vehicle system, for example a vehicle trailing the vehicle
from which the examination signal is injected into the route along
a direction of travel of the vehicle system. For example, the route
108 may be monitored to determine if any voltage or current is
being conducted by the route 108.
[0126] At 806, 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 (e.g., route 108),
then the detected current or signal may indicate that the
examination signal is conducted through the route from the first
vehicle to the second vehicle in the same vehicle system. As a
result, the route may be substantially intact between the first and
second vehicles. Optionally, the examination signal may be
conducted through the route between components joined to the same
vehicle. As a result, the route may be substantially intact between
the components of the same vehicle. If there is an indicated
receipt of the examination signal, the method 800 may proceed to
808. On the other hand, if no direct current, alternating current,
or RF signal is detected in the route, then the absence of the
current or signal may indicate that the examination signal is not
conducted through the route 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. The method 800 may then proceed to 812.
[0127] At 808, a determination is made as to whether a change in
the one or more monitored electrical characteristics indicates
potential damage to the route. For example, a change in the
examination signal between when the signal was injected into the
route 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, but that damage to the
route 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, but not a
complete break in the route. As a result, the method 800 may
proceed to 812 if the change in one or more electrical
characteristics indicates a potentially damaged section of the
route.
[0128] 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, the method 800 may proceed to 810.
[0129] At 810, if 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, 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.
[0130] At 812, 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. The section of the route 812 may be
identified, for example, by timing information corresponding to a
time that a signal corresponding to the potentially damaged section
was detected and/or geographic information (e.g., GIS information)
corresponding to a location of the potentially damaged section.
[0131] At 814, secondary information is obtained. The secondary
information may be obtained to one or more of verify if the
potentially damaged section is actually damaged, to identify a type
of damage, or to assess a level or amount of damage. The secondary
information may be obtained from one or more of a database (e.g., a
database including information corresponding to geographic
locations along the route), from the examination signal, or from
one or more secondary detection units and/or devices. For example,
the secondary information may include information regarding or
corresponding to a signature of the examination signal. The
secondary information may include a geographic location for the
section of the route indicated as potentially damaged, as well as
tabulated information describing geographic locations of known
features of the route that may trigger potential damage indications
based on the examination signal (e.g., unbonded rail joints,
insulated joints, switch frogs). The secondary information may
include information from a secondary detection device, such as a
video camera, accelerometer, secondary coil (e.g., a coil directed
at about 90 degrees from a primary coil), or the like.
[0132] At 816, it is determined if the secondary information
indicates damage. The determination may be made using one or more
types of secondary information obtained at 814. For example, if the
location of the potentially damaged section of the track does not
match a known location of a route feature such as an insulated
joint or switch frog, damage may be indicated. As another example,
if video information obtained and/or analyzed responsive to an
initial determination of potential damage shows no damage (or a
negligible amount of damage). As just one more example, if the
signature of the examination signal is similar to or corresponds to
a damage mode (e.g., a signature for a transverse break), then
damage may be indicated, while if the signature is similar to or
corresponds to a non-damage mode (e.g., insulated joint), then no
damage may be indicated. If no damage is indicated, the method 800
may proceed to 810 and continue travel along the route; however, if
damage is indicated based on the secondary information obtained at
814, the method 800 proceeds to 818. It may be noted that one or
both of the obtaining secondary information and determining if the
secondary information indicates damage may be performed
autonomously without operator intervention, for example, onboard a
vehicle, responsive to the determination at 812 that a section of
the route is potentially damaged.
[0133] At 818, the damage determined to be present at 816 is
assessed. For example, a type of damage (e.g., transverse fissure,
detail fracture, base break etc.) may be determined Additionally or
alternatively, the extent, level, or amount of damage may be
determined For example, it may be determined, using video
information and/or signature information, if a crack extends all
the way through, or partially through a rail. Further, it may be
determined how far a crack or fissure penetrates a rail (e.g. 10%,
25%, 50%, or the like). It may be noted that, in various
embodiments, one or more types of secondary information may be used
to determine if damage indicated, and one or more additional or
different types of secondary information may be used to determine
the type and/or extent of the damage. It may further be noted that,
in various embodiments, the presence of damage and type or extent
of damage may be determined substantially simultaneously (e.g.,
video information may be analyzed to determine the presence and
extent of damage).
[0134] At 820, one or more responsive actions may be initiated in
response to identifying the damaged section (and/or extent of
damage) of the route. As described above, these actions may
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. The particular
responsive action may be determined based on the amount or type of
damage. By utilizing secondary information to confirm whether or
not damage is present, various embodiments help avoid or reduce
unnecessary mitigating actions for false alarms. Further, by
providing additional detail regarding level or amount of damage,
various embodiments improve selection of an appropriate mitigating
action or actions.
[0135] In an embodiment, a system (e.g., a route examination
system) includes an application device, a control unit, a detection
unit, an identification unit, and a secondary analysis module. 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 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 examine the one or more electrical characteristics of
the route in order to determine whether a section of the route
extending between the application device and the detection unit is
potentially damaged based on the one or more electrical
characteristics. The secondary analysis module is configured to,
responsive to an identification of a potentially damaged section of
the route by the identification unit, perform a secondary analysis
of the potentially damaged section of the route to at least one of
confirm that damage has occurred to the potentially damaged section
of the route, identify a type of damage that has occurred to the
potentially damaged section of the route, or assess a level of
damage to the potentially damaged section of the route.
[0136] In another aspect, the secondary analysis module is
configured to analyze a signature of the one or more electrical
characteristics and to perform the secondary analysis using the
signature.
[0137] In another aspect, the second analysis module includes a
secondary detection unit configured to obtain secondary data
regarding the potentially damaged section of the track. For
example, the detection unit may be configured to be disposed
on-board the first vehicle, and the secondary detection unit may be
configured to be disposed on-board a second vehicle of the first
vehicle system.
[0138] In another aspect, the secondary detection unit comprises a
video camera. The video camera may be configured to be disposed
on-board the first vehicle, and the secondary data may be obtained
using timing information corresponding to a time when the first
vehicle passed over the potentially damaged section of the
route.
[0139] In another aspect, the secondary detection unit may include
an accelerometer.
[0140] In another aspect, the detection unit includes a first
receive coil oriented in a first direction toward a rail of the
route and the secondary detection unit comprises a secondary
receive coil disposed at about 90 degrees to the first direction
toward the rail of the route.
[0141] 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, with the
examination signal being injected into the route using the first
vehicle of the first vehicle system. The method also includes
monitoring one or more electrical characteristics of the route
responsive to the examination signal. Also, the method includes
identifying, with an identification unit, a potentially damaged
section of the route based on the one or more electrical
characteristics. The method also includes performing, with a
secondary analysis module, responsive to an identification of the
potentially damaged section of the route by the identification
unit, a secondary analysis of the potentially damaged section of
the route to at least one of confirm that damage has occurred to
the potentially damaged section of the route, identify a type of
damage that has occurred to the potentially damaged section of the
route, or assess a level of damage to the potentially damaged
section of the route.
[0142] In another aspect, the one or more electrical
characteristics of the route are detected using a detection unit
disposed onboard the first vehicle, and secondary information
utilized by the secondary analysis module is detected using a
secondary detection unit. In another aspect, the secondary
detection unit may be disposed onboard a second vehicle of the
vehicle system.
[0143] In another aspect, the secondary detection unit is activated
responsive to the identification of a potentially damaged section
of the route by the identification unit.
[0144] In another aspect, the secondary information is obtained
using timing information corresponding to a time when the first
vehicle passed over the potentially damaged section of the
route.
[0145] In an embodiment, a tangible and non-transitory computer
readable medium is provided that includes one or more computer
software modules configured to direct one or more processors to
control injection of an examination signal into a route being
traveled by a first vehicle system having at least a first vehicle,
with the examination signal being injected into the route using the
first vehicle of the first vehicle system. The one or more computer
software modules are also configured to direct the one or more
processors to monitor one or more electrical characteristics of the
route responsive to the examination signal. Also, the one or more
computer software modules are configured to direct the one or more
processors to identify a potentially damaged section of the route
based on the one or more electrical characteristics. The one or
more computer software modules are further configured to direct the
one or more processors to perform, responsive to an identification
of the potentially damaged section of the route by the
identification unit, a secondary analysis of the potentially
damaged section of the route to at least one of confirm that damage
has occurred to the potentially damaged section of the route,
identify a type of damage that has occurred to the potentially
damaged section of the route, or assess a level of damage to the
potentially damaged section of the route.
[0146] In another aspect, the computer readable medium is further
configured to direct the one or more processors to detect the one
or more electrical characteristics of the route using a detection
unit disposed onboard the first vehicle, and to detect secondary
information for use with the secondary analysis using a secondary
detection unit.
[0147] In another aspect, the secondary detection unit is disposed
onboard a second vehicle of the vehicle system.
[0148] In another aspect, the computer readable medium is further
configured to direct the one or more processors to activate the
secondary detection unit responsive to the identification of a
potentially damaged section of the route by the identification
unit.
[0149] In another aspect, the computer readable medium is further
configured to direct the one or more processors to obtain the
secondary information using timing information corresponding to a
time when the first vehicle passed over the potentially damaged
section of the route.
[0150] In another aspect, the computer readable medium is further
configured to direct the one or more processors to perform the
secondary analysis using a signature of the one or more electrical
characteristics.
[0151] Various components and modules described herein may be
implemented as part of one or more computers, computing systems, or
processors. The computer, computing system, or processor may
include a microprocessor. The microprocessor may be connected to a
communication bus. The computer or processor may also include a
memory. The memory may include Random Access Memory (RAM) and Read
Only Memory (ROM). The computer or processor further may include a
storage system or device, which may be a hard disk drive or a
removable storage drive such as a floppy or other removable disk
drive, optical disk drive, and the like. The storage system may
also be other similar means for loading computer programs or other
instructions into the computer or processor. The instructions may
be stored on a tangible and/or non-transitory computer readable
storage medium coupled to one or more servers.
[0152] As used herein, the term "computer" or "computing system"
may include any processor-based or microprocessor-based system
including systems using microcontrollers, reduced instruction set
computers (RISC), application specific integrated circuits (ASICs),
logic circuits, and any other circuit or processor capable of
executing the functions described herein. The above examples are
exemplary only, and are thus not intended to limit in any way the
definition and/or meaning of the term "computer" or "computing
system."
[0153] The set of instructions may include various commands that
instruct the computer or processor as a processing machine to
perform specific operations such as the methods and processes
described herein. The set of instructions may be in the form of a
software program. The software may be in various forms such as
system software or application software. Further, the software may
be in the form of a collection of separate programs, a program
module within a larger program or a portion of a program module.
The software also may include modular programming in the form of
object-oriented programming. The processing of input data by the
processing machine may be in response to user commands, or in
response to results of previous processing, or in response to a
request made by another processing machine.
[0154] As used herein, the terms "software" and "firmware" are
interchangeable, and include any computer program stored in memory
for execution by a computer, including RAM memory, ROM memory,
EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory.
The above memory types are exemplary only, and are thus not
limiting as to the types of memory usable for storage of a computer
program.
[0155] 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.
[0156] 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.
[0157] 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 stand-alone 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.
[0158] 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.
[0159] 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.
* * * * *