U.S. patent application number 16/222260 was filed with the patent office on 2020-06-18 for device, system, and method for monitoring a distance between rail cars during coupling.
The applicant listed for this patent is Westinghouse Air Brake Technologies Corporation. Invention is credited to Christopher John Claussen, Joseph W. Gorman, Jeffrey D. Kernwein.
Application Number | 20200189631 16/222260 |
Document ID | / |
Family ID | 71073344 |
Filed Date | 2020-06-18 |
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United States Patent
Application |
20200189631 |
Kind Code |
A1 |
Gorman; Joseph W. ; et
al. |
June 18, 2020 |
Device, System, and Method for Monitoring a Distance between Rail
Cars during Coupling
Abstract
Described are a device, system, and method for monitoring a
distance between a first rail car and a second rail car during
coupling. The device includes a fastener configured to affix the
device to the first rail car and a distance sensor configured to
detect the distance between the first rail car and the second rail
car in a direction away from an end of the first rail car and
toward an end of the second rail car. The device also includes a
power source and a data connector to communicatively connect the
device to a remote processor. The device further includes a local
processor programmed or configured to repeatedly receive distance
data from the distance sensor of the distance between the first
rail car and the second rail car and communicate the distance data
to the remote processor.
Inventors: |
Gorman; Joseph W.;
(Springville, IA) ; Claussen; Christopher John;
(Cedar Rapids, IA) ; Kernwein; Jeffrey D.; (Cedar
Rapids, IA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Westinghouse Air Brake Technologies Corporation |
Wilmerding |
PA |
US |
|
|
Family ID: |
71073344 |
Appl. No.: |
16/222260 |
Filed: |
December 17, 2018 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61G 7/14 20130101; B61L
15/0072 20130101; B61L 15/0063 20130101; B61L 15/0054 20130101;
B61L 15/009 20130101; B61G 7/00 20130101; B61C 17/00 20130101 |
International
Class: |
B61L 15/00 20060101
B61L015/00; B61G 7/00 20060101 B61G007/00; B61C 17/00 20060101
B61C017/00 |
Claims
1. A device for monitoring a distance between a first rail car and
a second rail car during coupling, comprising: a fastener
configured to affix the device to the first rail car; a distance
sensor configured to detect the distance between the first rail car
and the second rail car in a direction away from an end of the
first rail car and toward an end of the second rail car; a power
source; a data connector to communicatively connect the device to a
remote processor; and a local processor programmed or configured to
repeatedly: receive distance data from the distance sensor of the
distance between the first rail car and the second rail car;
communicate the distance data to the remote processor; and cause
the initiation of at least one train action at least partially
based on the distance data.
2. The device of claim 1, wherein the device is separate from and
communicatively connected to an end-of-train (EOT) device, and
wherein the distance sensor comprises at least one of the
following: a LIDAR sensor, a radar sensor, a sonar sensor, or a
combination thereof.
3. The device of claim 1, wherein the fastener comprises at least
one magnet configured to removably and temporarily affix the device
to the first rail car.
4. The device of claim 1, wherein the data connector is
communicatively connected to a data trainline of an ECP-equipped
train, and wherein the power source comprises a wired power
connection to a power trainline of the ECP-equipped train.
5. The device of claim 1, wherein the data connector comprises a
wireless transceiver for wireless communication to a mobile device
located with a train operator and/or to an onboard computing device
located on a locomotive associated with the first rail car or the
second rail car, and wherein the power source comprises a
rechargeable battery pack.
6. The device of claim 5, wherein a data connection of the data
connector to the mobile device and/or the onboard computing device
is persistent.
7. The device of claim 1, wherein the local processor is further
programmed or configured to increase a rate of receiving the
distance data of the distance between the first rail car and the
second rail car, and communicating the distance data to the remote
processor as the distance between the first rail car and the second
rail car decreases.
8. The device of claim 1, wherein the device and a locomotive
associated with the first rail car or the second rail car are
configured to be remotely controlled by the remote processor such
that the distance data communicated from the device to the remote
processor is at least partially used by the remote processor to
automatically operate the locomotive to complete a coupling of the
first rail car and the second rail car.
9. The device of claim 1, wherein the local processor is further
programmed or configured to angle the distance sensor and/or
filter, at the device, the distance data to account for non-linear
rail under the first rail car or the second rail car during
coupling of the first rail car and the second rail car.
10. The device of claim 1, the device being configured to
additionally report the distance between the first rail car and the
second rail car using and further comprising at least one of the
following: a speaker, an indicator light, a display, or any
combination thereof.
11. A system for monitoring a distance between a first rail car and
a second rail car during coupling, the system comprising: a
computing device positioned remotely from the first rail car and
the second rail car, the computing device being programmed or
configured to: receive distance data of the distance between the
first rail car and the second rail car; and display the distance
data on a display device; and a distance monitoring device
comprising: a fastener configured to affix the device to the first
rail car; a distance sensor configured to detect the distance
between the first rail car and the second rail car in a direction
away from an end of the first rail car and toward an end of the
second rail car; a power source; a data connector to
communicatively connect the distance monitoring device to the
computing device; and a local processor programmed or configured to
repeatedly: receive the distance data from the distance sensor of
the distance between the first rail car and the second rail car;
and communicate the distance data to the computing device for
display.
12. The system of claim 11, wherein the distance sensor comprises
at least one of the following: a LIDAR sensor, a radar sensor, a
sonar sensor, or a combination thereof.
13. The system of claim 11, further comprising an end-of-train
(EOT) device comprising the distance monitoring device.
14. The system of claim 11, wherein the data connector is
communicatively connected to a data trainline of an ECP-equipped
train, and wherein the power source comprises a wired power
connection to a power trainline of the ECP-equipped train.
15. The system of claim 11, wherein the data connector comprises a
wireless transceiver for wireless communication to the computing
device, the computing device being located with a train operator
and/or on a locomotive associated with the first rail car or the
second rail car, and wherein the power source comprises a
rechargeable battery pack.
16. The system of claim 11, wherein the local processor is further
programmed or configured to increase a rate of receiving the
distance data of the distance between the first rail car and the
second rail car, and communicating the distance data to the
computing device as the distance between the first rail car and the
second rail car decreases.
17. The system of claim 11, wherein the distance monitoring device
and a locomotive associated with the first rail car or the second
rail car are configured to be remotely controlled by the computing
device such that the distance data communicated from the distance
monitoring device to the computing device is at least partially
used by the computing device to automatically operate the
locomotive to complete a coupling of the first rail car and the
second rail car.
18. The system of claim 11, wherein the local processor is further
programmed or configured to angle the distance sensor and/or
filter, at the distance monitoring device, the distance data to
account for non-linear rail under the first rail car or the second
rail car during coupling of the first rail car and the second rail
car.
19. A computer-implemented method for monitoring a distance between
a first rail car and a second rail car during coupling, the method
comprising: receiving, with at least one processor, distance data
from a distance sensor of a distance monitoring device, the
distance monitoring device affixed to the first rail car and
positioned between the first rail car and the second rail car, the
distance sensor configured to detect the distance between the first
rail car and the second rail car in a direction away from an end of
the first rail car and toward an end of the second rail car;
controlling, with at least one processor and based at least
partially on the distance data, movement of the first rail car
and/or the second rail car to reduce the distance between the first
rail car and the second rail car; and stopping, with at least one
processor and based at least partially on the distance data,
movement of the first rail car and/or the second rail car in
response to determining that the distance between the first rail
car and the second rail car satisfies a predetermined threshold
distance between the first rail car and the second rail car that is
representative of a completed rail car coupling.
20. The method of claim 19, further comprising: detecting, with at
least one processor and based at least partially on the distance
data, at least one obstacle between the first rail car and the
second rail car; and temporarily suspending, with at least one
processor, movement of the first rail car and/or the second rail
car until the at least one obstacle is no longer detected between
the first rail car and the second rail car.
Description
BACKGROUND
Technical Field
[0001] The present disclosure relates to train operation and, more
particularly, to monitoring and controlling a distance between
train vehicles during coupling procedures.
Technical Considerations
[0002] Train coupling involves the movement of one or more rail
cars (e.g., locomotives, passenger vehicles, cargo vehicles, etc.)
along a track to connect two rail cars using couplers. Present
coupling methods involve having an individual positioned in view of
the coupling task relaying information with a voice radio to inform
a train operator of the distance between the train vehicles being
coupled. This can be imprecise and unsafe due to factors related to
the individual observing the coupling move, such as distractions,
radio communication issues, being incorrect about the estimated
distance they relay to the train operator, and/or the like.
Furthermore, there may be environmental hazards that increase the
difficulty of manually monitoring the coupling process, including
darkness, fog, snowy or icy conditions, windy conditions, uneven
terrain surrounding the track, and/or the like. Additionally, there
is an unavoidable lag time associated with one person observing and
reporting the coupling status while another person listens and
controls the movement, and such manual observation and reporting
does not get recorded and is not reviewable if a coupling accident
were to occur.
[0003] Accordingly, there is a need in the art for a device,
system, and method of coupling without the requirement of physical
human observation and reporting at the point of train vehicle
coupling. Moreover, there is a need for a technical solution to
provide more precise and immediate distance and movement feedback
during coupling, to reduce lag time, reduce error, promote
automation, and create a verifiable and reviewable data log.
SUMMARY
[0004] Generally, provided is a device, system, and method for
monitoring a distance between a first rail car and a second rail
car during coupling. Preferably, provided is a device, system, and
method for receiving distance data from a distance sensor
configured to detect the distance between the first rail car and
the second rail car. Preferably, provided is a device, system, and
method for controlling, based at least partially on the distance
data, movement of the first rail car and/or the second rail car to
reduce the distance between the cars. Preferably, provided is a
device, system, and method for stopping movement of the first rail
car and/or the second rail car in response to determining that the
distance between the cars satisfies a predetermined threshold that
is representative of a completed rail car coupling.
[0005] In non-limiting embodiments or aspects, provided is a device
for monitoring a distance between a first rail car and a second
rail car during coupling. The device includes a fastener configured
to affix the device to the first rail car. The device also includes
a distance sensor configured to detect the distance between the
first rail car and the second rail car in a direction away from an
end of the first rail car and toward an end of the second rail car.
The device further includes a power source and a data connector to
communicatively connect the device to a remote processor. The
device further includes a local processor programmed or configured
to repeatedly receive distance data from the distance sensor of the
distance between the first rail car and the second rail car. The
local processor is also programmed or configured to repeatedly
communicate the distance data to the remote processor and cause the
initiation of at least one train action at least partially based on
the distance data.
[0006] In further non-limiting embodiments or aspects, the device
may be separate from and communicatively connected to an
end-of-train (EOT) device. The distance sensor may include at least
one of the following: a LIDAR sensor, a radar sensor, a sonar
sensor, or a combination thereof. The fastener may include at least
one magnet configured to removably and temporarily affix the device
to the first rail car.
[0007] In further non-limiting embodiments or aspects, the data
connector may be communicatively connected to a data trainline of a
train equipped with an electronically controlled pneumatic braking
system. The power source may include a wired power connection to a
power trainline of the train.
[0008] In further non-limiting embodiments or aspects, the data
connector may include a wireless transceiver for wireless
communication to a mobile device located with a train operator
and/or to an onboard computing device located on a locomotive
associated with the first rail car or the second rail car. The
power source may include a rechargeable battery pack. A data
connection of the data connector to the mobile device and/or the
onboard computing device may be persistent or non-persistent.
[0009] In further non-limiting embodiments or aspects, the local
processor may be further programmed or configured to increase a
rate of receiving the distance data of the distance between the
first rail car and the second rail car, and communicating the
distance data to the remote processor as the distance between the
first rail car and the second rail car decreases.
[0010] In further non-limiting embodiments or aspects, the device
and a locomotive associated with the first rail car or the second
rail car may be configured to be remotely controlled by the remote
processor such that the distance data communicated from the device
to the remote processor is at least partially used by the remote
processor to automatically operate the locomotive to complete a
coupling of the first rail car and the second rail car.
[0011] In further non-limiting embodiments or aspects, the local
processor may be further programmed or configured to angle the
distance sensor and/or filter, at the device, the distance data to
account for non-linear rail under the first rail car or the second
rail car during coupling of the first rail car and the second rail
car.
[0012] In further non-limiting embodiments or aspects, the device
may be configured to additionally report the distance between the
first rail car and the second rail car using, and further
including, at least one of the following: a speaker, an indicator
light, a display, or any combination thereof.
[0013] In non-limiting embodiments or aspects, provided is a system
for monitoring a distance between a first rail car and a second
rail car during coupling. The system includes a computing device
positioned remotely from the first rail car and the second rail
car. The computing device is programmed or configured to receive
distance data of the distance between the first rail car and the
second rail car. The computing device is also programmed or
configured to display the distance data on a display device. The
system also includes a distance monitoring device. The distance
monitoring device includes a fastener configured to affix the
device to the first rail car. The distance monitoring device also
includes a distance sensor configured to detect the distance
between the first rail car and the second rail car in a direction
away from an end of the first rail car and toward an end of the
second rail car. The distance monitoring device further includes a
power source and a data connector to communicatively connect the
distance monitoring device to the computing device. The distance
monitoring device further includes a local processor programmed or
configured to repeatedly receive the distance data from the
distance sensor of the distance between the first rail car and the
second rail car, and communicate the distance data to the computing
device for display.
[0014] In further non-limiting embodiments or aspects, the distance
sensor may include at least one of the following: a LIDAR sensor, a
radar sensor, a sonar sensor, or a combination thereof. The system
may include an end-of-train (EOT) device including the distance
monitoring device.
[0015] In further non-limiting embodiments or aspects, the data
connector may be communicatively connected to a data trainline of
an ECP-equipped train. The power source may include a wired power
connection to a power trainline of the ECP-equipped train.
[0016] In further non-limiting embodiments or aspects, the data
connector may include a wireless transceiver for wireless
communication to the computing device. The computing device may be
located with a train operator and/or on a locomotive associated
with the first rail car or the second rail car. The power source
may include a rechargeable battery pack.
[0017] In further non-limiting embodiments or aspects, the local
processor may be further programmed or configured to increase a
rate of receiving the distance data of the distance between the
first rail car and the second rail car, and communicating the
distance data to the computing device as the distance between the
first rail car and the second rail car decreases.
[0018] In further non-limiting embodiments or aspects, the distance
monitoring device and a locomotive associated with the first rail
car or the second rail car may be configured to be remotely
controlled by the computing device such that the distance data
communicated from the distance monitoring device to the computing
device is at least partially used by the computing device to
automatically operate the locomotive to complete a coupling of the
first rail car and the second rail car.
[0019] In further non-limiting embodiments or aspects, the local
processor may be further programmed or configured to angle the
distance sensor and/or filter, at the distance monitoring device,
the distance data to account for non-linear rail under the first
rail car or the second rail car during coupling of the first rail
car and the second rail car.
[0020] In non-limiting embodiments or aspects, provided is a
computer-implemented method for monitoring a distance between a
first rail car and a second rail car during coupling. The method
includes receiving, with at least one processor, distance data from
a distance sensor of a distance monitoring device. The distance
monitoring device is affixed to the first rail car and is
positioned between the first rail car and the second rail car. The
distance sensor is configured to detect the distance between the
first rail car and the second rail car in a direction away from an
end of the first rail car and toward an end of the second rail car.
The method also includes controlling, with at least one processor
and based at least partially on the distance data, movement of the
first rail car and/or the second rail car to reduce the distance
between the first rail car and the second rail car. The method
further includes stopping, with at least one processor and based at
least partially on the distance data, movement of the first rail
car and/or the second rail car in response to determining that the
distance between the first rail car and the second rail car
satisfies a predetermined threshold distance between the first rail
car and the second rail car that is representative of a completed
rail car coupling.
[0021] In further non-limiting embodiments or aspects, the method
may include detecting, with at least one processor and based at
least partially on the distance data, at least one obstacle between
the first rail car and the second rail car. The method may further
include temporarily suspending, with at least one processor,
movement of the first rail car and/or the second rail car until the
at least one obstacle is no longer detected between the first rail
car and the second rail car.
[0022] Further non-limiting embodiments are set forth in the
following numbered clauses.
[0023] Clause 1: A device for monitoring a distance between a first
rail car and a second rail car during coupling, comprising: a
fastener configured to affix the device to the first rail car; a
distance sensor configured to detect the distance between the first
rail car and the second rail car in a direction away from an end of
the first rail car and toward an end of the second rail car; a
power source; a data connector to communicatively connect the
device to a remote processor; and a local processor programmed or
configured to repeatedly: receive distance data from the distance
sensor of the distance between the first rail car and the second
rail car; and communicate the distance data to the remote
processor; and cause the initiation of at least one train action at
least partially based on the distance data.
[0024] Clause 2: The device of clause 1, wherein the device is
separate from and communicatively connected to an end-of-train
(EOT) device, and wherein the distance sensor comprises at least
one of the following: a LIDAR sensor, a radar sensor, a sonar
sensor, or a combination thereof.
[0025] Clause 3: The device of clause 1 or 2, wherein the fastener
comprises at least one magnet configured to removably and
temporarily affix the device to the first rail car.
[0026] Clause 4: The device of any of clauses 1-3, wherein the data
connector is communicatively connected to a data trainline of a
train equipped with an electronically controlled pneumatic braking
system, and wherein the power source comprises a wired power
connection to a power trainline of the train.
[0027] Clause 5: The device of any of clauses 1-4, wherein the data
connector comprises a wireless transceiver for wireless
communication to a mobile device located with a train operator
and/or to an onboard computing device located on a locomotive
associated with the first rail car or the second rail car, and
wherein the power source comprises a rechargeable battery pack.
[0028] Clause 6: The device of any of clauses 1-5, wherein a data
connection of the data connector to the mobile device and/or the
onboard computing device is persistent.
[0029] Clause 7: The device of any of clauses 1-6, wherein the
local processor is further programmed or configured to increase a
rate of receiving the distance data of the distance between the
first rail car and the second rail car and communicating the
distance data to the remote processor as the distance between the
first rail car and the second rail car decreases.
[0030] Clause 8: The device of any of clauses 1-7, wherein the
device and a locomotive associated with the first rail car or the
second rail car are configured to be remotely controlled by the
remote processor such that the distance data communicated from the
device to the remote processor is at least partially used by the
remote processor to automatically operate the locomotive to
complete a coupling of the first rail car and the second rail
car.
[0031] Clause 9: The device of any of clauses 1-8, wherein the
local processor is further programmed or configured to angle the
distance sensor and/or filter, at the device, the distance data to
account for non-linear rail under the first rail car or the second
rail car during coupling of the first rail car and the second rail
car.
[0032] Clause 10: The device of any of clauses 1-9, the device
being configured to additionally report the distance between the
first rail car and the second rail car using and further comprising
at least one of the following: a speaker, an indicator light, a
display, or any combination thereof.
[0033] Clause 11: A system for monitoring a distance between a
first rail car and a second rail car during coupling, the system
comprising: a computing device positioned remotely from the first
rail car and the second rail car, the computing device being
programmed or configured to: receive distance data of the distance
between the first rail car and the second rail car; and display the
distance data on a display device; and a distance monitoring device
comprising: a fastener configured to affix the device to the first
rail car; a distance sensor configured to detect the distance
between the first rail car and the second rail car in a direction
away from an end of the first rail car and toward an end of the
second rail car; a power source; a data connector to
communicatively connect the distance monitoring device to the
computing device; and a local processor programmed or configured to
repeatedly: receive the distance data from the distance sensor of
the distance between the first rail car and the second rail car;
and communicate the distance data to the computing device for
display.
[0034] Clause 12: The system of clause 11, wherein the distance
sensor comprises at least one of the following: a LIDAR sensor, a
radar sensor, a sonar sensor, or a combination thereof.
[0035] Clause 13: The system of clause 11 or 12, further comprising
an end-of-train (EOT) device comprising the distance monitoring
device.
[0036] Clause 14: The system of any of clauses 11-13, wherein the
data connector is communicatively connected to a data trainline of
an ECP-equipped train, and wherein the power source comprises a
wired power connection to a power trainline of the ECP-equipped
train.
[0037] Clause 15: The system of any of clauses 11-14, wherein the
data connector comprises a wireless transceiver for wireless
communication to the computing device, the computing device being
located with a train operator and/or on a locomotive associated
with the first rail car or the second rail car, and wherein the
power source comprises a rechargeable battery pack.
[0038] Clause 16: The system of any of clauses 11-15, wherein the
local processor is further programmed or configured to increase a
rate of receiving the distance data of the distance between the
first rail car and the second rail car, and communicating the
distance data to the computing device as the distance between the
first rail car and the second rail car decreases.
[0039] Clause 17: The system of any of clauses 11-16, wherein the
distance monitoring device and a locomotive associated with the
first rail car or the second rail car are configured to be remotely
controlled by the computing device such that the distance data
communicated from the distance monitoring device to the computing
device is at least partially used by the computing device to
automatically operate the locomotive to complete a coupling of the
first rail car and the second rail car.
[0040] Clause 18: The system of any of clauses 11-17, wherein the
local processor is further programmed or configured to angle the
distance sensor and/or filter, at the distance monitoring device,
the distance data to account for non-linear rail under the first
rail car or the second rail car during coupling of the first rail
car and the second rail car.
[0041] Clause 19: A computer-implemented method for monitoring a
distance between a first rail car and a second rail car during
coupling, the method comprising: receiving, with at least one
processor, distance data from a distance sensor of a distance
monitoring device, the distance monitoring device affixed to the
first rail car and positioned between the first rail car and the
second rail car, the distance sensor configured to detect the
distance between the first rail car and the second rail car in a
direction away from an end of the first rail car and toward an end
of the second rail car; controlling, with at least one processor
and based at least partially on the distance data, movement of the
first rail car and/or the second rail car to reduce the distance
between the first rail car and the second rail car; and stopping,
with at least one processor and based at least partially on the
distance data, movement of the first rail car and/or the second
rail car in response to determining that the distance between the
first rail car and the second rail car satisfies a predetermined
threshold distance between the first rail car and the second rail
car that is representative of a completed rail car coupling.
[0042] Clause 20: The method of claim 19, further comprising:
detecting, with at least one processor and based at least partially
on the distance data, at least one obstacle between the first rail
car and the second rail car; and temporarily suspending, with at
least one processor, movement of the first rail car and/or the
second rail car until the at least one obstacle is no longer
detected between the first rail car and the second rail car.
[0043] These and other features and characteristics of the present
disclosure, as well as the methods of operation and functions of
the related elements of structures and the combination of parts and
economies of manufacture, will become more apparent upon
consideration of the following description, and the appended claims
with reference to the accompanying drawings, all of which form a
part of this specification, wherein like reference numerals
designate corresponding parts in the various figures. It is to be
expressly understood, however, that the drawings are for the
purpose of illustration and description only and are not intended
as a definition of the limits of the disclosure. As used in the
specification and the claims, the singular forms of "a," "an," and
"the" include plural referents unless the context clearly dictates
otherwise.
BRIEF DESCRIPTION OF THE DRAWINGS
[0044] These and other features of the present disclosure will
become more apparent from the following description in which
reference is made to the appended drawings wherein:
[0045] FIG. 1 is a schematic diagram of non-limiting embodiments or
aspects of a device, system, and method for monitoring a distance
between a first rail car and a second rail car during coupling;
[0046] FIG. 2 is a schematic diagram of non-limiting embodiments or
aspects of a device, system, and method for monitoring a distance
between a first rail car and a second rail car during coupling;
[0047] FIG. 3 is a schematic diagram of non-limiting embodiments or
aspects of a device, system, and method for monitoring a distance
between a first rail car and a second rail car during coupling;
[0048] FIG. 4 is a schematic diagram of non-limiting embodiments or
aspects of a device, system, and method for monitoring a distance
between a first rail car and a second rail car during coupling;
and
[0049] FIG. 5 is a process diagram of non-limiting embodiments or
aspects of a device, system, and method for monitoring a distance
between a first rail car and a second rail car during coupling.
DETAILED DESCRIPTION
[0050] Various non-limiting examples will now be described with
reference to the accompanying figures where like reference numbers
correspond to like or functionally equivalent elements.
[0051] For purposes of the description hereinafter, the terms
"end," "upper," "lower," "right," "left," "vertical," "horizontal,"
"top," "bottom," "lateral," "longitudinal," and derivatives thereof
shall relate to the example(s) as oriented in the drawing figures.
However, it is to be understood that the example(s) may assume
various alternative variations and step sequences, except where
expressly specified to the contrary. It is also to be understood
that the specific example(s) illustrated in the attached drawings,
and described in the following specification, are simply exemplary
examples or aspects of the disclosure. Hence, the specific examples
or aspects disclosed herein are not to be construed as limiting.
Also, it should be understood that any numerical range recited
herein is intended to include all sub-ranges subsumed therein. For
example, a range of 1 to 10 is intended to include all sub-ranges
between (and including) the recited minimum value of 1 and the
recited maximum value of 10, that is, having a minimum value equal
to or greater than 1 and a maximum value of equal to or less than
10.
[0052] As used herein, the terms "communication" and "communicate"
refer to the receipt or transfer of one or more signals, messages,
commands, or other type of data. For one unit (e.g., any device,
system, or component thereof) to be in communication with another
unit means that the one unit is able to directly or indirectly
receive data from and/or transmit data to the other unit. This may
refer to a direct or indirect connection that is wired and/or
wireless in nature. Additionally, two units may be in communication
with each other even though the data transmitted may be modified,
processed, relayed, and/or routed between the first and second
unit. For example, a first unit may be in communication with a
second unit even though the first unit passively receives data and
does not actively transmit data to the second unit. As another
example, a first unit may be in communication with a second unit if
an intermediary unit processes data from one unit and transmits
processed data to the second unit. As another example, a first unit
may be in communication with a second unit if an intermediary unit
processes data from one unit and transmits processed data to the
second unit. It will be appreciated that numerous other
arrangements are possible. Any known electronic communication
protocols and/or algorithms may be used such as, for example,
TCP/IP (including HTTP and other protocols), WLAN (including 802.11
and other radio frequency-based protocols and methods), analog
transmissions, Global System for Mobile Communications (GSM),
and/or the like.
[0053] As used herein, the term "mobile device" may refer to one or
more portable electronic devices configured to communicate with one
or more networks. As an example, a mobile device may include a
cellular phone (e.g., a smartphone or standard cellular phone), a
portable computer (e.g., a tablet computer, a laptop computer,
etc.), a wearable device (e.g., a watch, pair of glasses, lens,
clothing, and/or the like), a personal digital assistant (PDA),
and/or other like devices.
[0054] As used herein, the term "server" may refer to or include
one or more processors or computers, storage devices, or similar
computer arrangements that are operated by or facilitate
communication and processing for multiple parties in a network
environment, such as the internet. In some non-limiting
embodiments, communication may be facilitated over one or more
public or private network environments and that various other
arrangements are possible. Further, multiple computers, e.g.,
servers, or other computerized devices, e.g., mobile devices,
directly or indirectly communicating in the network environment may
constitute a system, such as a remote train and drone control
system. Reference to a server or a processor, as used herein, may
refer to a previously-recited server and/or processor that is
recited as performing a previous step or function, a different
server and/or processor, and/or a combination of servers and/or
processors. For example, as used in the specification and the
claims, a first server and/or a first processor that is recited as
performing a first step or function may refer to the same or
different server and/or a processor recited as performing a second
step or function.
[0055] In non-limiting embodiments or aspects of the present
disclosure, provided are a device, system, and method for
monitoring a distance between a first rail car and a second rail
car during coupling. Described non-limiting embodiments or aspects
improve over prior art systems by increasing the precision of
proximity detection between two coupling train vehicles, as well as
providing for closed-loop automation of train coupling processes by
using distance data feedback to control locomotion and rail car
movement. Described non-limiting embodiments or aspects further
improve over prior art systems by providing for traceability and
verifiability of historic coupling procedures, by generating logs
of such procedures based on distance data, time of day, operator
identifiers, train identifiers, track location, and/or the
like--thereby providing analyzable metrics of successful couplings
and failed couplings, which can further improve the algorithms used
in closed-loop automation. Moreover, the removal of personnel at
the coupling site improves over prior art systems by eliminating
dangers inherent to track bystanders, and it further improves on
the reliability of distance reporting, avoiding biases present in
physical observation. By communicatively connecting a distance
monitoring device with one or more remote processors (e.g., a
locomotive computing device, a mobile device associated with a
locomotive operator, a back office server, and/or the like),
interoperability is improved while allowing for remote controlling
and viewing of coupling processes. These advantages, among others,
are further illustrated in the detailed description below.
[0056] With reference to FIGS. 1 and 2, and in non-limiting
embodiments or aspects, provided is a system 100 for monitoring a
distance between a first rail car 102a and a second rail car 102b
during coupling. Rail cars 102a, 102b may include any type of
train/railway vehicle for carrying cargo, carrying passengers,
carrying train equipment, providing locomotion, or a combination
thereof, including, but not limited to: boxcars, coil cars, combine
cars, flatcars, Schnabel cars, gondolas, stock cars, tank cars,
locomotives, fuel cars, and/or the like. The first rail car 102a
includes a first coupler 104a for connection to other rail cars.
The second rail car 102b likewise includes a second coupler 104b
for connection to other rail cars. During a coupling procedure of
the first rail car 102a to the second rail car 102b, the first
coupler 104a is configured to attach to the second coupler 104b
(and/or vice versa), thereby connecting the first rail car 102a and
the second rail car 102b in the train consist. Couplers may include
any sufficient car-to-car connecting device including, but are not
limited to, buffer and chain couplers, link and pin couplers, hook
couplers, knuckle couplers, radial couplers, bell-and-hook
couplers, electromagnetic couplers, automatic couplers, and/or the
like. The rail cars 102a, 102b may be at least partially
self-propelled, and/or the train consist may include a locomotive
(not shown) for generating movement of a rail car 102a, 102b. It
will be appreciated that many configurations are possible.
[0057] With further reference to FIGS. 1 and 2, and in further
non-limiting embodiments or aspects, the system 100 includes a
distance monitoring device 106 to provide distance feedback of a
coupling process between the first rail car 102a and the second
rail car 102b. The distance monitoring device 106 may include a
fastener 107, a distance sensor 108, a power source, a data
connector 110, and a local processor. The fastener 107 is
configured to affix the distance monitoring device 106 to the first
rail car 102a or the second rail car 102b. One or more distance
monitoring devices 106 may be affixed to the first rail car 102a
and/or the second rail car 102b. The depicted non-limiting
configuration of FIGS. 1 and 2 illustrates a distance monitoring
device 106 affixed to the first rail car 102a, but it will be
appreciated that this arrangement can be reversed and many
configurations are possible. The fastener 107 may include, but is
not limited to, a magnet (e.g., a permanent magnet, an
electromagnet, etc.), a magnetic material for attraction to a
magnet on the rail car 102a, 102b, a threaded fastener (e.g.,
nut-and-bolt, screw, stud, etc.), a clamp, a clip, a tie, a strap,
a snap, and/or the like. One or more fasteners 107 may be used to
secure the distance monitoring device 106 to the first rail car
102a, and more than one type of fastener 107 may be used in
combination. The fastener 107 may affix the distance monitoring
device 106 to a rail car sidewall, a rail car frame (e.g., a
flatcar bed), a coupler 104a, 104b of a rail car 102a, 102b, or any
portion of a rail car 102a, 102b such that the distance sensor 108
may determine the proximity of the rail cars 102a, 102b during
coupling.
[0058] With further reference to FIGS. 1 and 2, and in further
non-limiting embodiments or aspects, the distance sensor 108 is
configured to detect the proximity of the second rail car 102b to
the first rail car 102a, and it may be configured to measure a
distance between the rail cars 102a, 102b. The distance sensor 108
may also measure the relative speed of one railcar 102a, 102b to
another, by a local processor configured to determine a change in
distance between the rail cars 102a, 102b over time, which may be
useful to predict the coupling speed of the rail cars 102a, 102b,
to signal an alarm if the coupling is determined to occur beyond
predetermined, reasonable speeds. The distance sensor 108 may
include, but is not limited to, a Doppler sensor, a magnetic field
sensor, an optical sensor (e.g., photoelectric, photocell, laser
rangefinder, infrared), a radar sensor, a LIDAR sensor, a sonar
sensor, and/or the like. The distance monitoring device 106 may
include one or more distance sensors 108, including one or more
types of distance sensor 108. The distance monitoring device 106
may use the distance sensor 108 to determine a distance between
rail car bodies D.sub.1, a distance between a rail car body and a
coupler D.sub.2, a distance between couplers D.sub.3, or a
combination thereof. It will be appreciated that many
configurations are possible, and the distance monitoring device 106
may be configured to determine a distance between any point
associated with the first rail car 102a and any point associated
with the second rail car 102b. The distance data from the distance
sensor 108 may be in the form of an analog or digital signal, and
the distance data may be representative of a distance value (e.g.,
ten meters, twenty feet, etc.), a distance category or binary value
(e.g., far, near, detected/not detected, connected/not connected,
etc.), and/or the like. The distance sensor 108 may also facilitate
the detection of speed of the rail cars 102a, 102b relative to one
another, as a processor may evaluate a change in distance over
time. It will be appreciated that many configurations are
possible.
[0059] With further reference to FIGS. 1 and 2, and in further
non-limiting embodiments or aspects, the power source of the
distance monitoring device 106 is configured to provide electronic
power to the fastener 107, the distance sensor 108, the data
connector 110, and/or the local processor, as required by the
chosen implementation. The power source may include, but is not
limited to, a battery pack (e.g., a nickel cadmium (NiCad) battery
cell, a nickel metal hydride (NiMH) battery cell, a lithium ion
(Li-ion) battery cell, etc.), a wired direct current or alternating
current power connection, a wireless power transfer (WPT) receiver,
and/or the like. More than one power source may be employed, and
more than one type of power source may be used in combination.
Batteries may be rechargeable, and the power source may be shared
with one or more other electronic devices. For a train equipped
with an electronically controlled pneumatic (ECP) braking system,
which may include a power trainline (e.g., a car-to-car cable for
transmitting electricity to power onboard electronics), the power
source may be a wired power connection to the ECP power trainline.
It will be appreciated that many configurations are possible.
[0060] With further reference to FIGS. 1 and 2, and in further
non-limiting embodiments or aspects, the data connector 110
provides communication between the distance monitoring device 106
and a remote processor (i.e., a processor not of the distance
monitoring device 106). The data connector 110 may be a wired or
wireless connector to a wired or wireless data connection, or a
combination thereof (e.g., a wired connection to a wireless
transceiver). For a train equipped with an electronically
controlled pneumatic (ECP) braking system, which may include a data
trainline (e.g., a car-to-car cable for transmitting data signals
from and/or to onboard electronics), the data connector 110 may be
a wired data connection to the ECP data trainline. The data
connector 110 may also be a wireless transceiver for wireless
communication to a remote processor, such as a mobile device
located with a train operator, an onboard computing device located
on a locomotive associated the first rail car or the second rail
car, a train dispatch or back office server, and/or the like. The
data connector 110 may include, but is not limited to, a serial
advanced technology attachment (SATA) connector, a serial attached
SCSI (SAS) connector, a universal serial bus (USB) connector, an
Ethernet connector, a Firewire connector, a radio transceiver, a
Wi-Fi transceiver, an infrared communication transceiver, a
satellite communication transceiver, and/or the like. The (wired
and/or wireless) data connection of the data connector 110 to a
remote processor may be persistent or non-persistent. It will be
appreciated that many configurations are possible.
[0061] With further reference to FIGS. 1 and 2, and in further
non-limiting embodiments or aspects, the local processor of the
distance monitoring device 106 is configured to receive distance
data from the distance sensor 108. The local processor may also be
configured to communicate the distance data to a remote processor
(e.g., a mobile device located with a train operator, an onboard
computing device located on a locomotive associated the first rail
car or the second rail car, a train dispatch or back office server,
a computing device of a track bystander, and/or the like). The
local processor may further be configured to cause the initiation
of at least one train action at least partially based on the
distance data. Train actions may include, but are not limited to,
increasing movement of a rail car 102a, 102b, decreasing movement
of a rail car 102a, 102b, stopping a rail car 102a, 102b, reversing
movement of a rail car 102a, 102b, engaging/closing a coupler 104a,
104b, disengaging/opening a coupler 104a, 104b, and/or the like.
The local processor may also be configured to increase a rate of
receiving the distance data (e.g., through increased sample rate by
the distance sensor 108 itself, through increased sample rate of
the distance sensor 108 data stream, etc.) of the distance between
the first rail car 102a and the second rail car 102b as the
distance between the first rail car 102a and the second rail car
102b decreases. The local processor may also be configured to
increase a rate of communicating the distance data to a remote
processor as the distance between the first rail car 102a and the
second rail car 102b decreases. In this manner, as the rail cars
102a, 102b move closer together, the increased rate of receiving
data/communicating data allows for a more precise detection of the
coupling process, and it reserves the highest energy/bandwidth of
operation for when the coupling distance is closest to completion.
It will be appreciated that many configurations are possible.
[0062] With further reference to FIGS. 1 and 2, and in further
non-limiting embodiments or aspects, the distance data of the
distance monitoring device 106 may be compared by a processor
(e.g., a local processor of the distance monitoring device 106, a
remote processor, etc.) to one or more threshold distances
corresponding to train actions and/or coupling states (e.g.,
connected, not connected, close to a connection, etc.). In a
non-limiting example, one threshold distance may correspond to a
known distance required for the couplers 104a, 104b to engage
between a first rail car 102a and a second rail car 102b of known
types/configurations, and the monitored distance data may be
compared to said threshold distance to trigger a halt of the rail
cars 102a, 102b when the threshold is satisfied. It may be
predetermined, for example, that the distance for engaging the
couplers between a certain type of passenger car is three feet, as
measured along a distance between rail car bodies D.sub.1. When the
distance data indicates the distance between the rail car bodies
D.sub.1 equals and/or is less than three feet, the movement of the
rail cars 102a, 102b relative to one another may be halted. In
another non-limiting example, a threshold distance may correspond
to a distance between couplers D.sub.2 that indicates the couplers
104a, 104b are close to a completed connection, but are not yet
engaged (e.g., a two meter gap between couplers). When the distance
data indicates the distance between the couplers D.sub.2 equals
and/or is less than two meters, the relative speed of the rail cars
102a, 102b to one another may be reduced to ensure a safe coupling
speed. Similar calculations and thresholds may be established for a
distance between a rail car body and coupler D.sub.3, or distances
between any two rail car elements 102a, 102b. Threshold distances
may be used to trigger one or more train actions including, but not
limited to, increasing movement of a rail car 102a, 102b,
decreasing movement of a rail car 102a, 102b, stopping a rail car
102a, 102b, reversing movement of a rail car 102a, 102b,
engaging/closing a coupler 104a, 104b, disengaging/opening a
coupler 104a, 104b, and/or the like. More than one threshold
distance may be employed for a given coupling process. It will be
appreciated that many configurations are possible.
[0063] With further reference to FIGS. 1 and 2, and in further
non-limiting embodiments or aspects, the distance monitoring device
106 may further include a speaker, an indicator light, a display,
or any combination thereof. For non-limiting configurations where
the distance monitoring device 106 augments a personnel's oversight
of a coupling process, data feedback elements, such as a speaker,
an indicator light, a display, and/or the like, may communicate
statuses/data to a personnel. For example, a speaker may be
provided to emit a sound (e.g., a beep, a chirp, a recorded
message, etc.) as the distance monitoring device 106 is collecting
distance data, and such a sound may reflect the sample rate of the
distance sensor 108 and/or the current distance between the rail
cars 102a, 102b. The speaker may also be configured to emit a sound
for status changes of the distance monitoring device 106, such as
powering on, powering off, beginning a monitoring process,
terminating a monitoring process, and/or the like. The distance
monitoring device 106 may further include an indicator light to
reflect a status of the distance monitoring device 106, including,
but not limited to, a power level status, an on/off status, a
distance sensor 108 sample rate, a proximity/distance status,
and/or the like. The distance monitoring device 106 may further
include a display to allow personnel to configure the distance
monitoring device 106, view distance data (both historic and/or
current), check a status of the distance monitoring device 106,
and/or the like. It will be appreciated that many configurations
are possible.
[0064] With reference to FIG. 3, and in non-limiting embodiments or
aspects, depicted is a network 200 for monitoring a distance
between a first rail car and a second rail car during coupling. As
illustrated, dashed lines indicate communicative connections,
including wired communication channels, wireless communication
channels, or a combination thereof. Provided is a train 208, upon
which is located one or more distance monitoring devices 106
(abbreviated as "distance monitor" as shown), which are positioned
on one or more rail cars of the train 208. Communication with the
train 208 may be understood as communication with a computing
device 210 or data trainline 218 thereof. The distance monitoring
device 106 may include a fastener 107, a distance sensor 108, a
data connector 110, a power source 204, and a local processor 206.
The fastener 107 may include, but is not limited to, a magnet
(e.g., a permanent magnet, an electromagnet, etc.), a magnetic
material for attraction to a magnet on the rail car, a threaded
fastener (e.g., nut-and-bolt, screw, stud, etc.), a clamp, a clip,
a tie, a strap, a snap, and/or the like. One or more fasteners 107
may be used to secure the distance monitoring device 106 to a rail
car, and more than one type of fastener may be used in combination.
The fastener 107 may affix the distance monitoring device 106 to a
rail car sidewall, a rail car frame (e.g., a flatcar bed), a
coupler of a rail car, or any portion of a rail car such that the
distance sensor 108 may determine the proximity of the rail cars
during coupling. The distance sensor 108 may include, but is not
limited to, a Doppler sensor, a magnetic field sensor, an optical
sensor (e.g., photoelectric, photocell, laser rangefinder,
infrared), a radar sensor, a LIDAR sensor, a sonar sensor, and/or
the like. The distance monitoring device 106 may include one or
more distance sensors 108 including one or more types of distance
sensor 108. The distance monitoring device 106 may use the distance
sensor 108 to determine a distance between rail car bodies, a
distance between a rail car body and a coupler, a distance between
couplers, or a combination thereof. It will be appreciated that
many configurations are possible, and the distance monitoring
device 106 may be configured to determine a distance between any
point associated with the first rail car and any point associated
with the second rail car.
[0065] With further reference to FIG. 3, and in further
non-limiting embodiments or aspects, the data connector 110 may be
a wired or wireless connector to a wired or wireless data
connection, or a combination thereof (e.g., a wired connection to a
wireless transceiver), and the data connector 110 may provide
communication between the distance monitoring device 106 and a
remote processor, e.g., an end-of-train (EOT) device 220, a train
208 computing device 210 (e.g., a locomotive ECP controller),
and/or a remote controller 230 (e.g., a mobile device of a
locomotive operator, a train dispatch of back office server, a
computing device of a track bystander, and/or the like). For a
train 208 equipped with an ECP braking system, which may include a
data trainline 218 (e.g., a car-to-car cable for transmitting data
signals from and/or to onboard electronics), the data connector 110
may be a wired data connection to the data trainline 218. The data
connector 110 may also be a wireless transceiver for wireless
communication to a remote controller 230, such as a mobile device
located with a train operator, a train dispatch or back office
server, a computing device of a track bystander, and/or the like.
The data connector 110 may be a wired or wireless data transceiver
to the EOT device 220, which may analyze the distance data and/or
relay the distance data to a train 208 computing device 210. The
data connector 110 may include, but is not limited to, a serial
advanced technology attachment (SATA) connector, a serial attached
SCSI (SAS) connector, a universal serial bus (USB) connector, an
Ethernet connector, a Firewire connector, a radio transceiver, a
Wi-Fi transceiver, an infrared communication transceiver, a
satellite communication transceiver, and/or the like. The (wired
and/or wireless) data connection of the data connector 110 to a
train 208 computing device 210, an EOT device 220, or a remote
controller 230 may be persistent or non-persistent. It will be
appreciated that many configurations are possible
[0066] With further reference to FIG. 3, and in further
non-limiting embodiments or aspects, the power source 204 of the
distance monitoring device 106 is configured to provide electronic
power to the fastener 107, the distance sensor 108, the data
connector 110, and/or the local processor 206, as required by the
chosen implementation. The power source 204 may include, but is not
limited to, a battery pack (e.g., a nickel cadmium (NiCad) battery
cell, a nickel metal hydride (NiMH) battery cell, a lithium ion
(Li-ion) battery cell, etc.), a wired direct current or alternating
current power connection, a wireless power transfer (WPT) receiver,
and/or the like. More than one power source 204 may be employed,
and more than one type of power source 204 may be used in
combination. Batteries may be rechargeable, and the power source
204 may be shared with one or more other electronic devices, such
as an EOT device 220. For a train 208 equipped with an ECP braking
system, which may include a power trainline (e.g., a car-to-car
cable for transmitting electricity to power onboard electronics),
the power source 204 may be a wired power connection to the ECP
power trainline. It will be appreciated that many configurations
are possible.
[0067] With further reference to FIG. 3, and in further
non-limiting embodiments or aspects, the local processor 206 of the
distance monitoring device 106 is configured to receive distance
data from the distance sensor 108. The local processor 206 may also
be configured to communicate the distance data to a remote
processor, e.g., an EOT device 220, an onboard computing device 210
(e.g., located on a locomotive), a remote controller 230, such as a
mobile device located with a train operator, a train dispatch or
back office server, a computing device of a track bystander, and/or
the like. The local processor 206 may further be configured to
cause the initiation of at least one train action at least
partially based on the distance data. Train actions may include,
but are not limited to, increasing movement of a rail car,
decreasing movement of a rail car, stopping a rail car, reversing
movement of a rail car, engaging/closing a coupler,
disengaging/opening a coupler, and/or the like. The local processor
206 may also be configured to increase a rate of receiving the
distance data (e.g., through increased sample rate by the distance
sensor 108 itself, through increased sample rate of the distance
sensor 108 data stream, etc.) of the distance between the first
rail car and the second rail car as the distance between the first
rail car and the second rail car decreases. The local processor 206
may also be configured to increase a rate of communicating the
distance data to a remote processor (e.g., an EOT device 220, a
train 208 computing device 210, a remote controller 230, etc.) as
the distance between the first rail car and the second rail car
decreases. It will be appreciated that many configurations are
possible.
[0068] With further reference to FIG. 3, and in further
non-limiting embodiments or aspects, the train 208 may include a
computing device 210 (e.g., a locomotive ECP controller), which may
include a processor 212, a data storage medium 214 (e.g.,
non-transitory computer-readable media), and a transceiver 216 (for
communication with other devices in the network 200). The computing
device 210 may be positioned in or on the train 208, such as in the
locomotive or on another rail car. The EOT device 220 may include a
processor 222, a data storage medium 224 (e.g., non-transitory
computer-readable media), a transceiver 226 (for communication with
other devices in the network 200), and a power source 228. The
power source 228 of the EOT device 220 is configured to provide
electronic power to the processor 222, data storage medium 224, and
transceiver 226. The power source 228 may include, but is not
limited to, a battery pack (e.g., a nickel cadmium (NiCad) battery
cell, a nickel metal hydride (NiMH) battery cell, a lithium ion
(Li-ion) battery cell, etc.), a wired direct current or alternating
current power connection, a wireless power transfer (WPT) receiver,
and/or the like. More than one power source 228 may be employed,
and more than one type of power source 228 may be used in
combination. Batteries may be rechargeable, and the power source
228 may be shared with one or more other electronic devices, such
as a distance monitoring device 106. For a train 208 equipped with
an ECP braking system, which may include a power trainline (e.g., a
car-to-car cable for transmitting electricity to power onboard
electronics), the power source 228 may be a wired power connection
to the ECP power trainline.
[0069] With further reference to FIG. 3, and in further
non-limiting embodiments or aspects, the remote controller 230 may
include a processor 232, a data storage medium 234 (e.g.,
non-transitory computer-readable media), a transceiver 236 (for
communication with other devices in the network 200), and a power
source 238 (e.g., a battery). The remote controller 230 may be any
computing device configured to communicate with other devices in
the network 200, including with the distance monitoring device 106,
either directly or indirectly, such as a mobile device of a
locomotive operator, a train dispatch or back office server, a
computing device of a track bystander, and/or the like.
[0070] With reference to FIG. 4, and in non-limiting embodiments or
aspects, depicted is a network 300 for monitoring a distance
between a first rail car and a second rail car during coupling. As
illustrated, dashed lines indicate communicative connections,
including wired communication channels, wireless communication
channels, or a combination thereof. Provided is a train 208, upon
which is located one or more distance monitoring devices 106
(abbreviated as "distance monitor" as shown), which are positioned
on one or more rail cars of the train 208. Communication with the
train 208 may be understood as communication with a computing
device 210 or data trainline thereof. The distance monitoring
device 106 may include a fastener 107, a distance sensor 108, a
data connector 110, a power source 204, a local processor 206, a
speaker 302, an indicator light 304, and a display 306. The
distance monitoring device 106 may also be integrated with an EOT
device. The fastener 107 may include, but is not limited to, a
magnet (e.g., a permanent magnet, an electromagnet, etc.), a
magnetic material for attraction to a magnet on the rail car, a
threaded fastener (e.g., nut-and-bolt, screw, stud, etc.), a clamp,
a clip, a tie, a strap, a snap, and/or the like. One or more
fasteners 107 may be used to secure the distance monitoring device
106 to a rail car, and more than one type of fastener may be used
in combination. The fastener 107 may affix the distance monitoring
device 106 to a rail car sidewall, a rail car frame (e.g., a
flatcar bed), a coupler of a rail car, or any portion of a rail car
such that the distance sensor 108 may determine the proximity of
the rail cars during coupling. The distance sensor 108 may include,
but is not limited to, a Doppler sensor, a magnetic field sensor,
an optical sensor (e.g., photoelectric, photocell, laser
rangefinder, infrared), a radar sensor, a LIDAR sensor, a sonar
sensor, and/or the like. The distance monitoring device 106 may
include one or more distance sensors 108, including one or more
types of distance sensor 108. The distance monitoring device 106
may use the distance sensor 108 to determine a distance between
rail car bodies, a distance between a rail car body and a coupler,
a distance between couplers, or a combination thereof. It will be
appreciated that many configurations are possible, and the distance
monitoring device 106 may be configured to determine a distance
between any point associated with the first rail car and any point
associated with the second rail car.
[0071] With further reference to FIG. 4, and in further
non-limiting embodiments or aspects, the data connector 110 may be
a wired or wireless connector to a wired or wireless data
connection, or a combination thereof (e.g., a wired connection to a
wireless transceiver), and the data connector 110 may provide
communication between the distance monitoring device 106 and a
remote processor, e.g., a train 208 computing device 210 (e.g., a
locomotive ECP controller), a remote controller 230 (e.g., a mobile
device of a locomotive operator, a train dispatch of back office
server, a computing device of a track bystander, etc.), and/or the
like. The data connector 110 may be a wireless transceiver for
wireless communication to a remote controller 230. The data
connector 110 may include, but is not limited to, a serial advanced
technology attachment (SATA) connector, a serial attached SCSI
(SAS) connector, a universal serial bus (USB) connector, an
Ethernet connector, a Firewire connector, a radio transceiver, a
Wi-Fi transceiver, an infrared communication transceiver, a
satellite communication transceiver, and/or the like. The (wired
and/or wireless) data connection of the data connector 110 to a
train 208 computing device 210, a remote controller 230, and/or the
like may be persistent or non-persistent. It will be appreciated
that many configurations are possible.
[0072] With further reference to FIG. 4, and in further
non-limiting embodiments or aspects, the power source 204 of the
distance monitoring device 106 is configured to provide electronic
power to the fastener 107, the distance sensor 108, the data
connector 110, and/or the local processor 206, as required by the
chosen implementation. The power source 204 may include, but is not
limited to, a battery pack (e.g., a nickel cadmium (NiCad) battery
cell, a nickel metal hydride (NiMH) battery cell, a lithium ion
(Li-ion) battery cell, etc.), a wired direct current or alternating
current power connection, a wireless power transfer (WPT) receiver,
and/or the like. More than one power source 204 may be employed,
and more than one type of power source 204 may be used in
combination. Batteries may be rechargeable, and a same power source
204 may be used for an integrated distance monitoring device 106
and EOT device. For a train 208 equipped with an ECP braking
system, which may include a power trainline (e.g., a car-to-car
cable for transmitting electricity to power onboard electronics),
the power source 204 may be a wired power connection to the ECP
power trainline. It will be appreciated that many configurations
are possible.
[0073] With further reference to FIG. 4, and in further
non-limiting embodiments or aspects, the local processor 206 of the
distance monitoring device 106 is configured to receive distance
data from the distance sensor 108. The local processor 206 may also
be configured to communicate the distance data to a remote
processor, e.g., an onboard computing device 210 (e.g., located on
a locomotive), a remote controller 230, such as a mobile device
located with a train operator, a train dispatch or back office
server, a computing device of a track bystander, and/or the like.
The local processor 206 may further be configured to cause the
initiation of at least one train action at least partially based on
the distance data. Train actions may include, but are not limited
to, increasing movement of a rail car, decreasing movement of a
rail car, stopping a rail car, reversing movement of a rail car,
engaging/closing a coupler, disengaging/opening a coupler, and/or
the like. The local processor 206 may also be configured to
increase a rate of receiving the distance data (e.g., through
increased sample rate by the distance sensor 108 itself, through
increased sample rate of the distance sensor 108 data stream, etc.)
of the distance between the first rail car and the second rail car
as the distance between the first rail car and the second rail car
decreases. The local processor 206 may also be configured to
increase a rate of communicating the distance data to a remote
processor (e.g., a train 208 computing device 210, a remote
controller 230, etc.) as the distance between the first rail car
and the second rail car decreases. It will be appreciated that many
configurations are possible.
[0074] With further reference to FIG. 4, and in further
non-limiting embodiments or aspects, the distance monitoring device
106 may include a speaker 302 to emit a sound (e.g., a beep, a
chirp, a recorded message, etc.), such as when the distance
monitoring device 106 is collecting distance data. Sounds produced
by the speaker 302 may reflect a sample rate of the distance sensor
108 and/or the current distance between the rail cars 102a, 102b
(e.g., a tempo/rhythm of sound proportional to the sample rate,
inversely proportional to the distance, etc.). The speaker 302 may
also be configured to emit a sound for status changes of the
distance monitoring device 106, such as powering on, powering off,
beginning a monitoring process, terminating a monitoring process,
and/or the like. For implementations where the distance monitoring
device 106 is integrated with an EOT device, the speaker 302 may
perform the sound functions of both devices. It will be appreciated
that many configurations are possible.
[0075] With further reference to FIG. 4, and in further
non-limiting embodiments or aspects, the distance monitoring device
106 may further include an indicator light 304 to reflect a status
of the distance monitoring device 106. Statuses may include, but
not limited to, a power level status (e.g., green light for high
battery level, yellow light for low battery level), an on/off
status (e.g., illuminated when active), a distance sensor 108
sample rate (e.g., blinking at a tempo proportional to the sample
rate), a proximity/distance status (e.g., green light when
uncoupled and at a distance, red light when couplers have
connected), and/or the like. The indicator light 304 may provide
visual feedback to show that the distance monitoring device 106 is
operating properly, and may further provide an additional layer of
feedback should personnel be within sight-range of the distance
monitoring device 106. It will be appreciated that many
configurations are possible.
[0076] With further reference to FIG. 4, and in further
non-limiting embodiments or aspects, the distance monitoring device
106 may further include a display to allow personnel to configure
the distance monitoring device 106, view distance data (both
historic and/or current), check a status of the distance monitoring
device 106 (e.g., on/off, active/inactive, functional/errored),
and/or the like. It will be appreciated that many configurations
are possible.
[0077] With further reference to FIG. 4, and in further
non-limiting embodiments or aspects, the train 208 may include a
computing device 210 (e.g., a locomotive ECP controller), which may
include a processor 212, a data storage medium 214 (e.g.,
non-transitory computer-readable media), and a transceiver 216 (for
communication with other devices in the network 300). The computing
device 210 may be positioned in or on the train 208, such as in the
locomotive or on another rail car. The processor 212 may be used to
analyze the distance data from the distance monitoring device 106
and automatically control operation of a locomotive of the train
208 to control the movement of the coupling. For example, the
distance data may indicate a greater distance than a predetermined
threshold for the rail cars being coupled, the threshold indicative
of a distance required to engage the couplers of the rail cars. In
response, the processor 212 may direct the locomotive to move one
of the rail cars toward the other rail car, to reduce the distance
between the rail cars. Thereafter, in response to determining that
the distance data satisfies a threshold distance required for
coupling, the processor 212 may direct the locomotive to halt
movement (wherein, the coupling is presumed to be complete or able
to be completed). The processor 212 may also reduce the speed of
movement of a locomotive as the distance between the rail cars
reduces, to allow for a safe speed for coupler connection. In this
manner, a closed-loop automated coupling system can be established,
allowing the train to self-couple cars through communications
between the distance monitoring device 106 and a train 208
computing device 212. For couplers that must be engaged manually,
the same steps may be carried out for a threshold indicative of a
distance that the couplers are able to be manually connected.
Moreover, for self-propelled rail cars that do not require a
separate locomotive, the same steps may be carried out as an
instruction to the self-propelled rail car to move along the track
to complete a coupling operation. The computing device 210 may also
present the distance data on a display to personnel (e.g., a
locomotive operator), by which the personnel may control movement
and train actions of the coupling operation. It will be appreciated
that many configurations are possible.
[0078] With further reference to FIG. 4, and in further
non-limiting embodiments or aspects, the remote controller 230 may
include a processor 232, a data storage medium 234 (e.g.,
non-transitory computer-readable media), a transceiver 236 (for
communication with other devices in the network 300), a power
source 238 (e.g., a battery), a control interface 308 (e.g., a
touch screen, a button array, etc.), a speaker 310, an indicator
light 312, and a display 314. The remote controller 230 may be any
computing device configured to communicate with other devices in
the network 300, including with the distance monitoring device 106,
either directly or indirectly, such as a mobile device of a
locomotive operator, a train dispatch or back office server, a
computing device of a track bystander, and/or the like. Both the
train 208 computing device 210 and the remote controller 230 may be
considered a remote processor for the purposes of receiving
distance data, analyzing distance data, and/or controlling train
actions related to the coupling process. It will be appreciated
that many configurations are possible.
[0079] With further reference to FIG. 4, and in further
non-limiting embodiments or aspects, the remote controller 230 may
be used to analyze the distance data from the distance monitoring
device 106 and automatically control operation of a locomotive of
the train 208 (or self-propelled rail cars thereof) to control the
movement of the coupling process. For example, the distance data
may indicate a greater distance than a predetermined threshold for
the rail cars being coupled, the threshold indicative of a distance
required to engage the couplers of the rail cars. In response, the
remote controller 230 may direct the locomotive (or self-propelled
rail car engines/motors) to move one of the rail cars toward the
other rail car, to reduce the distance between the rail cars.
Thereafter, in response to determining that the distance data
satisfies a threshold distance required for coupling, the remote
controller 230 may direct the locomotive (or self-propelled rail
car engines/motors or brakes) to halt movement (wherein, the
coupling is presumed to be complete or able to be completed). The
remote controller 230 may also reduce the speed of movement of a
locomotive (or self-propelled rail car engines/motors) as the
distance between the rail cars reduces, to allow for a safe speed
for coupler connection. In this manner, a closed-loop automated
coupling system can be established, allowing the train to
self-couple cars through communications between the distance
monitoring device 106 and a remote controller 230. For couplers
that must be engaged manually, the same steps may be carried out
for a threshold indicative of a distance that the couplers are able
to be manually connected. The remote controller 230 may also
present the distance data on a display 314 to personnel (e.g., a
locomotive operator, a track bystander, a train dispatch or back
office personnel, etc.), by which the personnel may control
movement and train actions of the coupling operation through the
control interface 308. In such arrangements, the speaker 310 may
provide audio feedback to the personnel (e.g., tones or messages
indicative of the distance or status of the coupling process), the
indicator light 312 may provide visual feedback of a status of the
remote controller (e.g., power level, on/off status, coupling
process status, etc.), and the display 314 may provide visual
feedback for monitoring and controlling the coupling process. It
will be appreciated that many configurations are possible.
[0080] With reference to FIG. 5, and in non-limiting embodiments or
aspects, provided is a method 400 for monitoring a distance between
a first rail car and a second rail car during coupling. The method
400 may be completed by a local processor of the distance
monitoring device and/or a remote processor. The method 400 may
include, at step 402, receiving distance data from a distance
sensor of a distance monitoring device, the distance monitoring
device affixed to one of, and positioned between, a first rail car
and a second rail car. The distance sensor is configured to detect
a distance between the first rail car and the second rail car in a
direction away from an end of one rail car and toward an end of the
other rail car. The detected distance may be a signal indicative of
a value (e.g., 20 meters, 30 feet, etc.) or a category (e.g., near,
far, connected). The method 400 may include, in step 404,
controlling movement of the first rail car and/or the second rail
car to reduce the distance between the first rail car and the
second rail car. Step 404 may be based at least partially on the
distance data, e.g., if the distance data is above a threshold
distance, continue reducing the distance between the rail cars, if
the distance data satisfies a threshold indicative of nearly
complete or complete, slow or halt movement, etc. The method 400
may include, in step 406, detecting one or more obstacles, if
present, between the first rail car and the second rail car. Step
406 may be based at least partially on the distance data, e.g., the
distance data may indicate a drop in distance that is unexpected
and is indicative of a blockage, the distance data may indicate an
uneven surface indicative of track damage or misalignment, the
distance data may indicate a moving object that is not the other
rail car, etc. Obstacles may include, but are not limited to,
people, animals, or objects in the path (or potentially entering
the path) of the coupling process, track damage, misalignment of
the rail cars, and/or the like. If an obstacle is detected in step
406, the method 400 may include, in step 408, temporarily
suspending movement of the first rail car and/or the second rail
car until the at least one obstacle is no longer detected between
the first rail car and the second rail car. It will be appreciated
that many configurations are possible.
[0081] With further reference to FIG. 5, and in further
non-limiting embodiments or aspects, the method 400 may include, in
step 410, determining if a distance threshold is met (i.e.,
satisfied) that is representative of a completed rail car coupling.
The distance threshold may be a value of a distance between the
rail car bodies, the rail car couplers, or between two other points
of the rail cars that is known to be the distance when the rail
cars are successfully coupled. For example, ten feet may be a known
distance between the two rail car bodies when they are connected,
and the distance threshold may be satisfied when the distance data
indicates a distance between the two rail car bodies of ten feet or
less. The distance threshold may further be categorical, wherein
the underlying distance of a successful coupling is embedded in the
distance data--e.g., when fifteen feet may be predetermined to be
"near" coupling, and ten feet may be predetermined to be a
"completed" coupling, distance data may indicate "near" at fifteen
feet and "complete" at ten feet or less, thereby satisfying a
distance threshold category of "complete." A threshold distance may
be dynamically determined based on the rail cars involved in the
coupling process, such as based on the type of rail car and the
configuration of the rail car body, coupler, and/or the like. It
will be appreciated that many configurations are possible.
[0082] With further reference to FIG. 5, and in further
non-limiting embodiments or aspects, the method 400 may include, in
step 412, in response to determining that the distance threshold is
satisfied, stopping movement of the first rail car and/or the
second rail car. The method 400 may further include, in step 414,
accounting for non-linear rail below the rail cars. For example, a
rise, descent, or curve of the rail track may effectively change
the threshold distance representative of a completed coupling and
may interfere with detecting obstacles. Step 414 may be completed
by controlling an angle of the distance sensor, in 416, such as to
modify a sensing direction of the distance sensor to counteract the
rise, descent, or curve of the rail track--i.e., raising the
distance sensor angle on a rise, lowering the distance sensor angle
on a descent, and/or angling the distance sensor left or right with
left or right curves of the rail track. Changes in angle of the
distance sensor may be proportional to the changes in the
non-linear rail. Changes in the non-linear rail may be detected by
the distance sensor directly, another sensing device, or may be
determined through track data stored in a data storage medium
connected to a controlling processor and identified based on the
geolocation of the distance monitoring device. Step 414 may further
be completed by filtering the distance data in step 418, instead of
or in addition to step 416. For example, the distance sensor may
generate distance data with an effective "field of view," i.e., a
sensed domain and range. The distance data may be filtered to focus
on portions of the field of view, i.e., portions of the domain and
range of sensed data, in the direction of the change in non-linear
rail. For example, the upper field of view may be prioritized in
filtering for a rise in rail track, the lower field of view may be
prioritized in filtering for a descent in rail track, and/or an
off-center field of view may be prioritized in filtering for a
curve in rail track. It will be appreciated that many
configurations are possible.
[0083] With further reference to FIG. 5, and in further
non-limiting embodiments or aspects, the method 400 may include
modifying a distance data sample rate of the distance sensor, in
step 420. The sample rate may be increased in response to a
detected decrease in the distance between the first rail car and
the second rail car, to provide for added precision as the coupling
nears completion. The increase in the sample rate may be a linear,
progressing increase that is proportional to the decrease in
distance between the rail cars. The sample rate may also be
modified to increase or decrease the sample rate at different
detected threshold distances between the rail cars. The method 400
may further include, in step 422, modifying a movement parameter of
the first rail car or second rail car, as the coupling is in
process. Movement parameters include, but are not limited to, speed
of a rail car, speed of a locomotive associated with a rail car, a
level of brake pipe pressure or brake engagement of a rail car,
and/or the like. It will be appreciated that many configurations
are possible.
[0084] With further reference to the foregoing figures, remote
processors (e.g., train computing devices, remote controllers,
etc.) may be manually operated and controlled by personnel to
monitor and control rail car coupling processes. Such remote
processors may include or be communicatively connected to a display
to provide visual feedback of the coupling process. In arrangements
where the distance monitoring device and/or distance sensor
includes a camera configured to generate video/image data, the
video/image data may be communicated to the display of the remote
processor for viewing by personnel. The video/image data may allow
the personnel to use a control interface of the remote processor
(e.g., buttons, keyboard/mouse, levers, touchscreen, and/or the
like) to control the movement of one or more rail cars and complete
a coupling process. Remote processors may also assist with control
of the train actions and may be partially or fully automated. It
will be appreciated that many configurations are possible.
[0085] Although the disclosure has been described in detail for the
purpose of illustration based on what is currently considered to be
the most practical and preferred embodiments, it is to be
understood that such detail is solely for that purpose and that the
disclosure is not limited to the disclosed embodiments, but, on the
contrary, is intended to cover modifications and equivalent
arrangements that are within the spirit and scope of the appended
claims. For example, it is to be understood that the present
disclosure contemplates that, to the extent possible, one or more
features of any embodiment can be combined with one or more
features of any other embodiment.
* * * * *