U.S. patent number 3,758,775 [Application Number 05/184,828] was granted by the patent office on 1973-09-11 for railroad crossing signalling system.
This patent grant is currently assigned to The United States of America as represented by the Secretary of the. Invention is credited to John B. Hopkins.
United States Patent |
3,758,775 |
Hopkins |
September 11, 1973 |
RAILROAD CROSSING SIGNALLING SYSTEM
Abstract
Disclosed is a highway-railroad crossing signalling system
utilizing microwave telemetry to convey control information from a
remote sensing location to a receiver coupled to an active motorist
warning device.
Inventors: |
Hopkins; John B. (Cambridge,
MA) |
Assignee: |
The United States of America as
represented by the Secretary of the (Washington, DC)
|
Family
ID: |
22678520 |
Appl.
No.: |
05/184,828 |
Filed: |
September 29, 1971 |
Current U.S.
Class: |
246/125; 246/30;
340/551; 455/41.2; 340/539.1; 340/933 |
Current CPC
Class: |
B61L
29/282 (20130101) |
Current International
Class: |
B61L
29/00 (20060101); B61L 29/28 (20060101); B61l
001/10 () |
Field of
Search: |
;246/29,30,125-130,249
;325/29,37,125,128,2,26 ;340/31,32,33,416,224 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Hoffman; Drayton E.
Assistant Examiner: Libman; George H.
Claims
What is claimed is:
1. A railroad crossing signalling system comprising:
transmitter means for producing a beam of microwave energy for
conveying train presence information;
modulator means for modulating said beam, said modulator means
comprising a sensor means having attenuator means for suppressing
said beam when a train is sensed to detect the presence of trains
at said displaced location and low duty cycle pulse modulator means
for modulating said beam in response thereto;
receiver means for receiving said beam of microwave energy and for
detecting the presence or absence of trains according to the
modulation characteristics of said beam; and
active warning means responsive to said receiver means for warning
motorists of the presence of trains detected by said detection
means, said receiver means and said warning means are disposed
adjacent a highway railroad-track crossing and said transmitter
means is disposed at a substantially displaced location therefrom
adjacent said railroad track and is coupled to said receiver means
by said beam.
2. A railroad crossing signalling system according to claim 1
wherein said receiver means comprises enabling means to enable said
warning means in response to a sustained absence of said beam.
3. A railroad crossing signalling system according to claim 1
wherein said transmitter means, said receiver means and said
warning means each comprise a separate self-contained power source
means.
4. A railroad crossing signalling system according to claim 3
wherein each of said self-contained power source means comprises a
battery.
Description
ORIGIN OF THE INVENTION
The invention described herein was made by an employee of the
United States Government and may be manufactured and used by or for
the Government for governmental purposes without the payment of any
royalties thereon or therefor.
BACKGROUND OF THE INVENTION
This invention relates to highway-railway crossing detection
signalling systems, and more particularly, to the use of microwave
telemetry techniques in crossing signalling systems.
Major concerns of the railroad industry, and the cause of two
thirds of the rail associated deaths in the United States, are
highway-railway crossing accidents. Each year approximately 1,500
people die and 3,000 are injured in train-motor vehicle collisions.
The death to injury ratio clearly illustrates the severity of these
accidents. One important factor in the quest to eliminate crossing
accidents is the installation of automatic warning devices such as
flashing lights and movable gates. However, only 20 percent of the
225,000 crossings in the United States have active protection, the
remainder being marked only by passive signs. The relatively slow
rate at which active devices are being installed (1,000-2,000 per
year) is primarily due to high costs, which range from $15,000 to
$100,000 for each crossing. Still further costs are associated with
maintenance. The high costs are due in large measure to the
difficult environments in which the systems must operate and the
high reliability required since human life is involved.
A major portion of signalling system costs stem from the required
coupling between a warning device and a remote sensor. Many
conventional warning systems utilize a source connected across the
rails of an electrically isolated section of track. This isolated
section must extend far enough from the highway-railway
intersection to provide adequate warning time. Typically, the
length is one half mile or less, one half mile providing a
30-second warning time with a 60 mph train. A detector, perhaps
only a relay, is wired across the tracks at the crossing so that
when a train enters the isolated section the tracks are short
circuited and the detector receives no signal. This condition, zero
received signal, is the operational definition of train presence,
and the active signal devices are enabled in response thereto. This
system illustrates the fail safe attribute necessary in railroad
crossing detectors. That is, should power across the tracks be
removed the signal devices are activated falsely, rather than
possibly ignoring the presence of a train. Due to the great weight
that railroad tracks must bear, provision of an electrically
insulated section in a mechanically continuous track is costly and
a source of recurrent maintenance problems. For example, water,
particularly in the presence of salt spread on the road in the
winter, can bridge the insulation that defines the isolated
section, or even cause a false actuation. In addition, rust on
seldom used tracks sometimes prevents a train from properly short
circuiting the tracks. Other systems developed to alleviate these
problems include connecting the warning device to a remote sensor
by a cable. However, to insure against damage from weather or
vandals, the cable must be buried which entails a substantial
increase in cost of installation.
The object of this invention therefore is to provide a railraod
crossing detection system that is low in cost, can be easily
installed, is highly reliable in the difficult railroad environment
and possesses the essential fail safe characteristic. A particular
object is to provide reliable, low cost coupling between a train
sensor and a warning device.
SUMMARY OF THE INVENTION
The invention is characterized by a signalling system including a
microwave transmitter for producing a beam of microwave energy that
conveys information concerning the presence or absence of a train
from a remote location on a railroad track to a receiver located
adjacent a highway-railroad crossing. In response to a
predetermined modulation characteristic of the microwave beam that
signifies the presence of a train, the receiver enables an active
motorist warning device. According to one preferred embodiment of
the invention, the transmitter is located at a position
substantially displaced from the crossing and includes a modulator
with a sensor to detect rail traffic on the track section
immediately adjacent to the transmitter. The microwave beam is
directed toward the receiver and the modulator imposes upon the
beam the predetermined modulation characteristic signifying the
presence of railroad traffic in response to appropriate signals
from the sensor. Considerations such as visibility and the average
speeds of the rail and road traffic traversing a particular
crossing determine the spacing between the transmitter and the
receiver. Typically the spacing is one-fourth to one-half mile.
Many prior detection systems utilize the tracks themselves to
convey the intrusion information to the receiver, but the tracks
are subject to malicious or accidental short circuiting. Other
systems utilize cables to make the connections, but it has been
found that the cables must be buried to be immune from vandals and
weather. Inasmuch as the present system requires no connecting
apparatus between the remote transmitter location and the crossing
these problems are eliminated. Also, costs are lower than those
incurred with the previously known systems since, for example, the
expensive burial step is not needed. In addition, microwaves are
well suited for these detectors because they are unaffected by
inclement weather and can be range limited so as to prevent
cross-coupling to other devices.
According to another preferred embodiment of the invention the
transmitter is positioned at the crossing with the receiver and
includes a radiator to direct the beam parallel to the railroad
track. A remote reflector apparatus directs the beam across the
tracks and thence back toward the crossing. The receiver includes a
detector responsive to the returning beam which is interrupted by a
train at the remote location. An advantage of this system is that
all apparatus requiring power is placed near the highway, thereby
simplifying service and routine maintenance, and providing ready
access to electrical power lines if utilization of an external
power source is desired.
A feature of the invention is the utilization of a pulse modulator
with a low duty cycle, for example, a duty cycle of 1 percent. IN
this mode of operation the transmitter generates a beam only 1
percent of the time so that power requirements are substantially
reduced. A self-contained battery source can be functional for a
year with this low duty cycle pulse modulation thereby simplifying
routine maintenance tasks by eliminating the need for frequent
battery replacement.
Another feature of the invention is the inclusion of an attenuator
in the sensor for suppressing the beam of microwave energy when the
presence of a train is sensed. The receiver enables the warning
device only in the event of a sustained absence of the beam. The
response of the receiver is too slow to enable the warning device
during the spaces between the pulses, but requires a time
equivalent to several pulses. This system provides a fail safe
feature in that breakdown of either the transmitter or the receiver
results in the zero received signal that actuates the warning
device. Therefore, in the event of system failure a false alarm
will be delivered rather than permitting a train to cross the
intersection without warning.
DESCRIPTION OF THE DRAWINGS
These and other features and objects of the present invention will
become more apparent upon a perusal of the following description
taken in conjunction with the accompanying drawings wherein:
FIG. 1 shows a diagram of a signalling system in conjunction with a
highway-railroad crossing comprising multiple tracks;
FIG. 2 shows a block diagram of a transmitter utilized in the
system shown in FIG. 1;
FIG. 3 shows a block diagram of the receiver utilized in the
embodiment shown in FIG. 1;
FIG. 4 shows an adaptation of the preferred embodiment shown in
FIG. 1 that utilizes a single transmitter to protect a plurality of
highway-railroad crossings; and
FIG. 5 shows another preferred embodiment of the invention with the
transmitter and receiver together at the crossing and remote
reflectors disposed so as to return the beam to the receiver in the
absence of a train.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring first to FIG. 1 there is shown a preferred crossing
detection and signalling system 21 at a highway-railroad crossing
22 formed by the intersection of a highway 20 and three tracks 23,
24 and 25. At a location 26 substantially displaced from the
crossing 22 is a transmitter 27 that projects a beam of microwave
energy 28 toward an antenna 30 of a receiver 29 at the crossing.
Modulation characteristics of the beam 28 are detected by the
receiver 29, and in response to a predetermined characteristic that
signifies the presence of a train at the location 26, the receiver
enables a signal control 31 that activates an active motorist
warning signal 32. A self-contained battery 33 powers the receiver
29. A plurality of sensors 34, which may, for example, be of the
magnetic flange detector type manufactured by the Servo Corporation
and which are mounted on the railroad track to generate a signal
when the trail wheel passes over the sensor, within the transmitter
27 sense the presence of trains on the tracks 23, 24 and 25 at the
location 26 and in response thereto supply a suppression signal to
a pulse modulator 35 through line 36. The modulator 35, when not
suppressed, modulates a microwave oscillator 37, which may be of
the Gunn-diode oscillator type, that feeds a transmitting antenna
38 to form the beam 28. A self-contained transmitting battery 39
powers the modulator 35. The signals on the line 36 indicating
train presence do not distinguish between the individual tracks 23,
24 and 25. Such a distinction is not necessary inasmuch as the
warning device 32 must be activated in response to the presence of
a train on any track 23, 24 or 25.
Referring next to FIG. 2 there is shown a block diagram of the
transmitter 27 including one of the sensors 34 connected by the
line 36 to a pulse generator 41. An output of the pulse generator
is carried by a line 42 to a power amplifier 43, an output thereof
being carried by a line 44 to the oscillator 37. The battery 39
supplies power to the modulator 35 that includes the pulse
generator 41 and the power amplifier 43. Power for the oscillator
37 is supplied intermittently on the line 44. The beam 28 is
therefore an intermittent or pulsed microwave beam, and when a
train is detected by the sensor 34 the pulse generator 41 is
suppressed entirely. Consequently, the beam 28 is off during the
presence of a train at the location 26. Conventionally, a
Gunn-diode oscillator suitable for telemetry requires approximately
5 watts of input power. However, the low duty cycle of the pulse
modulator 35, being approximately 1 percent, reduces that power
requirement to an average of 50 milliwatts. Consequently, a
conventional automobile battery 39 can function for 12 months
unattended.
Referring next to FIG. 3 there is shown a block diagram of the
receiver 29 and the signal controls 31. An output of the receiving
antenna 30 resulting from the beam 28 impinging thereon is detected
by a diode 51 and the detected signal is amplified in an amplifier
52. Receiving the amplified detected signal on a line 53 is an RC
circuit 54 including a capacitor 55 and a resistor 56 that acts as
a "pulse stretcher." A Schmidt trigger 57, followed by a power
amplifier 58, receives the stretched signal from the resistor 56. A
rectifier 59 passes the output of the power amplifier 58 to a
filter capacitor 61 and an enabling relay 62. Contacts 63 of the
relay 62 are normally closed and are open, as shown in FIG. 3, only
when the relay is energized. When the contacts 63 close, power from
the battery 33 is carried by a line 64 to the signal controls 31
causing the resultant activation of the warning device 32. The
receiver 29 as shown enclosed within a dashed line in FIG. 3
includes the diode 51, the amplifier 52, the RC circuit 54, the
Schmidt trigger 57, the power amplifier 58, the rectifier 59, the
filter capacitor 61 and the enabling relay 62.
During operation of the warning system 21 as shown in FIGS. 1, 2
and 3, the absence of a train at the location 26 is accompanied by
the absence of a signal on the line 36. Therefore, a pulsating
voltage on the line 44 powers the oscillator 37 so as to produce
the intermittent microwave beam 28. The presence of the beam 28
with the particular pulsating modulation characteristic signifies
the absence of a train to the receiver 29. Each pulse of the beam
28 is detected by the diode 51 and amplified by the amplifier 52
thereby producing a pulse of a substantially higher amplitude on
the line 53. The signal supplied to the Schmidt trigger 57 is of
longer duration than the pulses on the line 53 as a result of the
low-pass RC circuit coupling. Therefore, the Schmidt trigger 57 is
in the "on" state for a substantially longer time than the period
of the pulses on the line 53. The longer period of the pulses
delivered to the power amplifier 58 insures that the output thereof
is at a high average energy level as compared to the energy level
of the voltage on the line 53. Rectification and filtration of the
output of the power amplifier 58 produces a sustained dc voltage
across the capacitor 61 while the pulsating beam 28 is received.
The voltage across the capacitor 61 holds the enabling relay 62 in
the activated state, thereby keeping the contacts 63 open and the
warning device 32 inactivated. In the event that a train is sensed
at the location 26 the pulse generator 41 becomes inoperable and
transmission of the beam 28 ceases. With the beam 28 absent, the
voltage across the capacitor 61 quickly decays through the relay 62
to a level that can no longer maintain activation and the contacts
63 close. Activation of the warning signal 32 results from the
voltage supplied on the line 64 through the closed contacts 63.
After the passing of the train, the transmission of the beam 28 is
resumed causing the voltage to again appear across the capacitor
61; therefore, the relay 62 is activated and the signal 32 is
stopped.
As noted above, railroad signalling systems should be fail safe.
That is, the warning device 32 should be activated in the event of
system failure because false alarms are preferable to insensitivity
to rail traffic. This fail safe attribute is achieved in the system
21 since obstruction of the beam 28 or transmitter 27 or receiver
29 failure causes the voltage on the capacitor 61 to decay and
results in activation of the warning device 32.
Referring next to FIG. 4 there is shown another highway-railway
crossing signalling and detector system 71 in conjunction with a
single track 72 and a plurality of highways 73a, 74a and 75a
forming a plurality of crossings 73, 74 and 75. A single
transmitter and antenna combination 76 is connected by a cable 77
to a sensor (not shown) that detects the presence of trains on the
track 72 adjacent to the transmitter. The transmitter 76 is similar
to the transmitter 27 and produces a pulsating microwave signal
that is suppressed in response to the presence of a train.
Associated with each crossing 73, 74 and 75 is a receiver and
warning device combination 81, 82 and 83 respectively. The receiver
combination 81 receives the microwave output from the transmitter
76 and is similar to the receiver 29 and warning device 32
combination. Correspondingly, the receiver combination 82 also
receives the microwave output from the transmitter 76 and is
similar to the receiver combination 81 with the exception that
conventional delay circuits prevent activation of the warning
device for a period of time after transmission has stopped. That
period of time corresponds to the time required for a train to
travel from the crossing 73 to the crossing 74. Likewise, delay
circuits in the receiver 83 delay activation of the associated
warning device for a period of time equivalent to the time required
for a train to travel from the crossing 73 to the crossing 75.
During operation of the system 71 activation of each transmitter
receiver pair 76,81; 76,82; and 76,83 is similar to operation of
the embodiment 21. The embodiment 71 is useful and economical if a
plurality of closely spaced highway-railroad crossings 73, 74 and
75 must be protected. Utilization of a single transmitter 76
results in a substantial cost saving.
Referring now to FIG. 5 there is shown a third preferred railroad
crossing signalling and detection system 91 including a transmitter
92 and a receiver 93 both adjacent to a crossing 94 including a
single road 95 and a single track 96. At a location 97
substantially displaced from the crossing 94 a reflector 98 at an
angle to the track 96 receives a pulsating microwave beam 99 from
the transmitter 92 and reflects it across the track to another
reflector 101. The beam 99 strikes the reflector 101
perpendicularly thereto and therefore is reflected back along its
original path to the reflector 98 and then toward the transmitter
92. DUe to dispersion of the beam 99 a portion of the returning
beam from the reflector 98 impinges on an antenna 102 connected to
the receiver 93. Also connected to the receiver 93 is an active
motorist warning device 103. The transmitter 92 is similar to the
transmitter 27 and the receiver 93 is similar to the receiver
29.
During operation of the system 91 the pulsating microwave beam 99
normally is reflected to the antenna 102, and the receiver
therefore maintains the warning device 103 in the inactive state.
When a train at the location 97 passes between the reflectors 98
and 101, the return beam is interrupted and the receiver 93
responds as did the receiver 29 to the absence of a signal by
activating the warning device 103. The system 91 is similarly fail
safe, in that the presence of a positive signal prevents the
activation of the warning device 103, and the interruption of the
signal by a train or system failure causes the activation of the
warning signal 103.
Obviously, many modifications and variations of the present
invention are possible in light of the above teachings. For
example, different and/or more complex modulation can be used so
that the system can sense not only train presence, but also train
velocity and distinguish which tracks are being used. Also, there
are many different types of sensors which can be used by those
skilled in the art in many different modes of operation to control
the modulation. In addition, each of the described embodiments can
be used with any of the crossings shown, and others that may be
encountered. It is to be understood, therefore, that the invention
can be practiced otherwise than as specifically described.
* * * * *