Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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DESCRIPTION
SYSTEMS FOR RAILROAD SWITCH POSITION DETECTION
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of priority to U.S.
Provisional Patent Application
Serial No. 62/864,820, filed June 21, 2019, hereby incorporated by reference
in its entirety.
FIELD OF INVENTION
[0002] The present invention relates generally to a rail road safety
system, and more
specifically, to a portable rail detector for determining the position of a
railroad switch.
BACKGROUND
[0003] Railroad systems often have diverging railroad tracks so that rail
vehicle can change
directions or pass another railroad vehicle traveling in the same direction.
Rail switches
connect the diverging tracks by using a series of switch rails to guide the
rail vehicle onto the
desired track. Damage to the rail switches can cause trains to be misdirected
onto the wrong
track or at worst, can be derailed completely. The most common ways in which
railroad
switches occur when rail vehicles travel over the rail switch at excessive
speeds or when rail
vehicles drive through the switch backward, while the switch is in the wrong
position.
[0004] Damage to the rail switch requires the section of railroad
containing the damaged
switch to be shut down. Typically, each diverging railroad track is shut down
and is not re-
opened until repairs are complete. As such, damaged rail switches lead to
massive delays in
transportation time and increased cost of operation. Further, repair of the
rail switch may lead
to increased safety risks to rail workers and rail vehicles which may cause
further delays in re-
opening the railroad tracks.
SUMMARY
[0005] The present disclosure relates to a rail safety system for use
during railroad
maintenance to prevent damage to rail switches and reduce safety risks
inherent to repair of
damaged rail switches. For example, rail safety system may be configured to
determine a
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position of a rail switch and alert rail personnel or rail vehicles of the
position of the rail switch.
In some configurations, the system includes a switch position detector
including a sensor
configured to detect a position of the switch rails and one or more switch
position beacons in
communication with the switch position detector, each switch position beacon
comprising a
light source configured to emit visible light. In some configurations, system
includes a control
system (e.g., controller) configured to determine a position of the switch
rails and based on the
position of the switch rails, transmit a first signal to the one or more
switch position beacons.
In this way, operators of rail vehicles and maintenance personnel may be
alerted of the position
of the rail switch without being in visual range of the rail switch.
[0006] In some configurations, switch position detector is configured to
detect a change of
the position of the switch rails between the first position and the second
position and based on
the change of the position of the switch rails, transmit a signal to the one
or more switch position
beacons. For example, switch position detector may include a first sensor
configured to detect
a first switch rail tip of the switch rails and a second sensor configured to
detect a second switch
rail tip of the switch rails. In some configurations, the control system is
configured to calculate
a first distance between the first sensor and the first switch rail tip,
calculate a second distance
between the second sensor and the second switch rail tip, and based on the
first distance or the
second distance increasing or decreasing by a predetermined amount, transmit
the second
signal to the one or more switch position beacons. Some of the foregoing
systems include a
personal alert device ("PAD") in communication with the switch position
detector, the PAD
including an alarm and configured to be carried by a rail worker and a
collision avoidance
system ("CAS") coupled to a rail vehicle and in communication with the switch
position
detector.
[0007] In some configurations, the one or more switch position beacons
comprises a first
beacon removably coupled to a first line of the rail track and a second beacon
removably
coupled to a second line of the rail track. Switch position detector is
configured to select the
first line as a passable track, transmit a passable signal to the first
beacon, and transmit a non-
passable signal to the second beacon. In some configurations, switch beacons
may send one
or more signals to the detector or rail vehicles. For example, the second
beacon is configured
to detect a rail vehicle travelling along the second line and, based on
receiving the non-passable
signal, transmit a warning signal to the rail vehicle. In this way, a rail
vehicle operator
travelling backwards through rail switch may be aware that the rail switch is
in the wrong
position and risk of damage to the rail switch is increased.
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[0008] Some of the present systems include a portable railroad switch
position detector
having a first detector configured to be positioned between switch rails of a
rail track, the first
detector including a body having a first end and a second end and a first
sensor coupled to the
first end of the body and configured to detect a first switch rail tip of the
switch rails. First
detection may include a controller configured to calculate a first distance
between the first
sensor and the first switch rail tip, determine a position of the switch rails
between a first
position and a second position, based on the first distance, and transmit a
first signal to the one
or more beacons, based on the first distance. In some configurations, a height
of the first
detector is less than or equal to 10 centimeters.
[0009] In some of the foregoing configurations, first detector includes a
second sensor
configured to detect a second switch rail tip of the switch rails. In some
such configurations,
the controller is configured to calculate a second distance between the second
sensor and the
second switch rail tip and based on the first distance or the second distance
increasing or
decreasing by a predetermined amount, transmit the second signal to the one or
more beacons.
First detector may include a sensor housing coupled to the first end, the
sensor housing
including a bracket defining a plurality of openings and a sensor frame
coupled to the bracket
and defining a first opening. The sensor frame is rotatable relative to the
bracket such that the
first opening of the sensor frame is configured to align with at least three
openings of the
plurality of openings of the bracket. Additionally, or alternatively, switch
position detector
includes a second detector coupled to an inner surface of a first rail of the
rail track. Second
detector may be configured to emit a second detection field that is angularly
disposed to the
inner surface of the first rail by a first angle. In some configurations,
controller is configured
to, based on the first switch rail tip being within the second detection
field, transmit a third
signal to the first detector and based on the first switch rail tip being
outside of the second
detection field, transmit a third signal to the first detector.
[0010] Some configurations of the system may be operated by detecting,
via a detector
positioned between a rail track, a position of switch rails, transmitting a
first signal to a first
beacon positioned on a first line of the rail track, transmitting a second
signal to a second
beacon positioned on a second line of the rail track, detecting, via the
detector, a change in the
.. position of the switch rails, transmitting a switch signal to the first and
second beacons, or
combination thereof. Some methods of operating the system include setting a
track set switch
of the first beacon to a first position, setting a track set switch of the
second beacon to a second
position, and setting the first line or the second line as a passable track
for a rail vehicle.
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Additionally, or alternatively, some methods may include removing the
detector, the first
beacon, and the second beacon from the rail track.
[0011] The term "coupled" is defined as connected, although not
necessarily directly, and
not necessarily mechanically; two items that are "coupled" may be unitary with
each other.
The terms "a" and "an" are defined as one or more unless this disclosure
explicitly requires
otherwise. The term "substantially" is defined as largely but not necessarily
wholly what is
specified (and includes what is specified; e.g., substantially 90 degrees
includes 90 degrees and
substantially parallel includes parallel), as understood by a person of
ordinary skill in the art.
In any disclosed configuration, the term "substantially" may be substituted
with "within [a
percentage] of' what is specified, where the percentage includes .1, 1, 5, and
10 percent.
[0012] Further, an apparatus or system that is configured in a certain
way is configured in
at least that way, but it can also be configured in other ways than those
specifically described.
[0013] The terms "comprise" (and any form of comprise, such as
"comprises" and
"comprising"), "have" (and any form of have, such as "has" and "having"), and
"include"
(and any form of include, such as "includes" and "including") are open-ended
linking verbs.
As a result, an apparatus that "comprises," "has," or "includes" one or more
elements possesses
those one or more elements, but is not limited to possessing only those
elements. Likewise, a
method that "comprises," "has," or "includes" one or more steps possesses
those one or more
steps, but is not limited to possessing only those one or more steps.
[0014] Any configuration of any of the apparatuses, systems, and methods
can consist of or
consist essentially of ¨ rather than comprise/include/have ¨ any of the
described steps,
elements, and/or features. Thus, in any of the claims, the term "consisting
of' or "consisting
essentially of' can be substituted for any of the open-ended linking verbs
recited above, in
order to change the scope of a given claim from what it would otherwise be
using the open-
ended linking verb.
[0015] The feature or features of one configuration may be applied to
other configurations,
even though not described or illustrated, unless expressly prohibited by this
disclosure or the
nature of the configurations.
[0016] Some details associated with the configurations described above
and others are
described below.
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BRIEF DESCRIPTION OF THE DRAWINGS
[0017] The following drawings illustrate by way of example and not
limitation. For the
sake of brevity and clarity, every feature of a given structure is not always
labeled in every
figure in which that structure appears. Identical reference numbers do not
necessarily indicate
an identical structure. Rather, the same reference number may be used to
indicate a similar
feature or a feature with similar functionality, as may non-identical
reference numbers. The
figures are drawn to scale (unless otherwise noted), meaning the sizes of the
depicted elements
are accurate relative to each other for at least the configuration depicted in
the figures.
[0018] FIG. 1 is an example of a configuration of the present railroad
safety system.
[0019] FIGs. 2A and 2B are top views of an example of a configuration of
the railroad
safety system operating while a rail switch is in a first position and a
second position,
respectively.
[0020] FIGs. 2C and 2D are top views of an example of another
configuration of the
railroad safety system operating while a rail switch is in a first position
and a second position,
respectively.
[0021] FIG. 3A is a side view of an example of a detector of the
railroad safety system.
[0022] FIG. 3B is a top view of the detector of FIG. 3A.
[0023] FIGs. 3C and 3D are front and back perspective views,
respectively of the detector
of FIG. 3A.
[0024] FIG. 3E is a partially transparent top view of a sensor housing of
the detector of
FIG. 3A.
[0025] FIGs. 4A and 4B are perspective views of an example of another
detector of the
railroad safety system operating while a rail switch is in a first position.
[0026] FIGs. 4C and 4D are perspective views of the detector of FIG. 4A
operating while
a rail switch is in a second position.
[0027] FIGs. 4E is a perspective views of the detector of FIG. 4A
operating while a rail
switch is in a third position.
[0028] FIG. 5 is an example of a mounting bracket of the present
railroad safety system.
[0029] FIG. 6 is a perspective view of an example of a beacon of the
railroad safety system.
[0030] FIGs. 7A and 7B are perspective views of an example of a
configuration of the
railroad safety system operating in a normal orientation.
[0031] FIGs. 8A and 8B are perspective views of an example of a
configuration of the
railroad safety system operating in a reverse orientation.
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DETAILED DESCRIPTION
[0032] Referring now to the drawings, and more particularly to FIG. 1,
shown therein and
designated by the reference numeral 10 is one configuration of the present
railroad safety
systems. System 10 is configured to protect workers operating near a rail
track 14 that includes
a rail switch 16 (e.g., turnout) having a plurality of moveable switch rails
or switch blades (e.g.,
18 shown in FIG. 2) configured to direct a rail vehicle 20 between different
line of rail track
14. Rail vehicle 20 may include various railroad equipment including trains,
repair machines,
and hi-rail vehicles.
[0033] In the depicted configurations, system 10 includes one or more
portable components
configured to be disposed near rail switch 16 to determine a position of the
rail switch. For
example, system 10 includes a switch position detector 22 ("detector 22") and
one or more
switch position beacons 26 ("beacons") configured to determine and alert
workers of the
position of a rail switch 16. Detector 22 and beacons 26 may be suitable for
use alone or
included with other components of system 10. For example, system 10 may
include a work
block marker 30, a personal alert device 34 ("PAD"), and/or a collision
avoidance system
("CAS") 38. In some configurations, each component of system 10 may include or
be coupled
to a control system 42. Control system 42 is configured to enable
communication (e.g., via
radio, cellular, Bluetooth, Blue tooth Low Energy (BLE), WiFi, Zigbee, WiMax,
or other
communication means) with one or more other components of the system. In some
configurations, each component of system 10 is paired with one another to
limit interference
from signals outside of the system.
[0034] Switch position detector 22 includes one or more sensors 50
configured to determine
a position of the rail switch 16. Detector 22 can include a single sensor
(e.g., 50) or multiple
sensors (e.g., 50) that detect a position of at least one of the switch rails
18. In some
configurations, sensor 50 may include, for example, a potentiometer (e.g.,
string
potentiometer), proximity sensor (e.g., shielded inductive proximity sensor,
capacitive,
ultrasonic, infrared, photoelectric, magnetic, or the like), optical sensor
(e.g., LiDAR, laser,
infrared, or the like), hall effect sensor, pressure sensor, accelerometer,
gyroscope, or
combination thereof.
[0035] As shown, detector 22 is portable and may be positioned adjacent to
rail switch 16
so that sensors 50 may detect positioning of the railroad switch. In some
configurations, switch
position detector 22 may be removably coupled to rail switch 16 or rail tracks
14 (e.g., via a
magnet or other coupling), while in other configurations the switch position
detector is
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positioned to the side of one of the rails of the railroad track or between
the rails of the railroad
track. Detector 22 may transmit position data obtained from sensor 50 to
beacons 26 (or other
components of system 10) positioned further along rail tracks 14 to indicate
the position of rail
switch 16.
[0036] Beacons 26 are portable and may be removably coupled to or
positioned adjacent to
rail tracks 14. Switch position beacon 26 includes a light source 54 (e.g.,
light) configured to
signal the position of the railroad switch. To illustrate, beacons 26 may
receive the position
data from sensor 50 or detector 22 and illuminate light source 54 to indicate
a position of rail
switch 16. In this way and others, rail workers or rail vehicles may be
notified of the position
.. of rail switch 16 even when they cannot visibly see the rail switch. In
some configurations,
beacons 26 may include a single light source 54 or a plurality of light
sources (e.g., 54) disposed
on surfaces (e.g., top surface) of the beacons. Light source 54 is configured
to emit visible
light at a plurality of frequencies (e.g., red, yellow, blue, orange, indigo,
violet, or combinations
thereof) to indicate the position of rail switch 16. Beacons 26 may be places
upstream or
downstream of rail switch 16 by a distance to notify rail vehicles 20 or
personnel who may be
out of visual range of the rail switch of the position of the rail switch. For
example, beacons
26 may be placed 2, 5, 10, 15, 20, 25, 30, 40, 45, 50, 60, 75, 100, 125, 150,
175, or 200 meters
from rail switch 16.
[0037] As shown, system 10 includes two beacons 26 positioned along rail
tracks 14 at a
location away from rail switch 16. In the depicted configurations, a first
beacon is coupled to
a first path (e.g., main line) of rail tracks 14 and a second beacon is
coupled to a second path
(e.g., branch line) of the rail tracks, however a single beacon or more than
two beacons may be
positioned in any suitable manner to signify a position of rail switch 16 to
workers. In some
configurations, beacons 26 may be able to detect rail vehicle 20, as described
herein. For
example, the first beacon (e.g., 26) may be able to detect a rail vehicle
(e.g., 20) traveling on
the first line and second beacon (e.g., 26) may be able to detect a rail
vehicle (e.g., 20) traveling
on the second line. Beacons 26 may transmit one or more signals to detector 22
or rail vehicle
20 to indicate a position of rail switch 16. As such, a rail vehicle (e.g.,
20) traveling backwards
through rail switch 16 may be warned if the rail switch 16 is in the wrong
position. In this way,
rail vehicle 20 may stop or slow down to allow for rail switch to be moved to
the appropriate
position, preventing one of the most common ways in which railroad switches
are damaged.
[0038] System 10 may include one or more work block markers 30
("markers") configured
to alert workers of an approaching rail vehicle 20. For example, work block
markers 30 may
include one or more alarms 58 configured to provide a warning to workers near
the work site
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containing the work block marker. Alarms 58 may be a visual alarm and/or an
auditory alarm.
Markers 30 are configured to be in communication with rail vehicles 20 (e.g.,
via CAS 38) and
may be programmed to actuate alarm 58 based on a rail vehicle being within a
certain distance
from the markers, beacons 26, detector 22, rail switch 16 or other object. In
some
configurations, marker 30 alerts personnel based on a speed of a rail vehicle
20 exceeding a
predetermined threshold. For example, work block marker 30 can be configured
to actuate
alarm 58 when a rail vehicle 20 exceeds about 5 miles per hour (mph) within a
work zone set
up around a damaged rail switch 16. Additionally, or alternatively, markers 30
can actuate
alarm 58 based on a rail vehicle 20 exceeding 10, 15, 20, 25, 30, 35, or 45
mph in the work
zone. In this way and others, a rail vehicle (e.g., 20) travelling at an
excessive speed may be
alerted before traveling over rail switch 16.
[0039] In some configurations, system 10 may include one or more
personal alert devices
34 ("PADs") configured to worn or carried by a worker. Each PAD 34 includes or
is coupled
to control system 42 to receive or transmit data from one or more other
components of system
10. For example, PADs 34 are configured to receive data on an approaching rail
vehicle 20
(e.g., position data from the rail vehicle indicating the distance between the
vehicle and the
PAD), receive data from a railroad flagger, a train detector module, or other
component within
or outside of system 10. In such configurations, PADs 34 may alert personnel
of the
approaching railroad vehicle based on the received data. As shown, PADs 34 may
include an
alarm 58, such as visual and/or auditory alarms. In some configurations, PADs
include a
display configured to data communication, visual alerts and the like. For
example, PADs 34
may be configured to actuate alarms 58 (e.g., flash) lights, vibrate, or
initiate an
acknowledgement interface on display, where the worker must interact with the
acknowledgement interface to switch off any type of activated alarms. In some
configurations,
such visual and/or auditory alarms (e.g., 58) may be separate from, or
integrated with, the
display. PAD may communicate with system 10 via a radio (e.g., 900 MHz radio,
886 MHz
radio, 2.4 GHz chirping radio, or other suitable frequency), internet, local
network, cellular,
blue tooth, Wi-Fi, radio, or other communication mediums.
[0040] In the configuration depicted in FIG. 1, system 10 includes a
collision avoidance
system ("CAS") 38 disposed within each rail vehicle 20. In some
configurations, CAS may
include a display and/or an alarm unit (e.g., audible or visual alarms) to
interact with an
operator of rail vehicle 20. Each CAS includes or is coupled to control system
42 to receive or
transmit data from one or more other components of system 10. For example, CAS
38 is
configured to perform a ranging function to alert to the CAS, work block
markers 30, PADs 34
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or other component of system 10 to the position of a rail vehicle 20 relative
to the other
components of the system. For example, CAS 38 may continuously measure a
distance of rail
vehicle 20 to other vehicles (e.g., 20), rail workers (e.g., via PAD 34),
markers 30, and/or
detector 22 to provide a warning when the components are within a certain
proximity of the
rail vehicle. In some configurations, the CAS may communicate information such
as the
position, speed, elevation, and route of rail vehicle 20. In this way and
others, CAS 38 may
alert personnel (e.g., activate alarms or alerts of one or more components)
when rail vehicle 20
is approaching other vehicles, workers, and switch position detector 22. In an
illustrative
example, CAS 38 can receive a signal such as a radio message from detector 22
and provide
an alarm to alert a vehicle operator that a temporary work zone is set up near
rail switch 16. In
some configurations, system 10 may transmit signals to PADs 34 and/or CAS 38
within a
certain distance of detector 22. For example, some configurations may transmit
signals only
to PADs 34 and CAS 38 within a work zone set by the system. Additionally, or
alternatively,
PADs 34 and CAS 38 closer to detector 22 and/or rail switch 16 may receive
more urgent
signals than PADs and CAS further away from the detector and/or rail switch.
[0041] In some configurations, control system 42 may be included in or
coupled to each
component of system 10 while, in other configurations, the control system may
be included in
or coupled to only some components of the system. Control system 42 may
include a controller
having a processor (e.g., a microcontroller/microprocessor, a central
processing unit (CPU), a
field-programmable gate array (FPGA) device, an application-specific
integrated circuits
(ASIC), another hardware device, a firmware device, or any combination
thereof) and a
memory (e.g., a computer-readable storage device) configured to store
instructions, one or
more thresholds, and one or more data sets, or the like. In some embodiments,
control system
may include one or more interface(s), one or more I/0 device(s), a power
source, one or more
sensor(s), or combination thereof. In some implementations, controller is
configured to
generate, send and/or receive control signals. For example, controller may
include or be
coupled to a transmitter, a receiver to generate and/or send control signals
responsive to
receiving a signal and/or one or more user inputs via the one or more
interfaces and/or the one
or more I/0 devices, as described herein. In some configurations, the system
for determining
the position of a railroad switch described herein may function autonomously
based on
software programming through a central processing unit, which does not require
a human
operator.
[0042] As depicted in FIG. 1, system 10 is implemented at a single rail
switch (e.g., 16),
however, the system can support multiple (e.g., between 2 and 10, or greater
than 10) railroad
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switches. In such configurations, system 10 can be paired to multiple switches
(e.g., 16),
allowing the system to support the switches Additionally, or alternatively,
each component of
system 10 can be unpaired with the rest of the system and transported to
another site to be
paired with a different system for railroad switch position detection. Such
pairing of disclosed
systems is reversible so that a system once paired with another may be
unpaired and even paired
back together again.
[0043] Components of system 10 (e.g., detector 22, beacons 26, markers
30, or PADs 34)
may be portable to enable the system to be transported from one site to
another without
significant effort. In such configurations, a system 10 may enable workers to
set up a temporary
.. safe work zone without relying on any permanent infrastructure to protect
the workers. Further,
system 10 may allow a section (e.g., first line) of rail track 14 having a
damaged rail switch 16
to be operational during repair of the rail switch as system 10 does not rely
on any components
of the rail switch to operate. As such, system 10 may decrease financial
strain on rail companies
and provide a safe working environment for rail personnel to repair a damaged
rail switch 16.
[0044] Referring now to FIGs. 2A and 2B, an example of system 10 is shown
in operation
with a rail switch 16. As shown, rail switch includes a switch motor 62
configured to move
switch rails 18 between a first position (shown in FIG. 2A) in which rail
vehicle 20 is directed
to a first line (e.g., through track) and a second position (shown in FIG. 2B)
in which rail
vehicle 20 is directed to a second line (e.g., siding track).
[0045] As shown, detector 22 is positioned between a first switch rail tip
66 and a second
switch rail tip 68 of the switch rails 18 to monitor and transmit the current
position of rail switch
16 to beacons 26. Sensors 50 (e.g., potentiometer, proximity sensor (e.g.,
shielded inductive
proximity sensor, capacitive, ultrasonic, infrared, photoelectric, magnetic,
or the like), optical
sensor (e.g., LiDAR, laser, infrared, or the like), pressure sensor, hall
effect sensor, or
combination thereof) are coupled to detector 22 and oriented to detect the
switch rails 18. To
illustrate, sensors 50 are configured to emit a first detection field 72 that
detects first switch
rail tip 66 and a second detection field 76 that detects second switch rail
tip 68. In some
configurations, first detection field 72 is parallel to web of rail track 14.
As switch rails 18
move between first and second positions, distances between sensors 50 and the
switch rails 18
(e.g., measured by first and second detection fields 72, 76) increases or
decreases. Detector 22
is configured to measure the distances and/or detect a change in the distances
and, in response,
transmit a signal to beacons 26 (e.g., via control system 42). First and
second detection fields
72, 76 may be emitted from a single sensor (e.g., 50) or from two or more
separate sensors
(e.g., 50).
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[0046] Detector 22 may be placed at equal distances between rail tracks
14. In some
configurations, detector 22 may be coupled to a rail tie 80 of rail tracks 14
to stabilize the
detector and prevent unwanted movement of sensors 50. In such configurations,
switch
position detector 22 may be coupled to rail tie 80 in any suitable manner,
such as, clamps, pins,
ties, bolts, screws, adhesive, couplings, magnets, or the like. In other
configurations, detector
22 may be weighted to prevent unwanted movement of the detector during
operation. For
example, detector 22 may include a removable or unitary weighted component
(e.g., base plate,
lid, belt, and/or the like), a ballast, a chamber configured to be filled with
ballast stones, or the
like. Detector 22 includes a low-profile relative to rail tracks 14 to enable
rail vehicles 20 to
.. pass over the detector without contacting the detector.
[0047] Some configurations of system 10 may, but need not, include one
or more rail tip
detectors 84 ("auxiliary detector(s) 84"). To illustrate, in the
configurations depicted in FIGs.
2A and 2B, system 10 includes two auxiliary detectors 84, however, other
configurations the
system may have only a single auxiliary detector or more than two auxiliary
detectors. Each
auxiliary detector 84 includes one or more sensors 50 configured to detect
switch rails 18. In
some configurations, auxiliary detectors 84 are mounted on rail track 14 at a
location (e.g.,
web) spaced from switch rail tips 66, 68. For example, as shown, a second
detector (e.g., 84)
is coupled to one rail of rail track 14 and positioned such that a third
detection field 92 is
configured to detect first switch rail tip 66. Additionally, or alternatively,
a third detector (e.g.,
84) may be coupled to one other rail of rail track 14 and positioned such that
a fourth detection
field 94 is configured to detect second switch rail tip 68. In some
configurations, auxiliary
detectors 84 are angularly disposed relative to rail track 14 so that a switch
rail tip (e.g., 66, 68)
is detected when the switch rails 18 are in one position (e.g., first
position) and not detected in
one other position (e.g., second position). Each auxiliary detector 84 may
include, or be
.. coupled to, control system 42 and may communicate with one other auxiliary
detector, switch
position detector 22, and/or beacons 26.
[0048] As shown in FIGs. 2C and 2D, detector 22 and/or sensors 50 may be
configured to
produce one or more additional detection fields oriented at rail tracks 14
beyond (e.g., upstream
or downstream) of rail switch 16. For example, a fifth detection field 96 and
a sixth detection
field 98 emitted from an end of detector 22 to enable determination of a
location, and any
subsequent movement of, the detector. Fifth and sixth detection fields 96, 98
may be
configured to facilitate automatic set-up of detector 22. To illustrate, the
detection fields may
be oriented at rail tracks 14 to enable detector 22 to determine a reference
point and a direction
the detector is facing. Detector 22 (e.g., via control system 42) may use this
information to
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subsequently determine which of first and second detection field (72, 76)
corresponds to first
switch rail tip 66 and second switch rail tip 68, respectively. Auxiliary
detectors 84 are not
depicted to improve clarity, but it should be known the auxiliary detectors
may operate with
fifth and sixth detection fields 96, 98.
[0049] Detector 22 may store, detect, calculate or otherwise analyze inputs
(e.g., data) from
the switch position detector and auxiliary detector(s) (22, 84) and their
respective sensors (e.g.,
50). For example, switch position detector 22 may calculate and store a
distance between the
switch position detector and each of first and second switch rail tips 66, 68
(e.g., via detection
fields 72, 76). Based on the distances, switch position detector 22 may
determine a position of
rail switch 16. Detector 22 may also determine a change in the distance
between the switch
position detector and first switch rail tip 66 or second switch rail tip 68.
In some such
configurations, detector 22 may transmit a signal to beacons 26 based on a
change in the
distance. Additionally, or alternatively, stored distances (or thresholds)
between detector 22
and first and second switch rail tips 66, 68 may be compared with measured
(e.g., actual)
distances of the first and second detection fields 72, 76, and based on the
measured distances
being different that the stored distances (or outside the thresholds), the
switch position detector
may transmit a warning signal to other components of system 10.
[0050] In some configurations, beacons 26 are configured to activate
light source 54 in
response to receiving the warning signal. For example, light source 54 of
beacons 26 may
change a frequency of visible light emitted (e.g., flash red) and transmit a
signal to PADs 34
and/or CAS 38 within a predetermined range of the beacons. To illustrate, when
rail vehicle
20 includes CAS 38 and passes by beacon 26 that is flashing red, the beacon
will transmit an
alert to the CAS to warn the operator via an audible and visual alert of the
CAS. In some
configurations, detector 22 or other components of system 10 (e.g., via
control system 42) may
transmit and receive signals from rail switch motor 62. For example, system 10
may transmit
a switch position signal to motor 62 to cause the switch rails 18 to move
between the first
position and the second position. To illustrate, system 10 may determine rail
vehicle 20 is
traveling backwards on a first line of rail tracks 14 towards rail switch 16
and, based on a
determination that switch rails are in the wrong position, move switch rails
18 to a correct
position.
[0051] Referring now to FIG. 3A-3E, various views of an example of
switch position
detector 22 are shown. Detector 22 may have any suitable dimensions to be
easily portable
and disposed between rail tracks 14. For example, detector 22 includes a body
100 having a
height 102 measured between a bottom surface 106 and a top surface 108
(opposite of bottom
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surface) of the detector along a straight line. In some configurations, body
100 may define a
chamber for housing one or more components, such as components of control
system 42, and
may comprise any suitable material such as a polymer, metal, or combination
thereof. Height
102 can be greater than or substantially equal to any one of, or between any
two of: 3.0, 3.5,
4.0, 4.5, 5.0, 5.5., 6.0, 6.5, 7.0, 7.5, 8.0, 8.5, 9.0, 9.5, 10.0, 10.5, 11.0,
12.0, 13.0, 14.0, 15.0, or
18 centimeters (cm) (e.g., approximately between 8.0 and 8.5 cm). In some
configurations,
height 102 is less than a height of rail track 14 so rail vehicle may freely
pass over detector 22
while the detector is disposed between the rail tracks. Detector 22 may
include a length 112
measured between a first end 116 and a second end 120 (opposite of first end)
of the detector
along a straight line. Length 112 can be greater than or substantially equal
to any one of, or
between any two of: 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, or 80
cm (e.g., between
approximately 40 and 45 cm).
[0052] As shown in FIG. 3A, detector 22 may include one or more height
adjustable features
114 configured to increase or decrease height 102. In some configurations,
height adjustable
features 114 may be movably coupled to bottom surface and to adjust height 102
to align with
switch rails 18. For example, height adjustable features 114 may include
threading, pneumatic
cylinder, interlocking features (e.g., protrusions and openings, nesting
cylinders, clamps,
combination thereof, or the like), or other suitable adjustable means. In
other configurations,
each height adjustable feature 114 may a plurality of stackable layers that
cooperate to form
the height adjustable feature. Layers may be added or removed to adjust height
102. Yet other
configurations, may include other suitable means for adjusting height 102 such
that detector 22
does not interfere with a rail vehicle (e.g., 20) and sensors 50 are aligned
with rail tracks 14
(e.g., switch rails 18). Height adjustable features 114 may be coupled to
bottom surface 106 at
any suitable location (e.g., first end 116, second end 120, one or more
corners, center, or the
like). This allows for easy adjustment for various types of terrain and tracks
at which detector
22 may be placed.
[0053] Detector 22 may include one or more input/output devices ("1/0
devices"). For
example, in the depicted configurations, detector 22 may include an operation
switch 124 that
is configured to be toggled between a first position and a second position by
an operator (as
described further herein with respect to FIGs. 7A-8B). Operation switch 124 is
configured to
determine a passable track between a first path (e.g., main track) and a
second path (e.g., siding
track). In some configurations, detector 22 includes a power switch 128
configured to switch
the detector between an on and an off state. Operation switch 124 and power
switch 128 are
configured to be set by an operator. For example, in the depicted
configurations, switches (e.g.,
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124, 128) are disposed on an exterior surface of detector 22 and may be
toggled by a physical
act (e.g., turning, pushing, pressing, sliding, or the like) of the operator.
For example, as shown,
operation switch 124 and power switch 128 are actuated by keys. In other
configurations,
switches (e.g., 124, 128) may be toggled electronically via an electrical
device in
communication with detector 22 such as, for example, a cell phone, laptop,
PAD, computer,
remote control, radio, or the like. In this way and others, operation switch
124 and power
switch 128 may enable detector 22 to operate at different rail switches (e.g.,
16) while allowing
an operator to easily set up the switch position detector.
[0054] In some configurations, switch position detector 22 includes a
power interface 134
configured to indicate the detector in an on state. For example, power
interface 134 may
include one or more lights (e.g., light-emitting diodes) configured to
indicate detector 22 is
operational, a power level of the detector, or other operational parameters of
the detector. In
some such configurations, power interface 134 may include a switch configured
to illuminate
the one or more lights. Additionally, or alternatively, detector 22 may
include a power
connection 138 (e.g., charger port) configured to be coupled to an external
power source. In
some configurations, power connection 138 may be male or female connection
configured to
couple a battery of detector 22 to a power source to charge or recharge the
detector. For
example, power connection 138 may be coupled to the external power source such
as, for
example, an external battery, solar cell, power grid, or the like.
[0055] As shown in FIG. 3E, detector 22 includes a sensor housing 142
disposed at first end
116 of the detector. One or more sensors 50 are configured to be coupled to,
or disposed within
sensor housing 142. In some configurations, sensor housing 142 includes a
bracket 146 and a
sensor frame 150 that is rotatably coupled to the bracket. In the depicted
configurations, sensor
housing 142 includes two sensor frames 150 each coupled to bracket 146 via a
rotation pin 154.
Each sensor frame 150 is configured to be coupled to one or more sensors 50
and is
independently rotatable relative to one other sensor frame. In this way and
others, sensors 50
may be oriented to detect one of first or second switch rail tips 66, 68
(e.g., via detection fields
72, 76).
[0056] Bracket 146 may define a plurality of bracket openings 160 (e.g.,
2, 3, 4, 5, 6, 7, 8,
9, 10 or more openings) and each sensor frame 150 includes one or more frame
openings 162
(e.g., 1, 2, 3, 4, 5 or more openings). As sensor frame 150 rotates relative
to bracket 146, frame
opening 162 aligns with the at least one of plurality of bracket openings 160.
In some
configurations (shown in FIGs. 3A-3D), a lock screw 166 is disposed through
frame opening
162 and one of bracket openings 160 to prevent sensor frame 150 from rotating
relative to
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bracket 146. Lock screw 166 may be coupled to detector 22 (e.g., via wire,
string, or the like)
to prevent an operator from misplacing the lock screw and, in some
configurations, the lock
screw may comprise a screw, bolt, rod, tie, or other fastener that may be
easily removed and
replaced through openings (e.g., 160, 162). In this way and others, an
operator may select a
desired operating angle of sensor 50. In the configuration shown in FIG. 3E,
sensor frames
150 define two frame openings 162 and bracket 146 defines six bracket openings
160.
[0057] The openings are sized and positioned (e.g., in a semi-circular
arc) such that one of
frame openings 162 can be aligned with one of bracket openings 160 to enable
sensor 50 to be
adjustable at 15 degree increments. To illustrate, a first frame opening 162
is shown aligned
with a first bracket opening 160 at a 0 degree orientation and a second frame
opening 162 is
shown positioned between a third bracket opening (e.g., 160) and a fourth
bracket opening
(e.g., 160). The sensor frame 150 may be rotated such that the first frame
opening 162 is
aligned with a second, third, or fourth bracket opening (e.g., 160) at 30, 60,
or 90 degree
orientations, respectively. Additionally, sensor frame 150 may be rotated such
that the second
frame opening 162 is aligned with a fourth, fifth, or sixth bracket opening
160 at 15, 45, or 75
degree orientations, respectively. In other configurations, bracket openings
160 and frame
openings 162 may be positioned such that sensor 50 may be adjustable by 5, 10,
20, 25, or 30
degree increments.
[0058] Referring now to FIGs. 4A-4E, shown are illustrative
configurations of rail tip
detector 84 (e.g., auxiliary detector) of system 10. For example, the depicted
configurations
show a single auxiliary detector 84 coupled to one rail of rail tracks 14 and
configured to detect
first switch rail tip 66, however, it should be noted the auxiliary detector
(e.g., 84) may be
coupled to the other rail of the rail tracks and detect second switch rail tip
68 in a similar
manner. Each auxiliary detector includes a sensor (e.g., 50) that may be the
same, or different
from, the sensor(s) (e.g., 50) of other auxiliary detectors or switch position
detector 22. For
example, sensor (e.g., 50) of auxiliary detector 84, may include a
potentiometer (e.g., string
potentiometer), proximity sensor (e.g., shielded inductive proximity sensor,
capacitive,
ultrasonic, infrared, photoelectric, magnetic, or the like), optical sensor
(e.g., LiDAR, laser,
infrared, or the like), hall effect sensor, pressure sensor, accelerometer,
gyroscope, combination
thereof, or the like.
[0059] Each rail of rail track 14 has an inner surface 170 and an outer
surface 172 with
switch rails 18 being interposed between the inner surfaces (e.g., 170) of the
rail tracks. As
shown, auxiliary detector 84 is mounted on inner surface 170 and is angularly
disposed relative
to the inner surface by an angle 176. Angle 176 may be selected such that
first switch rail tip
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66 is within third detection field 92 in the second position (shown in FIGs.
4A and 4B) in which
rail vehicle 20 is directed to the second path (e.g., siding track) and the
first switch rail tip is
not within the third detection field (shown in FIGs. 4C and 4D) in which rail
vehicle 20 is
directed to the first path (e.g., through track). Angle 176 can be equal to
any one of, or between
.. any two of: 15, 20, 25, 30, 35, 40, 45, 46, 50, 55, 60, 65, 70, or 75
degrees (e.g., approximately
45 degrees, or between 30 degrees and 60 degrees). In this way and others,
auxiliary detector
84 is configured to detect the position of rail switch 16.
[0060] In some configurations, auxiliary detectors 84 may operate in a
binary manner. For
example, a second detector (e.g., 84) may transmit a first signal to switch
position detector 22
based on detection of an object (e.g., first switch rail tip 66) within third
detection field 92 or
transmit a second signal based on detection of no objects within the third
detection field. A
third detector (e.g., 84) placed on an opposite rail (e.g., 14) may operate in
a similar manner
such that the third detector transmits the first signal based on detecting an
object (e.g., second
switch rail tip 68) or transmits the second signal based on not detecting an
object. In this way,
as switch rails 18 move from the first position to the second position, one
auxiliary detector
(e.g., 84) sends the first signal and one other auxiliary detector (e.g., 84)
sends the second
signal.
[0061] In some such configurations, if both auxiliary detectors 84
transmit the same signal,
switch rails 18 may be stuck between first and second positions (shown in FIG.
4E)
corresponding to a position with an increased risk of derailment of rail
vehicle 20. For example,
based on receiving the first signal from both auxiliary detectors (e.g., 84),
the switch position
detector 22 may transmit a warning signal to one or more components of system
10 indicating
the increased risk of derailment. In some configurations, switch position
detector 22 may
compare inputs from the auxiliary detectors 84 with the inputs of its own
sensors (e.g., 50) for
.. additional accuracy. Although auxiliary detectors 84 as described as
operating alongside
switch position detector 22, some configurations of system 10 include
auxiliary detectors that
may operate without the switch position detector.
[0062] In some configurations, positioning of auxiliary detector 84 may
be determined
based on the features of the switch rails (e.g., 18) at a specific location.
For example, angle
176 may be determined based on a maximum separation distance 180 between the
rail (e.g.,
14) and the switch rail tip (e.g., 66). Separation distance 180 is measured
from inner surface
170 to the switch rail tip (e.g., 66) along a straight line perpendicular to
the inner surface.
Additionally, auxiliary detector 84 is spaced from a first end 184 of first
switch rail tip 66 by a
detection distance 188. Detection distance 188 is measured from first end 184
to auxiliary
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detector 84 along a straight line that is parallel to inner surface 170.
Detection distance 188
may be equal to any one of, or between any two of: 5.0, 7.5, 10.0, 12.5, 15.0,
20.0, 25.0, 30.0,
15.0, or 40.0 centimeters (cm) degrees (e.g., between approximately 10 cm and
approximately
60 30 cm). Additionally, or alternatively, angle 176 may be equal to any one
of, or between
any two of: 15, 20, 25, 30, 35, 40, 45, 46, 50, 55, 60, 65, 70, or 75. Angle
176 and detection
distance 188 may be selected to detect switch rail tip (e.g., 66) without
obstruction. To
illustrate, various configurations of auxiliary detector are described with
respect to first switch
rail tip having a maximum separation distance (e.g., 180) of approximately 10
cm. In some
such configurations, detection distance 188 is approximately 10 cm and angle
176 is between
30 and 60 degrees (e.g., 45 degrees). In other configurations, detection
distance 188 is
approximately 20 cm and angle 176 is between 20 and 37 degrees (e.g., 28
degrees) and, in yet
other configurations, the detection distance is approximately 30 cm and the
angle is between
17 and 25 degrees (e.g., 21 degrees). In this way and others, auxiliary
detectors 84 may be
configured to detect a switch rail tip (e.g., 66) in only one of the first or
the second positions.
[0063] Referring to FIG. 5 a mounting bracket 192 configured to temporarily
secure
auxiliary detector 84 to rail track 14, while allowing removal thereafter for
easy portability of
the auxiliary detector. Mounting bracket 192 may include a base 196 and an arm
200 extending
from the base. Base 196 includes a length 204 measured between opposing ends
of the base
along a straight line and is angularly disposed relative to arm 200 by an
angle 208. In some
configurations, angle 208 corresponds to angle 176 and length 204 corresponds
to detection
distance 188. In this way, auxiliary detector 84 may be coupled to arm 200
without the need
for an operator to measure angle 176 and detection distance 188, rather, the
operator can select
a mounting bracket (e.g., 192) with the appropriate dimensions for the switch
rails 18. In some
configurations, arm 200 may include or define a receptacle 210 that is
configured to receive
auxiliary detector 84, however, the auxiliary detector may be coupled to the
arm in any other
suitable manner.
[0064] As shown, mounting bracket 192 includes a magnet 212 that is
coupled to a surface
of base 196. Magnet 212 may enable mounting bracket 192 to be easily coupled
to a rail (e.g.,
14) and easily removed after repairs are complete. In other configurations,
mounting bracket
192 may be coupled to the rail (e.g., 14) in another suitable manner such as,
for example, wire,
adhesive (e.g., tape), welding, other fastener, or the like. In some
configurations, base 196 may
be coupled to arm 200 via a hinge (not shown) so that angle 208 may be
adjusted. In such
configurations, base 196 and/or arm 200 may include a locking mechanism such
that an
operator can adjust angle 208 and lock it into place one the desired angle is
reached.
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Additionally, or alternatively, base 196 may be extendable such that length
204 may be adjusted
to reach a desired length (e.g., 188). For example, base 196 may one or more
portions that
slide or fold relative to each other to extend length 204. In the foregoing
configurations, base
196 and/or arm may have markings (e.g., ruler, protractor, or the like) to
identify angle 208 or
length 204.
[0065] Referring now to FIG. 6, an illustrative configuration of beacon
26 is depicted. As
shown, beacon 26 includes light source 54 disposed on a top surface of the
beacon, however,
one or more light sources may be disposed on any surface of the beacon. Light
source 54 may
be configured to light in a continuous or pulsing manner to communicate
different information
to personnel. For example, based on detection of a rail vehicle 20 while
switch rails 18 are in
a correct position, beacon 26 may blink yellow and not sound an alarm (e.g.,
prohibit activation
of the alarm) since there is no harm to personnel or the railroad switch.
However, components
of system 10 (e.g., detector 22) determines switch rails 18 are in an
incorrect position, beacon
26 may emit a red light and activate an alarm to alert of the potential danger
to the railroad
switch, the train, or to personnel.
[0066] As shown, beacon 26 may include one or more magnets 212, stickers
216, sensor
220, or combination thereof. Magnets 212 (e.g., electromagnets, permanent
magnets, or the
like) may be configured to attach beacon 26 to another metal object such as a
rail track 14.
Beacon 26 may include a single magnet (e.g., 212) or a plurality of magnets
(e.g., between 2
and 10 magnets). In some configurations, magnets 212 are configured to
interact with rail
vehicle 20 so that it may detect the presence of the rail vehicle. In some
configurations, stickers
216 may include labels of such shape and size that they are readily observable
to personnel.
For example, stickers may include reflective material and include any color
such as red, orange,
yellow, green, blue, indigo, violet, and combinations thereof. As shown,
sticker 216 may
include text to assist personnel in positioning beacon 26. To illustrate, a
first sticker (e.g., 216)
may indicate a direction that should point toward the track and a second
sticker (e.g., 216) may
indicate a direction that should point toward detector 22 and/or rail switch
16. In some
configurations, beacon 26 may include a sensor 220 configured to detect rail
vehicle 20 as it
passes by the beacon and transmit information to other components of system 10
indicating the
presence of the vehicle. In some configurations, sensor(s) 220 may include
micro, radio, or
infrared wave detectors.
[0067] Some configurations of beacon 26 include a track select switch
224 configured to
instruct system 10 the path upon which the beacon is positioned. To
illustrate, switch 224 may
be moveable between a first position which corresponds to the first path
(e.g., main track) of
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rail tracks 14 and a second position which corresponds to the second path
(e.g., siding track)
of the rail tracks. In such configurations, detector 22 may communicate with
beacons and
instruct the beacons to activate light source 54 based on the path the beacon
is associated with.
In this way, beacons 26 may be easily replaceable and can used on any of a
plurality of paths
of rail track 14.
[0068] Referring now to FIGs. 7A-7B and 8A-8B, a method of operating an
example of
system 10 is described. Switch position detector 22 can be placed between rail
tracks 14 at rail
switch 16 (e.g., between first switch rail tip 66 and second switch rail tip
68). In some
configurations, detector 22 is positioned such that first end 116 is facing
beacons 26 (e.g.,
normal orientation shown in FIGs. 7A-7B). In other configurations, detector 22
is positioned
such that second end 120 is facing beacons 26 (e.g., reverse orientation shown
in FIGs. 8A-
8B). One or more beacons 26 may be positioned further along rail tracks 14. As
shown, a first
beacon (e.g., 26) is positioned on the first path of rail tracks 14 and a
second beacon (e.g., 26)
is positioned on the second path of rail tracks. First and second beacons 26
may be set based
on the orientation of detector 22. To illustrate, while detector 22 is in the
normal orientation
(FIGs. 7A-7B), track switches 224 of first and second beacons 26 are set to a
left or right
position as viewed from behind the detector and facing towards the beacons.
Alternatively,
while detector 22 is in the reverse orientation (FIGs. 8A-8B), track switches
224 of first and
second beacons 26 are set to a left or right position that is opposite of the
position of the beacons
as viewed from behind the detector and facing towards the beacons.
[0069] In some other methods, switch position detector 22 may include a
third and/or fourth
sensor (e.g., 50) configured to have detection fields oriented at a location
of rail tracks 14
beyond rail switch 16. Third and/or fourth sensor may transmit one or more
signals to
determine the location of detector 22 or any subsequent movement of the
detector. In some
configurations, Third and/or fourth sensor (e.g., 50) may be used in place of
track switches 224
to determine the orientation of detector 22 at start-up.
[0070] Some methods of operating system 10 include positioning sensors
50 to detect
switch rails 18. In some configurations, positioning sensors includes removing
lock screw 166,
rotating sensor frame 150 to a desired angular orientation, aligning one of
bracket openings
160 with one of frame openings 162, inserting the lock screw, or combination
thereof. Sensors
50 may be positioned such that first detection field 72 intersects first
switch rail tip 66 and
second detection field 76 intersects second switch rail tip 68.
[0071] Some methods include choosing a passable track for rail vehicle
20. For example,
operation switch 124 may be set to a first position (shown in FIG. 7A) which
corresponds to
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the first path as the passable track. Alternatively, operation switch 124 may
be set to a second
position (shown in FIG. 7B) which corresponds to the second path as the
passable track. Upon
setting the passable track, switch position detector 22 may perform one or
more functions
described above to calibrate system 10. For example, detector 22 may calculate
a distance
between the detector (e.g., at sensor 50) and switch rails 18. In some
methods, detector 22 may
store the calculated distances as a reference distances and/or illuminate one
or more lights on
the switch position detector to indicate system 10 is calibrated. In some
configurations,
detector 22 may send one or more instructions to beacons 26, work block marker
30, PADs 34,
and/or CAS 38. For example, detector 22 may transmit instructions to beacons
26 to cause the
first beacon to emit an amber light indicating the first path is the passable
track and/or cause
the second beacon to emit a red light indicating the second path is a non-
passable track.
[0072] Detector 22 may continuously or intermittently calculate the
distance between the
detector and switch rails 18. In some configurations, the calculated distance
is stored at a
predetermined intervals (e.g., every 1, 3, 5, 10, 15, or 30 seconds). In some
methods, detector
22 compares the calculated distance with one or more of the stored distances.
If the calculated
distance differs from the stored distance by a selected tolerance (e.g., 0.5,
1.0, 1.5, 2.0, 2.5, 3.0,
3.5, 4.0, 4.5, or 5.0 cm), detector 22 may transmit a signal to one or more
other components of
system 10 such as, for example, transmit a signal to beacons 26 to change
light color or pulsing
of light (e.g., 54). In this way and others, personnel may be notified of a
change in position of
rail switch 16 while being out of visual range of switch rails 18. In some
methods, auxiliary
detector 84 may detect one of switch rails 18. In some such methods, based on
a calculated
distance differing from the stored distance, switch position detector 22 may
determine an input
of the auxiliary detector. Such an input may be compared to a stored value to
determine if the
stored value is the same as the input and a confirmation or an error message
may be transmitted.
[0073] In some configurations, system 10 may be removed after repair of
rail switch 16.
For example, some methods comprise removing switch position detector 22,
removing
auxiliary detectors 84, removing beacons 26, removing work block markers 30,
or combination
thereof.
[0074] The above specification and examples provide a complete
description of the
structure and use of illustrative configurations. Although certain
configurations have been
described above with a certain degree of particularity, or with reference to
one or more
individual configurations, those skilled in the art could make numerous
alterations to the
disclosed configurations without departing from the scope of this invention.
As such, the
various illustrative configurations of the methods and systems are not
intended to be limited to
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the particular forms disclosed. Rather, they include all modifications and
alternatives falling
within the scope of the claims, and configurations other than the one shown
may include some
or all of the features of the depicted configurations. For example, elements
may be omitted or
combined as a unitary structure, connections may be substituted, or both.
Further, where
.. appropriate, aspects of any of the examples described above may be combined
with aspects of
any of the other examples described to form further examples having comparable
or different
properties and/or functions, and addressing the same or different problems.
Similarly, it will
be understood that the benefits and advantages described above may relate to
one configuration
or may relate to several configurations. Accordingly, no single implementation
described
herein should be construed as limiting and implementations of the disclosure
may be suitably
combined without departing from the teachings of the disclosure.
[0075] The previous description of the disclosed implementations is
provided to enable a
person skilled in the art to make or use the disclosed implementations.
Various modifications
to these implementations will be readily apparent to those skilled in the art,
and the principles
defined herein may be applied to other implementations without departing from
the scope of
the disclosure. Thus, the present disclosure is not intended to be limited to
the implementations
shown herein but is to be accorded the widest scope possible consistent with
the principles and
novel features as defined by the following claims. The claims are not intended
to include, and
should not be interpreted to include, means-plus- or step-plus-function
limitations, unless such
a limitation is explicitly recited in a given claim using the phrase(s) "means
for" or "step for,"
respectively.
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