Railway switch interface

Abstract

The invention relates to a railway switch interface for controlling railway switches during maintenance periods, the interface being configured for retrofit, temporary attachment to existing railway switch machines, the railway switch machines being arranged for remote control by train traffic control managers during normal operation or by manual cranking during maintenance by a local rail worker, the railway switch interface comprising: a power unit comprising a battery; a communication unit capable of receiving operational commands and transmitting status information; a coupling unit configured to interface directly with a manual cranking mechanism of the railway switch machine; a driving unit configured for driving the coupling unit to rotate and crank the manual cranking mechanism; and a control unit configured to manage operations of the motor unit based on received operational commands and to adjust the railway switch according to a received command; wherein the railway switch interface is configured to be installed and removed by a rail worker without requiring permanent changes to the railway switch machine, thereby enabling the railway switch to be operated remotely to reduce the need for manual cranking by rail workers and improve safety and efficiency during maintenance operations.

Description

[0001] Title: railway switch interface

[0002] Description

[0003] The invention relates to an interface for a railway switch for changing over the blades of a switch as a result of which a rail vehicle can change its direction of travel.

[0004] Railway switches, also referred to as point machines, form the core of a point, and are for example disclosed in US 2014 / 0345399 A1 , which discloses an electric switch with a switch machine for propelling two switch or point blades of a railway switch between a first and a second switch position, wherein in the first or second position the switch tongue is set in such a way that the train continues straight and in the other position it bends towards the other track.

[0005] The switch machine operates and displaces the blades of the switch, as a result of which a rail vehicle can change its direction of travel. Hence, from a main line to a diverted line. Switches may be regarded as one of the key elements of present-day rail infrastructure. Present-day rail infrastructure accordingly includes a multitude of points.

[0006] Not only in the Netherlands but also elsewhere, the density of the railway network is continually increasing, and new tracks are installed and old ones replaced. To an increasing extent, the existing and also the new railway routes are being travelled ever more intensively. In order to guarantee capacity for the requisite transportation of people and goods, there is a strong need, inter alia, to lower the probability of malfunctions significantly. Furthermore, to an increasing extent there is also an increasing need to be able to carry out maintenance operations on the track in the shortest time possible and thus with an increased level of efficiency when it comes to time and resources, i.e. of rail workers of material. Accordingly there is an overall need for an improved, operationally safer and maintenance-friendlier railway network. The prior art in the field of railway switch operation is characterized by two predominant methods. During normal operational conditions, remote centralized control is employed, wherein train traffic control managers utilize wired systems to command the switches from a central location. This remote control approach facilitates efficient management and coordination of train movements across expansive rail networks, enabling streamlined operations throughout the railway system.

[0007] During periods of maintenance however, a divergent method for control of the railway switches is necessitated and local manual control is implemented, requiring rail workers to physically crank and manipulate the switches at the site. This process, colloquially referred to in Dutch as "krukken", involves the direct application of manual force to operate the switches when sections of the railway are taken out of service for maintenance activities.

[0008] This traditional approach to railway switch operation during maintenance periods presents several significant disadvantages.

[0009] Firstly, the manual operation necessitates substantial manpower resources, as each switch requiring adjustment demands the physical presence of one or more workers. This requirement strains the available workforce and limits the capacity of maintenance crews, especially during extensive or simultaneous maintenance activities across multiple sections of the railway network.

[0010] Secondly, having workers manually operate the switches in maintenance zones can compromise safety standards. These areas often have live adjacent tracks, posing serious risks of injury or accidents to the workers involved in the manual switch operation.

[0011] Thirdly, the efficiency of utilizing railway maintenance trains is adversely affected, as the manual operation of switches can lead to delays and less flexible scheduling of maintenance tasks. Each of these issues underscores a need for an improved approach to managing railway switches during maintenance periods. Furthermore, as the density of railway infrastructure continues to increase in response to growing demand for its utilization, the transportation industry faces heightened pressures to guarantee capacity for the safe and timely transportation of people and goods. This scenario necessitates significantly lowering the probability of malfunctions and enhancing the ability to conduct maintenance operations swiftly and efficiently. The growing need for reliable and rapid maintenance solutions becomes critical in ensuring uninterrupted service and optimizing the utilization of railway infrastructure.

[0012] Accordingly, it is an object of the present invention to provide a means to improve the operation of railway switches during maintenance periods, thereby overcoming the above-mentioned disadvantages of the prior art at least in part. This operation aims to reduce the manpower required for switch operation, enhance safety by minimizing human presence in potentially hazardous areas, and improve the overall efficiency and scheduling flexibility of railway maintenance operations, in that order of priority.

[0013] This object, amongst other objects, is solved, in a first aspect of the present disclosure, by a railway switch interface for controlling railway switches during maintenance periods, the interface being configured for retrofit, temporary attachment to existing railway switch machines, the railway switch machines being arranged for remote control by train traffic control managers during normal operation or by manual cranking during maintenance by a local rail worker, the railway switch interface comprising: a power unit comprising a battery; a communication unit capable of receiving operational commands and transmitting status information; a coupling unit configured to interface directly with a manual cranking mechanism of the railway switch machine; a driving unit configured for driving the coupling unit to rotate and crank the manual cranking mechanism; and a control unit configured to manage operations of the motor unit based on received operational commands and to adjust the railway switch according to a received command; wherein the railway switch interface is configured to be installed and removed by a rail worker without requiring permanent changes to the railway switch machine, thereby enabling the railway switch to be operated remotely to reduce the need for manual cranking by rail workers and improve safety and efficiency during maintenance operations.

[0014] The device according to the present disclosure relates to a railway switch interface designed for controlling railway switches during maintenance periods. This interface is configured to retrofit and attach temporarily to existing railway switch machines that are usually operated either remotely by train traffic control managers during normal operations or manually cranked by local rail workers during maintenance. This interface comprises a power unit with a battery, ensuring it operates independently of external power sources, which is advantageous for maintenance scenarios where power supply might be intermittent or unavailable.

[0015] Additionally, it features a communication unit capable of both receiving operational commands and transmitting status information. This capability may allow for seamless integration into existing railway management systems, enabling real-time communication and coordination. However, it may also, even more importantly allow for integration with a cloud based software platform, provide for integration into a separate control system. For example with a MTInfo 3000 system provided by the applicant of the present disclosure. The communication module may thus communicate with a local or preferably, remote, cloud based server like an MTinfo 3000 server platform which is an Internet of Things (loT) platform developed by the applicant of the present disclosure, especially developed for the rail industry. It facilitates the monitoring and control of railway equipment through a private, cloudbased environment and its own mobile data communication network. With integration into the MTinfo 3000 or similar system, it enables real-time smart monitoring of rail assets via remote sensing and wireless data transfer such as the switch operated through the interface of the present disclosure. It may also allow authorized users to remotely control and monitor other railway devices like a ZKL 3000 RC (railway track short circuit device), for example through an app on a tablet or a smartphone. It may also provide real-time localization of objects and instant notifications / reports. It thereby adheres to ISO 27001 security standards for data protection and may provide far more advantages.

[0016] It may also be provided that the communication unit is configured to establish a wireless connection with a remote controlled safety switch interface such as the Remote Safety Switch (RSS) 3000 device available through the applicant of the present disclosure. Such RSS or similar device can be temporarily installed in a relay cabinet alongside the train safety system during maintenance periods. One advantage of this arrangement is that it enables the railway switch interface to communicate and coordinate with the RSS 3000, allowing for centralized remote control and monitoring of the switch positions from the RSS 3000. This integration enhances the overall efficiency and safety of maintenance operations by eliminating the need for manual switch operation in potentially hazardous areas near live tracks.

[0017] Furthermore, the communication unit may be configured to establish a connection with an MTinfo 3000 system via the RSS 3000 device. One advantage of this arrangement is that it facilitates real-time information sharing and communication between the railway switch interface, the RSS 3000, and the MTinfo 3000 system used by track workers and the central control station. This interconnectivity enables seamless coordination, situational awareness, and efficient management of maintenance activities across the railway network, further improving safety and optimizing resource utilization.

[0018] Hence, the communication unit is particularly useful in complex rail networks where timely and accurate information exchange is crucial for efficient operations and safety.

[0019] The coupling unit of the interface is designed to directly interface with the manual cranking mechanism of the railway switch machine. To this end, the coupling unit may have replaceable adapters which may be selected in accordance with a mating shape and size of the manual cranking mechanism. The coupling unit may however also have a fixed adapter end which is form in such a way that it is uniformly attachable to each or at least most of the manual cranking mechanisms of most switches. Such an arrangement facilitates a straightforward and reliable connection between the interface and the switch machine, minimizing setup time and reducing the likelihood of operational errors during the coupling process.

[0020] Furthermore, the driving unit is configured to drive the coupling unit to rotate and crank the manual cranking mechanism. This feature allows the railway switch to be operated remotely, significantly reducing the need for manual cranking by rail workers. One advantage of this setup is the enhancement of safety by minimizing human presence in potentially hazardous areas during maintenance operations. Additionally, it improves the overall efficiency and scheduling flexibility of railway maintenance operations, as it reduces the manpower required and enables quicker response times to changing operational needs.

[0021] Lastly, the control unit is configured to manage the operations of the motor unit based on the received operational commands and to adjust the railway switch according to a received command. This allows for precise control over the railway switch, ensuring that adjustments can be made accurately and consistently, which is critical for maintaining the reliability and safety of rail transport. The interface's ability to be installed and removed by a rail worker without requiring permanent changes to the railway switch machine further emphasizes its adaptability and ease of use, making it an ideal solution for improving railway maintenance operations.

[0022] The railway switch interface is configured to be installed and removed by maintenance personnel or rail workers without requiring permanent changes to the railway switch machine. This arrangement provides significant flexibility and cost savings, as it allows for the easy deployment of the interface only when needed, without the need for costly and time-consuming modifications to existing infrastructure. The ability to install and remove the interface quickly and without alterations to the switch machines also reduces the time tracks are out of service, further enhancing the operational efficiency of the railway system during maintenance interventions. Within the context of the present disclosure, a rail worker, often also referred to as a railway worker, railroad worker, or maintenance personal, is an individual employed to work on or around railway lines, performing various tasks related to the construction, maintenance, and operation of railway infrastructure and trains. Rail workers play a critical role in ensuring the safety and efficiency of rail transport by handling duties that can include track inspection and repair, signal maintenance, train operation, and coordination of rail traffic.

[0023] The railway switch interface according to the present disclosure further offers a significant advantage in enabling larger and more extensive maintenance work zones, encompassing multiple railway sections and numerous switches. By facilitating remote operation and control of the switches, the interface eliminates the need for manual cranking by rail workers at each individual switch location.

[0024] This capability allows for the establishment of more expansive work zones, spanning across several railway sections and incorporating numerous switches within a single maintenance area. Traditionally, the requirement for manual operation of switches has imposed limitations on the size and complexity of maintenance zones, as it necessitated the physical presence of rail workers at each switch location. However, with the interface's remote control functionality, these constraints are effectively mitigated.

[0025] Larger and more complex work zones offer several key benefits. Firstly, they enhance the safety of maintenance operations by minimizing the exposure of rail workers to potential hazards associated with manual switch operation, such as the presence of live adjacent tracks. By consolidating control within a centralized location or through remote access, the need for personnel to be physically present in potentially dangerous areas is significantly reduced.

[0026] Secondly, the ability to establish more extensive work zones facilitates more comprehensive and efficient maintenance activities. Rather than being confined to smaller, fragmented sections, maintenance crews can now address larger portions of the railway infrastructure in a coordinated and streamlined manner. This optimization of resources and scheduling can lead to substantial time and cost savings, as well as minimizing disruptions to regular rail operations.

[0027] Moreover, the interface's capability to schedule switch operations in advance further contributes to the efficiency and planning of maintenance tasks. By pre-programming switch adjustments, maintenance crews can seamlessly transition between work zones, ensuring a smooth and well-coordinated workflow without the delays associated with manual switch operation.

[0028] Ultimately, the railway switch interface presents a transformative solution that addresses the longstanding challenges of manual switch operation during maintenance periods. Its ability to enable larger, safer, and more efficient work zones, while simultaneously reducing the resource demands on rail workers, underscores its potential to revolutionize railway maintenance practices and optimize the utilization of critical infrastructure.

[0029] The railway switch machines are typically equipped with a housing designed to receive a manual switch hand crank. When such a hand crank is installed, the switch machine or its control circuits detect this installation and switch the control mode from normal operation to manual operation. Such detection may amongst others be embodied in such a way that when part of the housing is opened to allow access to the crank mechanism, or a sensor system which detects when a hand crank is installed.

[0030] As indicated, during normal operation, the control is centralized, allowing train traffic control managers to command the switch remotely. However, when the manual operation mode is activated by the installation of the hand crank, the remote control is detached and overridden for safety reasons, enabling local control through manual cranking by rail workers on-site.

[0031] Notably, the switch machine's ability to detect local operation is not limited to the installation of a hand crank. When the railway switch interface of the present disclosure is installed, the switch machine also recognizes this as a local operation and automatically switches off the remote control, enabling manual control through the interface.

[0032] This automatic detection and control mode switching mechanism ensures the safe operation of the railway switch, preventing potential conflicts between remote and local control inputs. By recognizing the installation of the interface as a local operation trigger, the switch machine seamlessly integrates with the interface, allowing for a smooth transition from centralized remote control to localized manual operation facilitated by the interface.

[0033] The interface's compatibility with this detection and control mode switching mechanism is a crucial aspect that contributes to its safety, ease of installation, and retrofitting capabilities. Rail workers can quickly and easily install the interface without the need for complex reconfiguration or modifications to the existing switch machine.

[0034] Furthermore, the temporary nature of the interface's installation allows for its flexible deployment during maintenance periods, while enabling a seamless reversion to normal centralized remote control operations once the interface is removed. This temporary and retrofit design minimizes disruptions to regular railway operations and eliminates the need for permanent alterations to the existing infrastructure, thereby optimizing operational efficiency and reducing costs associated with infrastructure modifications.

[0035] It is expressed that the interface according to the present disclosure allows flexible deployment at least during maintenance periods and decommissioning, but may also be deployed during normal operation such that the interface provides an alternative, remote, way of control of the railway switch.

[0036] It may be provided that the driving unit comprises one of the group of a hydraulic driving unit, a pneumatic driving unit, mechanical power transmission unit, electrical motor unit or a hybrid driving unit comprising a combination of the foregoing. One advantage of this arrangement is the flexibility it offers in adapting to different operational requirements and site conditions. By allowing for various driving mechanisms, the railway switch interface can be tailored to suit specific needs, such as available power sources, torque requirements, or environmental factors. This versatility ensures efficient and reliable operation across a wide range of maintenance scenarios.

[0037] It may be provided that the coupling unit comprises a uniform socket to correspond with an existing manual crank handle to mate with the manual cranking mechanism of the railway switch machine. One advantage of this arrangement is the ease of integration and compatibility with existing railway switch infrastructure. By utilizing a standardized interface, the railway switch interface can be seamlessly connected to various types of switch machines without the need for extensive modifications or customizations. This approach streamlines the installation process, reduces costs, and minimizes downtime during maintenance operations.

[0038] It may be provided that the communication unit is further configured to provide a readout of the status of operation, thereby allowing maintenance personnel to monitor the operational state of the switch remotely and make informed decisions regarding maintenance activities. One advantage of this arrangement is the enhanced situational awareness and decision-making capabilities it provides to maintenance crews. By receiving real-time status updates on the switch operation, personnel can proactively identify and address potential issues, optimize resource allocation, and ensure the efficient execution of maintenance tasks. This remote monitoring capability also contributes to improved safety by reducing the need for on-site personnel in potentially hazardous areas.

[0039] It may be provided that one or more of the power unit, the communication unit, and the control unit are housed in a separate external housing, providing enhanced protection against environmental conditions and facilitating ease of installation and maintenance. One advantage of this arrangement is the increased durability and resilience of the railway switch interface in harsh outdoor environments. By enclosing critical components in a dedicated housing, the system is shielded from factors such as weather, dust, and debris, ensuring reliable operation and minimizing the risk of failures or malfunctions. Additionally, the modular design simplifies installation and maintenance procedures, as individual components can be easily accessed or replaced without disrupting the entire system.

[0040] It may be provided that the battery of the power unit is rechargeable, thereby reducing the need for frequent replacements and enhancing the sustainability of the maintenance operations. One advantage of this arrangement is the reduction in operational costs and environmental impact associated with disposable batteries. By utilizing rechargeable batteries, the railway switch interface minimizes waste generation and the need for frequent battery replacements, contributing to more sustainable and eco-friendly maintenance practices. This approach also increases the overall efficiency and uptime of the system, as maintenance crews can focus on productive tasks rather than constantly replacing depleted batteries.

[0041] It may be provided that the railway switch interface further comprises a photovoltaic (PV) system attached to or integrated with the external housing for charging the rechargeable battery, ensuring continuous operation even in remote areas without direct power supply connections. One advantage of this arrangement is the self-sufficiency and independence it provides to the railway switch interface. By harnessing solar energy through the integrated PV system, the interface can operate autonomously without relying on external power sources. This capability is particularly beneficial in remote or off-grid locations, where access to traditional power infrastructure may be limited or non-existent. The self-sustaining nature of the system enhances its versatility and enables efficient maintenance operations across diverse railway environments.

[0042] It may be provided that the driving unit comprises an electrical motor unit selected from a group consisting of stepper motors, servo motors, and brushless DC motors. One advantage of this arrangement is the precise control and positioning capabilities offered by these types of electric motors. Stepper motors provide accurate step-by-step rotation, ensuring precise switch alignment and minimizing the risk of misalignments. Servo motors offer high-torque and dynamic response, enabling smooth and controlled switch operation even under varying load conditions. Brushless DC motors offer high efficiency, low maintenance, and reliable performance, making them well-suited for the demanding requirements of railway switch actuation.

[0043] It may be provided that the communication module is configured for wired communication, for reliable data transfer in environments where wireless signals are unreliable. One advantage of this arrangement is the enhanced communication reliability and security it provides in challenging environments. In areas with potential interference or signal obstructions, wired communication ensures a stable and consistent data transfer, minimizing the risk of communication disruptions or data loss. This approach is particularly beneficial in critical maintenance operations where uninterrupted communication is essential for safety and efficient coordination.

[0044] It may be provided that the communication module is configured for wireless communication, for providing flexibility and ease of integration into existing railway management systems without the need for extensive cabling. One advantage of this arrangement is the increased mobility and adaptability it offers for maintenance operations. By eliminating the need for physical wired connections, the railway switch interface can be easily deployed and relocated as needed, without being constrained by the limitations of fixed cabling infrastructure. This wireless capability also simplifies the integration process with existing railway management systems, reducing installation costs and minimizing disruptions to ongoing operations.

[0045] It may be provided that the wireless communication module supports several communication protocols, including GSM-R and FRMCS, thereby ensuring compatibility with standard railway communication systems and enhancing the reliability of the communication. One advantage of this arrangement is the interoperability and future-proofing it provides for the railway switch interface. By supporting industry-standard protocols like GSM-R and the emerging FRMCS, the interface can seamlessly integrate with existing and future railway communication networks, ensuring long-term compatibility and avoiding the need for frequent upgrades or replacements as communication technologies evolve. The skilled person will appreciate what other wireless communication standards may also supported by the wireless communication module, for example amongst others, GSM-R, FRMCS, LTE-R, TETRA, CBTC, BBRS, RailSiteCom, ITCS and also communication sub-systems of the ERTMS.

[0046] It may be provided that the railway switch interface further comprises a singular or redundant communication capabilities, wherein the communication unit is configured to maintain at least two separate connections via different networks or protocols, enhancing the reliability and security of the communication links, for maintaining safe and uninterrupted maintenance operations. One advantage of this arrangement is the increased resilience and fault tolerance it provides for critical communication channels. By establishing redundant connections through different networks or protocols, the system can automatically switch to alternative communication paths in the event of a failure or disruption, ensuring continuous and uninterrupted data transfer. This redundancy feature is particularly crucial for safety- critical maintenance operations, where reliable communication is essential for coordinating activities and responding to potential emergencies.

[0047] It may be provided that the communication unit is configured for wireless communication and wireless reception of the operational commands from a wireless terminal, said wireless terminal comprising, in particular, one of a group consisting of a wireless dedicated terminal, a mobile phone, a smartphone, a tablet and a laptop. One advantage of this arrangement is the flexibility and convenience it offers for maintenance personnel to control and monitor the railway switch interface remotely. By enabling wireless communication with a range of portable devices, the system can be operated and supervised from various locations, enhancing mobility and efficiency during maintenance activities. This capability also facilitates real-time collaboration and information sharing among maintenance crews, improving coordination and decision-making processes.

[0048] The interface may also enrich or provide signals or signaling means such as visual and / or auditive signals to provide information about the status of the switch and interface locally. It may be provided that the communication unit is configured for wireless communication and wireless reception of the operational commands via a remotely situated central server. One advantage of this arrangement is the centralized control and management capabilities it provides for the railway switch interface. By integrating with a central server, the system can receive operational commands and updates from a single, unified source, streamlining communication and ensuring consistent and coordinated maintenance operations across multiple locations or work zones. This centralized approach also enables remote monitoring, data logging, and analysis, providing valuable insights for optimizing maintenance strategies and improving overall railway infrastructure management.

[0049] It may be provided that the communication unit is configured the wireless communication unit over a cellular mobile network, in particular a 2G GSM, 2.5G GPRS or EDGE, 3G UMTS, HSDPA or LTE, 4G LTE Advanced, GSM-R or FRMRS network or similar and more advanced network. One advantage of this arrangement is the widespread availability and coverage provided by cellular mobile networks. By leveraging these established communication infrastructures, the railway switch interface can operate reliably across large geographical areas, ensuring seamless connectivity and uninterrupted communication during maintenance activities. Additionally, the support for various cellular network generations and technologies, including the railway-specific GSM-R and FRMCS, ensures compatibility with existing and future communication standards, providing a future-proof solution for evolving railway communication needs.

[0050] It is to be understood that each feature described in the context of an example relating to one aspect of the invention, such as the railway switch interface, is similarly applicable to other aspects of the invention, including but not limited to the computer-implemented method, the computer program product, and the data carrier signal. Each feature thus contributes to the overall functionality and technical advantages of the invention in its various embodiments. Similarly, any advantages discussed in relation to specific features of the railway switch interface are equally pertinent to the computer-implemented method, the computer program product, and the data carrier signal. These features ensure the invention's capability improve the operation of railway switches during maintenance periods, thereby overcoming the disadvantages of the prior art at least in part. This operation aims to reduce the manpower required for switch operation, enhance safety by minimizing human presence in potentially hazardous areas, and improve the overall efficiency and scheduling flexibility of railway maintenance operations, in that order of priority.

[0051] BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The present disclosure will be explained in more detail below by means of examples of a device according to the present disclosure shown in the drawings, in which:

[0053] Fig. 1 shows an example of a railway switch interface according to the present invention.

[0054] DETAILED DESCRIPTION

[0055] Fig. 1 shows a railway switch interface 1 for controlling railway switches 2 during maintenance periods. The interface 1 reduces the manpower required for switch operation, enhance safety by minimizing human presence in potentially hazardous areas, and improve the overall efficiency and scheduling flexibility of railway maintenance operations, in that order of priority.

[0056] The interface 1 is arranged for retrofit. In the context of railway switches, the term "retrofit" refers to the process of updating and enhancing existing switch systems by integrating new or improved components and technologies such as the the railway switch interface 1 according to the present disclosure.

[0057] Due to the retrofit design, the switch itself does not require modification or upgrading. The interface 1 can be easily be attached to and interface with the switch 2. The interface to this end is arranged for temporary attachment to existing railway switch machines and thus thereby provide a mechanical interface. These railway switches 2 can be arranged for remote control by train traffic control managers 4, which is done during the normal operation. When maintenance is performed or other work is done, the section of the rail to which the switch belongs can be put out of service or decommissioned. During such decommissioning or during even during the time the run in a normal operational modus, the switch can be cranked manually, which is typically done by a local rail worker 12.

[0058] Manual cranking for railway switches 1 is a method used to manually operate the switch points of a railway turnout, ensuring correct track alignment. This process is mandatory during automated system failures or maintenance activities. The system includes a mechanical crank handle that fits into a slot on the switch machine. By rotating the handle, an operator such as a local rail worker 12 engages the internal gears, moving the switch points. This manual intervention ensures safe and efficient rerouting of trains, maintaining rail operations continuity.

[0059] The operator or rail worker 12 inserts the crank handle into the switch machine's slot and rotates it in the indicated direction, engaging the gears and moving the switch points. Cranking continues until the switch points reach the desired position, confirmed by visual indicators or mechanical feedback. Once aligned, the crank handle is removed, and the switch is locked to prevent unintended movement. This manual operation allows reliable control of the switch in the absence of automated systems.

[0060] The interface 1 to this end comprises a coupling unit 7 configured to interface directly with a manual cranking mechanism 10 of the railway switch machine. This interfacing is thus a mechanical process in which the coupling unit 7 engages with the slot on the switch machine 2. To this end, the coupling unit has a shape and size which matches the slot.

[0061] The railway switch interface 1 comprising also comprises a power unit 3. The power unit of the interface supplies the necessary electrical power to operate the railway switch mechanism and all components that require power such as the communication unit and control unit. It comprises a battery, which provides a reliable and portable energy source, ensuring the system can function even in the absence of an external power supply. This battery-powered unit ensures continuous and uninterrupted operation of the switch interface, enhancing the overall reliability and safety of railway operations.

[0062] The interface shown in Fig. 1 further has a driving unit 9, for example a motor. The driving unit is designed to operate and actuate the coupling unit, enabling it to rotate the engaged the manual cranking mechanism. By doing so, it effectuates the physical movement of the switch points. This unit ensures that the mechanical force required to crank the switch is effectively transmitted, allowing for smooth and precise manual operation of the railway switch.

[0063] The driving unit 9 is for example a motor. This can be an electric motor, hydraulic motor, pneumatic motor or a combination thereof. An electric motor is preferably used to drive the manual crank mechanism due to its efficiency and reliability. These motors can be easily controlled and provide consistent rotational force, making them ideal for precise and repetitive tasks. The primary advantage of electric motors is their ability to deliver a steady torque, ensuring smooth and accurate movement of the switch points. Additionally, they are relatively low maintenance and can be integrated with automated control systems for enhanced functionality. Hydraulic motors utilize fluid pressure to generate rotational motion. They are known for their high power density and ability to deliver significant torque, making them suitable for heavy-duty applications. The main advantage of hydraulic motors is their robustness and capability to operate under harsh conditions, including extreme temperatures and high loads. This makes them ideal for railway environments where reliability and durability are crucial. Pneumatic motors use compressed air to produce rotational movement. They are valued for their simplicity, safety, and ease of maintenance. One of the key benefits of pneumatic motors is their ability to operate in hazardous environments where electrical sparks could pose a risk, such as in areas with flammable gases. Additionally, they offer quick response times and can be easily controlled, making them effective for manual cranking applications. As shown , the driving unit 9 is preferably an electric motor and may comprises a DC motor, AC motor, stepper motor, servo motor or brushless DC motor, each having its own typical characteristics and advantages.

[0064] The interface shown in Fig. 1 further includes a control unit 11 that is designed to manage the operations of the driving unit 9 based on received operational commands. This control unit may receive commands from a central control system 19 or manual inputs and processes these instructions to adjust the railway switch 2 accordingly. It ensures that the driving unit operates accurately and efficiently, aligning the switch points to the desired position. The control unit 11 may monitor the status and performance of the driving unit 9, and may make necessary adjustments to maintain optimal functionality and ensure the safe and reliable operation of the railway switch 2.

[0065] The interface 1 shown in Fig. 1 also shows a communication unit 5 which enables the interface and the control unit 11 to communicate with a remotely situated central server 19, to receive operational commands and transmitting status information.

[0066] The railway switch interface 1 is configured to be installed and removed by the rail worker 12. This can be done without requiring permanent changes to the railway switch machine 1 itself. This enabling the railway switch 2 to be operated remotely to reduce the need for manual cranking by rail workers 12 and improve safety and efficiency during maintenance operations.

[0067] The railway switch interface 1 is designed to enhance the efficiency and safety of railway switch operations, especially during maintenance periods. Installation of this interface is straightforward and can be performed by rail workers 12 locally without the need for permanent modifications to the existing switch machinery. The process begins by securely attaching the interface 1 to the existing manual cranking mechanism 10 of the railway switch 2. The coupling unit 7, which is designed to fit directly with the manual crank handle slot of the manual cranking mechanism 10, ensures a seamless connection. Once attached, the power unit 3, which includes a rechargeable battery, provides the necessary energy to operate the interface independently of external power sources, making it ideal for remote or off-grid locations.

[0068] The control unit 11 within the interface 1 manages the operations of the driving unit 9, which may include various types of motors such as stepper, servo, or brushless DC motors. These motors are responsible for driving the coupling unit 7, which in turn rotates and cranks the manual cranking mechanism 10. This setup allows for precise and reliable adjustment of the switch blades, changing the track direction by moving the rails 8A, 8B in respect of rails 6A and 6B, as needed. The communication unit 5, equipped with wireless capabilities 5, receives operational commands from remote terminals 17 such as smartphones, tablets, or / via central servers 19. This feature enables remote control of the switch 2, significantly reducing the need for manual intervention by rail workers 12 on-site and enhancing operational safety by minimizing human presence in hazardous areas.

[0069] The interface's communication unit 5 may support one or multiple protocols, including GSM-R and FRMCS, ensuring compatibility with standard railway communication systems. This unit 5 also provides real-time status updates, allowing maintenance personnel to monitor the switch's operational state remotely. This remote monitoring capability enhances situational awareness and decision-making during maintenance activities, ensuring timely and efficient responses to any issues that arise. Additionally, the interface 1 can integrate with systems like the MTinfo 3000, enabling centralized control and monitoring, further optimizing the maintenance process and improving the overall efficiency and reliability of railway operations.

[0070] Additionally, a local railway signal may be used and comprised into the system according to an aspect of the present disclosure. With such a signal, approaching trains may be informed and warned of the use of the interface on the switch and may provide information or even control signals regarding the state of the switch. Furthermore, the interface can be arranged to interface with an existing switch system to enable remote operation. This setup ensures that approaching trains are accordingly informed about the switch's status. This dual functionality not only enhances operational efficiency but also significantly improves safety by ensuring that all pertinent information regarding switch positions is accurately communicated to train operators in real time.

[0071] By leveraging the railway switch interface 1 , rail workers 12 can quickly and easily convert switches from manual to remote operation, facilitating larger and more complex maintenance work zones. This capability not only enhances safety and efficiency but also allows for more flexible scheduling of maintenance tasks, ultimately contributing to a more robust and reliable railway infrastructure. The temporary nature of the interface’s installation allows for its deployment only when needed, ensuring minimal disruption to regular railway operations and reducing the costs associated with permanent infrastructure changes.

[0072] Based on the above description, a skilled person may provide modifications and additions to the method and arrangement disclosed, which modifications and additions are all comprised by the scope of the appended claims.

[0073] It will be clear that the intention of the above description is to shed light on the working of possible embodiments of the present invention, and not to limit the scope of protection of the invention. Starting from the description, a person skilled in the art is able to conceive of and use various embodiments that fall within the inventive concept and scope of protection of the present invention.

Claims

CLAIMS1. A railway switch interface (1) for controlling railway switches (2) during maintenance periods, the interface (1) being configured for retrofit, temporary attachment to existing railway switch machines, the railway switch machines being arranged for remote control by train traffic control managers (4) during normal operation or by manual cranking during maintenance by a local rail worker (12), the railway switch interface (1) comprising: a power unit (3) comprising a battery; a communication unit (5) capable of receiving operational commands and transmitting status information; a coupling unit (7) configured to interface directly with a manual cranking mechanism (10) of the railway switch machine; a driving unit (9) configured for driving the coupling unit to rotate and crank the manual cranking mechanism (10); and a control unit (11) configured to manage operations of the driving unit (9) based on received operational commands and to adjust the railway switch (2) according to a received command; wherein the railway switch interface (1) is configured to be installed and removed by a rail worker (12) without requiring permanent changes to the railway switch machine, thereby enabling the railway switch (2) to be operated remotely to reduce the need for manual cranking by rail workers (12) and improve safety and efficiency during maintenance operations.

2. The railway switch interface (1) according to claim 1 , wherein the driving unit comprises one of the group of a hydraulic driving unit, a pneumatic driving unit, mechanical power transmission unit, electrical motor unit or a hybrid driving unit comprising a combination of the foregoing.

3. The railway switch interface (1) according to any of the previous claims, wherein the coupling unit (7) comprises a uniform socket to correspond with an existing manual crank handle to mate with the manual cranking mechanism (10) of the railway switch machine (2).

4. The railway switch interface (1) according to any of the previous claims, wherein the communication unit (5) is further configured to provide a readout of the status of operation, thereby allowing maintenance personnel to monitor the operational state of the switch (2) remotely and make informed decisions regarding maintenance activities.

5. The railway switch interface (1) according to any of the previous claims, wherein one or more of the power unit (3), the communication unit (5), and the control unit (11) are housed in a separate external housing (13), providing enhanced protection against environmental conditions and facilitating ease of installation and maintenance.

6. The railway switch interface (1) according to any of the previous claims, wherein the battery of the power unit (3) is rechargeable, thereby reducing the need for frequent replacements and enhancing the sustainability of the maintenance operations.

7. The railway switch interface (1) according to claim 6, further comprising a photovoltaic (PV) system (15) attached to or integrated with the external housing (13) for charging the rechargeable battery, ensuring continuous operation even in remote areas without direct power supply connections.

8. The railway switch interface (1) according to any of the previous claims, wherein the driving unit (9) comprises an electrical motor unit selected from a group consisting of stepper motors, servo motors, and brushless DC motors.

9. The railway switch interface (1) according to any of the previous claims, wherein the communication module (5) is configured for wired communication, for reliable data transfer in environments where wireless signals are unreliable.

10. The railway switch interface (1) according to any of the previous claims, wherein the communication module (5) is configured for wireless communication, forproviding flexibility and ease of integration into existing railway management systems without the need for extensive cabling.11 . The railway switch interface (1) according to any of the previous claims, wherein the wireless communication module supports several communication protocols, including GSM-R and FRMCS, thereby ensuring compatibility with standard railway communication systems and enhancing the reliability of the communication.

12. The railway switch interface (1) according to claim 10 or claim 11 , further comprising redundant communication capabilities, wherein the communication unit (5) is configured to maintain at least two separate connections via different networks or protocols, enhancing the reliability and security of the communication links, for maintaining safe and uninterrupted maintenance operations.

13. The railway switch (1) interface according to any of the previous claims, wherein the communication unit (5) is configured for wireless communication and wireless reception of the operational commands from a wireless terminal (17), said wireless terminal (17) comprising, in particular, one of a group consisting of a wireless dedicated terminal, a mobile phone, a smartphone, a tablet and a laptop.

14. The railway switch interface (1) according to any of the previous claims, wherein the communication unit (5) is configured for wireless communication and wireless reception of the operational commands via a remotely situated central server (19).

15. The railway switch interface (1) according to any of the previous claims, wherein the communication unit (5) is configured the wireless communication unit over a cellular mobile network, in particular a 2G GSM, 2.5G GPRS or EDGE, 3G UMTS, HSDPA or LTE, 4G LTE Advanced, GSM-R or FRMRS network or similar and more advanced network.

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