Train simulator test device and method thereof

Abstract

A train simulator test device is disclosed that is operably coupled to a rail to measure the quiescent impedance of the track circuit and simulate a train by varying the rail inductance over a set period of time. The test device can select the speed, direction, and number of trains to simulate. By applying a variable inductance over the rail, the test device can simulate trains entering and exiting an island at variable speeds. The test device can apply inductance to the rail to simulate two or more trains moving in each direction of the track at the same time, as well as multiple appearances and routes. The train simulator test device can include simulation software to vary the parameters of the train simulation and couple variable inductance over the rail.

Description

[0001] Cross-reference of related applications

[0002] This application claims the benefits of U.S. Provisional Application No. 63 / 075991, filed September 9, 2020, and U.S. Application No. 17 / 470556, filed September 9, 2021, which are incorporated herein by reference in their entirety for all purposes. Technical Field

[0003] This disclosure generally relates to testing of railway assets, and more specifically, to testing of a railway track crossing component. Background Technology

[0004] Railways are a vast infrastructure environment with a network of millions of assets that need to operate and move in a structured, orderly, and safe manner. When a train travels along the tracks, it typically encounters a railway crossing—a location where vehicles and other media can cross the tracks. The location where a crossing is established can be called an "island." As a train approaches, the train detection subsystem must signal to potential crossers that a train is approaching and that crossing the tracks on the island is unsafe. Signals can include flashing lights, gantry arms, audible systems, and actuators. When these systems are put into service, they must be tested to ensure proper functioning. Therefore, the train detection subsystem and the warning device control subsystem must be tested before a train approaches to facilitate safe crossing of the tracks.

[0005] To detect the presence of a train on the tracks, an alternating current voltage can be applied to the tracks, effectively short-circuiting the train. The two tracks are configured with different potentials. When the potential is connected by the train's wheels and axles, the wheels and axles act as shunts, possessing inductance, which appears as a short circuit. A basic train detection subsystem can look for short-circuit conditions to identify whether a train is on the track, but more sophisticated subsystems can measure the train's shunt inductance to determine its position and speed. The train detection subsystem can identify a section of track as a crossing approach. The crossing approach can be the length of track along which the train detection subsystem can detect the train. The train detection subsystem can send signals along the tracks and detect changes in the signal values. As the train travels on these tracks, the inductance of the tracks changes. The track inductance can be measured by the train detection subsystem. These inductance measurements can be analyzed to determine the rate of change of inductance, or phase change. Therefore, as the train travels along the tracks, the rate of change of inductance can be determined to determine the train speed and ultimately, the time of arrival at the crossing island. Once the arrival time is determined, the timing for triggering the warning device control subsystem can be determined and initiated by the control system. The arrival time can vary considerably depending on the complexity of the intersection, the angle of train approach, and other variables. However, most intersections are "continuous warning" intersections, meaning they are designed to allow a minimum of 20 seconds for a stationary train to approach.

[0006] Currently, there are only two options for testing crossovers: manually diverting tracks using a shunt, or coordinating train operations with the train crew under the guidance of a test coordinator. Manual track diversion is the most common method, but because the movement is not linear, it cannot provide a true crossover test. This means that if someone sets up a shunt at the end of the approach, then moves to the 75% mark, then to the 50% mark, etc., the crossover predictor will interpret the train as "jumping" throughout the approach. Manual shunting is intended to simulate train movement, but it is ineffective. Coordinating with the train is preferred, but in most cases, it is not a viable option due to logistical obstacles, including train time monopolies, security personnel or equipment obstructing traffic through islands, etc. Furthermore, train coordination is particularly difficult in complex locations with multiple routes in and out of islands and different train speeds at intersections. When servicing a new crossover, it is necessary to observe actual trains passing through each approach, but this introduces additional logistical obstacles and takes time. Summary of the Invention

[0007] This disclosure achieves technical advantages as a train simulator testing device that can be operatively coupled to a rail to measure the rail's static impedance and simulate a train by varying the rail inductance over a set time period. In one embodiment, a standard rail connection accessible from a roadside house can be utilized. In another embodiment, the train simulator testing device can be a portable case with a processor and test leads. The train simulator testing device can include simulation software to change parameters of the train simulation and couple a variable inductance onto the rail. In yet another embodiment, the train simulator testing device can be located on an external device and can communicate with additional testing devices to generate simulated train motion at multiple testing device locations.

[0008] The testing device can select the speed, direction, and number of trains to be simulated. By applying a variable inductance to the rails, the testing device can simulate trains entering and exiting islands at variable speeds. The testing device can apply inductance to the rails to simulate two or more trains moving simultaneously in each direction of the track, as well as multiple appearances and routes. In one embodiment, the testing device can be programmed to determine appropriate inputs and transmit them to each cross-testing device in the network to simulate desired train speeds, including accelerating, decelerating, and stopping trains. The testing device can initiate a train simulation at a 100% cross-entry position and move the train inward to a 0% cross-entry position while maintaining the inductive characteristics of the train along the track.

[0009] In one embodiment, when using more than one test device, data and instructions can be received from a remote master test device. In another embodiment, the test devices can simulate train movement from 100% to 0% or from 0% to 100% of the crossing approach point. In yet another embodiment, multiple test devices can be used for crossings with DAX housings to test more complex locations. The test devices can communicate with each other via data radio, encryption, or unlicensed frequencies (allowing daisy-chaining).

[0010] This disclosure solves the technical problem of performing static testing of a train detection subsystem at discrete points via manual or automatic input. Furthermore, this disclosure solves the problem of manual testing in coordination with trains for railway crossings.

[0011] This disclosure activates the warning device mechanism by altering the inductance applied to the rails to trigger the warning device control system, thereby accurately simulating train movement along the rails and improving system performance. This allows for verification of correct operation. The testing device enhances test quality, efficiency, and reliability. Since capturing train movement will be rejected, the testing device also reduces the time spent testing intersections.

[0012] In one embodiment, a train simulator testing apparatus configured to simulate a train on rails to test the functionality of intersection safety devices may include: a user interface configured to set one or more parameters of the simulated train; a plurality of cables configured to be releasably coupled to the rails; a memory storing a plurality of train characteristics associated with at least a portion of the vehicle and the track; and a processor operatively coupled to the memory and capable of executing machine-readable instructions to perform program steps, wherein the program steps include the following steps: receiving one or more train parameters; determining an inductance value to simulate a train having the train parameters; generating an inductance using the calculated inductance value; and applying the generated inductance to a segment of the rail. The inductance value can be retrieved from the memory. The train parameters are received from the user interface. The train parameters are received from a remote device. The program steps also include a step of measuring the static impedance of a segment of the rail. The program steps also include a step of receiving the track length. The program steps also include a step of verifying the correct operation of one or more safety mechanisms. The inductance value is retrieved from a remote database. The memory includes a table of inductance values ​​for different train parameters. The inductance value table includes measured inductance values ​​for a specific track segment. This allows for the measurement of the track's inductance and its correlation with track measurements of historical train cross-inductance values ​​stored in memory.

[0013] In another embodiment, a method for simulating a train on a railway track to test the functionality of a crossover safety device may include the steps of: measuring the static impedance of a section of track; receiving one or more train parameters; determining an inductance value to simulate a train having the train parameters; generating an inductance using the calculated inductance value; and applying the generated inductance to a section of track. The method also includes a step of verifying the correct operation of one or more safety mechanisms. It further includes a step of receiving the track length. The inductance value is retrieved from a memory. The train parameters are received from a user interface. The train parameters are received from a remote device. The inductance value is retrieved from a remote database. The memory includes a table of inductance values ​​for different train parameters. The inductance of the track can be measured and associated with track measurements of historical train crossover inductance values ​​stored in the memory for the track section. Attached Figure Description

[0014] The present disclosure will be readily understood from the following detailed description, taken in conjunction with the accompanying drawings, which illustrate the principles of the disclosure by way of example. The drawings illustrate the design and practicality of one or more exemplary embodiments of the present disclosure, wherein similar elements are represented by similar reference numerals or symbols. The objects and elements in the drawings are not necessarily drawn to scale, proportion, or precise positional relationships. Rather, the focus is on illustrating the principles of the present disclosure.

[0015] Figure 1A schematic diagram of a control system for active railway crossings according to one or more exemplary embodiments of the present disclosure is shown.

[0016] Figure 2A A schematic diagram of a circuit for illuminating the left lamp of a flash unit according to one or more exemplary embodiments of the present disclosure is shown.

[0017] Figure 2B A schematic diagram of a circuit for illuminating the right lamp of a flash unit according to one or more exemplary embodiments of the present disclosure is shown.

[0018] Figure 3A A schematic diagram of a circuit for sending a signal to trigger gate operation according to one or more exemplary embodiments of the present disclosure is shown.

[0019] Figure 3B A schematic diagram of a circuit for operating a gate according to one or more exemplary embodiments of the present disclosure is shown;

[0020] Figure 4 A schematic diagram of a stationary railway crossing (without trains) according to one or more exemplary embodiments of the present disclosure is shown;

[0021] Figure 5 A schematic diagram illustrating a railway crossing (with trains) in operation according to one or more exemplary embodiments of this disclosure;

[0022] Figure 6 A schematic diagram of a stationary railway crossing (with test equipment and train) according to one or more exemplary embodiments of the present disclosure is shown;

[0023] Figure 7 A schematic diagram illustrating a rail configuration with multiple cross-testing devices according to one or more exemplary embodiments of the present disclosure; and

[0024] Figure 8 A flowchart illustrating an exemplary process for simulating a train on a railway track according to one or more exemplary embodiments of the present disclosure is provided. Detailed Implementation

[0025] The disclosure and its various features and advantageous details presented in the following written description are explained more fully with reference to the non-limiting examples included in the accompanying drawings and the detailed description in the following specification. Descriptions of well-known components have been omitted to avoid unnecessarily obscuring the key features described herein. The examples used in the following description are intended to facilitate understanding of how this disclosure can be implemented and practiced. Therefore, these examples should not be construed as limiting the scope of the claims.

[0026] Figure 1A schematic diagram of a control system 100 for active railway crossing according to one or more exemplary embodiments of the present disclosure is shown. The control system 100 may include a train detection subsystem 102, a crossing control relay (XR) 104, and a warning device control subsystem 106. In one embodiment, when the train detection subsystem 102 detects a train, it can trigger the operation of the warning device control subsystem 106 via the crossing control relay (XR) 104. In another embodiment, the warning device control subsystem 106 may operate strobe lights, door arms, audible systems, and actuators, etc.

[0027] The aforementioned system components and their sub-components can communicate and couple with each other via the Internet, intranet, mesh network, or other suitable networks. Communication can be encrypted, unencrypted, via VPN tunnels, or other suitable methods. The Internet can be a WAN, LAN, PAN, or other suitable network. Network communication between system components and their sub-components can be encrypted using PGP, Blowfish, Twofish, AES, 3DES, HTTPS, or other suitable encryption methods. Network communication can be conducted via application programming interfaces (APIs), ANSI-X12, Ethernet, Wi-Fi, Bluetooth, PCI, PCI-Express, fiber optics, or other suitable communication protocols or media. Furthermore, third-party databases can be operatively coupled to the system components.

[0028] A server can be implemented using hardware, software, or a suitable combination of hardware and software, and may include one or more software systems operating on one or more servers, the servers having one or more processors and access to memory. A server may include electronic storage, one or more processors, and / or other components. A server may include communication lines or ports to enable information exchange with networks and / or other computing platforms. A server may also include multiple hardware, software, and / or firmware components operating together to provide the functions that pertain to a server herein. For example, a server may be implemented by a cloud, a computing platform operating as a server. Furthermore, a server may include memory.

[0029] The memory may include electronic memory, which may include non-transitory storage media that store information electronically. The electronic storage media of the electronic memory may include one or both of system memory that can be provided integrally with the server (i.e., substantially non-removable) and / or removable memory that can be removably connected to the server, such as ports (e.g., USB ports, FireWire ports, etc.) or drives (e.g., disk drives, etc.). The electronic memory may include one or more optically readable storage media (e.g., optical discs, etc.), magnetically readable storage media (e.g., magnetic tape, magnetic hard disks, floppy disk drives, etc.), charge-based storage media (e.g., EEPROM, RAM, etc.), solid-state storage media (e.g., flash drives, etc.), and / or other electronically readable storage media. Electronic storage may include one or more virtual storage resources (e.g., cloud storage, virtual private networks, and / or other virtual storage resources). The electronic memory may store machine-readable instructions, software algorithms, information determined by a processor, information received from the server, information received from a computing platform, and / or other information that enables the server to function as described herein. The electronic memory may also be accessible via a network connection.

[0030] A processor can be configured to provide information processing capabilities within a server. Thus, a processor can include one or more of the following: a digital processor, an analog processor, digital circuitry designed to process information, analog circuitry designed to process information, a state machine, control logic, and / or other mechanisms for electronically processing information (e.g., an FPGA or an ASIC). A processor can be a single entity or comprise multiple processing units. These processing units can be physically located within the same device, or the processor can represent the processing or software functions of multiple devices operating collaboratively.

[0031] A processor can be configured to execute machine-readable instructions or learning modules through a combination of software, hardware, firmware, and / or other mechanisms for configuring processing capabilities on the processor. As used herein, the term "machine-readable instructions" can refer to any component or set of components that performs the functionality of a machine-readable instruction component. This can include one or more physical processors, processor-readable instructions, circuitry, hardware, storage media, or any other component during the execution of processor-readable instructions.

[0032] The server may be configured with machine-readable instructions having one or more functional modules. These machine-readable instructions may be implemented on one or more servers having one or more processors and access to memory. The machine-readable instructions may be a single networked node or a cluster of machines, and may include a distributed architecture of multiple networked nodes. The machine-readable instructions may include control logic for implementing various functions, as described in more detail below. The machine-readable instructions may include certain functions associated with system components and their subcomponents.

[0033] Figure 2A A schematic diagram of a circuit for illuminating the left lamp 204 of the flash unit 200 according to one or more exemplary embodiments of the present disclosure is shown. Figure 2B A schematic diagram of a circuit for illuminating the right lamp 202 of a flash unit 200 according to one or more exemplary embodiments of the present disclosure is shown.

[0034] The cross-controlled relay (XR) 104 can transmit a signal to the warning device control subsystem 106 to trigger operation. The warning device control subsystem 106 can control the flashing light unit 200 to flash the left light 204 and the right light 202. In one embodiment, as... Figure 2A As shown, when contacts 1 and 2 are closed and contacts 3 and 4 are open, the left lamp 204 of the flash unit 200 is illuminated because the right lamp 202 is shunt through contacts 3 and 4 of the EOR. Furthermore, the left door arm 214 of the door arm unit 210 is operated to lower the left door arm 212 to the lowered position. The right door arm 212 of the door arm unit 210 is held in the raised position. In another embodiment, as... Figure 2B As shown, when contacts 1 and 2 are open and contacts 3 and 4 are closed, the right light 202 of the flash unit 200 is illuminated because the left light 204 is shunt through contacts 1 and 2 of the EOR. Furthermore, the right door arm 212 of the door arm unit 210 is operated to lower the right door arm 212 to the lowered position. The left door arm 214 of the door arm unit 210 is held in the raised position.

[0035] Figure 3A A schematic diagram of a circuit 300 for sending a signal to trigger gate operation according to one or more exemplary embodiments of the present disclosure is shown. Figure 3B A schematic diagram of a circuit 310 for operating a gate according to one or more exemplary embodiments of the present disclosure is shown. Figure 2B The door arm unit 210 may include one or more gate circuits 310 to control one or more doors. For example... Figure 3A As shown, the cross control relay (XR) 104 allows the XB12 signal to propagate as XN12 through the cross gate relay (XGR) 302 to the gate circuit 300. For example... Figure 3BAs shown, XR104 activates ER circuit 314 to start the flash. After a first time period (e.g., 3 seconds), XGR 302 removes energy from "hold clear" device 312 to release the door and causes ER relay 314 to drop. ER circuit 314 is de-energized whenever XR104 closes or the door is not perpendicular.

[0036] Figure 4 A schematic diagram of a stationary railway crossing (without a train) according to one or more exemplary embodiments of the present disclosure is shown. In one embodiment, a cross-predictor located in the memory or control logic of a testing apparatus may store a stationary state of an unoccupied track before a train arrives. This stationary state may be referred to as “perfectly close” or “100RX”. The cross-predictor factor may require extensive testing and calibration. A segment of track 400 may include a west approach segment 410, an island segment 408, and an east approach segment 412. In another embodiment, a termination shunt 406 may be located at the westernmost end of the west approach segment 410, and a second termination shunt 408 may be located at the easternmost end of the east approach segment 412, thereby defining a segment of track. A warning system 416 may include one or more doors, flashing lights, loudspeakers, or other suitable warning components. When stationary, the doors of the warning system 416 are open, and the flashing lights are off.

[0037] In one embodiment, the transmission island line 402 can be operatively coupled to the rail track. For example, a first end of the first transmission island line can be operatively coupled to a first rail of a section of rail, and a first end of the second transmission island line can be operatively coupled to a second rail of a section of rail. The second end of the transmission island line 402 can be located within a roadside building 414. In another embodiment, the transmission island line 402 can be operatively coupled to the railway track at the point where island segment 408 intersects with the east approach road segment 412.

[0038] In one embodiment, the receiving island line 404 can be operatively coupled to the rails. For example, a first end of the first receiving island line can be operatively coupled to a first rail of a section of rails, and a first end of the second receiving island line can be operatively coupled to a second rail of a section of rails. The second end of the receiving island line 404 can be located within a roadside building 414. In another embodiment, the receiving island line 404 can be operatively coupled to the rails at the point where island segment 408 intersects with western approach road segment 410.

[0039] As described above, the train simulator testing apparatus can be operatively coupled to a railway track to measure the static impedance of the track circuit and simulate a train by varying the rail inductance over a set time period. The testing apparatus can select the speed, direction, and number of trains to be simulated. By applying a variable inductance to the rail, the testing apparatus can simulate trains entering and exiting islands at variable speeds. The testing apparatus can apply inductance to the rail to simulate two or more trains moving simultaneously in each direction of the track, as well as multiple appearances and routes. The train simulator testing apparatus may include simulation software to change the parameters of the train simulation and couple a variable inductance to the rail.

[0040] However, when intersections are complex (with multiple routes into and out of the island and varying train speeds through the intersection), test devices can be coupled at each track location to measure the static impedance of these track circuits. In one embodiment, the test devices can transmit these static impedances back to the main test device unit or central program. In another embodiment, each test device can be triggered independently to change its impedance to simulate train motion. For example, assuming there is one test device on one side of the island (the intersection) and one test device 2 on the other side, test device 1 can be configured to change from 100% to 0% over 12 seconds; once test device 1 reaches 0%, test device 2 can be triggered to change from 100% to 0% in a second time interval based on the static impedance of test device 2 and the track length in test device 2. Thus, the motion of a train passing through the island can be simulated. In operation, the test devices can shunt the train tracks to simulate the track impedance as a train travels along the tracks. The test devices can be coupled to the tracks, allowing the static impedance of the tracks to be determined and matched. The phase of the inductor can then be changed to alter the inductance on the track, allowing the system to determine that a train is traveling through the track system. By measuring the phase change of the inductance on the track, the train detection subsystem 102 can determine the speed and position of the simulated train and activate the warning device control subsystem 106.

[0041] In one embodiment, the testing device may include a processor with control logic. In another embodiment, the testing device may be housed within a portable case (e.g., a Pelican case). For example, the testing device may be housed in an IP-69 rated waterproof enclosure to withstand harsh environments during outdoor use. For example, the enclosure may be constructed of a polypropylene copolymer material for maximum strength while maintaining light weight. In another embodiment, the testing device may be IP-67 rated with the cover in the open position when actively used. In another embodiment, the testing device may include cables and / or adapters that can be operatively coupled to rails or wires leading to rails. In another embodiment, a single cable may be coupled to each rail. In another embodiment, the testing device may be powered by a built-in rechargeable battery. For example, the rechargeable battery can be charged via any 9-36VDC power supply or a 120VAC outlet to a 12VDC USB-C adapter.

[0042] In another embodiment, the test device can communicate wirelessly. For example, the test device may have a 900MHz radio that can communicate with other test devices that can be used in various locations within range, such as DAX cross houses. In another embodiment, a portable, detachable, foldable, magnetically mounted antenna may be included in the test. This antenna can be fixed to any ferrous metal surface and connected to the train simulator test device via a UHF cable and connector. In another embodiment, the test device may include a screen. For example, the test device may include a touchscreen or a 4x20 character LED screen with various soft keys, allowing the user to navigate between different screens to view and adjust settings and functions. In another embodiment, settings, functions, and visual indicators may include system status, internal battery charge level (e.g., percentage or icon), charging indicator, remaining internal memory space, radio strength, radio strength of other test devices within range, a unique pair ID for confirming links with other test devices, test device configuration parameters, cross RX, cross phase, cross transmission voltage, and filename for each log playback for each simulated train. For example, a log may include filename, size, date, and the last four digits of the test device serial number. In another embodiment, data (e.g., logs, parameters, etc.) can be exported from the test device via an external drive (e.g., a USB flash drive).

[0043] In one embodiment, as the train moves on the track, the testing device can replicate the train's inductance, and these signals can then be received by a train detection subsystem, a cross-predictor, a motion detector, or other suitable equipment. In one embodiment, the train detection subsystem can receive the inductance signals generated by the testing device, process the data, and generate an electromechanical combination. In another embodiment, the system's electronic logic and variables, as well as the mechanical states of relays, doors, and flashlights, can be stored within the train detection subsystem.

[0044] In one embodiment, multiple test devices can be coupled to a section of track to cover a specific track segment for train detection. If another train approaches from a curve, the test devices must be positioned on the next train, and all other test devices are moved downstream. Therefore, if a train is in the direction being monitored by a crossover predictor, for example, eastward, while another crossover predictor is looking westward, in another embodiment, the test devices should be modified to correspond to that train movement (depending on the monitoring direction).

[0045] Figure 5 A schematic diagram of a railway crossing (with a train) 500 in operation according to one or more exemplary embodiments of the present disclosure is shown. In one embodiment, the amplitude of the crossing frequency changes as the axle of train 502 moves past the termination shunt. A crossing predictor can detect this change in frequency and amplitude and calculate the time required for train 502 to reach “occupancy approach” (0RX - time for the axle to enter the island). When train 502 is detected, warning system 416 lowers its gate 504 and activates its flashing light 506. In another embodiment, gate 504 may be lowered when the predictor calculates when the train will arrive at island 408 at a time not less than a minimum specified warning time.

[0046] Figure 6 A schematic diagram of a stationary railway crossing (with a test device and a train) 600 according to one or more exemplary embodiments of the present disclosure is shown. In one embodiment, the test device 602 can simulate the train 612 by combining data parameters of the train when it is fully approaching (100RX) and when it is occupied approaching (0RX). The test device 602 can then simulate the movement of the train by taking 100RX and linearly converting it to 0RX at a certain time rate, which is achieved by changing the inductance received by the crossover predictor when the train is at 100RX and the inductance received by the crossover predictor when the train is at 0RX. In this way, the warning time of the crossover predictor 604 can be tested.

[0047] In one embodiment, the test device 602 can be used to program the route, speed, direction, and number of trains. In another embodiment, the test device 602 may include a user interface 610 configured to set one or more parameters of the simulated train 612. For example, the user interface 610 may provide selection of one or more parameters via, for example, one or more knobs, dials, switches, graphical interfaces, touchscreens, or other suitable user input. In another embodiment, the route, speed, direction, and number of trains can be programmed remotely. For example, the test device 602 may communicate with a remote device 606. In another embodiment, the test device 602 may communicate with other remote devices 602 via a wired or wireless network. In one embodiment, the cross-predictor 604 may include or be operatively coupled to a motion detector surge discharger 605. The test device 602 may be operatively coupled to the cross-predictor 604 via one or more cables 608 via an MDSA 605. In another embodiment, the test device may include one or more track outputs 614. For example, the track output 614 may receive wires (cables). In another embodiment, the test device 602 can send signals to the cross-predictor via a cable operatively coupled to the track output 614.

[0048] Figure 7 This diagram illustrates a rail configuration with multiple cross-testing devices 700 according to one or more exemplary embodiments of the present disclosure. In one embodiment, a remote device 606 can be remotely located to connect to multiple testing devices. For example, the remote device 606 can be a controller, processor, server, computer, control logic, or other suitable device. In another embodiment, the remote device 606 can coordinate the movement of a single simulated train through multiple crosses. In another embodiment, testing devices 602 can be coordinated sequentially. In another embodiment, testing device 602 can be used to run routes at roadside locations. In another embodiment, testing device 602 can be used for automated testing. In another embodiment, after a simulated train 502 arrives at island 408, testing device 602 can simulate another train 502 leaving the island to allow the train detection subsystem to monitor other conditions (e.g., tail loop conditions).

[0049] Figure 8A flowchart illustrating control logic 800 according to one or more exemplary embodiments of the present disclosure is shown, embodying the characteristics of a method for simulating a train on railway tracks. The train simulation control logic 800 can be implemented as an algorithm on a processor, server, machine learning module, controller, or other suitable system. The control logic 800 can be implemented via software, hardware, application programming interfaces (APIs), network connectivity, network transport protocols, HTML, DHTML, JavaScript, Dojo, Ruby, Rails, other suitable applications, or suitable combinations thereof.

[0050] Control logic 800 can leverage the capabilities of a computer platform to generate multiple processes and threads by processing data simultaneously. Simulating a train on tracks by instantiating more than one process can significantly improve the speed and efficiency of control logic 800. However, those skilled in the art of programming will understand that a single processing thread can also be used, and is within the scope of this invention. In one embodiment, control logic 800 can instantiate various modules of a server.

[0051] At point 802, the test device may include conductors operatively coupled to a rail or rail wire. For example, the test device conductors may include rail adapters, such as alligator clips, banana clips, signs, panel mounts, vise clips, magnets, or other suitable connection adapters, to releasably couple the conductors to the rail. In one embodiment, a standard rail connection in a roadside house can be used to connect the test device to the rail. In another embodiment, the train simulator test device may be a portable case with a processor and test conductors. In yet another embodiment, control logic may be directly coupled to the rail.

[0052] The control logic 800 processing flow in this embodiment begins at step 804, where the control logic 800 measures the static impedance of a section of rail. In one embodiment, the control logic 800 can transmit signals along the rail and detect changes in signal values. For example, when a train travels along the rails in a crossing manner, the inductance of the rails may change. The inductance of the rails can be measured by the control logic 800. The control logic 800 can analyze these inductance measurements to determine the rate of change or phase change of the inductance. For example, when the train travels along the rails, the rate of change of the inductance can be determined to determine the train speed and ultimately the time of arrival at the crossing island. Once the arrival time is determined, the time to trigger the warning device control subsystem can be determined and initiated by the control system. The control logic 800 then proceeds to step 806.

[0053] In step 806, control logic 800 may receive the track length. Control logic 800 may establish a section of track as a crossing ramp. For example, the crossing ramp may be a track length that the train detection subsystem can detect. Control logic 800 then proceeds to step 808.

[0054] In step 808, control logic 800 may receive desired train simulation parameters. In one embodiment, the speed, direction, and number of trains to be simulated may be received. For example, the testing device may include a user interface that allows selection of one or more parameters via one or more dials, switches, graphical interfaces, or other suitable user input. In another embodiment, control logic 800 may simulate two or more trains. For example, the simulated trains may follow each other sequentially on a track or approach each other sequentially from different directions. Control logic 800 may initiate the train simulation at 100% approach (farthest point) and move the train inward to the 0% mark (the point closest to the testing device) while maintaining the train's inductive characteristics. In another embodiment, multiple testing devices may be used for intersections with DAX housing to test more complex locations more quickly. Control logic 800 then proceeds to step 810.

[0055] In step 810, control logic 800 may determine or calculate inductance values ​​to simulate a train with desired parameters. In one embodiment, control logic 800 may retrieve stored inductance values ​​associated with measured train values. For example, inductance values ​​may be stored in a test apparatus memory or a remote database. In another embodiment, the memory may include a table of inductance values ​​for different train parameters. In another embodiment, the inductance value table may include measured inductance values ​​for specific portions of the track. In another embodiment, control logic may measure the inductance of the track and correlate the track measurements with historical train crossing values ​​stored in the memory. In another embodiment, control logic 800 may correlate received train parameters with a stored inductance table to determine appropriate inductance values ​​to simulate train crossings. The control logic then proceeds to step 812.

[0056] In step 812, control logic 800 can generate a calculated inductance value to be applied to the rail. The control logic then proceeds to step 814.

[0057] In step 814, control logic 800 can verify the correct operation of the safety mechanism. In one embodiment, the test device can receive an indication from the warning device control subsystem 106 that the safety mechanism is operating correctly. The control logic can then terminate or wait for a new train simulation request and repeat the above steps.

[0058] This disclosure has at least the following advantages:

[0059] 1. Improve system performance by allowing safer and more cost-effective testing of train crossing safety components;

[0060] 2. Provide test granularity and variability to account for different train-related conditions;

[0061] 3. Provide a portable platform for providing simple and effective security system testing; and

[0062] 4. Provide indicators that can point to areas of railway savings or quality improvement.

[0063] Those skilled in the art will readily understand that these advantages (and those noted herein) and objectives of the system would not be possible without the specific combination of computer hardware and other structural components and mechanisms assembled in the system of the present invention and described herein. It should also be understood that various programming tools known to those skilled in the art can be used to implement control over the features and operations described in the foregoing materials. Furthermore, the specific choice of programming tools may be governed by specific objectives and constraints in the implementation chosen to achieve the concepts set forth herein and in the appended claims.

[0064] The descriptions in this disclosure should not be construed as implying that any particular element, step, or function may be a fundamental or critical element that must be included within the scope of the claims. Furthermore, unless the exact words “means” or “step” are used in a particular claim, followed by a participle phrase to identify the function, no claim may invoke § 112(f) of Title 35 of the United States Code against any appended claim or claim element. The use of terms such as (but not limited to) “mechanism,” “module,” “device,” “unit,” “component,” “element,” “building,” “device,” “machine,” “system,” “processor,” “processing device,” or “controller” in the claims may be understood and intended to refer to structures known to a person skilled in the art, as further modified or enhanced by the features of the claim itself, and is not intended to invoke § 112(f) of Title 35 of the United States Code. Even under the broadest reasonable interpretation, according to this paragraph of the specification, even without the specific language described above, the claims are not intended to invoke § 112(f) of Title 35 of the United States Code.

[0065] This disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. For example, each of the new structures described herein may be modified to accommodate specific local changes or requirements while maintaining their basic configuration or structural relationships with each other, or performing the same or similar functions described herein. Therefore, these embodiments are to be considered illustrative rather than restrictive in all respects. Accordingly, the scope of the invention can be determined by the appended claims rather than by the foregoing description. Therefore, all variations falling within the meaning and scope of the equivalents of the claims are intended to be included therein. Furthermore, the elements of the claims are not readily understood, routine, or conventional. Rather, the claims relate to unconventional inventive concepts described in the specification.

Claims

1. A train simulator testing device configured to simulate a train on a track to test the functionality of a crossing safety device, comprising: a user interface configured to set one or more parameters of a simulated train; a plurality of cables configured to be releasably coupled to a track; a memory storing a plurality of train characteristics related to a vehicle and at least a portion of a track; and a processor operably coupled to the memory and capable of executing machine readable instructions to perform program steps, wherein the program steps comprise the steps of: measuring an inductance of at least a portion of a section of a track; correlating the measured track inductance to historical train crossing inductance values for the section of track to identify the one or more simulated train parameters; and determining an inductance value to simulate a train having the simulated train parameters on at least a portion of the section of track.

2. The train simulator testing device of claim 1, wherein the inductance value is retrievable from the memory.

3. The train simulator testing device of claim 1, wherein the train parameters are received from the user interface.

4. The train simulator testing device of claim 1, wherein the train parameters are received from a remote device.

5. The train simulator testing device of claim 1, the program steps further comprising the step of measuring a quiescent impedance of the section of track.

6. The train simulator testing device of claim 1, the program steps further comprising the step of receiving a track length.

7. The train simulator testing device of claim 1, the program steps further comprising the step of verifying proper operation of one or more safety mechanisms.

8. The train simulator testing device of claim 2, wherein the inductance value is retrieved from a remote database.

9. The train simulator testing device of claim 1, wherein the memory comprises a table of inductance values for different train parameters.

10. The train simulator testing device of claim 9, wherein the table of inductance values comprises measured inductance values for a particular section of track.

11. The train simulator testing device of claim 10, wherein the determined inductance value simulates the train moving along at least a portion of the section of track.

12. A method of simulating a train on a track to test the functionality of a crossing safety device, the method comprising the steps of: measuring an inductance of a section of a track; correlating the measured track inductance to historical train crossing inductance values for the section of track to identify one or more train parameters; determining an inductance value to simulate a train having the train parameters; generating an inductance using the determined inductance value; and applying the generated inductance to the section of track.

13. The method of claim 12, further comprising the step of verifying proper operation of one or more safety mechanisms.

14. The method of claim 12, further comprising the step of receiving a track length.

15. The method of claim 12, wherein the historical train crossing inductance values are retrieved from a memory. ​ ​ ​ 16. The method of claim 12, wherein the train parameters are received from a user interface.

17. The method of claim 12, wherein the train parameters are received from a remote device.

18. The method of claim 12, wherein the inductance value is retrieved from a remote database.

19. The method of claim 15, wherein the memory comprises a table of inductance values for different train parameters.

20. The method of claim 15, wherein the determined inductance value simulates the train moving along the segment of track.

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