Failsafe audible signal power assisted switch for railroads

Abstract

A system allows operation of a mainline switch and one or more yard switches. The mainline switch can have vital functions and the yard switches may or may not be vital. The system can be implemented to route a train from a mainline to a rail yard track, where a route is designated and includes the mainline switch and the yard switch.

Description

TITLE FAILSAFE AUDIBLE SIGNAL POWER ASSISTED SWITCH FOR RAILROADS CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit under 35 U.S.C. § 119 of U.S. Provisional Application Serial No. 63 / 464,331, filed on May 5, 2023, which is incorporated herein by reference. STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH

[0002] Not applicable. BACKGROUND OF THE INVENTION

[0003] The present disclosure generally relates to railroad signal systems. More specifically, the disclosure relates to a vital railroad switch system for use in dark territory.

[0004] Railroad signal systems are generally comprised of wayside signals, power operated switches, vital track circuits, and “vital” field logic implemented in either relay-based systems or solid-state devices. The term “vital” is a term used in the railroad industry to indicate known performance and reliability parameters (i.e. failsafe, redundant, etc.). The signal systems provide for the safe control and movement of railway vehicles through the operation of the signals and switches. This control is predominantly accomplished through centrally controlled systems where a dispatcher remotely controls the signals and switches.

[0005] However, the majority of railroad track is considered “dark” territory, meaning it is outside of the range of central control. Movement of railway vehicles in dark territory is governed by verbal communication and authorization, issued by a dispatcher, thereby maintaining the safe separation and movement of the railway vehicles. While the dispatcher gives the authorization to operate a switch or use a track, the dispatcher can not confirm the status of the signals and switches or control their operation in dark territory.

[0006] One area in dark territory where a vital switch may be used is in a passing siding. Passing sidings in dark territory allow for meets and passes without requiring trains to stop and manipulate a switch manually. An approaching train can command the switch, upon the authorization of the dispatcher, using a remote signal, typically DTMF codes transmitted via VHF or UHF radio. LED indicators (signals) indicates the status of the system as the train approaches.

[0007] The railroad industry typically remotely controls these particular switches with vital functionality. This vitality is desirable due to the switches being utilized on main track (i.e. mainline) within dark territory, where main track allows trains to operate at speeds greater than visual stopping distances. That is, if a signal visually observed by the train indicates an incorrect position of a switch, the train would not be able to stop before reaching the switch.

[0008] While this system works for mainline / siding junctions where ‘vital’ operation is warranted, there are situations where transfer to a railyard may not necessitate vital switches at all junctions. For example, in a railyard transfer, the switch from the mainline to the railyard may be vital, but the switches within the railyard are non-vital. Integration of the vital mainline switch with non-vital railyard switches would allow safe operation of the vital functions while increasing efficiency. Therefore, it would be advantageous to develop a system providing improved functionality for use on portions of track where not all switches are vital. BRIEF SUMMARY

[0009] According to embodiments of the present disclosure is a system that allows for the control of railyard switches and mainline switches together, while maintaining the vital features of the mainline switch. A processor in the system will designate a yard track or a route to the yard track and provide the route with a unique identifier. The system operates the yard switch on the route, then controls the mainline switch if, and only if, the yard switches achieve the proper position. BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

[0010] Fig.1 is a track diagram depicting a passing siding.

[0011] Fig.2 is a track diagram depicting a rail yard connected to a mainline track.

[0012] Fig.3 is a block schematic of the system for use with vital and non-vital switches, according to one embodiment.

[0013] Fig.4 is a block schematic of an audio message system of an existing system. DETAILED DESCRIPTION

[0014] According to embodiments of the disclosure is a system 100 for controlling switches 101, particularly a group of vital and non-vital switches 101. The switches 101 can be of the type known in the railroad industry and move between ‘Normal’ and ‘Reverse’ positions, where the Normal position maintains a route along a mainline track 110 and theReverse position transfers a train off the mainline track 110 to a siding, railyard, or other auxiliary track 111.

[0015] In dark territory, the locomotive sends a request to query (or throw) the switch machine 101 from up to two miles in advance of the siding 111 while on approach. Once a request is made and the switch move is completed, the locomotive crew receives a vital audible message on their radio from the control system 100 notifying them that the switch 101 is lined and locked for their requested move.

[0016] By way of further detail, the switch 101 may be commanded by a remote signal issued by an approaching train, typically Dual Tone Multiple Frequency (DTMF) codes received via a VHF or UHF radio. A command received by the system 100 can cause movement of the switch 101 from the Normal or Reverse positions. If the switch 101 is not already in the correct position, it is controlled to the correct position. Once the correct position is achieved, the switch 101 is time locked and the system 100 indicates the position via LED indicators (signals) and an audio transmission via a radio system.

[0017] Improper positioning of the switch 101, erroneous signals, or incomplete movement between Normal and Reverse positions can lead to train derailment, collisions, and other potential risks to life and equipment. As a result, the following functions of the system 100 can be vital: (A) position indicators; (B) audio messages conveying either Normal or Reverse positions; (C) time locking; and (D) track circuits / occupancy / locking.

[0018] The main purpose and use of these control systems is for passing sidings in dark territory, which is a type of track configuration having a siding line 111 branch from the mainline track 110, as shown in Fig. 1. The mainline track 110 and a siding track 111 are connected by a switch 101 and determines the route the train will take. The switches 101 allow for meets and passes without requiring trains to stop to manipulate the switch 101. It is understood that when the switch 101 is lined and announces Normal that the train will remain on the main track 110 and not enter or depart the siding track 111. It is also understood that when the switch 101 is lined and announces Reverse that the train will either enter or depart the siding track 111.

[0019] Not all mainline switches 101 in dark territory connect to passing sidings. Many mainline switches 101 lead to rail yards that have a plurality of tracks 111, as shown in Fig.2. For a train to enter into or depart from a yard track from the mainline not only must the mainline switch 101 be controlled, but also any intervening yard switches 101 between the mainline track 110 and the desired yard track 111 must be controlled as well. In prior approaches, existing switches on the mainline do not interface with, or work in conjunction with, the yardswitches and they must either be controlled by a separate system or the train must stop in order for them to be manipulated manually.

[0020] The system 100 of the present disclosure allows for the control of the yard switching apparatus 101 and mainline switching apparatus 101 together while maintaining the vital features of the mainline switch 101. The yard switches 101 may or may not be vital.

[0021] Fig.3 shows the system 100 according to one embodiment. As shown in Fig.3, the system 100 may comprise a processor or preprocessor 105, which can be a separate processor 105 added to an existing switch or integrated as a processing unit within an existing processor 105 of the system 100. The processor 105 receives the decoded commands received by the switch 101 where the commands designate: (A) the mainline switch 101 as Normal; or (B) a yard track 111 to connect to from the mainline track 110, where the connection is designated as a route having a unique identifier and the route includes both the mainline switch 101 and the yard switch 101.

[0022] By way of further detail, the system 100 shown in Fig.3 provides audio messages with vital reliability by use of discrete audio boards for the recording and playback of individual messages. Each audio board contains only one message, and is equipped with a trigger, audio output, and push to talk output. The messages are triggered by a program logic controller (PLC). The PLC can be implemented as a hardware, firmware, software, as a system of relays, or other similar controller devices. Routing the audio output of each board through the Normal switch repeater (NWP), Reverse switch position repeater (RWP), and third relay approach stick relay (ASR) provide the vital audio functions as shown in FIG. 3. In Fig. 3, B12 refers to a positive 12 volts and N12 refers to negative 12 volts.

[0023] To maintain the vital operation of the mainline switch 101, the processor 105 will control the yard switch 101 on the route first and if, and only if, all of the switches 101 achieved proper position, then the system 100 will pass the command to control the mainline switch 101 to go to the Reverse position, directing the train off the mainline track 110. Further, the command to the mainline switch would designate the route that is being set. This command can either be discrete inputs to the switch 101 where each input designates a specific route or communicated digitally or numerically.

[0024] To achieve this functionality, an existing switch 101 without separate PLCs for yard switches 101 (as shown in Fig.4) would be extended to include a plurality of “reverse” audio messages, where each message would correspond to the mainline switch 101 being Reverse and the yard switches 101 being lined to a particular track 111. All other features and functions of the existing switch 101 would be maintained.

[0025] When used in this specification and claims, the terms "comprises" and "comprising" and variations thereof mean that the specified features, steps, or integers are included. The terms are not to be interpreted to exclude the presence of other features, steps or components.

[0026] The invention may also broadly consist in the parts, elements, steps, examples and / or features referred to or indicated in the specification individually or collectively in any and all combinations of two or more said parts, elements, steps, examples and / or features. In particular, one or more features in any of the embodiments described herein may be combined with one or more features from any other embodiment(s) described herein.

[0027] Protection may be sought for any features disclosed in any one or more published documents referenced herein in combination with the present disclosure. Although certain example embodiments of the invention have been described, the scope of the appended claims is not intended to be limited solely to these embodiments. The claims are to be construed literally, purposively, and / or to encompass equivalents.

Claims

CLAIMS What is claimed is:

1. A method of controlling a plurality of railroad switches in dark territory comprising: receiving a command, wherein the command designates a position of a switch on a mainline track as a normal position or a route of a yard track, wherein the route includes the mainline switch and the yard switch; and controlling the yard switch then controlling the mainline switch if and only if the yard switch achieves the proper position.

2. The method of claim 1, further comprising: providing a command to the mainline switch that the route is set.

3. The method of claim 2, wherein the command is a discrete input into the mainline switch.

4. The method of claim 3, wherein the discrete input designates a specific route from a plurality of routes.

5. The method of claim 1, wherein each route has a unique identifier.

6. The method of claim 1, further comprising: providing a plurality of reverse audio messages, wherein each message of the plurality of messages corresponds to the mainline switch being in the reverse position and a yard switch being aligned to the yard track.

7. The method of claim 6, further comprising: triggering a message of the plurality of reverse audio messages upon receiving the command.

8. The method of claim 1, wherein vital functions of the mainline switch are maintained.

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