Systems, methods and devices for monitoring speed, impacts and coupling events for railway vehicles

Abstract

Systems, methods and devices for monitoring slack, coupling events, speeds and impacts, and rail car orientation during railway coupling operations and for determining health of coupling components. Monitoring devices are configured with a radar unit and circuitry to generate radar signals for detection of a rail car within a target zone, and for monitoring the rail car proximity to another rail car when adjacent rail cars are coupled together. The system, devices and methods determine slack between adjacent rail cars, and can be measured and monitored during travel of the rail cars on a track, and can also measure coupler health, including the condition of coupling components. The system, methods and devices include intelligent learning and algorithms to allow the radar to provide accurate determinations using the target location of a rail car.

Description

SYSTEMS, METHODS AND DEVICES FOR MONITORING SPEED, IMPACTS AND COUPLING EVENTS FOR RAILWAY VEHICLESBACKGROUND OF THE INVENTION1. Field of the Invention

[0001] The invention relates to the field of rail monitoring, and in particular systems, methods and devices for monitoring slack between linearly adjacent railway vehicles and overspeed coupling events between vehicles during the switching process to build a train.2. Brief Description of the Related Art

[0002] Railways have thousands of miles of track or rails, and typically an engine pulls a number of railway vehicles, railway cars, along the tracks. The railway vehicles may be in the form of passenger cars or freight cars or cars for other types of cargo (e.g., autorack cars for transporting automobiles, gondolas, ore cars, and others). The railway cars are typically connected by coupling together respective coupling components of the cars. The railway car has a coupler at each end which is designed to connect and lock with a coupler of another car. When arranged on a railway track, the cars are connected to form a line of vehicles that can be pulled by the engine or locomotive, or in some cases multiple locomotives.

[0003] Procedures are used in order to connect or couple the railway cars together. These locations typically may be referred to as classification or switching yards, hump yards, marshalling yards, or shunting yards, and they are used to separate railway cars and route them to different tracks. For example, to construct a line of cars to form a train, the railway cars are separated based on their intended destination. While some cargo may involve transport of a single grouping of cars that travels from one destination to another destination, many trains involve cars that are transported to different destinations (where they are decoupled from the train at that location). A hump yard is a specially designated and configured location where rail cars can be connected to other rail cars. A single hump yard is designed so that it may be used to connect several thousand cars daily. In a hump yard, there is a hill or gradient that is located in an area of the yard. This is the hump and includes a lead track located on a small hill. An engine pushes one or more railway cars up the hill on this track, and then, at the crest of the hill or hump, the car (if coupled to the engine or another railway car) is uncoupled and allowed to thereby travel along the track to a desired destination to connect with an engine or another railway car. The hump track preferably feeds into a number of track legs, and the switching of the track can route the railway cars to a particular track, sending the car to a desired destination within the yard. For example, cars may be classified and sent to a particular segment of the track, the cars moving by gravity due to the incline of the hill. A single car or a block of connected cars may be uncoupled at the crest, so the cars may move singly from the hump to a destination to connection with a locomotive or other railway cars, or cars may movetwo or more together. Connection of rail cars typically involves a skilled operator with experience of the hump topography to judge the speed of the cars to be coupled.

[0004] Hump yards also require and utilize devices to slow down the railway vehicles, to mitigate impacts in the coupling system. Once uncoupled from the engine that pushes the car to the crest of the hump, the car may gain speed. In some cases, the car could gain too much speed, and therefore, retarders, including for example, hydraulic retarders (e.g., such as Dowty retarders) are placed on or proximate to the track to make contact with the wheels of the railway vehicle to create friction and slow the car’s speed. Brakes, whether manual, pneumatic, or other types have been used on railway vehicles to control the speed of the vehicle as it exits the hump. For example, brakes that pinch the rail car wheels have been used to slow down the rail car.

[0005] Other methods may be used for coupling railway vehicles, which typically force the couplers of cars to be connected into engagement with each other. One railway vehicle therefore is moved into engagement with another railway vehicle, with the coupler acting as both a linkage to connect the cars together, and a part that receives the force from the approaching car to which it will couple. In some instances, flat switching or coupling is used, where the rail car is moved using a locomotive. There is a trend toward these other methods, particularly flat switching, and in some instances hump yards are being converted to flat switching yards. In flat switching, the train is put together by diverting rail cars to the proper track to complete the train, typically by one of two methods, either by “manually kicking” or “shoving to couple.” When rail cars are kicked, they are uncoupled from the switching locomotive while in motion. Their momentum allows them to then roll freely and are expected to couple with the other rail cars upon impact with the new train. When rail cars are shoved to couple, they are not uncoupled from the switching locomotive until they have already coupled with and are secured to the new train. Since typically, setting or changing switch positions as well as actuating a cut lever on a rail car (e.g., when kicking cars) may require manual operation around vehicles that are moving, this can pose a safety concern.

[0006] Freight car couplers play a vital role in railway operations by connecting individual freight cars together to form a train. They are mechanical devices that allow for the efficient and secure coupling of railway cars, enabling the safe movement of goods over long distances. The primary purpose of freight car couplers is to provide a strong and reliable connection between cars, ensuring that they remain coupled during transit and can withstand the various forces experienced during train operations.

[0007] Another aspect of train operations involves quick and efficient coupling and uncoupling of cars to: (1) put cars in a specific order depending on their destination (at a classification yard), (2) place cars for loading or retrieving empties from shippers (industrial switching), and (3) add or remove cars from a train at an intermediate point.

[0008] Like all mechanical systems, the coupling system will degrade as it wears resulting in increased slack action. This is the amount of free movement of one car before it transmits its motion to an adjoining coupled car. For example, as a result of the built in slack between the coupled rail cars, the front of the train may be moving at a speed of 10, 20 or even 30 mph before the cars at the rear of the train even begin moving. Some slack between cars is good, particularly when starting a train from standstill, however, too much can make managing in-train “buff’ (compressive) and “draft” (tensile) forces difficult, resulting in increased potential of damage to the coupling system components, car body structure or lading. In exceptional circumstances it can also result in derailments.

[0009] The coupling system is also designed to absorb some of the energy transferred from one car to another during coupling. However, this is limited and the railroad industry has instituted various regulations and recommended operating practices that place limits on coupling speeds. Coupling of rail cars must be done at particular speeds to prevent damage to the coupling components, the rail car and cargo. Speeds as low as 4 mph may be designated as the maximum speed at which coupling is to take place. For example, AAR Circular OT-55-Q states, “Maximum reasonable efforts will be made to achieve coupling of loaded placarded (hazmat) tank cars at speeds not to exceed 4 mph”, while at least one other major railroad has extended this stating that standard operating practice for all cars should make couplings at a speed of not more than 4 mph. In Canada, relative coupling speed for freight cars carrying dangerous goods is determined by their coupling mass and the ambient temperature, see Table 1 below, showing Transport Canada regulated coupling speeds.

[0010] TABLE 1The correlation between coupling speed and freight car coupler damage has been explored in at least one study (“Coupling Speed Regulation, Coupling Speeds -> Damage Study”, Don Loftis - Olin Corporation) that showed coupling events with relative speed greater than 8 mph accounted for 90% of coupling related damage.

[0011] In some circumstances, coupling also may need to take into account operating parameters, such as environmental conditions. For example, Transport Canada rules that maximum coupling speed for hazmat shipments is based on temperature and Combined Coupling Mass. Temperature is of concern because low temperature over speed coupling may cause structural cracks.

[0012] Speeds may be measured using a number of devices. For example, accelerometers, GPS, and radar have been used to measure and provide an indication of the speed of an object, as it travels, including vehicles such as rail cars and automobiles. Radar has been used for detection of objects in a field that is within the reach of the radar signals. For example, US Patent Application publication 2017 / 0355558 discloses the use of sensors, including radar, to detect potential objects in an elevator shaft. Radar has been used for detection of the presence of objects not only in the air, but on roadways and railways, as well as to determine an object’s speed, and distances between objects. US Patent Application publication 2012 / 0286974 discloses a hit-and-run prevention and documentation method and system that warns of approaching vehicles, based on vehicle proximity sensors, which estimate the likelihood of a collision of an approaching object with a vehicle. A number of other disclosures relate to the usage of radar for determining distances between objects, including vehicles. For example, US 8812227 discloses a collision avoidance system designed to track the location and speed of vehicles and the distance between vehicles over track and terrain, which discloses use of sensor technologies to determine whether one or more vehicles violate speed and / or separation criteria, and may generate a warning. The '227 patent discloses the use of a time of flight (TOF) technique to determine a separation distance between the rail vehicles. US Patent application publication 2020 / 0189631 also discloses radar for monitoring vehicle distances. US Patent application publication 2022 / 0089202 discloses a system to determine whether a first coupler is misaligned with a second coupler, which includes a sensor that detects positioning data indicative of a position of a first coupler of a first vehicle system and positioning data indicative of a position of a second coupler of a second vehicle system.

[0013] Impacts during coupling take place, and force is required to connect coupling components of respective rail cars to one another, such as, for example, to spring the knuckle of a coupler into engagement with the knuckle of another rail car’s coupler. The impacts may bring about operational concerns, which typically may be identified during routine or mandated vehicle inspections, particularly of the rail car coupling system and components.

[0014] A need exists for methods and devices that can monitor impacts from railway cars during coupling operations and also monitor railway vehicle slack, as well as identify operations of rail cars and their coupling system activity to determine and detect coupling system health before an inservice failure and / or prior to inspections.SUMMARY OF THE INVENTION

[0015] Systems, methods and devices for monitoring speed, impacts, car orientation, and coupling conditions and events, including coupler performance and operation, are provided. The inventive monitoring systems, devices and methods may be used to identify coupling state and operation including relative coupling speeds in yards, as well as for measuring and determining coupler performance that includes slack action between railway cars and diagnosing performance issueswith coupler systems. The monitoring and measuring is beneficial to the railroad industry because it has the potential to reduce unplanned freight car maintenance, prevent or minimize unsafe coupling practices, and improve train handling. Other benefits may be provided by the invention.

[0016] Determining the amount of slack present between two coupled cars is difficult to measure and not commonly monitored. Measuring coupling speeds has largely been left to interpretation of accelerometer data from GPS freight car tracking devices. While calculating speed from acceleration may appear trivial, this has proven difficult in practice.

[0017] The inventive systems, methods and devices, according to preferred embodiments, are configured as a monitoring system which includes components that can be quickly and easily mounted to railway vehicles, such as a freight car, or other rail car type. The methods, systems and devices also are configured to wirelessly transmit data, which may be done locally to a device, or through a network, or remote networks. The wireless data may be transmitted to one or more suitable devices, including to a smartphone or tablet computer, mobile gateway on the railcar or to a fixed gateway as part of a yard or train network. According to preferred embodiments, the monitoring devices is designed for permanent installation on a railcar and are configured to operate for extensive durations of time, without the need for external power. The capability to provide the monitoring functions and operations over a great duration, such as for many years, is not a trivial solution, and further contributes to the features of the invention.

[0018] During coupling operations, impact forces may be dependent upon properties such as the coupling speed, and the complete end of car system performance (EOC). The coupling speed is largely the measured approach speed of the hammer car, the car doing the striking against the other car (anvil car). EOC performance is largely associated with the peak acceleration and velocity. The EOC performance monitoring provides indications of the health of the coupling components. For example, monitoring using the monitoring devices with radar sensor, alone or in combination with an accelerometer, can be used to determine whether the draft gear in the coupler is operating properly, or whether there is a condition to be further investigated. The system, methods and devices also may be used to determine the health of a coupler knuckle. For example, monitoring may be used to determine whether a knuckle has too much play, and therefore is worn, and may require replacement, or reinstallation. According to preferred embodiments and implementations, a single monitoring device or sensor provided on an end of a rail car and being directed to a detection range in front of it, where a coupled rail car would be anticipated to be when coupled with the monitoring device / sensor-carrying rail car, may be used to provide the monitoring of the coupling system health.

[0019] The systems, methods and devices provide monitoring of railway cars for overspeed coupling events, multi-car switching, and coupled car orientation. The monitoring devices and systems may be configured to monitor, detect and determine the orientation of a rail car. Rail carshave an A end and a B end. In some circumstances, it is useful for a rail operator to know which way the cars are oriented. The methods, systems and devices of the invention are configured to provide this information by determining which monitoring device or sensor on the hammer car detects the anvil car. The information can be reported through a suitable communication or signal to a car-based or yard-based network, to provide the orientation. The system, methods and devices also can identify changes in the orientation, as well.

[0020] According to some alternate embodiments, the systems and devices may comprise and be programmed with software, circuitry and one or more processing components. The systems, methods and devices may be configured to carry out machine learning, so that conditions, including impacts and slack may be tracked and identification of outliers and potential risks or damage may be identified when monitoring the rail cars. The system, methods and devices include intelligent learning and algorithms to allow the radar to provide accurate determinations using the target location of a rail car. The monitoring devices, the radar unit, or both may be configured with circuitry that is programmed with algorithms that can implement learning to provide improved results, by changing the signal reading and / or the target locations when a determination by the circuitry identifies the benefit. According to preferred embodiments, the monitoring device comprises a radar unit and includes circuitry with programming to operate the functions of the monitoring and detection, as well as speed and impacts.

[0021] The systems, methods and devices of the invention are designed to provide detection of rail car conditions, and monitoring and measuring of impacts. There may be prescribed zones in front of or behind a car (or both) where an adjacent car may be present, or may be expected to the present. These zones are monitored for the presence of a railway vehicle. The presence or absence of a railway vehicle in a monitored zone can be used to actuate certain monitoring operations and measurements. For example, a sleep mode or power saving mode or state may be set, and when a triggering event, such as detection of a railway vehicle approaching the monitored railway vehicle, when detected within the monitored zone, may trigger a second mode or state where measurements are taken. Measurements may be made to determine the speed of the approaching railway vehicle that has been detected. The devices and systems also may include one or more components that are capable of determining when the railway vehicle being monitored is moving, such as when it is being pulled in a train of cars (or even singly). The systems, methods and devices may monitor and measure car to car slack. The measurements preferably involve distance measurements between one or more sensors disposed on one railway vehicle and another vehicle that is coupled to that railway vehicle. The mode or state may include a third state which may be triggered based on motion of the coupled railway vehicles. For example, where railway vehicles are coupled together and are static, which could be for durations of minutes to days or months in some cases, then the monitoring may remain in or return to an inactive state (which can be power save or inactive mode). However, whenthe railway vehicles are in motion, which may be detected from one or more sensors of or associated with the monitoring device, then the monitoring of the railway vehicle proximity of the coupled together cars is carried out (or resumed). This may involve periodic detection signals being obtained as the railway vehicles move along the track. Measurements relating to the monitoring of slack between the railway vehicles preferably are stored, and, in addition or alternatively, may be transmitted through a gateway or network to a monitoring location, which may be remote from the location of the railway vehicle.

[0022] Car to car slack may be used as an indicator of EOC system condition. Slack action (the extent of buff and draft) may occur during train operation. The systems, methods and devices are configured to monitor and measure in train slack action between two coupled cars of a train. The information may be stored for instant or later usage, and / or communicated to a network or other system, including for example a train management system that is on board or remote from the train. If this information is communicated to the lead locomotive then future train control systems may be able to make use of this information to further improve or optimize train optimization and operations, particularly as it relates to automation. Monitoring of the railway vehicle slack action between the coupled together railway cars may be carried out to include one or more standards or parameters that provide an indication of the operational function of the coupling components, as well as the rail cars. For example, a distance probability distribution curve may be generated and for two cars coupled together. One example, involves reporting of one or more parameters, which may include alerts. A report or alert may include the maximum and minimum slack (or 3-sigma). If the slack is determined to be greater than a threshold level, then an alert is generated, and may be determined at the railway vehicle, at the monitoring location, or both. Trending slack may be monitored for different rail car pairs, since in some instances the weights of the cars and / or their configuration may be different, and provide increased or decreased motion when being pulled or slowed down. A train management system may be provided and include the slack measurements, and / or the alerts. A railway vehicle operator may be provided with the slack information, including any deviations detected.

[0023] According to preferred implementations of the invention, and preferred embodiments, the systems, methods and devices employ one or more monitoring devices that determine the distance of an adjacent rail car on the track, and which also may determine a state of a rail car, such as for example, whether the rail car is stationary or in motion. The monitoring device preferably is configured to provide detection and measurement of nearby railway vehicles on a track, and measure and monitor proximity, speed and other parameters, including relative movement, spacing, slack and changes in these metrics for rail cars that are adjacent and coupled together or are being coupled together. According to preferred embodiments, the monitoring device comprises one or more sensors, and, according to preferred embodiments, is configured comprising radar unit.Preferred embodiments of the devices comprise a radar unit, which according to preferred embodiments is mounted on a railway vehicle, and is used to sense states and / or conditions of the rail car and its coupling components. Preferably, the monitoring device is mounted at a location on the rail car so that the radar unit faces away from the railway vehicle toward a detection path where another railway vehicle that is approaching the vehicle is anticipated. The radar unit projects a beam or signal away from the rail car to which the monitoring unit is mounted. The monitoring device preferably is sealed in a housing that contains the radar unit and other sensors, as well as circuitry (which may include programmable or programmed logic) for controlling the monitoring device and the radar unit and other sensors, and a power source (such as a battery and / or solar cell, or other power supplying component). The beam or radar signal is projected from the radar unit and has a detection range, and is projected away from the railway vehicle on which the radar unit is mounted. The radar signal is propagated toward another rail car or location where another rail car is or may be expected to be present. When a target rail car is present in the detection range, and the radar unit of an adjacent rail car is activated, the radar signal is propagated from the radar unit toward the target rail car in the detection range, and the signal (or portion thereof) reflects off of the target rail car and returns to the radar unit for detection. The radar unit preferably includes circuity and one or more antennas for broadcasting or propagating the radar signal, and for receiving the signal (returned or reflected signal). Circuitry also includes processors or microprocessors for calculating the distance of the rail cars or an approaching rail car based on the detected responses from the radar unit. The rail cars that are being detected and monitored preferably are constructed from suitable material, such as metal or other compositions, that the radar signal is able to detect. Alternatively, a detection surface may be mounted or installed on a rail car in line with the radar unit and signal, but typically this is not required. The monitoring device and / or radar unit preferably comprises circuitry that processes and / or measures the radar signals and determines from the signals the distance between the radar unit and an adjacent rail car within the detection range of the radar signal. The monitoring devices also may be configured with one or more sensors, so that determinations of other properties or parameters may be made. For example, one or more temperature sensors may be included to determine the temperature of the rail car surface, or other rail car structure, the environment (e.g., where rail car operations, such as coupling, travel or other action, is taking place), or one or more of these. The temperature sensor or sensors may provide data which can be integrated with the speed determinations monitored by the monitoring device to facilitate temperature dependent monitoring and measurement. For example, the monitoring devices may be used to monitor and make determinations where coupling requirements need to be adhered to. According to some implementations, Combined Coupling Mass can be estimated using the present monitoring system and devices to determine if a second vehicle is coupled to the hammer car with both being switched at the same time. If the hammer car is not coupled to another car beingswitched at the same time, then it can be assumed that the Combined Coupling Mass is less than or equal to 150,000 kg. If the hammer car is coupled to another car being switched at the same time, then It can be assumed that the Combined Coupling Mass is greater than 150,000 kg. Since coupling speeds may be regulated based on the temperature and Combined Coupling Mass, the determination may be used to provide information that can guide or confirm proper coupling takes place (or has taken place), or to guide coupling events that are to take place or as they occur. The monitoring device also may be configured to provide an indication of a loaded / unloaded car. For example, the monitoring device may include an empty / loaded sensor that can provide valuable insight for vehicle inspection priority in the event of an overspeed impact.

[0024] The monitoring device preferably includes circuitry that is programmable or is configured with programmed logic to process, store and / or relay measurements and determinations. The programmable circuitry may provide operations to take place when the rail car is determined to be in different states, such as, for example, in motion, stationary, or in a mode where coupling is to take place, or where coupling has taken place. A number of options for measurements and actuation or triggers of measurements are provided, and may be configured for the desired condition of the rail car or event being measured or monitored.

[0025] At least one railway vehicle of an adjacent rail car pair preferably has a monitoring device that is mounted to face the other rail car of the pair, and, according to some implementations each rail car may have at least one monitoring device, and, according to preferred embodiments and implementations, each rail car has a monitoring device on each end thereof. According to preferred embodiments and implementations, railway vehicles each have a monitoring device or devices at each end that comprises a radar unit. The monitoring device is mounted on the rail car end. Each monitoring device preferably provides monitoring and measuring capabilities. According to some embodiments, adjacently facing monitoring devices may be set or configured so that only a single monitoring device or its associated radar unit is operating, in situations where having both radar units report would be redundant. This is another power saving and conserving feature.Intercommunication between monitoring devices directly, or through a local wireless network, may be carried out through the monitoring device circuitry to avoid redundancy, or in some cases, to permit redundancy, or switch devices (e.g., to conserve power, in the event of a failure or an additional reading taken that is desired to have confirmation of another measurement). This may be done using a suitable communication technology, such as a low power signal, such as Bluetooth, or other transmission or communication protocol. According to some embodiments, an operator or other programming may determine which monitoring device or devices should be activated or remain active for the rail operations (switching and / or train movement). Additionally, if redundancy is desired, even periodically, for example, to determine accuracy or consistency, independently or in conjunction with a program or algorithm, being operated, then the system may be programmed tohave both monitoring devices and radar units of adjacently facing cars operate to provide information. The communications such as Bluetooth or other protocol may be used to provide an identity for each monitoring device and / or radar unit, which can identify the monitoring device and / or radar unit and rail car on which it is mounted, as well as its position on the rail car (front end, rear end, and the like).

[0026] According to preferred implementations, the system is configured so that each car to be monitored (hammer car or anvil car) carries two monitoring devices thereon, one at each end. Although each car has a monitoring device at each end, the devices may be set up for hammer cars only. This implementation may therefore take advantage of the “in motion, not coupled” logic and operation to reduce the power consumed when trying to detect the presence of a stationary anvil car. An uncoupled car, which may sit in a customer’s yard or other location, may be uncoupled and stationary for a long period of time, where it does not require monitoring, and therefore the monitoring device does not need to be active.

[0027] The railway vehicle that arrives within the detection zone of a monitoring device mounted to a railway vehicle preferably is detected by the radar unit of the monitoring device, as the radar beam (transmitted signal) is issued and returned to the device or unit, providing a confirmation of the approaching railway vehicle, or railway vehicle present within the detection zone.

[0028] The monitoring device also includes circuitry that allows programming of readings to take place to monitor and measure distances between approaching railway vehicles, as well as changes in vehicle distances of coupled together vehicles to monitor and measure slack, as well as conditions of health of the coupling components (e.g., such as the coupler, knuckle, draft gear, and other elements). The system, method and devices may be configured to undertake measurements upon a triggering event taking place, and / or at predetermined time intervals, or combinations thereof, so changes that may require monitoring may place the radar unit into a monitoring and / or reporting mode. The triggering events may include any event that can be monitored, and for which information is desired to be collected or measured, such as, for example, the presence of an approaching car to be coupled to another railway car, or the movement of a then stationary train or group of cars, as well as acceleration detection, and other events. The monitoring device also includes wireless communication capabilities with circuitry or modules to transmit via a low power wireless signal to a remote device, such as for example, a cellular modem, base station, computer, smartphone or other device that is capable of receiving an electronic signal. The monitoring device also may communicate through an accessible network or gateway that is associated with the railway car or train, and which may allow the radar monitoring and detection signals to be communicated to a remotely situated location, such as a train management location, or an operator of the railway vehicle engine, or personnel in the yard connecting cars together or other personnel. The wireless signals transmitted from the monitoring device may include data and information for the couplingevents and conditions being monitored, among which can include speed, impacts, car orientation, coupler performance and operation.

[0029] According to embodiments, each monitoring device and / or associated radar unit may be configured to provide identification of the railway vehicle to which it is mounted or with which it is associated. The monitoring device or radar unit may send a signal with the vehicle information, its location on the vehicle, or vehicle code or other identifier when it provides a communication or signal to an adjacent or remote device. Alternatively, the monitoring device and / or associated radar unit may be assigned and recorded for a particular rail car.

[0030] The monitored condition, such as the slack between rail cars, the proximity of an approaching railway vehicle for coupling, as well as structural health for end of car monitoring (e.g., of coupling components) is determined from the signals and the system. An alert of a discrepancy or condition, such as, for example, an out of range indication or measurement value, excessive speed, or slack indication, may be determined and communicated from the monitoring device to a local or remote operator, or to a gateway or device on the rail car or train (e.g., an adjacent or other rail car of the train). Alternatively, the monitoring device can be configured to store events or information, in the event that communication is not available, and then transmit the information when communication capability is available, or maintain the information in storage. Events may trigger a response which may be provided to an operator via a screen or text (or other means), and in cases where a severe condition is determined, the system may provide an alert to the train car operator.

[0031] The monitoring devices, system and methods may implement radar to monitor and determine a coupled state of a railway vehicle (rail car), as well as monitoring and measuring coupling speed and slack (distance between adjacent cars). The monitoring device may use radar, and according to some implementations, may utilize radar that comprises a pulsed coherent radar to reduce power. The monitoring devices preferably comprise a radar unit and circuitry, which is combined with an accelerometer to save power and infer state of the railway vehicle, so as to limit power operation of the radar unit and potentially other sensors. The method, system and devices also may implement circuitry containing an algorithm to identify a reference point on a coupled car that can be monitored during trip to identify slack. According to some implementations and embodiments, the monitoring device may employ the algorithm to determine if radar reflection has changed as cars approach each other during coupling to get a good speed measurement that is reliable. Speed may be measured by taking multiple distance readings and the time between them, or by using sparse analytical techniques.

[0032] Embodiments of the invention also provide improved reliability of a monitoring device for monitoring railway vehicle operations, and in particular monitoring coupling events and determining the coupling state for one or more railway vehicles.

[0033] The monitoring devices of the invention are configured so that they may be positioned at a number of non-specific locations on a railway vehicle. The monitoring device may be placed in almost any location on a railway vehicle where the device faces the direction of the anticipated potential impact target, which for coupling events is another railway vehicle. The monitoring device for example, is installed on an end of a railway vehicle, and in preferred implementations, there may be a monitoring device on each end of the railway vehicle (e.g., front end, rear end). The device placement may be at a location where other railway vehicle components are not blocking the device. Preferably, the monitoring device is positioned on the railway vehicle at a height that will result in the signals from the radar unit being directed at a location where the adjacent vehicle is expected. So for example, locating a monitoring device high on a box car type railway vehicle may not be suitable if the adjacent vehicle (to be coupled or monitored) is a flat car, since the radar signals may overshoot the adjacent car. However, aside from this height situation, the monitoring devices may be located at almost any location on the railway vehicle front or back of the railway vehicle.

[0034] According to some preferred embodiments and implementations, the monitoring device is configured to operate in one or more modes, which may delay or defer one or more modes of operation until an event, such as a coupling event, is determined to be proximal. The invention may utilize one or more of vibration sampling and / or speed sampling to make determinations and to operate or actuate monitoring features based on one or more modes of operation. In addition, the reliability of the monitoring device is improved. Embodiments of the monitoring device may be configured to sample cycles or groupings of signals, such as the returned radar signals returned from an object (a railway vehicle being approached), and provide speed determinations and mode actuations based on the signal energy. The signal energy may be a threshold or may be a differential in energy or amplitude (such as from a lowest signal, mean signal, mode versus the highest energy signals).

[0035] In addition, the monitoring devices may be installed on each end of a railway vehicle. Although a number of the examples and discussion is made where a monitoring device and determinations are made from the monitoring device of a car moving into a coupling arrangement (such as a car operating as a hammer car), the monitoring device on a car that is not in motion (such as a car acting as an anvil car), may also be used in conjunction with coupling events, according to some of the embodiments of the invention.

[0036] According to embodiments, the system may communicate with remote devices that in turn are linked with a network that may communicate with the train operator or train operating system. The linkage may be to an on board system on the train, or to a remotely situated system or train management operation.

[0037] These and other advantages are provided by the invention to provide long lasting powered monitoring devices that conserve power, as well as monitoring of events to improve safety and reduce or facilitate management and health monitoring of rail cars, cargo, rail car components, and rail car coupling / decoupling operations.BRIEF DESCRIPTION OF THE DRAWING FIGURES

[0038] Fig. 1 is a top plan view of a schematic illustration showing two adjacent rail cars and depicting a coupling arrangement between the two rail cars.

[0039] Fig. 2A is a top plan view of a schematic illustration of a rail car from Fig. 1, showing the car separate from the other rail car.

[0040] Fig. 2B is a top plan view showing the cars of Fig. 1 in a position where one rail car is being moved into a coupling engagement with the other.

[0041] Fig. 2C is a top plan view showing the cars of Fig. 1 in a position where the rail cars are shown in an impact condition.

[0042] Fig. 3 A is a top plan view of a schematic illustration showing the adjacent rail cars of Fig. 1 in a coupled engagement, where there is slack between the coupling arrangement.

[0043] Fig. 3B is a top plan view of a schematic illustration showing the adjacent rail cars of Fig. 1 in a coupled engagement, where the distance between the coupled together cars is increased to show a decrease in the slack relative to the depiction in Fig. 3A.

[0044] Fig. 4 is a flow diagram depicting an exemplary identification scheme for determining the state of a rail car.

[0045] Fig. 5 is a flow diagram depicting the identification of steps for measuring and monitoring coupling speed for a car being coupled to another rail car.

[0046] Fig. 6 is another flow diagram depicting an embodiment of identification of steps for measuring and monitoring coupling speed for a car being coupled to another rail car.

[0047] Fig. 7 is a diagram illustrating monitoring and measurement zones and actuation of one or more monitoring states for a monitoring device.

[0048] Fig. 8 is a flow diagram depicting the identification of steps for measuring and monitoring slack action.

[0049] Fig. 9 is a schematic illustration of rail cars showing a monitoring and detection sequence for an exemplary event.

[0050] Fig. 10 is a graph showing distance versus reflected signal amplitude.

[0051] Fig. 11 is an exemplary depiction of a monitoring device.

[0052] Fig. 12 is a perspective view of a railway vehicle looking at an end of the vehicle shown with a monitoring device installed thereon, and showing exemplary installation locations.

[0053] Fig. 13 is a graph showing radar signal representations depicting amplitude and speed.

[0054] Fig. 14 is another graph showing radar signal representations depicting amplitude and speed.

[0055] Fig. 15 is a flow diagram of an exemplary implementation of coupling state monitoring implementation according to an embodiment of the inventive system, methods, and devices of the invention.

[0056] Fig. 16 is a graph of acceleration versus time for sampling of vibration monitoring during an exemplary coupling event between two railway vehicles, where the monitoring device includes a vibration monitoring component.DETAILED DESCRIPTION OF THE INVENTION

[0057] Referring to Fig. 1, two rail cars 200, 300 are illustrated in a schematic depiction, the first rail car 200 having couplers 204, 205, at each car end, also schematically depicted, and the second rail car 300 having couplers 304, 305. The rail cars 200, 300 are depicted as aligned on a track (not shown). In Fig. 1, the illustration represents a coupling procedure where one railway car, in this example, the rail car 300, is moving toward another car, the rail car 200. The moving rail car 300 is the hammer car, while the rail car 200 is the anvil car, termed to represent the operation of the one car moving toward the other. The arrow 309 represents a direction of travel of the rail car 300. The couplers 205, 304 of the respective rail cars 200, 300, are shown about to engage each other. The couplers 205, 304 represented in a schematic depiction, typically may comprise a coupler assembly that includes one or more of a coupler, yoke, draft gear, knuckle, knuckle pin to couple the knuckle to the coupler head, and a lock to set the knuckle in a locking or coupled position. The engagement to couple adjacent vehicles via their respective couplers requires a force that actuates the coupler knuckle of each coupler to engage and form a locking connection with each other. Additional cars may be connected to the cars 200, 300 to form a train or plurality of connected cars.

[0058] Fig. 1 illustrates a preferred embodiment of the monitoring system and devices, showing a plurality of monitoring devices 110a, 110b, 110c, 1 lOd, each being arranged at the respective car ends 200a, 200b and 300a, 300b of each respective rail car 200, 300. The monitoring device 110a preferably comprises a radar unit having circuitry therein that is programmable to deliver radar signals in a direction toward where an adjacent rail is expected to be present when moving on the same track, such as when the rail cars are being coupled together, and / or when the rail cars are coupled together and moving. For example, the rail car 200 provides a target for the radar signals propagated from the monitoring device 110a shown on the rail car 300. In particular, the wall 201 of the rail car 200 is in line with the radar unit of the monitoring device 110a and provides a detection target that may be monitored and measured using radar signals from the radar unit. The radar unit of the monitoring device 110a on rail car 300 provides a signal that reaches the adjacent rail car 200, and in particular the car wall 201. Although the term wall 201 is mentioned, the wall, beam, or other structure or surface of the rail car end 200b may be used as the target from which theradar signal is reflected. Alternatively, a mounted or applied target can be used, but typically will not be necessary. Although the monitoring device 110a has been discussed, the monitoring devices 110b, 110c, 1 lOd shown in Fig. 1 also may be utilized for monitoring and measuring in the same or similar manner, with each targeting a wall, structure or surface of an adjacent rail car.

[0059] In the illustration of Fig. 1, the radar unit 110a may be configured to measure the coupling speed, including the approach speed of hammer car (which is the rail car 300 in this example). In addition, the monitoring device 110 may be used to measure car to car slack, such as the slack between the rail cars 200 and 300, when they are coupled together. The radar unit typically is configured to measure slack by determining the distance during acceleration and deceleration when the rail cars 200, 300 are coupled together. End of car (EOC) performance also may be measured and monitored, with the monitoring device 110a and radar unit configured to determine peak acceleration / velocity.

[0060] Referring to Fig. 2A, the rail car 300 is shown with the monitoring device 110a. The monitoring device 110a includes a radar unit and circuitry that is configured to operate in power saving mode or state. The monitoring device 110a includes a power supply that powers the monitoring unit, and preferably does so independently from other railway or train power supplies. The power supply of the monitoring device 110a may be a battery, solar cell or other component suitable to provide power, as well as combinations of the aforementioned. In the example depicted, a detection range is shown as being predetermined or set to about 10 meters distance from the rail car 300. The monitoring device 110a and circuitry preferably is configured to detect movement within the detection zone (the area of interest) 345. According to some embodiments, a suitable detection component may be configured together with the circuitry to sense and regulate the actuation of the radar unit. According to some embodiments, an accelerometer is associated or coupled with the circuitry of the monitoring device 110a and / or radar unit to monitor the zone of interest for movement, which may be movement of the railway car itself (on which the device in mounted), or an approaching railway car that triggers the monitoring unit sensor or accelerometer of the other rail car. When no movement or activity is detected by the monitoring device 110a via the sensing component and / or circuitry, such as, for example, when the accelerometer does not detect movement, then the monitoring device 110a may remain in a low power state with the radar unit not producing a signal, and therefore conserving power for the radar unit (and the monitoring device). According to some alternate embodiments, where the radar unit itself is used to detect motion, the radar unit may be set to have one or more operational modes, so that different power is used or required for each mode. For example, according to some embodiments, the radar unit may be set to issue lower power signals or timed pulses at a low power function, and then switch to an active state, or heightened signaling when activity, such as an proximal or approaching rail car is detected. The radar duty cycle of the radar unit may be configured with low and active powerstates, or multiple levels of activity, which can be based on the event being monitored, and the state of the rail traffic, e.g., no proximal rail car, another rail car in proximity, coupling activity, acceleration or deceleration of coupled rail cars and the like. In Fig. 2A, the accelerometer determines that the freight car 300 is stationary, and therefore the radar unit of the monitoring device does not detect anything within the 10m zone 345. Therefore, the monitoring unit 110a and radar device may enter a power saver mode. There may be one or more, or multiple power saving modes or operative modes. A first power saver mode, PSM1, for example, may be where there is no radar active, and the radar goes into an inactive or sleep mode until a sensor, such as the accelerometer, detects motion. A second power saver mode, PSM2, for example, may involve actuation of the radar unit to generate a signal, such as 0.5 Hz (a relatively lower power requirement) to detect an approaching “hammer” car.

[0061] Referring to Fig. 2B, in the depiction illustrated, the rail car 300 is operating as a “hammer” and moving toward the adjacent rail car 200, which is the “anvil”. The monitoring device 110a on the rail car 300, which is shown in motion moving in the direction of arrow 309 toward the rail car 200, is actuated by the sensor or accelerometer to place the radar unit into a monitoring sate (from its previous rest or low power standby state). In this state or mode, the radar is in a measurement mode, with the radar speed measurement being slow. This state conserves power, but allows monitoring of the proximity of the rail car 300 as it moves toward a coupling engagement with the rail car 200.

[0062] According to some implementations and embodiments, the monitoring units 110a, 110b, 110c, 1 lOd may be configured for usage so that when another monitoring unit is detected nearby (e.g., such as the monitoring device 110c on the rail car 200 across from the active monitoring device 110a on rail car 300), only one will actuate, so there is conservation of resources, such as power. According to some alternate implementations and configurations, the monitoring devices of adjacently situated rail cars may both operate to provide an accuracy determination or check on the information being obtained. In the embodiment illustrated in Fig. 2B, the monitoring unit 110a on the hammer car 300 is active while the monitoring unit 110c on the opposing wall 201 of the adjacent rail car 200 remains in low power or inactive. The radar beam or signal 350 is shown propagated from the monitoring device 110a to a target that comprises the end of the rail car 200b, and preferably, the rail car wall 201. As the rail cars 200 and 300 are closer in proximity to each other, in this example, the rail car 300 moving toward the rail car 200, the radar unit determines the proximity distance between the rail cars 200, 300 and monitors the distance between the cars 200, 300.

[0063] In Fig. 2B, the sensor detecting motion, such as the accelerometer, which preferably is configured with the monitoring device 110c, detects the freight car 300 in motion. The radar unit detects an object, the rail car 200 within the range (the 10 meter range), and remains in the lowpower state, or measurement mode 1, MM1. The radar unit, in the lower power MM1 mode, may operate at a low frequency, such as for example, 0.5 Hz, or other suitable frequency that allows the detection within the range.

[0064] The radar unit may enter a heightened measurement mode, when the impact or coupling engagement is detected. This may be slightly before impact, as the radar unit signal may be processed to determine detection of an object within a predetermined distance or proximity, which when met, triggers the actuation of the faster or fast measuring mode for more rapid determinations to be made. Alternatively, the motion detecting sensor, such as an accelerometer may detect the impact or the engagement of the coupling components of the rail cars, and the detection of that event may be used to trigger the actuation of the faster or fast measuring mode, so the radar signal of the radar unit is operating to allow more rapid determinations of the distance, including as it changes from the impact. The changes also may be from closer to a maximum close distance, to a further distance. The measurements that are obtained with the radar unit are also taken with respect to time, so as to determine the time of the engagement, that is, whether the rail car couplers have engaged for a brief duration, or whether the engagement was excessive. The time determinations, speed and impacts may be used to monitor and identify health conditions and anomalies.

[0065] Fig. 2C shows the rail cars 200 and 300 from Fig. 2B at an impact position where the respective couplers 205, 304 engage to couple the rail cars 200, 300 together. The impact represented by the star symbol 360 is detected by the monitoring device 110a. The impact detection may be used to indicate the end of the coupling process. When the coupling process completes, then the state is changed to COUPLED. The rail car and car end associated with the monitoring device, or a reporting monitoring device (where on an adjacent coupled vehicle) therefore is determined to be coupled. After an impact, when the state is determined to be coupled, the system and devices cease taking measurements with the radar unit in order to conserve power. According to some embodiments and implementations, the radar unit is placed in a state that uses lower power but active to detect an object within a zone. The detection of the object may therefore trigger actuation of the radar unit to operate at a different mode or state where it is actively making determinations more frequently for evaluation of the coupling events or conditions. According to some alternate embodiments, the radar unit is powered to a state where it awaits actuation from another sensor or event. According to some implementations, when an impact is detected, the system and devices may be configured to report the pre-impact speed (such as for example where a threshold is reached or exceeded, such as an excessive pre-impact speed). In some instances, if desired, the system and devices can be configured to provide a continued reading of the radar signals at the high frequency rate for a duration after impact (for example, to determine whether the cars remained coupled after impact, i.e., a successful coupling, or to detect a potentially bypassed coupler, i.e., non-coupling). Alternatively, the monitoring device 110a may actuate a fastermeasurement mode just prior to the impact, in some implementations, and can be configured for such measurements, e.g., when the proximity of the object, the approaching rail car is within a predetermined value, e.g., 2 meters, or other value depending in the speed (see e.g., Fig. 7). At this state, the monitoring device 110a is configured so it will transmit and receive the measurement of the speed detected. According to preferred embodiments, the radar unit transmits a signal and receives the reflected signal, and the monitoring device 110a and / or radar unit is configured to process and calculate the speed of the rail car, which in this example, is the rail car 300 that is approaching the other rail car 200. Figs. 2A, 2B and 2C illustrate an exemplary depiction of railway vehicle coupling, and an exemplary implementation of the system and devices employed to monitor and measure coupling speed.

[0066] Referring to Figs. 3A and 3B, there is illustrated rail cars 200, 300. In Fig. 3A, the rail cars 200, 300 are shown coupled together, in a first coupled condition, separated by a distance DI. In Fig. 3B, the rail cars 200, 300 are coupled together, but are separated by a distance D2, which is greater than the distance DI (Fig. 3 A). The monitoring device 110a is shown broadcasting a signal 370 directed to the surface 201 of the adjacent rail car 200. The monitoring device 110a processes the reflected radar signal from the surface 201 (which may be a designated surface or surface location learned and designated for use by the algorithm in the circuitry), and determines the distance, which in this illustration is represented as DI. In the illustration of Fig. 3A, the rail cars 200, 300 have slack so that they are not separated to an extent that they may be. Over the course of travel, or upon an event (such as speed changes of the locomotive or train) the rail cars 200, 300 may encounter different separations, known as slack action. Fig. 3B illustrates the condition of the rail cars 200, 300 where the slack is decreased, and the separation of the adjacent rail cars 200, 300 is increased, as represented by the distance D2. According to some embodiments, the system monitoring device 110a may be configured to trigger a first event or condition change using a sensor, such as an accelerometer, to detect a change in the rail car motion. This triggers or actuates the commencement of the monitoring device 110a to operate the radar unit to generate a signal and monitor for rail car separation distances (triggered). Alternatively, or in addition, the condition change may be determined by the monitoring device sensor, such as an accelerometer, and the monitoring device 110a is configured to identify whether a rail car, such as for example, a freight car is in motion (e.g., periodic motion). In each instance where a condition is triggered, such as motion (initial or periodic, for example), then the radar unit may enter a measurement mode, such as Measurement Mode 3, which provides a distance measurement of the car to car slack. The radar mode actuation may be decreased, powered off, or returned to a different mode or state (low power or stand by), when motion is no longer detected. According to some embodiments, the determination of the rail car surface 201 serving as the target for the reflected signals may be identified, monitored, and even adjusted based on the algorithm that is designed to provide the bestlocation or surface or structure of the rail car from which to use the reflected signal. This may be carried out during the movement of the rail cars 200, 300 and when the slack monitoring is taking place, as well as when speed or other determinations are being monitored and determined.

[0067] Referring to Fig. 3B, the rail cars 200, 300 are show separated, distance D2. According to preferred embodiments, the system and monitoring device 110a may be configured to build a distance probability distribution curve for two cars coupled together. The distance probability curve may be generated with the circuitry of the monitoring device and programmed logic that identifies distance and probabilities, to identify a slack condition between two rail cars. The probabilities may be based on the same cars themselves, or cars having similar properties and / or load characteristics. For example, according to one implementation, slack may be reported when a slack condition, such as for example a minimum or maximum is reached or breached (e.g., 3-sigma accuracy or threshold). The monitoring device 110a may be configured to generate an alert or send a communication where the car to car slack is greater than a predetermined value, or the value processed to be above or below a minimum, or a determined trend value (which may be a learned value). The slack monitoring and measurements may be made available to personnel operating the rail car or train, and / or may be provided to the train management system.

[0068] Referring to Figs. 3A and 3B, railway cars 200, 300 are shown coupled together. The monitoring system may be implemented and used for end of car (EOC) performance monitoring, including detection of anomalies that are present or that may arise over time, as well as rail car speed and slack determinations. The detection of the EOC performance is designed to enhance and improve safety for the rail car, its operations, as well as surrounding rail traffic, other cars, and personnel involved in the rail car operations.

[0069] Table 2 illustrates exemplary designations for state assignments and determinations which may be made and implemented with the monitoring device, system and methods.

[0070] TABLE 2

[0071] According to an exemplary embodiment, Table 2 indicates states that may be derived to determine to manage the operations of the monitoring device, including power and operational modes, and changes and switching between modes, or one mode and another. An exemplary implementation of the system, method and devices represented by Table 2, and may be used in conjunction with the detection of a hammer car when a monitoring device is located on an anvil car, as well as for slack monitoring determinations, and other conditions being monitored or measured by the devices, systems and methods.

[0072] The system and devices are configured to ascertain speed determination, which may be the speed of an approaching rail car. This may be carried out during a coupling operation to determine the speed of a hammer car that is being moved in to coupling engagement with an anvil car (typically which would be the stationary rail car). The monitoring and determination preferably involve a multi-state system configuration with monitoring preferably comprising multiple sensors, each of which may require different power requirements, and provide a different function, so that the power distribution may be made to one sensor and to another sensor. In addition, one or more of the sensors may have multi-state operating configurations. For example, the monitoring device may comprise a radar unit which may be configured to have multiple states. The radar unit may operate in a first state for making determinations of a first monitoring condition, and one or more additional states for making additional determinations of one or more additional monitoring conditions. For example, the radar unit may be configured to operate in a second state which may provide detection for events, such as a second monitored condition. The second event, for example, may be where a rail car is moving closer in proximity to another rail car. For example, where a hammer car is approaching the anvil car, and there is an anticipated impact based on the proximity, motion or other property or combinations thereof, the radar unit may be operated in a second state where the power is greater and the monitoring is carried out more frequently. The radar unit may change operating states from a low frequency monitoring state where the radar unit detects a rail car within the radar target zone (e.g., the range of the radar unit, or other predetermined distance or zone). Then the radar unit may continue in the first state, which may for example, be a lower frequency state, and then switch to a higher monitoring state, such as a second state. However, the radar unit also is configured to be returned to the initial state, such as a first state, or other state, where an anticipated event being monitored for does not occur, or does not change within a predetermined time, or where another event is detected that no longer requires the monitoring at the second state.

[0073] The monitoring device and / or radar unit preferably includes circuitry that is configured to process signals and make determinations of reflected signals based on the architecture of the rail car. The rail car may have various end structures, such as panels, beams or angles or other types of surfaces. The monitoring device and / or radar unit is configured with smart circuitry to leam the configurations and is programmed to disregard signals that may provide an incorrect reading. The monitoring device circuitry, or circuitry provided in association with the radar unit may implement the determinations during the radar signal processing. The radar unit, with this configuration, may therefore be utilized to provide impact speeds for a rail car. Therefore, in lieu of a target that would otherwise need to be positioned on the rail car - to ensure a reflection for the signal detection, the present monitoring devices may be configured to determine and monitor the speed of a rail car based on an adjacent rail car that is within proximity of the radar detection zone.

[0074] According to embodiments of the invention, the speed and impact preferably are monitored utilizing the circuitry of the monitoring device. The circuitry of the monitoring device includes logic that is embedded or otherwise provided in one or more of the circuitry components, such as a microchip, microprocessor, microcontroller, memory or the like. Embodiments and implementations may include a learning feature that intelligently determines the speed and impacts, as well as slack, based on determinations and signals, and application of the detected signals to a learning algorithm which identifies the peaks (or strongest signals) and correspondent distances and events, and stores the values, such as for example in a memory or database or other data structure for access by the processor to process signals from the radar unit. In this manner, the accuracy of the radar determinations may be improved, and may be rendered suitable for speed determinations when coupling vehicles, as well as for determinations of slack between adjacently coupled together rail cars. The algorithm may determine one or more references points, and preferably a reference point on an adjacent rail car of a coupled rail car pair so that the speed as well as slack determinations, and other determinations, may be made with improved accuracy. The radar unit sends out signals, and the algorithm is configured to determine the best fit signal response, and to use the target that generated that signal for subsequent responses for which determinations of speed and / or distances, as well as slack are made. The algorithm may make a best fit determination based on consistency of the signal. In addition, according to some embodiments, the circuitry of the monitoring device and / or radar unit may also implement the algorithm to leam from the signals and change the target circuitry algorithm is programmed assign or determine. For example, where a signal is determined to be a better fit, for strength, consistency, or other parameter, the radar signal used for the monitoring or measurement determination may be assigned to the better fit target or signal return. Therefore, the assignment of the target or location of the rail car from which the reflected signal is being used for the monitoring may change, even when determinations, such as speed or slack are being monitored. This allows the radar unit to measure speed accurately andreliably, which may be used during a coupling event, where strict requirements are to be adhered to promote safety and safe operation of the rail cars.

[0075] The methods, systems and devices provide the capability to accurately determine rail car movement and speed. A radar beam reflecting off the end of a railcar presents a complex signal. The systems, methods and devices of the invention process the radar signal and account for variations based on the location and field of view of the radar sensor, as well as the equipment used on each car type. According to preferred embodiments, the monitoring device is configured to determine and measure the distance between coupled rail cars when they are part of a train. The system, methods and devices of the invention monitor the connected together adjacent rail cars which experience run in and run out by identifying and designating a fixed reference point on the opposing car of the adjacently coupled cars. The invention is designed to assign a location that is a reference point that is on the car body or rigidly attached parts thereof, and not on the coupler which can move independently of the car itself. The monitoring devices and circuitry provided by the invention therefore are configured for accurate determinations by implementing monitoring of the radar signal and reflections to accommodate the complexity of the rail car geometry, and end of car shapes encountered with various rail cars (which may even involve adjacently connected rail cars that are different from one another). So while distance measuring may involve use of the closest peak or the strongest reflector in the field of view, preferred embodiments are designed to provide measurements that minimize the potential errors (if only a closest or strongest reflector is used). Given the complex geometry of the end of car reflection, as the cars move closer or further from each other during slack action, a signal has the potential for producing erroneous results. According to preferred embodiments and implementations, the methods, systems and devices are configured to improve the accuracy and determine the speed and distances, including while the rail cars are moving in a train. According to preferred implementations, the radar signal reflection from and adjacent rail car is characterized by extracting a series of features. One preferred implementation involves determinations using the number and separation of peaks and their shape, and then looking for a strong reflector with a constant separation with other peaks within the results. This strong reflector is then used is, or the offset of all peaks, to determine the relative change in the distance measurement. Referring to Fig. 10, a graph is showing distance versus reflected signal amplitude is illustrated and shows the peaks resulting from the signals being monitored, and indicates a potential for identifying peak separation, number of peaks, and their shape. The system is configured to process the signal and identify the potential peaks, their number and shape and identify the consistency of the signals, and use the signal evaluation to implement measurements of distance and / or speed based on the signal consistency.

[0076] Fig. 11 is an exemplary depiction of a monitoring device and may be attached to a rail car using a suitable attachment means for mounting. The monitoring device is shown having a mount,which is shown comprising an attachment plate, which may be constructed from a suitable durable material, such as metal or other material. The device may be bolted, screwed or welded to a suitable part of the end of the rail car, or attached using another means. According to preferred implementations, the device is mounted perpendicular to the plane of the rail in order to maximize the reflected signal from the end of the opposing car. The monitoring device also is mounted far enough away from the rail car coupler so this does not provide a reflection (because the coupler moves relative to the rail car body). Preferred implementations configure the location of the monitoring device to avoid the signal path from being aimed at the coupler, and from the coupler (or other coupling assembly moving parts) from interfering with the generated radar signals, and the reflected signals. According to other implementations, the monitoring device may also be attached to the standing platform at the ends of a car (if so equipped), and, alternatively, also may be attached underneath to avoid becoming a trip hazard.

[0077] According to some embodiments, the monitoring devices are configured to be installed in a number of locations on a railway vehicle (rail car). Referring to Fig. 12, there is an exemplary depiction of a railway vehicle showing the front or rear of the railway vehicle. To represent a plurality of locations for the monitoring device installation locations are a plurality of encircled areas. The encircled areas are non-limiting areas and are shown as examples of where the monitoring device (or devices) of the invention may be installed. The present devices, system and methods provide capabilities for the monitoring device to provide reliable coupling state information from a number of locations on a rail car. According to preferred embodiments, the monitoring devices are placed at locations on a rail car that are designed to face the location where an expected rail car approaching or being approached is likely to be. The monitoring devices also are positioned so the monitoring device does not overshoot the height of another car (such as an adjacent car or anticipated adjacent car to be coupled to or released therefrom). The monitoring devices according to the invention provide the capability to locate and install the monitoring devices at different locations on the railway vehicle, whether for different cars or the same type of car (e.g., flat car, box car, etc.), and provide reliable coupling state determinations. The location independence feature allows the monitoring device or devices to be mounted or positioned at one or more of a number of locations on the railway vehicle. Typically a single monitoring device is disposed on one end of a railway vehicle (railcar), and the railway vehicle may have a monitoring device on each end thereof. According to some alternate embodiments, a plurality of monitoring devices may be installed on each railway vehicle side. Therefore, there is not a requirement for the monitoring device to be installed at a precise location on the railway vehicle. The system and monitoring devices are configured to implement monitoring utilizing a signal coordinated response of the signals using the strongest signal selection of the group of signals within a period or group to provide reliability regardless of the location selected for positioning and installation. Themonitoring device determines the speed using only some of the signals from the radar unit of the monitoring device. The location of the monitoring device and installation at a number of locations may generate signals that are different in energy, including the amplitude or energy, as well as the range for the signal. Placement of the monitoring device at a different location can change the energy of the signals. For example, the energy of the signal being returned, such as from an adjacent railway vehicle that is within the target zone or field of the radar signal propagation, may vary depending on the position and location of the monitoring device. However, the invention is configured to monitor signals and look at the signals. The signals may include signals that are noise or are reflected signals. The railway vehicle typically moves along the rails in the direction of the rails, but in addition, may move vertically upward or downward, as well as side to side. Although these additional movements may not take the railway vehicle off of its path (the rails or track), the movements make the utilization of radar signals unreliable for precise determinations. In the past, as well as some prior applications, the radar unit was located and focused to deliver a beam (signals) to a particular target location. In some instances targets were installed on a railway vehicle to serve as the signal reflector to return the radar signals, and in some other instances, the radar unit was directed to deliver a signal to a particular location of the railway vehicle. According to preferred embodiments, the invention provides the capability to locate the monitoring device at a number of locations on a railway vehicle, preferably on the end of the vehicle and facing a direction where an anticipated adjacent railway vehicle on same track is likely to be present or is anticipated to be present or encountered. The placement of the monitoring device may be at any location, and according to some implementations may be positioned so that the anticipated railway vehicle is within the detection zone or area. The monitoring device preferably generates radar signals and propagates the radar signals outward from the monitoring device. This is done via the radar unit of the monitoring device, as the monitoring device preferably comprises a radar unit. The signal is reflected off of an object, such as another railway vehicle located on the track. However, the signals will be different, depending on the positioning of the monitoring device and / or radar unit and signal path and direction. The radar signals from a monitoring device positioned at one location on a railway vehicle may be received at a location on an adjacent railway vehicle at a first location, location A. Radar signals from a monitoring device positioned at another location on a railway vehicle (which for example, could be another location of the same railway vehicle) may be received at a location on an adjacent railway vehicle at a second location, location B. The character of the returning signal, i.e., the reflected signal, may be dependent on the location from which it is reflected. If the locations and railway vehicles are standardized to have a specific target or location, then the signals may be consistent in their character, such as the signal energy. However, the invention is designed to operate with functionality independent of the position of the radar unit and monitoring device, and independent of the target that is reflecting the signals. This allows forflexibility in installing the system, and does not require additional devices to precisely locate and install the monitoring devices on railway vehicles. The system and devices record and process the signals from the location and / or locations of the railway vehicle receiving the directed signal.

[0078] The monitoring device includes a sensor which according to preferred embodiments comprises a radar sensor. The radar sensor generates signals, and those signals are designed to detect an object when the object is within the beam field region where the signals are directed. The monitoring device is designed to detect with the radar sensor the returning signals reflected from the object (i.e., the signals that were propagated by the radar unit). If there are no objects, e.g., no cars in the beam field where the signals are directed, then aside from potential noise, a return signal may not be present or detected. Conversely, where an object, such as a rail car is within the beam field the returning signals are detected. The monitoring device is configured to receive the returning or reflected radar signals. The signal amplitude of the returning signals corresponds with the amount of energy reflected from the target. An adjacent or approached or approaching rail car returns the radar signal if the rail car is within the detection zone (where the beam field is located, the field where the signals propagated by the radar unit of the monitoring device are present). The amplitude is proportional to the target cross section. In the case of rail cars, there may be similarly configured rail cars (such as identical rail cars), and there may be vastly differently configured rail cars (e.g., flat cars, hopper cars, box cars) each of which may be coupled together or released from a coupled together train or set of coupled cars. The radar signal therefore does not return a standard footprint for rail cars. The radar signal transmission also takes time to reach an object within the detection zone (e.g., another rail car), and therefore, the time for the signal return to be detected by the monitoring device radar sensor is proportional to the range or distance of the object, such as the rail car within the detection zone. According to embodiments of the invention, the monitoring device is configured to detect the returning signals and determine the signal delay, e.g., the time required for the radar signal to propagate to the object within the detection zone (e.g., another rail car) and return to the monitoring device.

[0079] An exemplary representation of signal sampling for a monitoring device according to the invention is depicted in Fig. 13. The signal amplitude is represented to show the detected signals. In this example, at times 17:50 and 17:51 there are signals with the highest amplitudes which are significantly greater, which in this example are multiple times greater than the other signals. The signals in Fig. 13 represent a confirmed detection within the detection zone of a railcar.

[0080] The monitoring device is configured to detect the best speed. The monitoring device receives the returning signals via an antenna and / or transceiver and processes the returning signals. The monitoring device is designed to process signals from the radar unit. The monitoring device is configured with a processor, which according to preferred embodiments may comprise a suitable processing component, such as for example, embedded logic, chips, microprocessors,microcontrollers, boards, logic chips, or other hardware, firmware and / or software or components that process or instruct a processor to store the information captured from the sensors, as well as to process the information to determine states and control the operations of the sensors of the sensor. The signal amplitude used to confirm the detection of a railway vehicle for use in the state determination is exhibited in Fig. 13. In Fig. 13, the numerical representation of the signal response received by the monitoring device radar unit (e.g., radar processor) is indicated, with the higher amplitude values representing a higher confidence level. This embodiment and implementation is contrasted with prior detection methods and systems, where signals are generated and where the signal even though it is reflecting off of a railway vehicle within a target zone or field, does not provide the reliability to confirm a state of a railway vehicle. The invention discriminates between the signals returned and received by the monitoring device radar unit. According to an alternate embodiment, the monitoring devices may be configured to carry out cross-sample averaging, where a number of monitoring device signals are taken and determined relative to signal accuracy.

[0081] Fig. 14 is an exemplary depiction of a standard signal that a radar detection sensor may otherwise generate. The signal monitoring in Fig. 14, though similar to Fig. 13, represents a separate monitoring condition (though similar scaling and signal representations are used). While the amplitude at times 17:50 and 17:51 indicates a signal, it is not a reliable signal. Although radar signals may be propagated to a field covering a zone of interest, in which zone it is desired to determine the presence of a railcar (such as, for example, a railcar being approached for a coupling event), the signals shown in Fig. 14 do not provide such an indication that would allow reliable determinations to be made. The signals for example, at times 17:52 and 17:53, could be deemed false positives, and such unreliable detections with radar do not promote the usage for the impact state determinations.

[0082] The monitoring device circuitry and / or the radar unit circuitry may include or be supported by one or more suitable software programs, which can be stored on or otherwise provided by any kind of data carrier, and which might be executed in or by any suitable data processing unit of the device and / or unit, such as a processor, microprocessor, controller, microcontroller, integrated circuit, embedded logic or other suitable technology. The monitoring device and / or radar unit electronics may include hardware, or one or more programs stored in non-volatile memory in controlling hardware, that may be in the form of embedded software, or in hybrid form, i.e. by means of combination of any of the above components. The electronics may include instructions for carrying out the operations of the monitoring device and / or radar unit electronics, and capturing, communicating, exchanging and processing the information about the transmitted and received signals through any implementation in software, firmware (embedded software) and / or hardware (for instance by an ASIC, application specific integrated circuit), or other means. Additionally, processing algorithms for the device can be encoded in software, firmware, embedded withinsilicon-based logic devices, or combinations of such approaches. The monitoring device also includes a power supply or source, which in preferred embodiments may be a battery.

[0083] Referring to Fig. 15, a monitoring devices of the invention is depicted in accordance with a preferred implementation where the monitoring device is configured for coupling event monitoring. In this implementation and embodiment, the method and device identifies the railway car vibration, and determines the speed of the railway car and identifies a coupling event, and determines the state of the railway car (coupled, uncoupled), and changes in state. In the diagram of Fig. 15, a monitoring device, such as the device 110 shown and described herein, is mounted on the railway vehicle, 210. A determination is made from the monitoring device whether the railway vehicle is moving, which is represented by decision box 211. If there is no movement, as represented by 212, then the procedure continues with the continued monitoring for movement, box 210, where the cycle continues to the decision box 211. The system is configured to determine when and whether there is movement taking place. As depicted in box 211, when movement is determined to be positively indicated, represented by 213, then there is monitoring for the sustained vibration that corresponds with movement of the railway vehicle. The monitoring for the vibration may be done once, as an on or positive switch, and can be periodically checked, or may continue as a moving status determination, until the vibration sensing has reported a lack of vibration, or movement. During the vibration or movement phase, represented by the encircled or bounded area 214, the monitoring device determines the state of the coupling for one or more railway vehicles. The monitoring device preferably is configured with a vibration monitoring sensor or component, such as for example, an accelerometer, gyroscope or other vibration detection sensing component. According to a preferred configuration, a positive vibration detection is made when the sustained vibration is determined to be at or above a threshold that is designed to provide a response that corresponds with the movement of the railway vehicle. The monitoring device is configured to generate a vibration signal corresponding with the motion of a railway vehicle, and preferably is a vibration signal corresponding with the motion of a railway vehicle on which the monitoring device is mounted (such as for example, a railway vehicle acting as a hammer car). As with prior determinations, where speed itself was monitored and used to determine coupling events, the reliability of utilization of speed has drawbacks. Likewise, distance determinations do not provide reliability. Where the vibration is detected, and the train is confirmed to be in motion, then a distance check is made, box 215. The monitoring device ascertains the distance and next determines whether the railway vehicle is coupled, box 217. The coupling state, whether coupled or not coupled, is used to determine the further monitoring. For example, where the state of the vehicle is determined to be coupled, decision line 218, then this determination, which is within the vibration phase, 214, will continue so long as the vehicle is moving, box 211 and decision line 213, so that the distance check, box 215, is carried out, and once again a determination of the coupling state ismade, box 217. Where the coupling state is determined to be negative, or no, decision line 218, the system undertakes additional distance checks, box 220. The additional distance checks are preferably ascertained using the monitoring device, and according to preferred embodiments and implementations, the radar unit. Radar signals are generated and propagated in the field of interest, the zone where the anticipated adjacent railway vehicle is likely to be present. At an approaching target T, the target determination, Td, preferably is made when the target T (such as an approached or approaching railway vehicle, which in most circumstances is on the same track). The monitoring device activation takes place when the vibration is sustained, box 214, and preferably continues in the activated mode until the deactivation event takes place. According to the embodiment and implementation depicted in Fig. 15, the deactivation is represented by potential deactivation events, shown as the impact or double impact, and box 224 and decision line 221, or the vibration stopping, box 222, or the speed timing out, box 223. Distance checks are undertaken by the system and the monitoring device continues to check the distance when the device is in the event detecting mode where the device is actuated to identify a coupling event. In the diagram illustrated, the distance checks are undertaken, and when the distance check identifies a positive value (which may be a threshold value) corresponding to the coupling potential (e.g., proximity to a car detected within the detection field or range of the monitoring device, and / or a change in proximity), then the monitoring device is actuated to the speed sampling mode, box 225, and the monitoring device undertakes speed sampling. Speed sampling is carried out and eventually the railway car approaches another railway car and a coupling event takes place, box 224 (or the railway car is approached by another railway car). In preferred implementations, where coupling events are monitored, the monitoring device of the railway vehicle acting as a hammer car is the device from which the signals are used to provide the coupling event determinations. Alternatively, in other implementations, a monitoring device on a railway vehicle acting as an anvil car also may be used to determine coupling events, but in most instances an anvil car typically will not be in motion. Yet further implementations may involve monitoring devices from both a railway vehicle acting as an anvil car and a railway vehicle acting as a hammer car.

[0084] When the vehicle stops and / or when no vibrations are detected, box 227, then the process returns to the monitoring for railway car movement, box 211, to determine whether the car is moving. The efficiencies of the invention promote conservation of resources by configuring the monitoring device to engage in a number of states, including a state where the radar unit is not operating. For example, where the railway vehicle is moving, and speed is detected as a constant running speed, then there is not a likelihood of a coupling event, and the radar unit is not required to continue to propagate signals into the field (where an adjacent car is a few feet away coupled to the railway vehicle, or a plurality of coupled cars are moving). The system, methods and devices increase reliability of the speed and coupling event determinations as well as conserve power andeven other resources. The capability to mount the monitoring device in a number of positions on a railway vehicle is a further feature that yields flexibility and ease of installation. Since many systems will be implemented on already existing railway vehicles, the flexibility of placement on the vehicle, as well as target flexibility (for a vehicle to serve as a target), is further advantageous.

[0085] In the alternate embodiment and implementations, where the railway vehicle is moving, and the monitoring device is installed or otherwise carried thereon, there could potentially be a second check, box 220. The potential second check, box 220, is carried out once the first or prior determination has been made that indicates the coupling state as uncoupled (or the first time a check returns the state of uncoupled). These additional distance checks, represented by box 220, may be carried out to confirm the approach of the car during a coupling event (and in particular for an uncoupled railway car). In this example represented by Fig. 15, we consider that a railway car is not moving, box 210, then the car starts moving, box 211, and then the monitoring device detects some type of motion by the moving railway vehicle, box 213, and when that takes place, then the monitoring device checks distance, box 215, and from there the monitoring device determines whether the railway vehicle is in a coupled state already, box 217, and if the monitoring device determines the railway car is in a coupled state, decision line 219, then the railway vehicle is coupled, and then the monitoring device is configured to wait until the railway vehicle stops, box 227. Once the railway vehicle stops, box 227, then the cycle can renew, at box 210, where the railway vehicle is not moving (the monitoring device determines that there is no movement). The monitoring device also may determine that the railway vehicle is not coupled. This may be done by measuring the distance with the radar unit of the monitoring device, so that the distance determined does not identify an attached or coupled railway vehicle (i.e., another railway vehicle in proximity to the railway vehicle), and the coupling state is negative (not coupled), represented by decision line 218. Therefore, when the railway vehicle is moving, 213, and the coupling state is not coupled, 218, the monitoring device will actuate the speed sampling determination mode, 225. The monitoring device therefore can immediately start speed sampling because there is a chance that the railway vehicle (determined to be in an uncoupled state) may run into something, i.e., engaging in a coupling event with an adjacent railway vehicle). By uncoupled state, the reference is to one of the sides of the railway vehicle being uncoupled, whereas another side of the railway vehicle may be also uncoupled, or it may be coupled to another car, such as in the case where multiple cars are moving into a coupling arrangement with another railway car or end car of an already connected series of cars. According to some preferred embodiments and implementations, the monitoring device is configured to implement the speed sampling mode 225 preferably only when the railway vehicle is uncoupled and moving toward another object (e.g., another railway car, in a potential coupling event). Alternatively, the monitoring device may be configured to implement continued distance monitoring checks, to check distance in fixed intervals, for example, box 220, before thedevice undertakes speed sampling, box 225. According to preferred embodiments and implementations, the monitoring device is configured so that speed sampling is not actuated when the railway vehicle is merely moving along the rails in a connected train operation (where it is already coupled to one or more other railway vehicles). The limited sampling mode implementation may conserve power and resources of the monitoring devices. For example, embodiments of the monitoring devices are configured to sample for speed only when the monitoring device identifies that the railway vehicle is moving towards another railway vehicle (e.g., some other object). According to some alternate configurations and implementations, the monitoring device may be configured to carry out additional distance checks, at locations within the vibration detection zone 214 (where vibration sensing is positive), and after the railway vehicle is indicated to be in an uncoupled state 218. This may take place until the coupling state change, i.e., to coupled or a coupling event 224 is determined, or when the vibration stops, box 222, or when the railway vehicle stops, box 228. The monitoring device optional distance checks may be undertaken and may be done as a function of time, proximity, speed or other measure, and, according to the preferred configuration are carried out when the monitoring device makes a positive vibration determination, 214. In the depiction in Fig. 15, box 220 represents configurations where additional distance checks are carried out, where the monitoring device is configured and actuated to conduct additional distance checks during vibration, when the railway vehicle has uncoupled status, and is moving. According to some embodiments, the method and device may be configured to maintain monitoring, and in these alternate embodiments, the additional distance checks, box 220, are not conducted. According to some embodiments, if the railway vehicle is moving, 213, and is determined to not be coupled (uncoupled state) 217, 218, then the device starts sampling for speed, box 225. The device continues to sample for speed and is configured to detect an impact, box 224, and then can discontinue speed sampling when the a big impact or double impact is detected, 225. The monitoring device is configured to stop speed sampling when a coupling event is detected, or when the vibrations stop, or when the speed times out (train stops).

[0086] According to some embodiments, the monitoring device is configured with actuation options that may be implemented for power conservation, as desired. According to some implementations and embodiments the monitoring device may be configured to switch back and forth between distance sampling and speed sampling, and this may be done rapidly. In these switchable mode configurations, the reduction in the sampling, e.g., such as the distance sampling, lessens the monitoring device and radar unit resources and power requirements. For example, one or more additional checks for distance may be used before speed sampling takes place. The one or more additional checks are done to determine whether there is an approach (e.g., of an adjacent vehicle for a potential coupling event), and when that is confirmed, then the monitoring for speedmay take place, or may take place (commence) or may take place at an increased rate (if in a sleep or slower state operating detection mode).

[0087] According to preferred embodiments and implementations, the speed sampling is undertaken by a monitoring device comprising a radar unit positioned at a location on the railway vehicle end (e.g., a location that faces the direction of travel of the railcar). The monitoring device will receive different return signals from an railway vehicle (target vehicle) that the monitoring device (mounted on another vehicle) is approaching or that is approaching the vehicle where the monitoring device is mounted. Although each vehicle preferably may have a monitoring device mounted on each end of the vehicle, for illustration purposes reference is made to one monitoring device on one of the vehicles, and another vehicle (a target vehicle). The target vehicle also may have a monitoring device installed. And during coupling monitoring, a monitoring device installed on an approached vehicle or on an approaching vehicle may be used to provide the monitoring information. In addition, the monitoring device may be positioned at different locations on different vehicles. According to preferred embodiments and implementations, the return signals are processed for vehicle speed (to identify the speed at which the traveling railway vehicle is approaching another vehicle). The mounting of the monitoring device on the railway vehicle provides different signal patterns and intensities. The monitoring device is configured to process a signal grouping of a signal group of the returning signals (signals returned from the detection area and adjacent railway car), and take the return signals that are the strongest signals (have the highest energy) and separate those signals out from the entirety of the returned signals. The monitoring device receives the returning signals reflected off of rail car that is within a range of the radar signals propagated from the monitoring device (such as an adjacent rail car, rail car being approached, e.g., an anvil car). The monitoring device via the circuitry groups the signals into a plurality of groups based on the number of signals or a period of time (which groups are sequential and sequential signals within the group), and the monitoring device determines the speed of the railway vehicle using only the strongest signals from each group. The monitoring device also may perform the same groupings in regard to distance proximity, to determine the proximity of the railway vehicle (carrying the monitoring device thereon, such as the hammer car) to the approached railway vehicle (anvil car). The monitoring device dynamically propagates the signals and receives return signals, so that the speed and distance are determined, in particular when a potential coupling event is anticipated (such as when the monitoring device is in a state or mode to monitor for an impact, or coupling event, or even make a determination of whether cars are coupled together). In addition to filtering for noise, the potential for signals that are not noise, but are not well reflected (due to the railway vehicle movement and target location on the railway vehicle) from which the return signal emanates may be excluded, and the monitoring device is configured to make determinations using the strongest signals. According to a preferred implementation, themonitoring device may be configured to take Sn samples, where n is a number of samples, so the signal sampling is SI, S2, ... Sn. The monitoring device is configured to sample at a time interval (e.g., cycles per second, signal reads per second). According to some implementations, the sampling may involve continuous sampling at a rate, of for example, 10 to 1000 samples per second, or other rate, and with the radar unit configured to propagate signals from about 0.5 Hz to about 100Hz or more, with a preferred range being about 0.5 to 10Hz. In these embodiments, the monitoring device circuitry is configured to provide speed indications based on only a portion of the signals reflected and received, i.e., the strongest or highest energy signals. According to some implementations and embodiments, the signals may provide dynamic evaluations of signals, which for example, may involve taking a number of signals, such as for example, 50, and seeing which return signals of the group (of 50 in this example) are at a threshold above the others. For example, where the signals correspond with an amplitude or energy factor AF, the signals considered for determining the speed are the signals that meet a threshold of a predetermined value, or in preferred embodiments, a dynamically generated value dependent on the best signals in the group from those having the highest energy or amplitude. This dynamic may involve application of a factor AF, which thereby is applied to the signals in the group (such as the 50 in the example discussed), so that the signals having an energy or amplitude relative to a differential or lower signal values are selected and used to establish the speed determination. Similarly, the same method and device configuration may be implemented for determinations of distances, such as the monitoring of the distances between railway vehicles when monitoring for a coupling event. For example, a first grouping, G1 may comprise signal samples SI . . . S50, and a second grouping, G2 may comprise signal samples S51 to SI 00, and there are further groupings G3 ... Gx, where x is some number of groupings. The strongest signals are taken from each grouping to provide a determination of the speed or distance, so for example, from group 1, Gl, there may be signals S10-S20 and S42, S45, and S48-50 that are the highest, The monitoring device therefore would utilize those signals for the determination and therefore may exclude the other signals. This is in accordance with a preferred mode of operation. This is one example, but allows the monitoring device to provide improved accuracy for coupling state and speed determinations, and also provides the capability to install and locate the monitoring device on a number of locations on a railway vehicle, where the monitoring devices can be installed at different locations on different vehicles, and the different vehicles can be monitored when being coupled together, uncoupled, or otherwise monitored with the system.

[0088] According to some implementations, the signal processing may be adaptable to identify and utilize signals from a group of signals, or to establish grouping of signals (such as 50, or 10 or 1000), to carry out the determinations. For signal batches, the comparison of closest signals, which may be closest based on a mean of highest energy signals (amplitudes), or where the mode of high energy signals occurs, including within a group, and the reliability can be adjusted to maximize thereliability of the measurements. The monitoring device may be programmed to take a number of samples and group samples based on a number of samples, or sampled within a time period, or other metric. This also may be done by taking the highest amplitude or energy signals within a signal period or group, to limit the samples for the speed and / or impact determinations to the highest energy signals.

[0089] According to an exemplary implementation, as a railway vehicle having the monitoring device thereon is approaching another railway vehicle (for example, to couple the approaching vehicle (hammer car), to the railway vehicle it is approaching (anvil car) the monitoring device is configured to implement constant or continued sampling for example, at 50 samples per second (or other number of samples per second), for radar signal frequencies for example, at 10 Hz (or other frequency for the radar signal, e.g., 0.5 Hz up to 20 Hz, or other suitable signal frequency) (this sampling constant is the train motion - vibration movement). In this example, the monitoring device has detected a potential coupling event and has identified an adjacent railway vehicle within the range of the monitoring device, or a threshold range (and preferably also, the railway vehicle containing the monitoring device (hammer car) is in motion. The sampling performed is of the radar signals which are propagated and returned off of an object (the railway vehicle being approached). The monitoring device is configured to assess the samples for feasibility. According to this implementation, samples taken at or after time of impact are not used. The monitoring device determines dynamic responsiveness of the samples, and the monitoring device makes a determination of the speed based on the repetition and amplitude of samples. The monitoring device is configured to identify amplitudes from the signals that are anomalously and / or abnormally higher than the rest of the signals (which may be signals within a sampling period, cycle or grouping, such as for example, within a group of 50 signals). Referring to Fig. 14, there is shown a typical sampling, but which illustrates poor samples for example, the amplitude highlighted in the gray box is all about the same. Although there is a detection of a signal that could be used, it is not the best reliable signal because it is low (energy / amplitude) and the signal variation is low relative to each other. In contrast, preferred embodiments and implementations of the monitoring device are designed to provide reliability of monitoring that can be used in a coupling scenario to identify coupling events, as well as conditions prior to, during, and after coupling (if desired). Referring to Fig. 13, there are a number of relatively lower amplitude signals, but also shown are relatively increased amplitude or energy signals, e.g., represented as the two spikes right before impact. The monitoring device improves the confidence and reliability not just in the amplitude itself but the amplitude relative to the amplitude peers within that sample set. Preferred embodiments and implementations of the invention may provide two modes of filtering, including a first mode or layer where whether speed should become relevant at all, and therefore not checking and / or reporting speed during the times when it is not relevant (in contrast to always reporting speed), butinstead checking and reporting speed just in coupling scenarios (when a potential coupling event or scenario is likely), and then, once the railway vehicle is determined to be in a coupling scenario, then the monitoring device looks at the speeds collected over the course of approach and makes a determination of the speed based on what the monitoring device determines as the most accurate speeds, such as making a decision during the approach of the most accurate speeds. The speed determination samples, could be amplitudes of signals or samples that could appear next to each other, spaced from each other, or some other attribution, such as for example, a first grouping of samples being taking a first group of 50 samples (e.g., at 10Hz), and a next grouping, and so forth. Alternatively, other signal frequencies may be used for the radar unit signals, such as frequencies as low as 0.5 Hz, up to about up to 100 Hz. However, preferably, low power usage is preferred, and radar signals from about 0.5 to about 20 Hz are preferred.

[0090] Fig. 16 is a graph of acceleration versus time for sampling of vibration monitoring during an exemplary coupling event between two railway vehicles, where the monitoring device includes a vibration monitoring component. The vibration monitoring provides information that is used to determine the coupling state and / or other activity of the railway vehicle. The vibration monitoring component may be used to provide responses to the monitoring device circuitry that are used to determine a coupling state and activity of the railway vehicle, and to actuate and control the monitoring device radar unit operations. Although two railway vehicles are referred to as being coupled in the coupling event, the coupling may involve a hammer car coupling to a railway vehicle (anvil car), where the railway vehicle (anvil car) is coupled to one or more other railway vehicles (e.g., at the end of a line of coupled vehicles). In Fig. 16, the monitoring device vibration monitor comprises an accelerometer, and signals from the vibration monitoring are shown as responses during an exemplary coupling event between two railway vehicles. In this embodiment, the accelerometer comprises a 3 -axis accelerometer, and is configured to report acceleration along x, y and z axes. In Fig. 16, a railway vehicle to be coupled is moved into position with one or more other vehicles to which the railway vehicle is to be coupled. The graph in Fig. 16 shows the amplitude along the graph's y-axis (which in this example, is represented in g (units equal to 9.8 m / s2), and shows the time along the graph's x-axis (which is measured in seconds). In this representation, the railway vehicle is acting as a hammer car in a hump yard scenario, and the railway car is detected as being in a state where it is not moving, represented by the response 700 (see e.g., time 5 to 7 seconds). The railway vehicle is placed in motion (at time 11 seconds), which is done by the kick or release of the rail car over a hump and / or down a hill (in the hump yard). The kick or release causes an increase in the vibration signal (here from the accelerometer), which is shown by the increase in amplitude for the vibration signal response, and more particularly of the accelerometer z axis response, and also on the accelerometer y axis response. The accelerometer z axis response may be used as it provides the greatest signal response. The vibration signal response701 is shown above a threshold and corresponds with the release or kick of the car. The release or kick of the car sets the car in motion, and the car travels along the track 702 (in a direction toward the car or cars to which the car is to be coupled). The railway vehicle may be moving down a hill toward the anvil car (which represented by the accelerometer response 702). The release of the car in motion (moving toward the other car or cars) triggers a potential coupling event (where monitoring for distance and / or speed may take place). The railway vehicle travels down the hill and / or along the rails and its coupler engages with the coupler of the downstream car (a car acting as the anvil car). A coupling event is represented on the graph, 703. The coupling of the railway vehicle is represented by the monitoring device response 702 (shown taking place at about 17-18 seconds) when the moving railway vehicle engages the car to which it was set in motion to couple with (via the car's coupler). The coupling is shown by the larger signal response, 703, after which the car (hammer car) settles, represented by the signal response 704, and ultimately stops motion, 705. The coupling may include an initial push forward of the hammer car and other car or cars during the coupling event, after which the coupled cars (including the now coupled hammer car) settle to a state where there is no motion (none to minimal vibrations). The monitoring device is configured to process the signal responses from the vibration monitoring component, such as the accelerometer, and actuate one or more monitoring states, such as monitoring for speed, monitoring for distance, which may correspond to the coupling state (as reported by the vibration responses, such as the exemplary responses shown in Fig. 16). According to preferred embodiments and implementations, the monitoring device may be configured to utilize the responses from the vibration monitoring component, such as the accelerometer, and actuate and control the distance monitoring with the radar unit. According to some embodiments, the accelerometer may provide the indications represented in the diagram shown in Fig. 15, and the monitoring device may utilize vibration responses to control the radar unit to perform distance checks. The distance checks in conjunction with the vibration responses may be used to monitor coupling activities and identify coupling states. Alternatively, the vibration monitoring may be implemented using sonic, or other types of vibration detection, such as for example, measuring changes in dB or other metric, as a way to determine a coupling state and activity of the railway vehicle, and to actuate and control the monitoring device radar unit operations.

[0091] According to some embodiments, accelerometer responses from each of the component axes (x, y, z) may be used to make the vibration determinations. Each value may be checked against a threshold, or one or more, or a combined value may be checked against the threshold to determine a coupling state or movement of the railway vehicle. According to some embodiments, the component accelerator responses may be used to determine or calculate a net or combined accelerometer response. The combined response may be derived as net acceleration (e.g., in m / s2) plotted against time. In some implementations, the combined response or net response may bedetermined by taking the square root of the sum of the squares of the component accelerations. This value can be utilized by the monitoring device circuitry to make coupling state and / or other movement of the railway vehicle.

[0092] The monitoring devices and system may be used in conjunction with a GPS Asset Tracker. According to an implementation, the system and monitoring devices may use the determination of speed before impact data ascertained with the monitoring device to train a GPS Asset Tracker accelerometer to provide it with the speed from impact.

[0093] According to some implementations, the monitoring device may be configured to monitor the track bed. The track bed may be monitored and the signal distance may be processed to determine the rail car speed. In this implementation, a monitoring device configured with a radar unit may be mounted under the rail car to determine speed over ground measurement. For example, the monitoring device may comprise a radar sensor that is pointed at the track bed, such as for example, the sensor being pointed at 45 degrees to the track bed. The monitoring device may be configured to determine and provide speed measurements, including providing periodic speed measurement and the direction of travel. The methods, systems and devices also may be configured and implemented to determine an event, such as an accelerometer-based impact that may be used to trigger the reporting of the last speed measurement and time since taken.

[0094] The system and monitoring devices may utilize a suitable radar transmission. For example, a 60GHz radar transmission may be used, and it may be combined or associated with a Bluetooth beacon broadcasting the identity on one vehicle, to communicate with another similarly equipped vehicle, receiving both radar and Bluetooth transmissions (or other short range wireless technology, or equivalent) to determine what cars are coupled to each other. The system and method may utilize the directionality of the radar transmission to overcome the omni-directional nature of the Bluetooth one, which, if used in isolation, could be received by a car on the track next to it. The monitoring device preferably is configured with circuitry that may actuate a short range wireless signal (such as Bluetooth or other equivalent), in conjunction with the radar signal, and process the signals to determine and assign the information (such as the radar signal and distance, speed or other monitored information) to the car for which it pertains.

[0095] Referring to Fig. 4, a flow diagram is shown and represents an exemplary implementation for determining the state of the rail car using the monitoring device 110 and radar unit. The car state400 is shown to represent the state of a rail car. In this embodiment, an accelerometer 401 is shown and is used to determine whether the rai car is in motion (or has commenced motion, or has ceased motion), block 402. If the accelerometer 401 indicates a condition that determines that the rail car is not moving, outcome 403, then the state is set to an indication of stationary, 404. The accelerometer401 continues to monitor and take continuous, nearly continuous, or periodic readings to determine the state of the rail car. Where the accelerometer 401 indicates a condition that determines that therail car is moving, outcome 406, then the radar unit is actuated 407 to determine whether an object is detected, 408. Where an object is not detected, outcome 409, then the state is set to uncoupled 411. When the rail car is determined to be in the uncoupled state, the monitoring continues, with the accelerometer 401 making determinations of whether the rail car is moving. The steps therefore may be repeated, with the accelerometer 401 continuing to monitor for movement, 403, and following the steps to determine whether no object is detected, outcome 408, or whether an object is detected, outcome 412.

[0096] In Fig. 4, the radar unit may detect an object, outcome 412, and the outcome 412 is used to indicate the state of the car as coupled, block 413. The indications from the accelerometer 401 of movement, and detection by the radar unit of the proximity of an object, an adjacent rail car, results in an indication of a status as moving and coupled, 414. The status indicator moving and coupled, 414, may be used to actuate further monitoring of the slack between rail cars and / or health of the coupling components. Each monitoring device 110a, 110b, 110c, 1 lOd and associated radar unit preferably is identified with a particular rail car, so that determinations may pin point the rail car and / or coupling assembly being monitored that is producing the results and information.

[0097] Fig. 5 is a flow diagram depicting the identification of steps for measuring and monitoring coupling speed. As shown in the diagram of Fig. 5, the railway vehicle status is shown for an uncoupled and stationary rail car, 420. The monitoring involves a periodic distance measurement in a detection window, 421. The monitoring is for whether an object is detected, block 422. Where the outcome is that no object is detected, 423, then the periodic distance measurement in a detection window, 421 is again repeated (the period of the measurement or monitoring). Where the outcome is that an object is detected, 424, then the measurement of the speed is commenced, 425, and wait for a period of time. When the speed measurement 425 is taking place, the monitoring is actuated to detect an impact, 426. When the outcome is that no impact is detected within a period, 427, then the periodic distance measurement in a detection window, 421 is again repeated, and the flow repeats. However, when the outcome is that an impact is detected, 428, then the coupling speed is reported, and the state of the rail car set to coupled, 429. The resultant state then should be determined and reported as coupled and stationary, 430.

[0098] Fig 6 is an alternate depiction of a flow diagram illustrating another implementation of coupling speed monitoring. The monitoring devices may be configured with circuitry, including one or more processing components, such as a processor, that is configured to carry out the monitoring of information from the sensors, including a radar unit and accelerometer, or other sensors, and make determinations of the state of the rail car, e.g., such as static, moving, coupled, uncoupled, and actuate different states for the radar monitoring.

[0099] Fig. 7 is diagram depicting an implementation for testing of code for monitoring and determining the detection ranges and zones, and actuation of the monitoring device to operate indifferent states. The system and monitoring devices preferably include circuitry configured to detect and process signals from one or more sensors of the monitoring device, and operate the radar unit to broadcast radar signals, and to process signals from one or more sensors, such as the accelerometer to determine whether an object, such as another rail car, is within a zone or proximity, or state. The monitoring device circuitry preferably includes programming with instructions for carrying out the regulation of the radar unit and signal frequency modes, as well as for processing the signals from the radar unit and other associated sensors, such as an accelerometer. The circuitry is configured with programming to enable the processor to process the signals and determine whether an object is within the “Scan Zone”, and if the object, such as a rail car, is detected, to then switch range to the “speed zone” and determine the speed of the object . Once the speed has been determined, and the object has ceased motion, then the monitoring device and circuitry return to a mode where the radar unit and / or accelerometer or other sensor is searching in the “Scan Zone” for further objects.

[0100] Fig. 8 is a flow diagram depicting the identification of steps for measuring and monitoring slack action. In this exemplary depiction, the condition at the outset is indicated as coupled and stationary, 440 (which may be the detected and reported state 430 represented in Fig. 5). Monitoring is undertaken for a determination whether the rail car being monitored is moving, 441. The determination of movement, 442 is made, and when the outcome indicates the rail car is not moving, 443, then the monitoring cycle continues, repeating the determination, 441, which may take place continuously, or at a periodic interval. Conversely, when the outcome of the moving determination 442 indicates the rail car is moving, 444, then one or more measurement steps may be implemented. In the depiction in Fig. 8, the detection of the moving rail car 444 then implements a step that identifies a reference point on an end of a coupled car, 445. A periodic distance measurement in a detection window or detection range is made, 446. The distance measurement may be within a predetermined detection window, or may be within a detection window that is an adjusted detected window, adjusted based on machine learning, artificial intelligence applications, or other methods to optimize parameters for the window. If the measurement of the periodic distance measurement, block 446, is made and checked for variation, 447 and has a conforming distance variation, that is, is within the distance variation parameter, 448, then the distance is determined to check whether it is a new maximum or new minimum, 450. A determination is made to check whether a coupled car is detected, 451. If a coupled car is detected, 452, then the steps are repeated to obtain the periodic distance measurement in the detection window, 446, and subsequent steps. The coupled car detection also may trigger an optional power saving mode 453 to trigger distance measurement when a change in acceleration is detected. If the distance variation 447 is returned as a negative 459, then the step of identifying a reference point on the end of a coupled car 445 is repeated.

[0101] Referring to Fig. 8, the coupled car determination, 451, may indicate that no coupled car is present, 454. If that is indicated, then the slack maximum and minimum values are reported (distance values), and the state is set to uncoupled 455. The state of the car condition therefore is uncoupled and stationary, 456.

[0102] Fig. 9 is a schematic illustration of rail cars 601, 602, 603, showing the system, method and devices in conjunction with monitoring and detection coupling events. The depiction represents an overspeed coupling event where one car is moved into another car, and the impact causes the couplers to engage, and the cars to be coupled. In the first sequence row of Fig. 9, the rail car 601 (shown in part), is on a track and the rail cars 602, 603 are shown in a position where they appear to be close, and potentially coupled to one another, where the end 602a of the railcar 602 is shown oriented in the “A” direction, facing the end 601b of the railcar 601. The second end 602b of the railcar 602 is shown oriented in the “B” direction. There is also shown a third rail car 603 which is shown with an indication “?”. The system and devices and implementation of the method determine whether the rail cars 602 and 603 are coupled together, or are merely occupying adjacent positions on the track. The rail car 602 is shown in the first row moving in the direction of arrow 609. The radar unit of the monitoring device 1 lOe broadcasts a signal represented by the signal zone 650. In the first row, there is nothing present in the signal zone 650. The second row of the illustration shows the second rail car 602 (the hammer car) moving toward the anvil or first rail car 601, in the direction of arrow 609. In this example, the rail car 601 is the anvil car, and rail car 602 is the hammer car. In row 2, the hammer car 602 is shown having a second monitoring device 1 lOf which has a detection path or signal 651, broadcast in the opposite direction of the device HOe. The signal shows that the third rail car 603 is not within the signal path 651, and therefore confirms the second car 602 is not coupled with the third car 603. The movement of the hammer car 602 toward the anvil car 601 continues to broadcast the radar signal 650 which picks up an object in the path of the signal zone 650 which is the first car 601. The monitoring device HOe preferably actuates the radar unit to take more frequent measurements of the reflections that are generated from the rail car 601 from the broadcast signal 650. The second car 602 is shown separated from the first car 601 by a distance Da, which distance is within the detection zone 650 of the radar signal. The radar unit of the monitoring device 1 lOe preferably may use the circuitry and algorithm to find a location on the end of the rail car 601b that provides the most suitable signal, and continues to monitor the signal and according to an algorithm and applied machine learning uses the location or changes the location on the rail car end 601b to take readings that are from an optimized location on the rail car end 601b, optimized for one or more of reliability, signal strength, and a decrease in noise. The algorithm may change the location on the rail car end 601b from which the radar reflection is being measured, and may do so periodically, as the signals are processed. The monitoring device 1 lOe utilizes the radar signals 650 to determine the speed of the hammer car 602. The detection by theradar unit 1 lOe of the object, the rail car 601, preferably places the radar signal and detection in a second mode where signal monitoring frequency is increased. In this exemplary depiction, the system, method and devices are able to determine the speed (in mph or other units) of the hammer car 602, as well as whether more than one car is coupled (to the hammer car 602), and the car orientation (whether the A end or B end is coupled), and the EOC coupler condition. This information and reporting may be done local to the monitoring device or devices 1 lOe, 1 lOf, or preferably, concurrent reporting through the car and yard network or networks may be done. In the third row, the hammer car 602 is shown having an impact 660 with the anvil car 601. The monitoring device 1 lOe may be configured with an associated sensor, such as an accelerometer, or may process the radar signal that shows there is no further change in distance, or may identify an abrupt speed change pattern, or any one or more of these, to indicate that the impact has occurred. The monitoring device 1 lOe obtains the information and provides the speed at impact. The third row of Fig. 9 shows the impact 660, represented by the star. The separation distance between the cars, at impact 660, is represented by the distance Di. The impact, as well as other methods and determinations discussed herein, may be used to identify the condition as COUPLED. This may be done based on the identified impact, or when the rail cars 601, 602 are moved together, signifying the coupling has been successful. The rail car 602 may therefore turn its monitoring device to a low powered state (or lower frequency reading). Alternatively, since the car 601 and car 602 are reported as COUPLED, the rail car 602 may turn off the monitoring device 1 lOe or place it in a low power mode, so that it is waiting for actuation (to another mode), when it detects motion of the rail car 602 (with a sensor of the monitoring device, such as an accelerometer). The monitoring may continue for further coupling events, or when monitoring information and events for an in use train that includes the rail car 602 (and coupled car 601). The continuation of the monitoring, for example, may be used to measure slack action as the train pulls the cars (e.g., 601, 602).

[0103] The system, method and devices preferably are configured to monitor slack during a railway operation, which, for example, may include starting and / or stopping a moving train (from rest to motion, and motion to rest), as well as slack taking place during the operation of the train as connected rail cars are moved along a track. The slack monitoring may make periodic detections of the rail car separation distance, Ds. The separation distance Ds may be constant when the rail cars are not moving, but changes during the rail car movement. The coupled together cars may determine Ds over a periodic interval or time, t, or other measurement period. The slack may be monitored to determine maximum and minimum values for slack between two adjacent connected rail cars. The value Ds may be monitored periodically. The initiation may take place by actuation due to an event, such as an accelerometer or other sensor detecting motion of the rail car. Ds is monitored and each Ds value is recorded. The Ds values, Dsl, Ds2, ... DsA, are processed and a minimum value DsMin is recorded (where slack is minimal - such as when the cars are separated toan extreme position) and DsMax (where slack is greater - when the cars are closest together). The Ds values are recorded, and the Ds value is stored, the first value may be DsMin and DsMax, and subsequent Ds values, such as Ds2 is compared, and if larger than the initial value Dsl, then the slack DsMin is set to Ds2 value. If the Ds2 value is smaller than the Dsl value, then the slack DsMax is set to the Ds2 value. The comparison also is made for the subsequent measurements monitored, such as Ds3, where it is within the values of Dsl and Ds2, for example, then Ds3 does not result in a max or minimum resetting value. Where a subsequent Ds value exceeds a previous value for DsMin then the respective minimum slack value DsMin is set to the subsequent Ds value, or conversely, where the subsequent Ds value is lower than a previous value for DsMax, the subsequent Ds value is set to the maximum slack value DsMax. The changes may provide real-time monitoring of slack. The slack monitoring may be carried out with a single monitoring device that include a radar unit with a single beam focus, which preferably is on the side wall of an adjacent rail car (the coupled together car of the rail car pair for which slack is being monitored). The slack monitoring also may provide detections of impacts, where the slack value is at a minimum value (DsMin) a coupling event may be detected. The system, devices and methods may be used to monitor the health of the coupling components of the rail cars.

[0104] Embodiments of the monitoring devices include a radar unit, and circuitry for processing the radar signals, and for communicating the radar signals and processed data and information to a remote location or intermediate gateway or component to communicate or deliver the information where it is needed and can be used, which may be locally or remote from where the train operations are taking place. The radar signal preferably is tuned (in power, as well as frequency, modulation or other parameter) to cover a distance within which monitoring is desired to take place. The distance may be a threshold distance, where detection of an adjacent car in close proximity to a car to which a monitoring device is mounted, is desired to be known. For example, the distance threshold may be 10 meters, or other arbitrary or designated distance, that is suitable to commence measuring when rail cars are to engage or couple to each other. Other thresholds include whether a car or cars are in motion, versus conditions when the train (or rail car or cars) is static, as a trigger for commencing monitoring activities with the radar unit, or ceasing monitoring when the rail car is static. The measurement threshold distance also may change upon conditions being met, such as whether cars are coupled and / or are moving or are static, or other events or conditions. According to some implementations, the radar signal is directed at a target, which in the implementations, is the surface of another rail car that is within the range of the radar signal of the radar unit of an approaching or adjacent rail car. In some applications, the radar unit will be directed toward a target zone where an anticipated target, such as another rail car is expected, but may not always be present. The monitoring devices and radar unit may detect the presence or absence of a rail car within the target zone.

[0105] According to preferred embodiments, the devices, such as the monitoring devices shown and described herein, include circuitry powered by a power supply, such as a battery or other suitable power source. The circuitry includes a radar signal generator, and processing components for processing the radar signals, and communications components for communicating the information to a remote component, and according to some embodiments, to receive communications from a remote component. Examples of the device circuitry may include a radar signal generator or transmitter and receiver, transceiver and one or more antennas. The device components may be in an integrated circuit or chip that includes the components needed to process and emit the radar beam and to detect the reflected beam, as well as handle other operations of the radar processing or adjustment. The components may include a radar signal generator and antennas as well as software or other instructions for processing the signals and communicating them to a remote component. For example, a microcontroller or microprocessor may be provided as part of the circuitry. Software including embedded logic, as well as microprocessors, microcontrollers, microcircuits, containing instructions for instructing a microprocessor or processor to process, store and / or communicate the radar signals, may be employed to comprise the circuitry within the unit.

[0106] Embodiments may operate the monitoring devices and radar units in a constant power state, which preferably is low power. However, with suitable power sources, the monitoring devices and radar unit may be powered to provide continuous operation. Optionally, the circuitry may be configured with one or more power modes, which may be dependent on the need for measurement, such as when a triggering event, like movement of the rail car, is detected. These configurations may employ a sensor for monitoring the movement, such as for example, an accelerometer, and switch from one state, where measurements are not taken or are taken at a lower rate, to a second state, where measurements are made (if they were not previously being made) or are made more frequently or with more precision. The power consumption therefore may be regulated and conserved by employing the power state options.

[0107] According to some preferred embodiments the radar unit is provided in the form of an integrated circuit that is prepared for the conditions and distances to be monitored, such as, for example within a range that will detect an approaching rail car. The range may be adjusted depending on the application, such as, for example, speeds at which rail cars may approach, location of the radar unit and its orientation or installation. In addition, although pulse coherent radar has been mentioned in a preferred embodiment, other suitable radar types may be used.

[0108] The device also includes a communication component, such as for example, a low energy wireless signal transmitter / transceiver, which preferably allows for at least the signal from the monitoring device to be transmitted and received by a remote device (e.g., smart phone, tablet, computer, yard gateway), and preferably allows for two way communications between themonitoring device and a remote device. The monitoring device therefore may be configured as wireless sensing and communications device, or may be associated with one or more devices or gateways that allow network communications between the monitoring device and other remote devices. The monitoring device may include a suitable communications component, such as for example, a low power signal transmission mechanism (examples of which include Bluetooth(r) or compatible modules). The monitoring device may be equipped with a low power wide area networking (LPWAN) capability such as cellular-based solution (LTE Cat-Mi or NB-IOT for instance) or a public or private LPWAN technology such as LoraWAN or Sigfox. Other suitable communications components and / or protocols may be used, and preferably ones that may operate using low power may be used.

[0109] The system may be configured to have the monitoring devices communicate the information, and also processing and generating a signal to a train in real-time where a condition monitored by the monitoring device, such as a coupling failure or other condition is detected. For example, the systems, methods and devices may provide indications and measurements of car to car slack. The systems, methods and devices may provide determinations of slack action (the extent of buff and draft) during the train operation that may be used as an indicator of EOC system condition. According to some implementations, the slack action information may be communicated to the lead locomotive, as well as to or integrated with train control systems. The information facilitates improvements in the train optimization and operations, particularly as it relates to automation. For example, according to some other embodiments, the train may be slowed down through a communication transmitted to the train control system (through a cellular communication network, or other communication mechanism) upon the detection of an emergent condition. According to some implementations, the condition may be provided to a train operator directly, or may be provided as an alert, or both. Embodiments also may be configured to store and save information, including raw data and / or processed information, as well as to communicate the data to a remote location, such as a computer or train management system, or on board to a computer or system of the train pulling the cars having the monitoring devices, or a locomotive engaged in switching operations in a yard. Information may be communicated through a yard-based network, or a train or car-based network. The slack action and switching operations determinations and information obtained by the systems, methods and devices, may be make determinations of EOC performance and conditions, and may be combined with one or more other car-based sensors to determine whether there are problems or potential problems with the EOC system (coupler plus draft gear or cushioning unit), as well as to detect and remediate potential problems before a malfunction takes place. The devices and systems are configured to communicate information which may be integrated with other systems, such as for example, systems operating through a car-based network or yard-based network.

[0110] The monitoring devices shown and described herein may be configured and tested using a smartphone, and interfaces may be provided so that a smartphone using a suitable communication protocol to exchange information with the monitoring device. The smartphone app may be used to configure the monitoring device and to optimize / test installation, as well as to use the monitoring device in field operations where an operator is present.[OHl] The system also may provide standardized reporting of the coupler health conditions.

[0112] The system also may be configured to implement machine learning to automate anomaly identification and to predict movement over temperature.

[0113] While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the disclosure. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosure. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the disclosure. Features disclosed in one embodiment may be implemented in one or more of the other embodiments, separately or in combination with other features.

Claims

CLAIMSWhat is claimed is:

1. A monitoring system for monitoring coupling conditions of a rail car comprising: a) a monitoring device comprising a radar unit, and circuitry configured to control the radar unit to produce signals to detect proximity of a rail car that is within a range of the radar signals, and wherein said monitoring device includes or is coupled with at least one sensor for detecting movement; b) the circuitry including a processor and one or more programmable components, programmed with instructions for:(i) actuating the radar unit to produce a radar signal,(ii) broadcasting the radar signal being over a detection range,(iii) processing the radar signal for detections to determine whether an object is within the detection range;(iv) measuring the distance and changes in distance of the object within the detection range; and(v) detecting movement of the monitoring device with said at least one sensor for detecting movement; c) wherein the object being detected within the detection range is a rail car; and d) wherein said monitoring device is configured to monitor coupling conditions from another rail car.

2. The monitoring system of claim 1, wherein said at least one sensor for detecting movement comprises an accelerometer.

3. The monitoring system of claim 2, wherein said actuation of the radar unit is determined by a condition of movement or no movement determined by the accelerometer.

4. The monitoring system of claim 1, wherein the system further includes at least one rail car having a first end and a second end, and wherein a said monitoring device is disposed on each of first end and a second end, and wherein each monitoring device monitors a range that is defined between the rail car end and a location distal from the rail car end on which the monitoring device is disposed.

5. The monitoring system of claim 4, wherein said monitoring system at least one sensor for detecting movement determines whether the rail car on which the monitoring device is disposed is moving or is static.

6. The monitoring system of claim 5, wherein said monitoring system is configured to operate in at least one first state where the radar unit is not actively producing radar signals, and a second state wherein the radar unit is actively producing signals.

7. The monitoring system of claim 5, wherein said monitoring system is configured to operate in at least one first mode where the radar unit is actively producing signals at a lower frequency rate to determine whether an object is within the radar signal range, and when an object is detected, then to change the radar unit operation to a second mode where the radar unit is actively producing signals at a higher frequency rate to determine the speed of the detected object that is within the radar signal range.

8. The monitoring system of claim 7, wherein said system is configured to determine when the at least one rail car having the monitoring device disposed therein makes an impact with the detected object, wherein the detected object comprises another rail car, and wherein the impact comprises a coupling event.

9. The monitoring system of claim 7, wherein the detection range comprises a detection zone, and wherein the monitoring device is configured to conserve power by controlling the radar unit to operate in the first mode until a rail car is detected within a detection zone.

10. The monitoring system of claim 1, wherein the system is configured to detect a coupling condition of adjacently coupled rail cars.

11. The monitoring system of claim 1, wherein the system includes at least two rail cars each having an facing end that faces an end of the other rail car, and wherein said monitoring device is disposed on the facing end of each rail car of the said at least two rail cars, each monitoring device radar unit being configured to propagate signals in a direction of the end of the said other rail car, and wherein at least one of the monitoring devices monitors the distance to obtain minimum and maximum distance values to determine the slack conditions of the at least two rail cars, when the at least two rail cars are coupled together.

12. The system of claim 1, wherein the circuitry is configured with an algorithm that contains instructions to process the radar signal, including to identify a location on the adjacent rail car from which the radar signal has reflected, and use the location for making determinations of a measurement, and wherein the algorithm identifies reflected signals being produced that correspond with one or more locations on the adjacent rail car, and wherein said algorithm identifies the one or more locations on the adjacent rail car from which the reflected signals are reflected and selects the one or more locations on the adjacent rail car and the corresponding reflected signals from that designated location, wherein measurements of the reflected radar signal from the designated location are used to determine the measurement.

13. The system of claim 12, wherein the algorithm designates as the location on the adjacent rail car, the location from which a powerful radar signal reflection is identified.

14. The system of claim 13, wherein said algorithm optimizes the reflected signal to be the most powerful reflected signal.

15. The system of claim 12, wherein the measurement is a speed determination.

16. The system of claim 12, wherein the measurement is a distance between said adjacent rail cars, and wherein said distance corresponds with slack action for the adjacently coupled rail cars.

17. The system of claim 1, wherein signals propagated from the radar unit are reflected off of the rail car that is within a range of the propagated radar signals; wherein the monitoring device includes or is electronically coupled with a vibration monitor for monitoring a vibration signal corresponding with the motion of the rail car on which the monitoring device is mounted; wherein the circuitry controls the radar unit to actuate the radar unit to propagate signals when the vibration monitor generates a signal corresponding to or exceeding a threshold vibration.

18. The system of claim 17, wherein the circuitry controls the radar unit to cease propagating signals after the occurrence of a coupling event or when the vibration monitor generates a signal that is below the threshold vibration.

19. The system of claim 18, wherein the vibration monitor comprises one or more of an accelerometer or gyroscope.

20. The system of claim 18, wherein the monitoring device receives the returning signals reflected off of the rail car that is within a range of the propagated radar signals, and wherein the monitoring device groups the signals into a plurality of groups based on the number of signals or a period of time, and wherein the monitoring device determines the speed of the rail car using only the strongest signals from each group.

21. The system of any one of claims 1 to 20, wherein the radar unit propagates signals at a frequency of from up to about 20 Hz.

22. The system of any one of claims 1 to 20, wherein the radar unit propagates signals at a frequency of from about 0.5 Hz to about 10 Hz.

23. A monitoring device comprising: a) a radar unit; b) circuitry including at least one processor and one at least one sensor for detecting movement; c) a communications component; d) wherein the circuitry is configured to detect railway coupling of a rail car to be coupled to another rail car, and monitor and measure distances between slack in a coupled rail car pair.

24. The monitoring device of claim 23, wherein said circuitry includes an algorithm that is configured to determine the speed of a rail car, wherein said algorithm determines a measurement quality of reflected radar signals that the radar unit broadcasts and which are reflected off of an adjacent rail car, wherein the algorithm determines the location of an adjacent rail car from which asignal having a measurement quality is reflected, and assigns the location to be the reflection location, and wherein the speed determination is derived from the signals that are reflected from the assigned reflection location.

25. The monitoring device of claim 24, wherein the reflection location is reassigned to a reassigned location when the measurement quality of the signal from the assigned location does not provide a measurement quality.

26. The monitoring device of claim 25, wherein the quality of the signal is determined by the power of the reflected signal.

27. A method for monitoring a coupling event for rail cars, comprising: a) locating a monitoring device on a rail car, wherein the monitoring device comprises a radar unit and circuitry configured to control the radar unit to produce signals to detect proximity of a rail car that is within a range of the radar signals, wherein said monitoring device includes or is coupled with at least one sensor for detecting movement, and wherein the monitoring device detects over a detection range; b) actuating the radar unit to produce a radar signal and to broadcast the radar signal being over the detection range, c) processing the radar signal and determining whether another rail car is within the detection range; d) measuring the distance and changes in distance of the rail car within the detection range; and e) determining when an impact of the rail car with the other rail car has taken place.

28. The method of claim 27, including activating the radar unit of the monitoring device to operate at a first mode wherein the radar unit reading frequency of measurement is at a first frequency of readings, detecting an event with the at least one sensor for detecting movement, and triggering the radar unit to operate at a second mode, wherein the radar unit reading frequency of measurement is at a second frequency of readings, which makes more frequent readings than the readings taken in the first mode.

29. The method of claim 28, wherein the radar unit when operating at the second mode of operation provides a measurement of the speed of a rail car that is approaching the rail car detected in the detection range, and where when the radar unit operates at the first mode, the radar unit provides an indication of whether the other rail car is present in the detection range.

30. A method for monitoring one or more conditions of rail car or rail car coupling events, the method comprising: a) locating a monitoring device on an end of a rail car, the monitoring device including a radar unit, wherein the monitoring device is located to produce radar signals that are directed toward a target zone comprising an area after the rail car end;b) operating the monitoring device to send radar signals for detection of an object in the target zone; c) wherein the monitoring device detects another rail car in the target zone; d) monitoring the target zone when a rail car is detected within the target zone, and measuring impacts during a coupling event taking place within the target zone.

31. The method of claim 30, including monitoring connected rail cars to determine slack action during a rail car operation, wherein determination of slack includes minimum and maximum slack values between two adjacent rail cars that are coupled together.

32. The method of claim 31, wherein the distance between the connected rail cars Ds is monitored, and wherein each Ds value, Dsl, Ds2, ...DsN, are obtained periodically, and wherein the obtained Ds values are processed and a minimum value DsMin is designated to correspond with a condition where slack is minimal and a maximum value DsMax is designated to correspond with a condition where slack is a maximum value, wherein periodic subsequent Ds values are compared, and wherein when the periodic subsequent Ds value is smaller than the DsMax value, then the slack DsMax designated value is changed to the subsequent Ds value, and wherein when the subsequent Ds value is larger than the DsMin value, then the slack DsMin is set to the subsequent Ds2 value.

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