Apparatuses, systems, and methods for monitoring moving vehicles

Abstract

Railcar inspection systems, methods, and apparatuses are disclosed, including a railcar inspection portal. The railcar inspection portal includes a physical structure positioned around a railroad track, and through which a railcar can travel. The railcar inspection portal can include wheel detection sensors along the railroad track for detecting the presence of a railcar passing over the sensors. The sensors can transmit signals, corresponding to railcars passing over the sensors, to computing devices for determining railcar speeds. The railcar inspection portal can include imaging devices configured to capture images and readings of railcars passing through the inspection portal. Based on a determined speed corresponding to a passing railcar, the computing devices can control the imaging devices to capture specific areas or components of the passing railcar, or individual cars thereon. The computing devices can process the captured images to detect defects corresponding to the passing railcar, or individual cars thereon.

Description

APPARATUSES, SYSTEMS, AND METHODS FOR MONITORING MOVING VEHICLESCROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of, and priority to, U.S. Non- Provisional Patent Application No. 18 / 829,194, filed on September 9, 2024, and entitled “INSPECTION PORTAL SYSTEM AND METHODS THERETO,” U.S. NonProvisional Patent Application No. 18 / 829,199, filed on September 9, 2024, and entitled “UNDERCARRIAGE INSPECTION ASSEMBLIES AND SYSTEMS,” U.S. NonProvisional Patent Application No. 18 / 829,200, filed on September 9, 2024, and entitled “RAIL-SIDE INSPECTION ASSEMBLIES AND SYSTEMS,” U.S. Non- Provisional Patent Application No. 18 / 829,189, filed on September 9, 2024, and entitled “APPARATUSES, SYSTEMS, AND METHODS FOR MONITORING MOVING VEHICLES,” U.S. Non- Provisional Patent Application No. 18 / 829,204, filed on September 9, 2024, and entitled “APPARATUSES, SYSTEMS, AND METHODS FOR MONITORING MOVING VEHICLES,” U.S. Non- Provisional Patent Application No. 18 / 829,212, filed on September 9, 2024, and entitled “APPARATUSES, SYSTEMS, AND METHODS FOR MONITORING MOVING VEHICLES,” U.S. Non- Provisional Patent Application No. 18 / 829,216, filed on September 9, 2024, and entitled “APPARATUSES, SYSTEMS, AND METHODS FOR MONITORING MOVING VEHICLES,” U.S. Non- Provisional Patent Application No. 18 / 829,218, filed on September 9, 2024, and entitled “APPARATUSES, SYSTEMS, AND METHODS FOR MONITORING MOVING VEHICLES,” and U.S. Non- Provisional Patent Application No. 18 / 829,222, filed on September 9, 2024, and entitled “APPARATUSES, SYSTEMS, AND METHODS FOR MONITORING MOVING VEHICLES,” each of which claims the benefit of, and priority to, U.S. Provisional Patent Application No. 63 / 581,554, filed on September 8, 2023, and entitled “APPARATUSES, SYSTEMS, AND METHODS FOR MONITORING TRAIN RAILCARS,” and U.S. Provisional Patent Application No. 63 / 582,165, filed on September 12, 2023, and entitled “APPARATUSES, SYSTEMS,AND METHODS FOR MONITORING TRAIN RAILCARS,” the disclosures of which are incorporated by reference in their entireties as if the same were fully set forth herein.TECHNICAL FIELD

[0002] This application generally related to systems, apparatuses, and methods for inspecting moving vehicles and, more specifically, to various components and systems for gathering data on individual sections of moving rail-bound vehicles.BACKGROUND

[0003] Trains are vital transportation mediums used to distribute large quantities of goods around the world. Due to their robust nature and efficiency, trains and their subcomponents, such as railcars and locomotives, are commonly used repeatedly throughout their lifetime. Repeated and constant use of a particular train and its sub-components can cause the particular train, and its sub-components, to experience degradation over time. The trains, and train sub-components, are traditionally inspected by individuals at rail yards for any particular issue and to prevent safety and functionality hazards. These inspections can be costly due to the manpower necessary to properly complete the inspections, the amount of time it takes to inspect the trains and train sub-components, and the lost revenue associated with keeping the train in the railyard. Additionally, humans can occasionally overlook or fail to identify issues that can lead to safety hazards and / or functional issues with the train or its sub-components.

[0004] Therefore, there is a long-felt but unresolved need for a system or method that monitors trains during use, minimizes or otherwise reduces the man-hours necessary for inspecting railcars, identifies a wide variety of issues associated with the railcars, records data associated with the railcars, and / or generates insights associated with the railcars inspected by the disclosed system.BRIEF SUMMARY OF THE DISCLOSURE

[0005] Briefly described, and according to one example, aspects of the present disclosure generally relate to apparatuses, systems, and methods for monitoring various aspects of railcars. The disclosed system can include an inspection portal system (alsoreferred to herein as a digital train inspection (DTI) portal or an inspection portal). The inspection portal system can include a physical structure, such as a tunnel and / or frame, which can be placed around, adjacent to, physically proximate to, or generally near a set of train tracks. The portal can be large enough such that a train (e.g., a freight train, a commuter train, etc.) can pass through the tunnel. Various sensors can be attached to the portal structure and / or on the ground such that the sensors can completely surround the particular train as it passes through the inspection portal system. One or more cameras or sensors can be installed near the entrance and / or exit of the tunnel (e.g., inside or outside of the tunnel) such that images, scans, readings, etc., of a railcar can be captured as the railcar approaches, enters, and / or exits the tunnel.

[0006] The inspection portal system can include various sensors including both digital and analog sensors, for detecting railcars. The inspection portal system can include one or more computing systems for monitoring railcars, recording data associated with railcars, identifying issues associated with railcars, generating reports based on the inspected data associated with the railcars, etc. The inspection portal can be configured to identify an approaching railcar, determine the approaching railcar’s speed, and based on the railcar’s determined speed, configure one or more cameras, sensors, and data capturing devices for obtaining readings from the railcar. The inspection portal system can include a computing system, one or more sensors, and a portal structure. Herein, the term “railcar” can also mean “train” and / or “locomotive.”

[0007] The inspection portal system can include a wheel sensor system (also referred to herein as a speed detection system) for estimating the speed of a passing train. The wheel sensor system of the inspection portal system can include several wheel sensors (e.g., 2, 3, 5, 8, 16, etc.). Though third-party wheel sensor systems are available, the wheel sensor system can include substantially more wheel sensors compared to the third- party wheel sensor systems. By including substantially more wheel sensors, the wheel sensor system of the inspection portal system can provide a level of redundancy and accuracy unavailable in existing systems. Because wheel sensors can fail, the inspection portal system can be configured to perform algorithms that can detect faulty wheel sensor information, identify which wheel sensors are associated with inaccurate data, and discard the inaccurate data from the speed estimation calculation. The process ofidentifying damaged wheel sensors can increase the accuracy and precision of the wheel sensor data, which can provide better speed estimations.

[0008] Existing systems can only estimate a single speed for an entire train. However, the speed of a train at a given point, such as a particular point within the inspection portal, can change as different cars of the train pass through the inspection portal system, and any errors in the speed estimation for a given car can lead to erroneous camera timings for that car (and / or subsequent cars), causing the resulting images to be useless because the incorrect portion of the train was imaged. To combat these errors, the inspection portal system can dynamically estimate the train’s speed along the entire length of the train (e.g., estimate the speed of individual railcars), and based on the current and / or estimated speed of the train, the inspection portal system can dynamically adjust the capture timing and / or capture rate of the various cameras. Adjusting the capture timing and / or capture rate of the cameras based on the speed of the train can result in improved image quality. For example, based on the improved speed estimation of a given car, the system can synchronize one or more cameras to capture images of the correct components of a particular railcar. The wheel sensor system is directionally agnostic in that it can detect the speed of a train traveling in either direction on a train track.

[0009] The various sensors can record, or otherwise capture, data associated with the railcars. For example, the various sensors can include one or more cameras for recording images of the railcars. In another example, the various sensors can include one or more infrared sensors or cameras for recording infrared (IR) images of the railcars, specifical railcar parts, etc. The computing system can process the data associated with the railcars to generate particular insights of the associated railcars. For example, the computing system can process captured IR images to determine whether an abnormal or anomalous heat pattern is present with the captured IR images, such as those that are not yet visible in the optical spectrum. Determining abnormal or anomalous heat patterns for railcars and specific railcar parts can include comparing the IR images to historical images that represent known normal or optimal heat patterns / profiles. Based on the obtained IR images, the inspection portal system can determine various heat profiles, indicating where and to what extent a wheel or other component is experiencing a temperaturechange. For example, a certain heating profile can be indicative of an applied hand brake scenario in which the hand brake was left engaged while the train was moving.

[0010] In another example, the computing system can use data recorded by the various sensors to inspect the health of the railcar, an individual car of the railcar, or railcar sub -components. Alternatively, or in addition, the computing system can process the data using various machine learning techniques, such as those described in:• U.S. Patent App. No. 16 / 938,102, filed July 24, 2020, now U.S. Patent No. 11,507,779, entitled “TWO-STAGE DEEP LEARNING FRAMEWORK FOR DETECTING THE CONDITION OF RAIL CAR COUPLER SYSTEMS”;• U.S. Patent App. No. 17 / 549,499, filed December 13, 2021, now U.S. Patent No. 11,468,551, entitled “MACHINE-LEARNING FRAMEWORK FOR DETECTING DEFECTS OR CONDITIONS OF RAILCAR SYSTEMS”; and• U.S. Patent App. No. 17 / 962,971, filed October 10, 2022, now U.S. Patent No. 11,663,771, entitled “MACHINE-LEARNING FRAMEWORK FOR DETECTING DEFECTS OR CONDITIONS OF RAILCAR SYSTEMS,” the entire contents of which are incorporated by reference as if fully set forth herein.

[0011] The inspection portal system can be modular such that the sensors can be moved, replaced, and / or upgraded. For example, the cameras of the inspection portal system can be moved based on the type of train passing through the inspection portal system. In another example, the sensors can be upgraded to include upgraded sensors capable of gathering new types of data. The inspection portal system can include motorized mechanisms connected to each particular sensor. The motorized mechanisms can change the positioning and / or location of the sensors to accommodate any particular data acquisition requirements.

[0012] In particular embodiments, the motorized mechanisms can be operatively configured to focus, or otherwise adjust settings for, one or more cameras or sensors based on detected signals corresponding to an approaching railcar. For example, the system can be configured to detect a speed at which a railcar is approaching. In this example, the system can configure a shutter speed, burst rate, lens aperture, field of view,general focus, etc., for one or more cameras that are to capture one or more images (or sensor readings) from a railcar. In another example, the system can detect an abnormal heat profile in a capture IR image, and in response configure one or more cameras to focus on, and capture, a particular railcar component that was detected as exhibiting an abnormal heat profile.

[0013] The inspection portal system can include modular and configurable camera controls, infrared imaging systems, train speed estimation systems, railcar identification systems, and real-time health monitoring. Various distinct types of cameras can be added and / or integrated into the inspection portal system. The computing system(s) of the inspection portal system can configure and / or control the capture rate and / or capture timing of each individual camera. For example, the computing system can vary the capture rate and / or capture timing of each camera such that the inspection portal system can compensate for any differences in latency among different makes and / or models of camera, or the connections, mediums, and protocols across which instructions are transmitted. The inspection portal system can, for example, synchronize the capture timing of cameras to within a microsecond of latency, such that all photos can be taken at the same time (i.e., within a microsecond).

[0014] The inspection portal system can employ the computing system(s) to control the burst rate of one, some, or all of the cameras based on various inputs. For example, the inspection portal system can cause one or more cameras to obtain images in a burst image capture mode (e g., for certain regions of a car) and can cause the same camera(s) to obtain one or more images in a normal image capture mode (e.g., for certain other regions of a car). As a more specific example, the inspection portal system can trigger a burst image capture of the space between the trailing wheel of a first car and the leading wheel of a second, subsequent car.

[0015] The system can include one or more automatic equipment identification (AEI) scanners to identify train cars. Each rail car (and individual cars of the railcar) can be outfitted with a radio frequency identification (RFID) tag. The AEI scanner can be located next to the track to read the RFID tags as the train passes by. In some situations, AEI scanners can often miss railcars due to obstructed RFID tags or other issues, and if agiven railcar cannot be identified, the associated images can be less useful, or completely unusable, for inspections.

[0016] To overcome the missed identification of passing railcars, the inspection portal system can include deep learning technology to identify the cars (e.g., as a backup or enhancement of the existing AEI / RFID system). The inspection portal system can analyze the optical stream of images from the cameras to identify specific railcars based on, for example, nameplates, serial numbers, graffiti or images on the cars, etc. A railcar identifier can be located anywhere on a railcar (i.e., there is no standardized or regulated location of the identifier), and a portion of the railcar identifier can be obstructed by graffiti, snow, dirt, or the like. The deep learning technology of the inspection portal system can identify a location of the identified text, isolate the identified text, and interpret the identified text. The deep learning technology of the inspection portal system can include optical character recognition (OCR) systems or other algorithms different from the algorithms used to identify damaged / missing components.

[0017] The inspection portal system can evaluate the captured images and speed estimation data and can match them to determine whether the number of images matches the speed estimation and associated camera triggers. If there is a mismatch between the expected number / timing of images and the actual number / timing of images, the inspection portal system can determine there is a system health issue.

[0018] The inspection portal system, and more generally the train inspection environment, can include various novel and inventive hardware aspects. For example, the portal structure can include an overhead portion, a first lateral portion, and a second lateral portion. The first lateral portion and the second lateral portion can be opposite to one another separated by the train track. The overhead portion can extend over the train track and connect both the first lateral portion and the second lateral portion.

[0019] The overhead portion can include an overhead inspection system. The overhead inspection system can include lights, cameras, infrared sensors, and / or any other particular sensor for gathering data from a birds-eye perspective.

[0020] The first lateral portion and the second lateral portion can include cameras, sensors, and / or lights that are directed toward the train track. For example, the first lateral portion can gather data from a first side of a train track while the second lateralportion can gather data on a second side of the train track. The components (e.g., cameras, sensors, lights) of the first lateral portion, the second lateral portion, and the overhead portion can synchronously gather data on any particular passing railcar. The first lateral portion and the second lateral portion can gather data and / or capture images on the couplers, air hoses, trucks, wheels, retainer valves, and / or the full side of the passing railcars.

[0021] The base inspection systems can include a first base inspection system on the first side of the train track and a second base inspection system on the second side of the train track. The first base inspection system and the second base inspection system can be opposite to one another separated by the train track. The first base inspection system and the second base inspection system can include cameras, sensors, and lights, each of which is directed toward the train track. The base inspection systems can gather data on the lower portion of the railcar. For example, the base inspection systems can gather data associated with the brake-shoes and / or other lower portion components of the railcar.

[0022] The undercarriage inspection system of the train inspection environment can include one or more undercarriage inspection assemblies for gathering data on an undercarriage and / or underside of a passing railcar. A given undercarriage inspection assembly can be or include an undercarriage line-scan inspection assembly and an undercarriage area-scan inspection assembly. The undercarriage line-scan inspection system can include one or more line-scan cameras configured to capture line-scan images of the undercarriage of a particular passing railcar. The undercarriage area-scan camera can include one or more area-scan cameras configured to capture area-scan images of the undercarriage of the particular passing railcar. Regardless of type, each undercarriage inspection assembly can include one or more lights for illuminating the undercarriage of the particular passing railcar for data acquisition.

[0023] The rail-side inspection system can include a first rail-side inspection assembly on the first side of the train track and a second rail-side inspection assembly on the second side of the train track. The rail-side inspection assembly can include one or more cameras and / or lights directed towards the train track and used to gather data associated with a cross-key of the passing railcar. The rail-side inspection assembly can be installed on the ground adjacent to the train track or on one or more rail ties at alocation outside of the rails. Regardless, the rail-side inspection assembly can be angled in a direction that is upward and toward the rails, which can position to the rail-side inspection assembly to capture images of railcar components that are otherwise difficult or impossible to view from other angles (e.g., while the railcar is in motion), such as the cross-key of a passing railcar, as a non-limiting example.

[0024] According to a first aspect, an inspection portal system comprising: A) a support structure comprising a first side, a second side, and a top side supported by the first and second sides, the support structure configured to span across a railroad track and to permit a train to pass therethrough; B) an overhead inspection system attached to the top side, the overhead inspection system comprising one or more overhead cameras comprising an overhead line scan camera and an overhead area scan camera, and one or more overhead lights; C) a first side inspection system attached to the first side of the support structure, the first side inspection system comprising one or more first cameras and one or more first lights and configured to capture images of a first side of a railcar; D) a second side inspection system attached to the second side of the support structure, the second side inspection system comprising one or more second cameras and one or more second lights and configured to capture images of a first side of a railcar; E) an undercarriage inspection system comprising one or more undercarriage inspection assemblies, each of the one or more undercarriage inspection assemblies being located between the rails of a railway and comprising one or more undercarriage cameras and one or more undercarriage lights; and F) one or more tie-mounted inspection assemblies, each of the one or more tie-mounted inspection assemblies being attached to one or more ties of a railway at a location outside the rails of the railway, and comprising one or more third cameras and one or more third lights.

[0025] According to a further aspect, the inspection portal system of the first aspect or any other aspect, further comprising a weather housing comprising a first wall, a second wall, a roof, a first open end, and a second open end, wherein the weather housing covers the support structure, and is configured to permit a train to pass therethrough via the first open end and the second open end.

[0026] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein at least one of the one or more first cameras, the one or moresecond cameras, the one or more undercarriage cameras, or the one or more third cameras is a line scan camera.

[0027] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein at least one of the one or more first cameras, the one or more second cameras, the one or more undercarriage cameras, or the one or more third cameras is an area scan camera.

[0028] According to a further aspect, the inspection portal system of the first aspect or any other aspect, further comprising: A) a second support structure comprising a third side inspection system configured to capture images of a region of the first side of the railcar, the third side inspection system comprising one or more fourth cameras and one or more fourth lights; and B) a third support structure comprising a fourth side inspection system configured to capture images of a region of the second side of the railcar, the fourth side inspection system comprising one or more fifth cameras and one or more fifth lights.

[0029] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein the third side inspection system is configured to capture images of a brake and / or shoe region of the first side of the railcar and the fourth side inspection system is configured to capture images of a brake and / or shoe region of the second side of the railcar.

[0030] According to a further aspect, the inspection portal system of the first aspect or any other aspect, further comprising one or more wheel detection sensors configured to detect a presence or a non-presence of a railcar wheel at a location along the railway that is upstream from the support structure.

[0031] According to a further aspect, the inspection portal system of the first aspect or any other aspect, further comprising one or more computing devices in electrical communication with: A) the one or more wheel detection sensors; B) inspection portal cameras comprising the one or more overhead cameras, the one or more first cameras, the one or more second cameras, the one or more undercarriage cameras, and the one or more third cameras; and C) inspection portal lights comprising the one or more overhead lights, the one or more first lights, the one or more second lights, the one or more undercarriage lights, and the one or more third lights, wherein the one or more computing devices isconfigured to determine a capture timing for each of the inspection portal cameras based at least in part on a train speed estimation determined according to wheel detection events detected by the wheel detection sensors.

[0032] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein the one or more computing devices is further configured to determine the capture timing for each of the inspection portal cameras based on a physical distance between the wheel detection sensors and each corresponding one of the inspection portal cameras.

[0033] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein the one or more computing devices is further configured to determine the capture timing for each of the inspection portal cameras based on one or more electrical signal transmission or processing latencies.

[0034] According to a further aspect, the inspection portal system of the first aspect or any other aspect, the one or more wheel detection sensors comprises one or more pressure switches attached to the railway.

[0035] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein the one or more wheel detection sensors comprises one or more light curtains.

[0036] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein the one or more wheel detection sensors comprises one or more microphones, the one or more computing devices being configured to recognize one or more sounds indicative of train wheels passing by the one or more microphones.

[0037] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein the one or more overhead cameras, the one or more first cameras, the one or more second cameras, the one or more undercarriage cameras, and the one or more third cameras are each located in a respective weather-resistant housing.

[0038] According to a further aspect, the inspection portal system of the first aspect or any other aspect, further comprising a compressed air source, wherein at least one of the one or more undercarriage inspection assemblies or the one or more tie-mounted inspection assemblies comprises an air curtain configured to blow air across an optical end of the one or more undercarriage cameras or the one or more third cameras.

[0039] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein at least some of the one or more first lights form a first array of first lights and at least some of the one or more second lights form a second array of second lights.

[0040] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein: A) at least some of the one or more first lights form a first array of first lights and a second array of first lights, the first array of first lights being arranged in a generally vertical orientation along at least a first portion of the first side of the support structure, and the second array of first lights being arranged in a generally vertical orientation along at least a second portion of the first side of the support structure; and B) at least some of the one or more second lights form a first array of second lights and a second array of second lights, the first array of second lights being arranged in a generally vertical orientation along at least a first portion of the second side of the support structure, and the second array of second lights being arranged in a generally vertical orientation along at least a second portion of the second side of the support structure.

[0041] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein: A) at least some of the first lights of the first array of first lights are pointed in a direction that is different from a direction in which some others of the first lights of the first array of first lights are pointed; B) at least some of the first lights of the second array of first lights are pointed in a direction that is different from a direction in which some others of the first lights of the second array of first lights are pointed; C) at least some of the second lights of the first array of second lights are pointed in a direction that is different from a direction in which some others of the second lights of the first array of second lights are pointed; and D) at least some of the second lights of the second array of second lights are pointed in a direction that is different from a direction in which some others of the second lights of the second array of second lights are pointed.

[0042] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein: A) there is a first gap between the first array of first lights and the second array of first lights; B) at least some of the one or more first cameras arepositioned within the first gap; C) there is a second gap between the first array of second lights and the second array of second lights; and D) at least some of the one or more second cameras are positioned within the second gap.

[0043] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein at least some of the one or more overhead cameras, the one or more first cameras, the one or more second cameras, the one or more undercarriage cameras, or the one or more third cameras are positioned, angled, and focused to capture images of one or more respective particular components of a passing railcar.

[0044] According to a further aspect, the inspection portal system of the first aspect or any other aspect, wherein at least some of the one or more overhead cameras, the one or more first cameras, the one or more second cameras, the one or more undercarriage cameras, or the one or more third cameras are positioned, angled, and focused to capture images of one or more respective particular regions of a passing railcar.

[0045] According to a second aspect, an inspection assembly comprising: A) a first angled camera oriented at least partially in a vertical direction and at least partially in a first horizontal direction, the first angled camera being directed to a first target region in a three-dimensional space from a first viewpoint; B) a second angled camera oriented at least partially in the vertical direction and at least partially in a second horizontal direction that is substantially opposite the first horizontal direction, the second angled camera being directed to a second target region in a three-dimensional space from a second viewpoint; C) an upright camera oriented substantially in a vertical direction, the upright camera being configured to capture images of a third target region in the three- dimensional space from a third viewpoint; D) one or more lights; and E) a housing configured to attach to a railway at a location between opposing rails of the railway.

[0046] According to a further aspect, the inspection assembly of the second aspect or any other aspect, wherein the first angled camera is positioned a first distance from the upright camera and the second angled camera is positioned a second distance from the upright camera, at least one of the first distance or the second distance being at least 30 inches.

[0047] According to a further aspect, the inspection assembly of the second aspect or any other aspect, wherein the housing comprises: A) a first shroud covering at least a rearportion of the first angled camera, the first shroud having an upper height proximate a lens of the first angled camera and sloping downwardly in a first direction extending away from a center of the inspection assembly; and B) a second shroud covering at least a rear portion of the second angled camera, the second shroud having an upper height proximate a lens of the second angled camera and sloping downwardly in a second direction extending away from the center of the inspection assembly.

[0048] According to a further aspect, the inspection assembly of the second aspect or any other aspect, wherein the inspection assembly has a length that can extend across at least six rail ties of the railway.

[0049] According to a further aspect, the inspection assembly of the second aspect or any other aspect, wherein the one or more lights comprises a plurality of light arrays, the light arrays being substantially co-planarly arranged around the upright camera to form a light platform configured to distribute light in the vertical direction.

[0050] According to a further aspect, the inspection assembly of the second aspect or any other aspect, wherein at least two of the first target region, the second target region, or the third target region are the same target region.

[0051] According to a further aspect, the inspection assembly of the second aspect or any other aspect, wherein the first angled camera, the second angled camera, and the upright camera are configured to capture images of the same target region substantially simultaneously.

[0052] According to a further aspect, the inspection assembly of the second aspect or any other aspect, wherein the first angled camera, the second angled camera, and the upright camera are configured to capture images of the same target region within one microsecond of one another.

[0053] According to a further aspect, the inspection assembly of the second aspect or any other aspect, wherein the inspection assembly is configured to attach to the railway such that an uppermost portion of the inspection assembly is lower than a lowermost top surface of the opposing rails when the inspection assembly is attached to the railway.

[0054] According to a further aspect, the inspection assembly of the second aspect or any other aspect, further comprising one or more air curtains configured to blow airacross a lens of at least one of the first angled camera, the second angled camera, or the upright camera.

[0055] According to a further aspect, the inspection assembly of the second aspect or any other aspect, wherein at least one of the first angled camera, the second angled camera, or the upright camera is an area scan camera.

[0056] According to a third aspect, an inspection assembly comprising: A) one or more line scan cameras configured to capture images in a generally vertical direction; B) a first light source configured to emit light in a first direction that extends at least partially in the vertical direction and at least partially in a first horizontal direction extending from the first light source toward the one or more line scan cameras; C) a second light source configured to emit light in a second direction that extends at least partially in the vertical direction and at least partially in a second horizontal direction extending from the second light source toward the one or more line scan cameras, the second horizontal direction being substantially opposite the first horizontal direction; D) a housing comprising: 1) a base configured to at least partially support the one or more line scan cameras, the first light source, and the second light source; 2) a first shroud located proximate the first light source and sloped downwardly in the second horizontal direction; and 3) a second shroud located proximate the second light source and sloped downwardly in the first horizontal direction, wherein the second shroud is spaced apart from the first shroud to thereby form a gap within which the first light source, the second light source, and the one or more line scan cameras are positioned, wherein the housing is configured to attach to a railway at a location between opposing rails of the railway.

[0057] According to a further aspect, the inspection assembly of the third aspect or any other aspect, wherein the first horizontal direction and the second horizontal direction are approximately parallel to opposing rails of the railway.

[0058] According to a further aspect, the inspection assembly of the third aspect or any other aspect, wherein the first horizontal direction and the second horizontal direction are approximately perpendicular to opposing rails of the railway.

[0059] According to a further aspect, the inspection assembly of the third aspect or any other aspect, wherein the inspection assembly has a length that can extend across at least four rail ties of the railway.

[0060] According to a further aspect, the inspection assembly of the third aspect or any other aspect, wherein the inspection assembly is configured to attach to the railway such that an uppermost portion of the inspection assembly is lower than a lowermost top surface of the opposing rails when the inspection assembly is attached to the railway.

[0061] According to a further aspect, the inspection assembly of the third aspect or any other aspect, further comprising one or more air curtains configured to blow air across a lens of a corresponding one of the one or more line scan cameras.

[0062] According to a further aspect, the inspection assembly of the third aspect or any other aspect, further comprising one or more dampening devices, each of the one or more dampening devices being disposed between the housing and a corresponding one of the one or more line scan cameras.

[0063] According to a fourth aspect, an inspection system comprising: A) a first imaging assembly comprising: 1) a first angled camera oriented at least partially in a vertical direction and at least partially in a first horizontal direction, the first angled camera being directed to a first target region in a three-dimensional space from a first viewpoint; 2) a second angled camera oriented at least partially in the vertical direction and at least partially in a second horizontal direction that is substantially opposite the first horizontal direction, the second angled camera being directed to a second target region in a three-dimensional space from a second viewpoint; 3) an upright camera oriented substantially in a vertical direction, the upright camera being configured to capture images of a third target region in the three-dimensional space from a third viewpoint; 4) one or more lights; and 5) a first housing configured to attach to a railway at a location between opposing rails of the railway; B) a second inspection assembly comprising: 1) one or more line scan cameras configured to capture images in the vertical direction; 2) a first light source configured to emit light in a first direction that extends at least partially in the vertical direction and at least partially in the first horizontal direction; 3) a second light source configured to emit light in a second direction that extends at least partially in the vertical direction and at least partially in the second horizontal direction; 4) a second housing comprising: i) a second base configured to at least partially support the one or more line scan cameras, the first light source, and the second light source; ii) a first shroud located proximate the first light source and sloped downwardly in the secondhorizontal direction; and iii) a second shroud located proximate the second light source and sloped downwardly in the first horizontal direction, wherein the second shroud is spaced apart from the first shroud to thereby form a gap within which the first light source, the second light source, and the one or more line scan cameras are positioned, wherein the housing is configured to attach to the railway at a location between opposing rails of the railway; and C) one or more computing devices in electrical communication with the first inspection assembly and the second inspection assembly, the one or more computing devices being configured to control operations of the first angled camera, the second angled camera, the upright camera, the one or more lights, the one or more line scan cameras, the first light source, and the second light source.

[0064] According to a further aspect, the inspection assembly of the fourth aspect or any other aspect, wherein: A) the first inspection assembly is positioned at a first location along the railway; B) the second inspection assembly is positioned at a second location along the railway, the second location being different from the first location; and C) the one or more computing devices is further configured to determine capture timings for each of the first angled camera, the second angled camera, the upright camera, and the one or more line scan cameras based at least in part on an estimated speed of a passing railcar such that the first angled camera, the second angled camera, and the upright camera are configured to simultaneously capture images of the passing railcar as the passing railcar passes over the first inspection assembly and the one or more line scan cameras are configured to capture images of the passing railcar as the passing railcar passes over the second inspection assembly.

[0065] According to a fifth aspect, an inspection assembly, comprising: A) a first camera angled at least partially in a vertical direction and at least partially in a horizontal direction to thereby be configured to capture images of a target region in a three- dimensional space from a first viewpoint; B) a second camera positioned apart from the first camera, angled at least partially in the vertical direction and at least partially in the horizontal direction, and directed to the target region from a second viewpoint that is different from the first viewpoint; C) one or more lights; and D) a housing comprising a base and a shroud, the housing configured to attach to one or more rail ties and to at least partially envelop the first camera and the second camera.

[0066] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein the shroud covers a rear of the first camera and a rear of the second camera and at least partially covers a top of the first camera and a top of the second camera.

[0067] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein the shroud is configured to be attached to a first rail tie and a second rail tie and the base is configured to be attached to a third rail tie located between the first and second rail ties.

[0068] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein: A) the base comprises a first base portion and a second base portion; B) the first base portion comprises a first bottom and one or more first sidewalls;C) the second base portion comprises a second bottom and one or more second sidewalls;D) a second sidewall of the one or more second sidewalls nearest the one or more first sidewalls is spaced apart from the one or more first sidewalls such that a gap is formed between the first base portion and the second base portion.

[0069] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein the gap is sized to at least partially receive a rail tie.

[0070] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein the first camera is positioned in the first base portion and the second camera is positioned in the second base portion.

[0071] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein the first bottom and the second bottom are suspended above the ground when the inspection assembly is attached to rail ties.

[0072] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein: A) the first camera and two or more first lights of the one or more lights form a first imaging array; and B) the second camera and two or more second lights of the one or more lights form a second imaging array.

[0073] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein at least one of the first imaging array or the second imaging array is a linear array.

[0074] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein the housing is configured to attach to one or more rail ties at a position that is outside the rails of a railway.

[0075] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein the first camera and the second camera are configured to capture images from respective viewpoints that are respective heights that are 3 inches or less, with respect to a top surface of a rail tie to which the inspection assembly is mounted.

[0076] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein the first camera, the second camera, and the one or more lights are in communication with one or more computing devices configured to determine a capture timing for capturing images of a target component of a moving object as the target component passes through the target region.

[0077] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, further comprising a first dampening device disposed between the first camera and the housing and a second dampening device disposed between the second camera and the housing.

[0078] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein: A) the first dampening device and the second dampening device each comprises: B) a first mounting plate configured to attach to the housing; C) a second mounting plate configured to attach to the first camera or the second camera, respectively; and D) one or more dampening structures located between the first mounting plate and the second mounting plate.

[0079] According to a further aspect, the inspection assembly of the fifth aspect or any other aspect, wherein the one or more dampening structures comprises one or more springs.

[0080] According to a sixth aspect, an inspection system, comprising: A) a plurality of inspection assemblies, each of the plurality of inspection assemblies comprising: 1) a first camera angled at least partially in a vertical direction and at least partially in a horizontal direction to thereby be configured to capture images of a target region in a three-dimensional space from a first viewpoint; 2) a second camera positioned apart fromthe first camera, angled at least partially in the vertical direction and at least partially in the horizontal direction, and directed to the target region from a second viewpoint that is different from the first viewpoint; 3) one or more lights; and 4) a housing comprising a base and a shroud, the housing configured to attach to one or more rail ties and to at least partially envelop the first camera and the second camera, wherein: i) each of the plurality of inspection assemblies is mounted to one or more rail ties at a corresponding location that is outside the rails of a railway; ii) a first inspection assembly of the plurality of inspection assemblies is located on a first side of the rails at a first longitudinal location along the railway; and iii) a second inspection assembly of the plurality of inspection assemblies is located on a second side of the rails at a second longitudinal location along the railway, the second side being opposite the first side.

[0081] According to a further aspect, the inspection system of the sixth aspect or any other aspect, wherein the second longitudinal location is the same as the first longitudinal location.

[0082] According to a further aspect, the inspection system of the sixth aspect or any other aspect, wherein the second longitudinal location is different from the first longitudinal location.

[0083] According to a further aspect, the inspection system of the sixth aspect or any other aspect, further comprising: A) one or more wheel detection sensors configured to detect a presence or a non-presence of a railcar wheel at a location along the railway that is upstream from the plurality of inspection assemblies; and B) one or more computing devices in electrical communication with: 1) the one or more wheel detection sensors; and 2) inspection cameras comprising the first and second cameras of each of the plurality of inspection assemblies, wherein the one or more computing devices is configured to determine a capture timing for each of the inspection cameras based at least in part on a train speed estimation determined according to wheel detection events detected by the wheel detection sensors.

[0084] According to a further aspect, the inspection system of the sixth aspect or any other aspect, wherein the one or more computing devices is further configured to determine the capture timing for each of the inspection cameras based on at least (i) a physical distance between the wheel detection sensors and each corresponding one of theinspection cameras and (ii) one or more electrical signal transmission or processing latencies.

[0085] According to a seventh aspect, a system comprising: A) a plurality of wheel detection sensors configured to detect a presence and / or a non-presence of wheels traveling along a railway; B) a computing device in communication with the plurality of wheel detection sensors, the computing device being configured to: 1) receive a first set of sensor signals from the plurality of wheel detection sensors; 2) identify one or more first wheel detection events based at least in part on the first set of sensor signals; 3) generate one or more first time stamps corresponding to each of the one or more first wheel detection events; 4) determine a first current estimated train speed based on the one or more first wheel detection events; 5) output first capture instructions to one or more cameras for capturing images of at least a portion of a railcar based at least in part on the first current estimated train speed; 6) generate one or more first time stamps for each respective image based at least in part on the one or more first wheel detection events; 7) determine whether the one or more first wheel detection events are one or more final wheel detection events; and 8) in response to determining the one or more first wheel detection events are not the one or more final wheel detection events: i) receiving a second set of sensor signals from the plurality of wheel detection sensors; ii) identifying one or more second wheel detection events based at least in part on the second set of sensor signals; iii) generating one or more second time stamps corresponding to each of the one or more second wheel detection events; iv) determining a second current estimated train speed based on the one or more second wheel detection events; and v) outputting second capture instructions to the one or more cameras based at least in part on the second current estimated train speed, wherein the second capture instructions are different from the first capture instructions.

[0086] According to a further aspect, the system of the seventh aspect or any other aspect, wherein the plurality of wheel detection sensors comprises one or more pressure switches attached to the railway.

[0087] According to a further aspect, the system of the seventh aspect or any other aspect, wherein the plurality of wheel detection sensors comprises one or more light curtains.

[0088] According to a further aspect, the system of the seventh aspect or any other aspect, the plurality of wheel detection sensors comprises one or more microphones, the computing device being configured to recognize one or more sounds indicative of train wheels passing by the one or more microphones.

[0089] According to a further aspect, the system of the seventh aspect or any other aspect, wherein the first capture instructions and the second capture instructions comprise instructions for capturing images according to a frame rate determination based at least in part on the first current estimated train speed and the second current estimated train speed, respectively.

[0090] According to a further aspect, the system of the seventh aspect or any other aspect, wherein the first capture instructions and the second capture instructions comprise instructions for initiating one or more image captures according to a timing determination based at least in part on the first current estimated train speed and the second current estimated train speed, respectively.

[0091] According to a further aspect, the system of the seventh aspect or any other aspect, wherein the timing determination includes a timing offset to compensate for one or more signal latencies associated with transmitting and / or processing the first capture instructions or the second capture instructions, respectively.

[0092] According to a further aspect, the system of the seventh aspect or any other aspect, wherein the timing determination includes a timing offset to compensate for a physical distance between a location of the one or more wheel detection sensors and a location of the one or more cameras.

[0093] According to a further aspect, the system of the seventh aspect or any other aspect, wherein the timing offset has an accuracy that results in a captured image of a region of the railcar that is within a predetermined distance of an intended region of the railcar.

[0094] According to a further aspect, the system of the seventh aspect or any other aspect, wherein determining whether the one or more first wheel detection events are the one or more final wheel detection events comprises determining whether a predetermined duration has expired without receiving any subsequent sensor signals from the plurality of wheel detection sensors.

[0095] According to a further aspect, the system of the seventh aspect or any other aspect, wherein determining whether the one or more first wheel detection events are the one or more final wheel detection events comprises determining whether a determined duration has expired without receiving any subsequent sensor signals from the plurality of wheel detection sensors, the determined duration being determined based at least in part on a timing of the first set of sensor signals.

[0096] According to a further aspect, the system of the seventh aspect or any other aspect, wherein the determined duration is two standard deviations of a mean time between sensor signals.

[0097] According to a eighth aspect, a method comprising: A) receiving a first set of sensor signals from a plurality of wheel detection sensors configured to detect a presence and / or a non-presence of wheels traveling along a railway; B) identifying one or more first wheel detection events based at least in part on the first set of sensor signals; C) determining a first current estimated train speed based on the one or more first wheel detection events; D) outputting first capture instructions to one or more cameras for capturing images of at least a portion of a railcar based at least in part on the first current estimated train speed; E) generating one or more first time stamps for each respective image based at least in part on the one or more first wheel detection events; F) determining whether the one or more first wheel detection events are one or more final wheel detection events; and G) in response to determining the one or more first wheel detection events are not the one or more final wheel detection events: 1) receiving a second set of sensor signals from the plurality of wheel detection sensors; 2) identifying one or more second wheel detection events based at least in part on the second set of sensor signals; 3) generating one or more second time stamps corresponding to each of the one or more second wheel detection events; 4) determining a second current estimated train speed based on the one or more second wheel detection events; and 5) outputting second capture instructions to the one or more cameras based at least in part on the second current estimated train speed, wherein the second capture instructions are different from the first capture instructions.

[0098] According to a further aspect, the method of the eighth aspect or any other aspect, wherein the first capture instructions and the second capture instructions compriseinstructions for capturing images according to a frame rate determination based at least in part on the first current estimated train speed and the second current estimated train speed, respectively.

[0099] According to a further aspect, the method of the eighth aspect or any other aspect, wherein the first capture instructions and the second capture instructions comprise instructions for initiating one or more image captures according to a timing determination based at least in part on the first current estimated train speed and the second current estimated train speed, respectively.

[0100] According to a further aspect, the method of the eighth aspect or any other aspect, wherein determining whether the one or more first wheel detection events are the one or more final wheel detection events comprises determining whether a predetermined duration has expired without receiving any subsequent sensor signals from the plurality of wheel detection sensors.

[0101] According to a further aspect, the method of the eighth aspect or any other aspect, wherein determining whether the one or more first wheel detection events are the one or more final wheel detection events comprises determining whether a determined duration has expired without receiving any subsequent sensor signals from the plurality of wheel detection sensors, the determined duration being determined based at least in part on a timing of the first set of sensor signals.

[0102] According to a further aspect, the method of the eighth aspect or any other aspect, wherein the determined duration is two standard deviations of a mean time between sensor signals.

[0103] According to a ninth aspect, a non-transitory, computer readable medium storing instructions that, when executed by one or processors, causes a computing system to: A) receive a first set of sensor signals from a plurality of wheel detection sensors configured to detect a presence and / or a non-presence of wheels traveling along a railway; B) identify one or more first wheel detection events based at least in part on the first set of sensor signals; C) determine a first current estimated train speed based on the one or more first wheel detection events; D) output first capture instructions to one or more cameras for capturing images of at least a portion of a railcar based at least in part on the first current estimated train speed; E) generate one or more first time stamps foreach respective image based at least in part on the one or more first wheel detection events; F) determine whether the one or more first wheel detection events are one or more final wheel detection events; and G) in response to determining the one or more first wheel detection events are not the one or more final wheel detection events: 1) receiving a second set of sensor signals from the plurality of wheel detection sensors; 2) identifying one or more second wheel detection events based at least in part on the second set of sensor signals; 3) generating one or more second time stamps corresponding to each of the one or more second wheel detection events; 4) determining a second current estimated train speed based on the one or more second wheel detection events; and 5) outputting second capture instructions to the one or more cameras based at least in part on the second current estimated train speed, wherein the second capture instructions are different from the first capture instructions.

[0104] According to a further aspect, the non-transitory, computer readable medium of the ninth aspect or any other aspect, wherein the first capture instructions and the second capture instructions comprise instructions for capturing images according to a frame rate determination based at least in part on the first current estimated train speed and the second current estimated train speed, respectively.

[0105] According to a further aspect, the non-transitory, computer readable medium of the ninth aspect or any other aspect, wherein the first capture instructions and the second capture instructions comprise instructions for initiating one or more image captures according to a timing determination based at least in part on the first current estimated train speed and the second current estimated train speed, respectively.

[0106] According to a further aspect, the non-transitory, computer readable medium of the ninth aspect or any other aspect, wherein determining whether the one or more first wheel detection events are the one or more final wheel detection events comprises determining whether a predetermined duration has expired without receiving any subsequent sensor signals from the plurality of wheel detection sensors.

[0107] According to a further aspect, the non-transitory, computer readable medium of the ninth aspect or any other aspect, wherein determining whether the one or more first wheel detection events are the one or more final wheel detection events comprises determining whether a determined duration has expired without receiving any subsequentsensor signals from the plurality of wheel detection sensors, the determined duration being determined based at least in part on a timing of the first set of sensor signals.

[0108] According to a further aspect, the non-transitory, computer readable medium of the ninth aspect or any other aspect, wherein the determined duration is two standard deviations of a mean time between sensor signals.

[0109] According to a tenth aspect, a system comprising: A) one or more imaging devices, each of the one or more imaging devices being configured to capture images of a corresponding target region of a passing railcar traveling along a railway, each target region corresponding to one or more railcar components of the passing railcar; B) one or more wheel detection sensors configured to detect a presence and / or a non-presence of wheels traveling along a railway, the one or more wheel detection sensors being located upstream from the one or more imaging devices such that the passing railcar passes the one or mor wheel detection sensors before passing the one or more imaging devices; and C) one or more computing devices in communication with the one or more wheel detection sensors and the one or more imaging devices, the one or more computing devices being configured to: 1) determine a current estimated train speed of the passing railcar based at least in part on detection data received from the one or more wheel detection sensors; 2) determine one or more trigger timings, each trigger timing corresponding to a particular imaging device of the one or more imaging devices, wherein each trigger timing is based at least in part on the current estimated train speed and, for each particular imaging device of the one or more imaging devices, a distance offset and a trigger latency; and 3) output capture instructions for each of the one or more imaging devices to capture images of the passing railcar according to a corresponding trigger timing of the one or more trigger timings.

[0110] According to a further aspect, the system of the tenth aspect or any other aspect, wherein the distance offset is, for each particular imaging device of the one or more imaging devices, a distance between the one or more wheel detection sensors and the particular imaging device.

[0111] According to a further aspect, the system of the tenth aspect or any other aspect, wherein the distance offset comprises a plurality of distances between theparticular imaging device and each wheel detection sensor of the one or more wheel detection sensors.

[0112] According to a further aspect, the system of the tenth aspect or any other aspect, wherein the trigger latency comprises, for each particular imaging device of the one or more imaging devices, a timing delay between a transmission time at which the capture instructions are outputted and a receipt time at which the particular imaging device receives the capture instructions.

[0113] According to a further aspect, the system of the tenth aspect or any other aspect, wherein the trigger latency comprises, for each particular imaging device of the one or more imaging devices, a processing time required for the particular imaging device to capture a first image after receiving the capture instructions.

[0114] According to a further aspect, the system of the tenth aspect or any other aspect, wherein the trigger latency comprises, for each particular imaging device of the one or more imaging devices, clock discrepancies between an imaging clock of the particular imaging device capture and a control clock of the one or more computing devices.

[0115] According to a further aspect, the system of the tenth aspect or any other aspect, wherein the capture instructions comprise instructions for capturing images according to a particular image capture rate, wherein the particular image capture rate is based at least in part on the current estimated train speed.

[0116] According to a further aspect, the system of the tenth aspect or any other aspect, wherein the one or more imaging devices comprises a plurality of imaging devices and the capture instructions synchronize image capture timings among the plurality of imaging devices.

[0117] According to a further aspect, the system of the tenth aspect or any other aspect, wherein the capture instructions cause all imaging devices of the plurality of imaging devices to capture images within a microsecond of one another.

[0118] According to a eleventh aspect, a method comprising: A) receiving detection data from one or more wheel detection sensors, the detection data indicating detection of a train; B) determining, based at least in part on the detection data, a first estimated speed of a first railcar of the train; C) determining a plurality of first trigger timings, each firsttrigger timing of the plurality of first trigger timings corresponding to a respective imaging device of a plurality of imaging devices, wherein each first trigger timing is based at least in part on, for each imaging device of the plurality of imaging devices: 1) a distance offset for the imaging device; 2) a trigger latency for the imaging device; and 3) the first estimated speed; D) outputting first capture instructions for each of the plurality of imaging devices to capture images of the first railcar according to a first trigger timing specific to each of the plurality of imaging devices; E) determining, based at least in part on the detection data, a second estimated speed of a second railcar of the train; F) determining a plurality of second trigger timings, each second trigger timing of the plurality of second trigger timings corresponding to a respective imaging device of the plurality of imaging devices, wherein each second trigger timing is based at least in part on, for each imaging device of the plurality of imaging devices: 1) the distance offset for the imaging device; 2) the trigger latency for the imaging device; and 3) the second estimated speed; and F) outputting second capture instructions for each of the plurality of imaging devices to capture images of the second railcar according to a second trigger timing specific to each of the plurality of imaging devices.

[0119] According to a further aspect, the method of the eleventh aspect or any other aspect, wherein the second estimated speed is different from the first estimated speed.

[0120] According to a further aspect, the method of the eleventh aspect or any other aspect, wherein the trigger latency comprises, for each imaging device of the plurality of imaging devices: A) a timing delay between a transmission time at which capture instructions are outputted and a receipt time at which the imaging device receives the capture instructions; and B) a processing time required for the imaging device to capture a first image after receiving the capture instructions.

[0121] According to a further aspect, the method of the eleventh aspect or any other aspect, wherein each of the first capture instructions and the second capture instructions comprise instructions for each of the plurality of imaging devices to capture images according to a corresponding particular image capture rate, wherein the particular image capture rate is based at least in part on the first estimated speed or the second estimated speed, respectively.

[0122] According to a further aspect, the method of the eleventh aspect or any other aspect, wherein the first estimated speed or the second estimated speed, respectively, synchronize image capture timings among the plurality of imaging devices.

[0123] According to a further aspect, the method of the eleventh aspect or any other aspect, wherein the capture instructions cause all imaging devices of the plurality of imaging devices to capture images within a microsecond of one another.

[0124] According to a twelfth aspect, a non-transitory, computer readable medium storing instructions that, when executed by one or processors, causes a computing system to: A) receive detection data from one or more wheel detection sensors, the detection data indicating detection of a train; B) determine, based at least in part on the detection data, a first estimated speed of a first railcar of the train; C) determine a plurality of first trigger timings, each first trigger timing of the plurality of first trigger timings corresponding to a respective imaging device of a plurality of imaging devices, wherein each first trigger timing is based at least in part on, for each imaging device of the one or more imaging devices: 1) a distance offset for the imaging device; 2) a trigger latency for the imaging device; and 3) the first estimated speed; D) output first capture instructions for each of the plurality of imaging devices to capture images of the first passing railcar according to a first trigger timing specific to each of the plurality of imaging devices; E) determine, based at least in part on the detection data, a second estimated speed of a second railcar of the train; F) determine a plurality of second trigger timings, each second trigger timing of the plurality of second trigger timings corresponding to a respective imaging device of a plurality of imaging devices, wherein each second trigger timing is based at least in part on, for each imaging device of the one or more imaging devices: 1) the distance offset for the imaging device; 2) the trigger latency for the imaging device; and 3) the second estimated speed; and G) output second capture instructions for each of the plurality of imaging devices to capture images of the first passing railcar according to a first trigger timing specific to each of the plurality of imaging devices.

[0125] According to a further aspect, the non-transitory, computer readable medium of the twelfth aspect or any other aspect, wherein the second estimated speed is different from the first estimated speed.

[0126] According to a further aspect, the non-transitory, computer readable medium of the twelfth aspect or any other aspect, wherein the trigger latency comprises, for each imaging device of the one or more imaging devices: A) a timing delay between a transmission time at which capture instructions are outputted and a receipt time at which the imaging device receives the capture instructions; and B) a processing time required for the imaging device to capture a first image after receiving the capture instructions.

[0127] According to a further aspect, the non-transitory, computer readable medium of the twelfth aspect or any other aspect, wherein each of the first capture instructions and the second capture instructions comprise instructions for each of the plurality of imaging devices to capture images according to a corresponding image capture rate, wherein the image capture rate is based at least in part on the first estimated speed or the second estimated speed, respectively.

[0128] According to a further aspect, the non-transitory, computer readable medium of the twelfth aspect or any other aspect, wherein the first estimated speed or the second estimated speed, respectively, synchronize image capture timings among the plurality of imaging devices.

[0129] According to a further aspect, the non-transitory, computer readable medium of the twelfth aspect or any other aspect, wherein the capture instructions cause all imaging devices of the plurality of imaging devices to capture images within a microsecond of one another.

[0130] According to a thirteenth aspect, a system comprising: A) a plurality of imaging devices configured to capture inspection images of a passing railcar travelling along a railway, the imaging devices comprises one or more infrared (IR) sensors; B) one or more computing devices in communication with the one or more imaging devices, the one or more computing devices being configured to: 1) receive one or more IR images of one or more target regions of the passing railcar, each target region corresponding to one or more railcar components to be inspected; 2) process the one or more IR images to determine a detected heat pattern for a given target region of the one or more target regions; 3) in response to determining the detected heat pattern indicates one or more components in the given target region having an operating temperature above a threshold temperature, determine an abnormality associated with the detected heat pattern; and 4)output a notification comprising an identifier identifying the passing railcar and an indication of the abnormality.

[0131] According to a further aspect, the system of the thirteenth aspect or any other aspect, wherein the one or more computing devices is further configured to determine a likely root cause of the abnormality and the notification further comprises an indication of the likely root cause.

[0132] According to a further aspect, the system of the thirteenth aspect or any other aspect, wherein processing the one or more IR images comprises: A) analyzing one or more pixel values for each pixel of each of the one or more IR images; B) storing the one or more pixel values for each pixel of each of the one or more IR images in a vector format as a corresponding pixel vector of a plurality of pixel vectors for each of the one or more IR images; and C) identifying, based at least in part on the plurality of pixel vectors for each of the one or more IR images, the detected heat pattern for the given target region.

[0133] According to a further aspect, the system of the thirteenth aspect or any other aspect, wherein the one or more pixel values comprise RGB values.

[0134] According to a further aspect, the system of the thirteenth aspect or any other aspect, wherein: A) each component in the target region has a range of acceptable operating temperatures; and B) one or more groups pixels having RGB values indicating a temperature above the range of acceptable operating temperatures is indicative of the abnormality.

[0135] According to a further aspect, the system of the thirteenth aspect or any other aspect, wherein the one or more computing devices is further configured to determine the detected heat pattern by at least determining one or more determined shapes each corresponding to one or more temperature ranges.

[0136] According to a further aspect, the system of the thirteenth aspect or any other aspect, wherein the one or more computing devices is further configured to determine that the detected heat pattern indicates one or more components in the given target region has an operating temperature above the threshold temperature by at least: A) comparing the one or more determined shapes of the detected heat pattern to one or more stored shapes of one or more stored heat patterns, the one or more stored heat patterns indicatingan acceptable operating temperature for each of the one or more components in the given target region; and B) determining that at least some of the one or more determined shapes is within a predetermined level of similarity to at least one of the one or more stored heat patterns.

[0137] According to a further aspect, the system of the thirteenth aspect or any other aspect, wherein the one or more computing devices is further configured to determine that the detected heat pattern indicates one or more components in the given target region has an operating temperature above the threshold temperature by at least: A) comparing the one or more determined shapes of the detected heat pattern to one or more stored shapes of one or more stored heat patterns, the one or more stored heat patterns indicating an unacceptable operating temperature for each of the one or more components in the given target region; and B) determining that at least some of the one or more determined shapes is different from the one or more stored heat patterns.

[0138] According to a fourteenth aspect, a method comprising: A) capturing one or more infrared (IR) images of one or more target regions of a passing railcar travelling along a railway, each target region corresponding to one or more railcar components of the passing railcar; B) processing the one or more IR images to determine a detected heat pattern for a given target region of the one or more target regions; C) in response to determining the detected heat pattern indicates one or more components in the given target region having an operating temperature above a threshold temperature, determining an abnormality associated with the detected heat pattern; and D) outputting a notification comprising an identifier identifying the passing railcar and an indication of the abnormality.

[0139] According to a further aspect, the method of the fourteenth aspect or any other aspect, further comprising determining a likely root cause of the abnormality, wherein the notification further comprises an indication of the likely root cause.

[0140] According to a further aspect, the method of the fourteenth aspect or any other aspect, wherein processing the one or more IR images comprises: A) analyzing one or more pixel values for each pixel of each of the one or more IR images; B) storing the one or more pixel values for each pixel of each of the one or more IR images in a vector format as a corresponding pixel vector of a plurality of pixel vector for each of the one ormore IR images; and C) identifying, based at least in part on the plurality of pixel vector for each of the one or more IR images, the detected heat pattern for the given target region.

[0141] According to a further aspect, the method of the fourteenth aspect or any other aspect, further comprising determining the detected heat pattern by at least determining one or more determined shapes each corresponding to one or more temperature ranges.

[0142] According to a further aspect, the method of the fourteenth aspect or any other aspect, further comprising determining the detected heat pattern indicates one or more components in the given target region has an operating temperature above the threshold temperature by at least: A) comparing the one or more determined shapes of the detected heat pattern to one or more stored shapes of one or more stored heat patterns, the one or more stored heat patterns indicating an acceptable operating temperature for each of the one or more components in the given target region; and B) determining that at least some of the one or more determined shapes is similar to at least one of the one or more stored heat patterns.

[0143] According to a further aspect, the method of the fourteenth aspect or any other aspect, wherein the one or more computing devices is further configured to determine the detected heat pattern indicates one or more components in the given target region has an operating temperature above a threshold temperature by at least: A) comparing the one or more determined shapes of the detected heat pattern to one or more stored shapes of one or more stored heat patterns, the one or more stored heat patterns indicating an unacceptable operating temperature for each of the one or more components in the given target region; and B) determining that at least some of the one or more determined shapes is within a predetermined level of similarity from the one or more stored heat patterns.

[0144] According to a fifteenth aspect, a non-transitory, computer readable medium storing instructions that, when executed by one or processors, causes a computing system to: A) output instructions to capture one or more infrared (IR) images of one or more target regions of a passing railcar travelling along a railway, each target region corresponding to one or more railcar components of the passing railcar; B) process the one or more IR images to determine a detected heat pattern for a given target region of the one or more target regions; C) in response to determining the detected heat patternindicates one or more components in the given target region having an operating temperature above a threshold temperature, determine an abnormality associated with the detected heat pattern; and D) output a notification comprising an identifier identifying the passing railcar and an indication of the abnormality.

[0145] According to a further aspect, the non-transitory, computer readable medium of the fifteenth aspect or any other aspect, wherein the instructions, when executed by the one or processors, further causes the computing system to determine a likely root cause of the abnormality, wherein the notification further comprises an indication of the likely root cause.

[0146] According to a further aspect, the non-transitory, computer readable medium of the fifteenth aspect or any other aspect, wherein processing the one or more IR images comprises: A) analyzing one or more pixel values for each pixel of each of the one or more IR images; B) storing the one or more pixel values for each pixel of each of the one or more IR images in a vector format as a corresponding pixel vector of a plurality of pixel vector for each of the one or more IR images; and C) identifying, based at least in part on the plurality of pixel vector for each of the one or more IR images, the detected heat pattern for the given target region.

[0147] According to a further aspect, the non-transitory, computer readable medium of the fifteenth aspect or any other aspect, wherein the instructions, when executed by the one or processors, further causes the computing system to determine the detected heat pattern by at least determining one or more determined shapes each corresponding to one or more temperature ranges.

[0148] According to a further aspect, the non-transitory, computer readable medium of the fifteenth aspect or any other aspect, wherein the instructions, when executed by the one or processors, further causes the computing system to determine the detected heat pattern indicates one or more components in the given target region has an operating temperature above the threshold temperature by at least: A) comparing the one or more determined shapes of the detected heat pattern to one or more stored shapes of one or more stored heat patterns, the one or more stored heat patterns indicating an acceptable operating temperature for each of the one or more components in the given target region;and B) determining that at least some of the one or more determined shapes is similar to at least one of the one or more stored heat patterns.

[0149] According to a further aspect, the non-transitory, computer readable medium of the fifteenth aspect or any other aspect, wherein the instructions, when executed by the one or processors, further causes the computing system to determine the detected heat pattern indicates one or more components in the given target region has an operating temperature above the threshold temperature by at least: A) comparing the one or more determined shapes of the detected heat pattern to one or more stored shapes of one or more stored heat patterns, the one or more stored heat patterns indicating an unacceptable operating temperature for each of the one or more components in the given target region; and B) determining that at least some of the one or more determined shapes is different from the one or more stored heat patterns.

[0150] According to a sixteenth aspect, a system comprising: A) one or more imaging devices configured to capture images of a passing railcar; B) one or more computing devices in communication with the one or more imaging devices, the one or more computing devices being configured to: 1) receive one or more images from the one or more imaging devices, the one or more images illustrating at least a region of the passing railcar; 2) execute one or more computer vision algorithms on the one or more images to identify one or more identifying features of the passing railcar; and 3) determine a railcar identity of the passing railcar based at least in part on the one or more identifying features of the passing railcar.

[0151] According to a further aspect, the system of the sixteenth aspect or any other aspect, wherein: A) the one or more identifying features comprises text; and B) executing the one or more computer vision algorithms comprises executing an optical character recognition (OCR) algorithm to identify the text.

[0152] According to a further aspect, the system of the sixteenth aspect or any other aspect, wherein one or more identifying features comprises graffiti and / or illustrations.

[0153] According to a further aspect, the system of the sixteenth aspect or any other aspect, wherein the one or more computing devices are further configured to convert the one or more images into a particular format.

[0154] According to a further aspect, the system of the sixteenth aspect or any other aspect, wherein converting the one or more images into the particular format comprises compressing the one or more images.

[0155] According to a further aspect, the system of the sixteenth aspect or any other aspect, wherein: A) the one or more computing devices are further configured to receive scanner data from an emitter of the passing railcar via one or more signal scanning devices, the scanner data comprising a received railcar identifier associated with the passing railcar; and B) determining the railcar identity of the passing railcar further comprises: 1) comparing the received railcar identifier with a plurality of stored railcar identifiers; and 2) identifying a stored railcar identifier of the plurality of stored railcar identifiers that matches the received railcar identifier.

[0156] According to a further aspect, the system of the sixteenth aspect or any other aspect, wherein the one or more computing devices are further configured to: A) determine that at least one of the one or more identifying features is not associated with the passing railcar; and B) store an indication of the at least one of the one or more identifying features in association with the passing railcar in a memory device accessible by the one or more computing devices.

[0157] According to a seventeenth aspect, a method comprising: A) capturing one or more images of a passing railcar, the one or more images illustrating at least a region of the passing railcar; B) executing one or more computer vision algorithms on the one or more images to identify one or more identifying features of the passing railcar; and C) determining a railcar identity of the passing railcar based at least in part on the one or more identifying features of the passing railcar.

[0158] According to a further aspect, the method of the seventeenth aspect or any other aspect, wherein: A) the one or more identifying features comprises text; and B) executing the one or more computer vision algorithms comprises executing an optical character recognition (OCR) algorithm to identify the text.

[0159] According to a further aspect, the method of the seventeenth aspect or any other aspect, wherein one or more identifying features comprises graffiti and / or illustrations.

[0160] According to a further aspect, the method of the seventeenth aspect or any other aspect, further comprising converting the one or more images into a particular format.

[0161] According to a further aspect, the method of the seventeenth aspect or any other aspect, wherein converting the one or more images into the particular format comprises compressing the one or more images.

[0162] According to a further aspect, the method of the seventeenth aspect or any other aspect, further comprising receiving scanner data from an emitter of the passing railcar, the scanner data comprising a received railcar identifier associated with the passing railcar, wherein determining the railcar identity of the passing railcar further comprises: A) comparing the received railcar identifier with a plurality of stored railcar identifiers; and B) identifying a stored railcar identifier of the plurality of stored railcar identifiers that matches the received railcar identifier.

[0163] According to a further aspect, the method of the seventeenth aspect or any other aspect, comprising: A) determining that at least one of the one or more identifying features is not associated with the passing railcar; and B) storing an indication of the at least one of the one or more identifying features in association with the passing railcar.

[0164] According to a eighteenth aspect, a non-transitory, computer readable medium storing instructions that, when executed by one or processors, causes a computing system to: A) receive one or more images from one or more imaging devices configured to capture images of a passing railcar, the one or more images illustrating at least a region of the passing railcar; B) execute one or more computer vision algorithms on the one or more images to identify one or more identifying features of the passing railcar; and C) determine a railcar identity of the passing railcar based at least in part on the one or more identifying features of the passing railcar.

[0165] According to a further aspect, the non-transitory, computer readable medium of the eighteenth aspect or any other aspect, wherein: A) the one or more identifying features comprises text; and B) executing the one or more computer vision algorithms comprises executing an optical character recognition (OCR) algorithm to identify the text.

[0166] According to a further aspect, the non-transitory, computer readable medium of the eighteenth aspect or any other aspect, wherein one or more identifying features comprises graffiti and / or illustrations.

[0167] According to a further aspect, the non-transitory, computer readable medium of the eighteenth aspect or any other aspect, wherein the instructions, when executed by one or processors, further causes the computing system to convert the one or more images into a particular format.

[0168] According to a further aspect, the non-transitory, computer readable medium of the eighteenth aspect or any other aspect, wherein converting the one or more images into the particular format comprises compressing the one or more images.

[0169] According to a further aspect, the non-transitory, computer readable medium of the eighteenth aspect or any other aspect, wherein the instructions, when executed by one or processors, further causes the computing system to receive scanner data from an emitter of the passing railcar, the scanner data comprising a received railcar identifier associated with the passing railcar; and determining the railcar identity of the passing railcar further comprises: A) comparing the received railcar identifier with a plurality of stored railcar identifiers; and B) identifying a stored railcar identifier of the plurality of stored railcar identifiers that matches the received railcar identifier.

[0170] According to a further aspect, the non-transitory, computer readable medium of the eighteenth aspect or any other aspect, wherein the instructions, when executed by one or processors, further causes the computing system to: A) determine that at least one of the one or more identifying features is not associated with the passing railcar; and B) store an indication of the at least one of the one or more identifying features in association with the passing railcar in a memory device accessible by the one or more computing devices.

[0171] According to a nineteenth aspect, an inspection system comprising: A) a plurality of wheel detection sensors configured to detect a presence and / or a non-presence of wheels of a passing railcar traveling along a railway; B) one or more imaging devices configured to capture inspection images of the passing railcar travelling along the railway; and C) one or more computing devices in communication with the plurality of wheel detection sensors and the one or more imaging devices, the one or more computingdevices being configured to: 1) determine a current estimated train speed for the passing railcar based at least in part on wheel detection events detected by the plurality of wheel detection sensors; 2) output capture instructions for the one or more imaging devices to capture images of one or more target regions of the passing railcar, wherein one or more corresponding timings of the capture instructions are based at least in part on the current estimated train speed; and 3) perform a system health monitoring process comprising: i) determining an expected data profile based on the current estimated train speed; ii) receiving captured image data associated with one or more captured images that were captured by the one or more imaging devices according to the capture instructions; iii) determining, based on a comparison of the captured image data to the expected data profile, whether a system health of the inspection system is acceptable; and iv) in response to determining that the system health of the inspection system is not acceptable, outputting a notification indicating the system health of the inspection system is not acceptable.

[0172] According to a further aspect, the inspection system of the nineteenth aspect or any other aspect, wherein the captured image data comprises a time stamp for each of the one or more captured images.

[0173] According to a further aspect, the inspection system of the nineteenth aspect or any other aspect, wherein: A) performing the system health monitoring process further comprises determining, based at least in part on the time stamp for each of the one or more captured images, an inspection capture rate corresponding to each of the one or more imaging devices; B) the expected data profile comprises an expected capture rate corresponding to each of the one or more imaging devices; C) the captured image data comprises an inspection capture rate corresponding to each of the one or more imaging devices; and D) determining whether the system health of the inspection system is acceptable comprises, for each of the one or more imaging devices: 1) comparing each expected capture rate to each corresponding inspection capture rate; and 2) determining whether the inspection capture rate is within an acceptable error tolerance of the expected capture rate.

[0174] According to a further aspect, the inspection system of the nineteenth aspect or any other aspect, wherein: A) the expected data profile comprises an expected numberof images captured by each of the one or more imaging devices; B) the captured image data comprises a number of captured images captured by each of the one or more imaging devices; and C) determining whether the system health of the inspection system is acceptable comprises, for each of the one or more imaging devices: 1) comparing the expected number of images to the number of captured images; and 2) determining whether the number of captured images is within an acceptable error tolerance of the expected number of images.

[0175] According to a further aspect, the inspection system of the nineteenth aspect or any other aspect, wherein determining that the system health of the inspection system is not acceptable is indicative of one or more damaged or malfunctioning imaging devices.

[0176] According to a further aspect, the inspection system of the nineteenth aspect or any other aspect, wherein determining that the system health of the inspection system is not acceptable is indicative of a transmission error between the plurality of wheel detection sensors and the one or more computing devices or between at least one of the one or more imaging devices and the one or more computing devices.

[0177] According to a further aspect, the inspection system of the nineteenth aspect or any other aspect, wherein the one or more computing devices are further configured to determine, based at least in part on the comparison of the captured image data to the expected data profile, a likely root cause of a detected abnormality of the inspection system, wherein the notification further comprising an indication of the detected abnormality and the likely root cause.

[0178] According to a twentieth aspect, a method for determining a system health of an inspection system comprising (i) a plurality of wheel detection sensors configured to detect a presence and / or a non-presence of wheels of a passing railcar traveling along a railway; (ii) one or more imaging devices configured to capture inspection images of the passing railcar travelling along the railway; and (iii) one or more computing devices in communication with the plurality of wheel detection sensors and the one or more imaging devices, the method comprising: A) determining a current estimated train speed for the passing railcar based at least in part on wheel detection events detected by the plurality of wheel detection sensors; B) determining an expected data profile based on the currentestimated train speed; C) receiving captured image data associated with one or more captured images that were captured by the one or more imaging devices according to specific capture instructions; D) determining, based on a comparison of the captured image data to the expected data profile, whether a system health of the inspection system is acceptable; and E) in response to determining that the system health of the inspection system is not acceptable, outputting a notification indicating the system health of the inspection system is not acceptable.

[0179] According to a further aspect, the method of the twentieth aspect or any other aspect, wherein the captured image data comprises a time stamp for each of the one or more captured images.

[0180] According to a further aspect, the method of the twentieth aspect or any other aspect, wherein: A) the method further comprises determining, based at least in part on the time stamp for each of the one or more captured images, an inspection capture rate corresponding to each of the one or more imaging devices; B) the expected data profile comprises an expected capture rate corresponding to each of the one or more imaging devices; C) the captured image data comprises an inspection capture rate corresponding to each of the one or more imaging devices; and D) determining whether the system health of the inspection system is acceptable comprises, for each of the one or more imaging devices: 1) comparing each expected capture rate to each corresponding inspection capture rate; and 2) determining whether the inspection capture rate is within an acceptable error tolerance of the expected capture rate.

[0181] According to a further aspect, the method of the twentieth aspect or any other aspect, wherein: A) the expected data profile comprises an expected number of images captured by each of the one or more imaging devices; B) the captured image data comprises a number of captured images captured by each of the one or more imaging devices; and C) determining whether the system health of the inspection system is acceptable comprises, for each of the one or more imaging devices: 1) comparing the expected number of images to the number of captured images; and 2) determining whether the number of captured images is within an acceptable error tolerance of the expected number of images.

[0182] According to a further aspect, the method of the twentieth aspect or any other aspect, wherein determining the system health of the inspection system is not acceptable is indicative of one or more damaged or malfunctioning imaging devices.

[0183] According to a further aspect, the method of the twentieth aspect or any other aspect, wherein determining the system health of the inspection system is not acceptable is indicative of a transmission error between the plurality of wheel detection sensors and the one or more computing devices or between at least one of the one or more imaging devices and the one or more computing devices.

[0184] According to a further aspect, the method of the twentieth aspect or any other aspect, further comprising determining, based at least in part on the comparison of the captured image data to the expected data profile, a likely root cause of a detected abnormality of the inspection system, wherein the notification further comprising an indication of the detected abnormality and the likely root cause.

[0185] According to a twenty-nineteenth aspect, a non-transitory, computer readable medium storing instructions that, when executed by one or processors, causes a computing system to A) determine a current estimated train speed for a passing railcar based at least in part on wheel detection events detected by a plurality of wheel detection sensors of an inspection system; B) receive captured image data associated with one or more captured images of the passing railcar that were captured by one or more imaging devices of the inspection system, the one or more captured images having been captured according to specific capture instructions; C) determine an expected data profile based on the current estimated train speed; D) determine, based on a comparison of the captured image data to the expected data profile, whether a system health of the inspection system is acceptable; and E) in response to determining that the system health of the inspection system is not acceptable, output a notification indicating the system health of the inspection system is not acceptable.

[0186] According to a further aspect, the non-transitory, computer readable medium of the twenty-nineteenth aspect or any other aspect, wherein the captured image data comprises a time stamp for each of the one or more captured images.

[0187] According to a further aspect, the non-transitory, computer readable medium of the twenty-nineteenth aspect or any other aspect, wherein the instructions, whenexecuted by the one or processors, further causes the computing system to determine, based at least in part on the time stamp for each of the one or more captured images, an inspection capture rate corresponding to each of the one or more imaging devices, wherein: A) the expected data profile comprises an expected capture rate corresponding to each of the one or more imaging devices; B) the captured image data comprises an inspection capture rate corresponding to each of the one or more imaging devices; and C) determining whether the system health of the inspection system is acceptable comprises, for each of the one or more imaging devices: 1) comparing each expected capture rate to each corresponding inspection capture rate; and 2) determining whether the inspection capture rate is within an acceptable error tolerance of the expected capture rate.

[0188] According to a further aspect, the non-transitory, computer readable medium of the twenty-nineteenth aspect or any other aspect, wherein: A) the expected data profile comprises an expected number of images captured by each of the one or more imaging devices; B) the captured image data comprises a number of captured images captured by each of the one or more imaging devices; and C) determining whether the system health of the inspection system is acceptable comprises, for each of the one or more imaging devices: 1) comparing the expected number of images to the number of captured images; and 2) determining whether the number of captured images is within an acceptable error tolerance of the expected number of images.

[0189] According to a further aspect, the non-transitory, computer readable medium of the twenty-nineteenth aspect or any other aspect, wherein determining the system health of the inspection system is not acceptable is indicative of one or more damaged or malfunctioning imaging devices.

[0190] According to a further aspect, the non-transitory, computer readable medium of the twenty-nineteenth aspect or any other aspect, wherein determining the system health of the inspection system is not acceptable is indicative of a transmission error between the plurality of wheel detection sensors and one or more computing devices of the inspection system or between at least one of the one or more imaging devices and the one or more computing devices.

[0191] According to a further aspect, the non-transitory, computer readable medium of the twenty-nineteenth aspect or any other aspect, wherein the instructions, whenexecuted by the one or processors, further causes the computing system to determine, based at least in part on the comparison of the captured image data to the expected data profile, a likely root cause of a detected abnormality of the inspection system, wherein the notification further comprising an indication of the detected abnormality and the likely root cause.

[0192] According to a nineteenth aspect, a system comprising: A) a plurality of imaging devices configured to capture inspection images of a passing railcar travelling along a railway; B) a calibration cart configured to travel along the railway, the calibration cart comprising a plurality of calibration targets, the plurality of calibration targets each corresponding to a spatial location of one or more target regions of the passing railcar, wherein each of the plurality of calibration targets corresponds to one or more of the plurality of imaging devices; and C) one or more computing devices in communication with the one or more imaging devices, the one or more computing devices being configured to: 1) capture calibration images of the plurality of calibration targets with the plurality of imaging devices; 2) process the calibration images to determine whether any of the plurality of imaging devices is outside an acceptable calibration range; and 3) in response to determining that at least one of the plurality of imaging devices is outside the acceptable calibration range, output instructions to adjust calibration settings for each of the at least one of the plurality of imaging devices.

[0193] According to a further aspect, the system of the twenty-second aspect or any other aspect, wherein processing the calibration images to determine whether any of the plurality of imaging devices is outside the acceptable calibration range comprises: A) determining one or more determined image characteristics for each of the calibration images; B) comparing the one or more determined image characteristics to one or more corresponding image characteristic threshold values; and C) determining whether the one or more determined image characteristics satisfies the one or more corresponding image characteristic threshold values.

[0194] According to a further aspect, the system of the twenty-second aspect or any other aspect, wherein the one or more determined image characteristics comprises a contrast measurement.

[0195] According to a further aspect, the system of the twenty-second aspect or any other aspect, wherein the contrast measurement comprises a standard deviation of image pixel intensities associated with each of the calibration images.

[0196] According to a further aspect, the system of the twenty-second aspect or any other aspect, wherein the one or more determined image characteristics comprises a phase measurement.

[0197] According to a further aspect, the system of the twenty-second aspect or any other aspect, wherein the one or more determined image characteristics comprises a compressibility coefficient.

[0198] According to a further aspect, the system of the twenty-second aspect or any other aspect, wherein the one or more corresponding image characteristic threshold values comprises a threshold compressibility coefficient of 70.

[0199] According to a further aspect, the system of the twenty-second aspect or any other aspect, further comprising one or more actuation devices corresponding to one or more of the at least one of the plurality of imaging devices, wherein: A) the one or more computing devices are further configured to determine an amount of calibration adjustment required for each of the at least one of the plurality of imaging devices; and B) outputting the instructions to adjust calibration settings for each of the at least one of the plurality of imaging devices comprising outputting instructions for the one or more actuation devices to adjust each corresponding imaging device according to the corresponding amount of calibration adjustment.

[0200] According to a further aspect, the system of the twenty-second aspect or any other aspect, wherein: A) the calibration cart comprises one or more motors configured to control movement of the calibration cart; B) the one or more computing devices are in communication with the calibration cart; and C) the one or more computing devices are further configured to output instructions for the one or more motors to move the calibration cart along the railway to position the plurality of calibration targets at corresponding three-dimensional locations at which the plurality of imaging devices are configured capture images of the corresponding one or more target regions of the passing railcar.

[0201] According to a twenty-third aspect, a method comprising: A) moving a calibration cart along a railway to position a plurality of calibration targets of the calibration cart at corresponding three-dimensional locations at which a plurality of imaging devices are configured to capture inspection images of one or more corresponding target regions of a passing railcar travelling along the railway; B) capturing calibration images of the plurality of calibration targets with the plurality of imaging devices; C) processing the calibration images to determine whether any of the plurality of imaging devices is outside an acceptable calibration range; and D) in response to determining that at least one of the plurality of imaging devices is outside the acceptable calibration range, adjusting calibration settings for each of the at least one of the plurality of imaging devices.

[0202] According to a further aspect, the method of the twenty -third aspect or any other aspect, wherein processing the calibration images to determine whether any of the plurality of imaging devices is outside the acceptable calibration range comprises: A) determining one or more determined image characteristics for each of the calibration images; B) comparing the one or more determined image characteristics to one or more corresponding image characteristic threshold values; and C) determining whether the one or more determined image characteristics satisfies the one or more corresponding image characteristic threshold values.

[0203] According to a further aspect, the method of the twenty -third aspect or any other aspect, wherein the one or more determined image characteristics comprises a contrast measurement, a phase measurement, or a compressibility coefficient.

[0204] According to a further aspect, the method of the twenty -third aspect or any other aspect, further comprising: A) determining an amount of calibration adjustment required for each of the at least one of the plurality of imaging devices; and B) adjusting the calibration settings for each of the at least one of the plurality of imaging devices according to the corresponding amount of calibration adjustment.

[0205] According to a further aspect, the method of the twenty-third aspect or any other aspect, wherein one or more actuation devices adjust the at least one of the plurality of imaging devices.

[0206] According to a further aspect, the method of the twenty -third aspect or any other aspect, wherein moving the calibration cart along the railway comprises outputting instructions for one or more motors of the calibration cart to move the calibration cart along the railway.

[0207] According to a twenty -fourth aspect, a non-transitory, computer readable medium storing instructions that, when executed by one or processors, causes a computing system to: A) output instructions for a plurality of imaging devices to capture calibration images of a plurality of calibration targets of a calibration cart, the plurality of calibration targets being positioned at corresponding three-dimensional locations at which the plurality of imaging devices are configured to capture inspection images of the corresponding one or more target regions of a passing railcar; B) receive the calibration images from the plurality of imaging devices; C) process the calibration images to determine whether any of the plurality of imaging devices is outside an acceptable calibration range; and D) in response to determining that at least one of the plurality of imaging devices is outside the acceptable calibration range, output instructions to adjust calibration settings for each of the at least one of the plurality of imaging devices.

[0208] According to a further aspect, the non-transitory, computer readable medium of the twenty-fourth aspect or any other aspect, wherein processing the calibration images to determine whether any of the plurality of imaging devices is outside the acceptable calibration range comprises: A) determining one or more determined image characteristics for each of the calibration images; B) comparing the one or more determined image characteristics to one or more corresponding image characteristic threshold values; and C) determining whether the one or more determined image characteristics satisfies the one or more corresponding image characteristic threshold values.

[0209] According to a further aspect, the non-transitory, computer readable medium of the twenty-fourth aspect or any other aspect, wherein the one or more determined image characteristics comprises a contrast measurement, a phase measurement, or a compressibility coefficient.

[0210] According to a further aspect, the non-transitory, computer readable medium of the twenty-fourth aspect or any other aspect, wherein the instructions, when executedby the one or processors, further causes the computing system to: A) determine an amount of calibration adjustment required for each of the at least one of the plurality of imaging devices; and B) outputting the instructions to adjust calibration settings for each of the at least one of the plurality of imaging devices comprises outputting instructions to adjust calibration settings for each of the at least one of the plurality of imaging devices according to the corresponding amount of calibration adjustment.

[0211] According to a further aspect, the non-transitory, computer readable medium of the twenty-fourth aspect or any other aspect, wherein the instructions, when executed by the one or processors, further causes the computing system to move a calibration cart along a railway to position a plurality calibration targets of the calibration cart at corresponding three-dimensional locations at which a plurality of imaging devices are configured capture images of the corresponding one or more target regions of the passing rail car.

[0212] These and other aspects, features, and benefits of the claimed invention(s) will become apparent from the following detailed written description of the preferred embodiments and aspects taken in conjunction with the following drawings, although variations and modifications thereto may be effected without departing from the spirit and scope of the novel concepts of the disclosure.BRIEF DESCRIPTION OF THE DRAWINGS

[0213] The accompanying drawings illustrate one or more embodiments and / or aspects of the disclosure and, together with the written description, serve to explain the principles of the disclosure. Wherever possible, the same reference numbers are used throughout the drawings to refer to the same or like elements of an embodiment, and wherein:

[0214] FIG. 1 illustrates a train inspection environment, in accordance with the disclosed technology;

[0215] FIG. 2 illustrates an example perspective view of an inspection portal system, in accordance with the disclosed technology;

[0216] FIG. 3 illustrates an example top view of a train inspection environment, in accordance with the disclosed technology;

[0217] FIG. 4 illustrates an example front view of a train inspection environment, in accordance with the disclosed technology;

[0218] FIG. 5A illustrates an overhead portion, in accordance with the disclosed technology;

[0219] FIG. 5B illustrates an example perspective view of an overhead inspection system, in accordance with the disclosed technology;

[0220] FIG. 5C illustrates an example bottom view of an overhead inspection system, in accordance with the disclosed technology;

[0221] FIG. 6A illustrates a perspective view of a first lateral portion, in accordance with the disclosed technology;

[0222] FIG. 6B illustrates a second perspective view of a first lateral portion, in accordance with the disclosed technology;

[0223] FIG. 7A illustrates an example perspective view of a first base inspection system, in accordance with the disclosed technology;

[0224] FIG. 7B illustrates an example front view of a first base inspection system, in accordance with the disclosed technology;

[0225] FIG. 7C illustrates an example side view of a first base inspection system, in accordance with the disclosed technology;

[0226] FIG. 8 illustrates an example perspective view of an inspection portal system, in accordance with the disclosed technology;

[0227] FIG. 9A illustrates an example perspective view of an installed undercarriage area-scan inspection system, in accordance with the disclosed technology;

[0228] FIG. 9B illustrates a second example perspective view of an undercarriage area-scan inspection system, in accordance with the disclosed technology;

[0229] FIG. 9C illustrates a top view of an undercarriage area-scan inspection system, in accordance with the disclosed technology;

[0230] FIG. 9D illustrates a bottom view of an undercarriage area-scan inspection system, in accordance with the disclosed technology;

[0231] FIG. 9E illustrates a first side view of an undercarriage area-scan inspection system, in accordance with the disclosed technology;

[0232] FIG. 9F illustrates a second side view of an undercarriage area-scan inspection system, in accordance with the disclosed technology;

[0233] FIG. 9G illustrates a third side view of an undercarriage area-scan inspection system; in accordance with the disclosed technology;

[0234] FIG. 9H illustrates a fourth side view of an undercarriage area-scan inspection system, in accordance with the disclosed technology;

[0235] FIG. 91, illustrates an exploded view of an undercarriage area-scan inspection system, in accordance with the disclosed technology;

[0236] FIG. 9J, illustrates an exploded view of a protective cover, in accordance with the disclosed technology;

[0237] FIG. 9K, illustrates an exploded view of a housing, in accordance with the disclosed technology;

[0238] FIG. 10A illustrates an example perspective view of an installed undercarriage line-scan inspection system, in accordance with the disclosed technology;

[0239] FIG. 10B illustrates an example perspective view of an undercarriage linescan inspection system, in accordance with the disclosed technology;

[0240] FIG. 10C illustrates an example top view of an undercarriage line-scan inspection system, in accordance with the disclosed technology;

[0241] FIG. 10D illustrates an example bottom view of an undercarriage line-scan inspection system, in accordance with the disclosed technology;

[0242] FIG. 10E illustrates an example first side view of an undercarriage line-scan inspection system, in accordance with the disclosed technology;

[0243] FIG. 10F illustrates an example second side view of an undercarriage linescan inspection system, in accordance with the disclosed technology;

[0244] FIG. 10G illustrates an example third side view of an undercarriage line-scan inspection system, in accordance with the disclosed technology;

[0245] FIG. 10H illustrates an example fourth side view of an undercarriage line-scan inspection system, in accordance with the disclosed technology;

[0246] FIG. 101 illustrates an exploded view of the undercarriage line-scan inspection system, in accordance with the disclosed technology;

[0247] FIG. 10J illustrates an exploded view of an angled lighting strip, in accordance with the disclosed technology;

[0248] FIG. 10K illustrates an exploded view of a vertical lighting assembly, in with the disclosed technology;

[0249] FIG. 10L illustrates an exploded view of a line-scan camera enclosure, in accordance with the disclosed technology;

[0250] FIG. 11 A illustrates a perspective view of an example installed rail-side inspection assembly, in accordance with the disclosed technology;

[0251] FIG. 1 IB illustrates a perspective view of an example installed rail-side inspection assembly, in accordance with the disclosed technology;

[0252] FIG. 11C illustrates a front-side view of an example installed rail-side inspection assembly, in accordance with the disclosed technology;

[0253] FIG. 1 ID illustrates a perspective view of an example rail-side inspection assembly, in accordance with the disclosed technology;

[0254] FIG. 1 IE illustrates a top view of an example rail-side inspection assembly, in accordance with the disclosed technology;

[0255] FIG. 1 IF illustrates a bottom view of an example rail-side inspection assembly, in accordance with the disclosed technology;

[0256] FIG. 11G illustrates a right-side view of an example rail-side inspection assembly, in accordance with the disclosed technology;

[0257] FIG. 11H illustrates a left-side view of an example rail-side inspection assembly, in accordance with the disclosed technology;

[0258] FIG. 1 II illustrates a front-side view of an example rail-side inspection assembly, in accordance with the disclosed technology;

[0259] FIG. 11 J illustrates a back-side view of an example rail-side inspection assembly, in accordance with the disclosed technology;

[0260] FIG. 1 IK illustrates a partial exploded perspective view of an example camera enclosure, in accordance with the disclosed technology;

[0261] FIG. 1 IL illustrates a perspective view of an example camera and light array, in accordance with the disclosed technology;

[0262] FIG. 1 IM illustrates a partial exploded perspective view of an example camera enclosure, in accordance with the disclosed technology;

[0263] FIG. 12 is a diagram illustrating an example operational environment of the train inspection system, inspection portal, and accompanying computing systems, in accordance with the disclosed technology;

[0264] FIG. 13 is a diagram illustrating a railcar detection system and processing architecture, in accordance with the disclosed technology;

[0265] FIG. 14 is a diagram illustrating an example environment of the inspection portal system, in accordance with the disclosed technology;

[0266] FIG. 15 is a flowchart illustrating a railcar speed detection process, in accordance with the disclosed technology;

[0267] FIG. 16 is a flowchart illustrating a camera and sensor configuration process, in accordance with the disclosed technology;

[0268] FIG. 17 illustrates an example line scan image capture via the inspection portal system, in accordance with the disclosed technology;

[0269] FIG. 18 illustrates a line scan and area scan image capture comparison, in accordance with the disclosed technology;

[0270] FIG. 19 is a flowchart of an example railcar identification process, in accordance with the disclosed technology;

[0271] FIG. 20 is a visual depiction of aspects of the railcar identification process, in accordance with the disclosed technology;

[0272] FIG. 21 is a flowchart of an example focus cart configuration process, in accordance with the disclosed technology;

[0273] FIG. 22A-22F illustrate example infrared images for processing and abnormality detection, in accordance with the disclosed technology;

[0274] FIG. 23 is a flowchart of an example infrared image capturing and processing process, in accordance with the disclosed technology;

[0275] FIG. 24 is a graph illustrating a railcar speed and frame rate comparison with respect to time, in accordance with the disclosed technology;

[0276] FIG. 25 is a flowchart illustrating a real-time system health monitoring process, in accordance with the disclosed technology; and

[0277] FIG. 26 illustrates a perspective view of an example portal focus cart, in accordance with the disclosed technology.DETAILED DESCRIPTION

[0278] The disclosed technology relates generally to apparatuses, systems, and methods for inspecting moving vehicles and, more specifically, to various components and systems for gathering data on individual sections of moving rail-bound vehicles. Some examples of the disclosed technology will be described more fully with reference to the accompanying drawings. However, this disclosed technology may be embodied in many different forms and should not be construed as limited to the implementations set forth herein. The components described hereinafter as making up various elements of the disclosed technology are intended to be illustrative and not restrictive. Indeed, it is to be understood that other examples are contemplated. Many suitable components that would perform the same or similar functions as components described herein are intended to be embraced within the scope of the disclosed electronic devices and methods. Such other components not described herein may include, but are not limited to, for example, components developed after development of the disclosed technology.

[0279] Throughout this disclosure, various aspects of the disclosed technology can be presented in a range of formats (e.g., a range of values). It should be understood that such descriptions are merely for convenience and brevity and should not be construed as an inflexible limitation on the scope of the disclosed technology. Accordingly, the description of a range should be considered to have specifically disclosed all the possible subranges as well as individual rational numerical values within that range. For example, a range described as being “from 1 to 6” or “from approximately 1 to approximately 6” includes the values 1, 6, and all values therebetween. Likewise, a range described as being “between 1 and 6” or “between approximately 1 and approximately 6” includes the values 1, 6, and all values therebetween. The same premise applies to any other language describing a range of values. That is to say, the ranges disclosed herein are inclusive of the respective endpoints, unless otherwise indicated.

[0280] Herein, the use of terms such as “having,” “has,” “including,” or “includes” are open-ended and are intended to have the same meaning as terms such as “comprising”or “comprises” and not preclude the presence of other structure, material, or acts. Similarly, though the use of terms such as “can” or “may” are intended to be open-ended and to reflect that structure, material, or acts are not necessary, the failure to use such terms is not intended to reflect that structure, material, or acts are essential. To the extent that structure, material, or acts are presently considered to be essential, they are identified as such.

[0281] In the following description, numerous specific details are set forth. But it is to be understood that embodiments of the disclosed technology may be practiced without these specific details. In other instances, well-known methods, structures, and techniques have not been shown in detail in order not to obscure an understanding of this description. References to “one embodiment,” “an embodiment,” “example embodiment,” “some embodiments,” “certain embodiments,” “various embodiments,” etc., indicate that the embodiment(s) of the disclosed technology so described may include a particular feature, structure, or characteristic, but not every embodiment necessarily includes the particular feature, structure, or characteristic. Further, repeated use of the phrase “in one embodiment” does not necessarily refer to the same embodiment, although it may.

[0282] Throughout the specification and the claims, the following terms take at least the meanings explicitly associated herein, unless the context clearly dictates otherwise. The term “or” is intended to mean an inclusive “or.” Further, the terms “a,” “an,” and “the” are intended to mean one or more unless specified otherwise or clear from the context to be directed to a singular form.

[0283] Unless otherwise specified, the use of the ordinal adjectives “first,” “second,” “third,” etc., to describe a common object, merely indicates that different instances of like objects are being referred to and are not intended to imply that the objects so described should be in a given sequence, either temporally, spatially, in ranking, or in any other manner.

[0284] Whether or not a term is capitalized is not considered definitive or limiting of the meaning of a term. As used in this document, a capitalized term shall have the same meaning as an uncapitalized term, unless the context of the usage specifically indicates that a more restrictive meaning for the capitalized term is intended. However, thecapitalization or lack thereof within the remainder of this document is not intended to be necessarily limiting unless the context clearly indicates that such limitation is intended.

[0285] For the purpose of promoting an understanding of the principles of the present disclosure, reference will now be made to the illustrative examples provided in the drawings, and specific language will be used to describe the same. It will, nevertheless, be understood that no limitation of the scope of the disclosure is thereby intended; any alterations and further modifications of the described or illustrated embodiments, and any further applications of the principles of the disclosure as illustrated therein are contemplated as would normally occur to one skilled in the art to which the disclosure relates. All limitations of scope should be determined in accordance with and as expressed in the claims.Example Embodiments

[0286] Referring now to the figures, for the purposes of example and explanation of the fundamental processes and components of the disclosed apparatuses, systems, and methods, reference is made to FIG. 1, which illustrates a train inspection environment 100, according to one or more examples. As will be understood and appreciated, the train inspection environment 100 shown in FIG. 1 represents merely one approach or example of the present system, and other aspects are used according to various examples of the present system.

[0287] The train inspection environment 100 can function as a data acquisition system for monitoring the health of a passing railcar 103. The train inspection environment 100 can include a portal structure 101, a weather housing 102, base inspection systems 202A-202B (see FIG. 2 for further details), undercarriage inspection assemblies (see FIG. 3 for further details), and a rail-side inspection assembly 303 (see FIG. 3 for further details). The train inspection environment 100 can include any particular hardware component capable of gathering data associated with the passing railcar 103. Though discussed in the context of railcars 103, the train inspection environment 100 can be applied to any particular moving vehicle. For example, the train inspection environment 100 can be used to monitor cars, trucks, boats, aircraft, and / or any other particular moving vehicle. The train inspection environment 100 can beinstalled within an air hanger to monitor airplanes, a weigh station to monitor trucks, a highway to monitor cars, and / or a canal to monitor passing boats.

[0288] The train inspection environment 100 can monitor various particular components of the passing railcar 103. The train inspection environment 100 can monitor the trucks of the passing railcar 103, the brake system of the passing railcar 103, the coupler of the passing railcar 103, the cross-key component of the passing railcar 103, the wheel retainer valves of the passing railcar 103, the air hoses of the passing railcar 103, and / or any other particular component of the passing railcar 103. The train inspection environment 100 can include individual systems capable of gathering data on specific components of the passing railcar 103. For example, the rail-side inspection assembly 303 can be configured to gather data and / or capture images of the cross-key component of the passing railcar 103. In another example, the base inspection systems 202A-202B can be configured to gather data and / or capture images of the brake-wheel, the trucks, and / or any other component of the lower half of the passing railcar 103.

[0289] The portal structure 101 can function as a tunnel and / or frame placed around the train tracks 104. The portal structure 101 can be large enough such that the passing railcar 103 can pass through the portal structure 101. The portal structure 101 can include cameras, lights, and / or sensors (e.g., light sensors, microphones, heat sensors, motion sensors, etc.) attached directly to the portal structure 101 and / or on the ground near the portal structure 101. The cameras, lights, and / or sensors of the portal structure 101 can completely surround the passing railcar 103 as it passes through the portal structure 101. For example, as the passing railcar 103 progresses along a train track 104, the railcar 103 can pass under and / or through the portal structure 101. As the railcar 103 passes through the portal structure 101, the various cameras, sensors, and / or lights can trigger and gather data associated with the railcar 103. The portal structure 101, the base inspection systems 202A-202B, the undercarriage inspection assemblies 301, 302, and the rail-side inspection assembly 303 can each gather data on distinct portions of the railcar 103. For example, as the railcar 103 passes through the portal structure 101, a first lateral portion 101 A and a second lateral portion 10 IB of the portal structure 101 can include cameras, sensors, and / or lights, to capture data from each lateral side of the railcar 103. Continuing this example, an overhead portion 101C of the portal structure101 can include cameras, sensors, and / or lights to capture birds-eye data of the top portion of the passing railcar 103. The undercarriage inspection assemblies can gather data of the undercarriage of the passing railcar 103. The rail-side inspection assembly 303 can gather data on the cross-key components of the passing rail car 103.

[0290] The train inspection environment 100 can gather data as the passing railcar 103 travels at a high rate of velocity. In a non-limiting example, the passing railcar 103 can move at a velocity of 70 miles per hour, and as the passing railcar 103 travels through the portal structure 101 at 70 miles per hour, the various sensors, cameras, and / or lights of the portal structure 101 can capture data at high rates to accommodate for the speed of the passing railcar 103. For example, the sensors, cameras, and / or lights of the portal structure 101 can gather data in intervals of less than 2 milliseconds.

[0291] The weather housing 102 can completely cover the portal structure 101. The weather housing 102 can provide a relatively constant environment for the portal structure 101 to gather data on the passing railcar 103. For example, the weather housing102 can reduce the amount of wind present in the portal structure 101. In another example, the weather housing 102 can protect the portal structure from debris, rain, strong winds, and other natural hazards. The weather housing 102 can also mitigate the effects of variations in the amount of ambient light and direction or concentration of external light sources, such as the sun, and any shadows or image artifacts that can be caused therefrom, from interfering with the data collection of the sensors and cameras 221. The weather housing 102 can include two walls that straddle the portal structure101, two openings to allow the passing railcar 103 to move through the weather housing102, and a roof to cover the portal structure.

[0292] Referring now to FIG. 2, illustrated is an example perspective view of an inspection portal system 200, in accordance with the disclosed technology. The inspection portal system 200 can include a computing environment 203, the train inspection environment 100 (the weather housing 102 is not shown for purposes of illustrating the portal structure 101 unobstructed and in full view), and a service shed 204. The inspection portal system 200 can include the totality of components used to gather data associated with the passing railcar 103, monitor the data, and determine the health of the passing railcar 103. The inspection portal system 200 can include various sensors andcomputing systems for monitoring railcars 103, recording data associated with railcars 103, identifying issues associated with railcars 103, and generating reports based on the inspected data associated with the railcars 103.

[0293] The train inspection environment 100 can include the portal structure 101, one or more base inspection systems 202A-202B, one or more undercarriage inspection assemblies 301, 302, and one or more rail-side inspection assemblies 303 (See FIG. 3 for further details).

[0294] The portal structure 101 can include the first lateral structure 101 A, the second lateral structure 10 IB, and the overhead portion 101C. The first lateral structure 101 A can be located on a first side of the train track 104. The second lateral structure 10 IB can be located on a second side of the train track 104. The first lateral structure 101A and the second lateral structure 101B can be substantially similar. The first lateral structure 101 A and the second lateral structure 10 IB can include one or more cameras221 and one or more lights 222. Each camera 221 can be or include any imaging device, which can include visual-spectrum cameras, infrared cameras (e.g., light detection and ranging (LIDAR) systems, each with one or more corresponding emitters or lasers and one or more receivers), and / or any other particular sensor configured to capture, gather, or otherwise obtain data about the passing railcar 103. The first lateral structure 101 A and the second lateral structure 10 IB can be configured to gather data and / or capture images of the lateral sides of the passing railcar 103. For example, the first lateral structure 101 A and the second lateral structure 10 IB can capture images of the couplers, trucks, wheel retainer valves, and / or any other component located on the passing railcar 103.

[0295] The lights 222 can include any particular lighting system used to illuminate the railcar 103 as it passes through the portal structure 101. In a non-limiting example, the lights 222 can include 14,000 lumen light emitting diode (LED) lights. The lights222 can include stadium-grade lights, high-powered lights, and / or any particular light that can generate a sufficient amount of light (e.g., 10,000 lumens or more, 14,000 lumens or more). The cameras 221 and the lights 222 of the first lateral structure 101 A and the second lateral structure 101B can face (e.g., be positioned in the general direction of) the train track 104. The cameras 221 of the first lateral structure 101A can be configured togather data (e.g., capture images) on a first side of the railcar 103 and the cameras 221 of the second lateral structure 101 A can be configured to gather data on a second side of the railcar 103. One, some, or all of the cameras 221 and / or lights 222 of the portal structure 101 can be directed to a specific three-dimensional space. Stated differently, one, some, or all cameras 221 of the portal structure 101 and / or one some, or all lights 222 of the portal structure 101 can be targeted at a corresponding specific point or area such that the corresponding camera 221 and / or light 222 are focused on one or more specific components, elements, and / or portions of a passing railcar 103.

[0296] The portal structure 101 can include or be in communication with one or more radio frequency identification (RFID) sensors, which can be configured to read railcar identification information from an RFID tag attached to each railcar 103, and the railcar identification information can be used to organize captured images to ensure the captured images are associated with the correct railcar.

[0297] The first lateral structure 101A and the second lateral structure 101B can be connected by an overhead portion 101C. The overhead portion 101C can include an overhead inspection system 201. The overhead inspection system 201 can include one or more cameras 221 and one or more lights 222 for gathering data on the top portion of the passing railcar 103. For example, the overhead inspection system 201 can gather images and other data from an overhead perspective, or bird’s-eye view, of the railcar 103. The overhead inspection system 201 can include one or more line-scan cameras and / or one or more area-scan cameras. For example, the overhead inspection system 201 can include two cameras, where one camera is a line-scan camera and the other camera is an areascan camera. The line-scan camera(s) and the area-scan camera(s) of the overhead inspection system 201 can be configured to gather images of the entire width of a passing railcar 103. Each camera and each light of the overhead inspection system 201 can be directed to a specific three-dimensional space. Stated differently, each camera and each light of the overhead inspection system 201 can be targeted at a specific point such that the corresponding camera and / or light are focused on one or more specific components, elements, and / or portions of a passing rail car 103.

[0298] Various elements of the portal structure 101 (e.g., the first lateral structure 101A, the second lateral structure 101B, the overhead portion 101C) can include a frame211. The frame 211 can be or include a truss structure, which can support the various components installed on the first lateral structure 101 A, the second lateral structure 101B, and the overhead portion 101C. A given frame 211 can include modular attachment points. The modular attachment points can facilitate the removal, upgrade, and / or replacement of the cameras 221 and / or the lights 222.

[0299] The train inspection environment 100 can include the base inspection systems 202A, 202B. The base inspection systems 202A, 202B can gather data (e.g., images) on a lower portion of the passing railcar 103. For example, the base inspection systems 202A, 202B can gather data on the brake-shoes of the passing railcar 103. The base inspection systems 202A, 202B can include one or more cameras 221 and one or more lights 222. Each camera 221 and each light 222 can be directed to a specific three- dimensional space. Stated differently, each camera 221 and / or each light 222 can be targeted at a specific point such that the corresponding camera 221 and / or light 222 are focused on one or more specific components, elements, and / or portions of a passing railcar 103. The base inspection systems 202A, 202B can be located adjacent to the portal structure 101. The base inspection systems 202A, 202B can include a first base inspection system 202A and a second base inspection system 202B. The first base inspection system 202A can be located on the first side of the train track 104, and the second base inspection system 202B can be located on the second side of the train track 104. The cameras 221 and the lights 222 of the base inspection systems 202A, 202B can face the train track 104. The cameras 221 of the first base inspection system 202A can gather data on the first side of the railcar 103. The cameras 221 of the second base inspection system 202B can gather data on the second side of the railcar 103. The base inspection systems 202A, 202B can each include a truss beam 231. The truss beam 231 can function as the attachment point for the cameras 221 and the lights 222. The truss beam 231 can be secured to the ground adjacent to the train track 104 and the portal structure 101.

[0300] Each of the components of the train inspection environment 100 can include a modular configuration such that the cameras 221, lights 222, and / or sensors can be moved, replaced, and / or upgraded. For example, the cameras 221 of the portal structure 101 can be moved based on the type of railcar 103 passing through the train inspectionenvironment 100. Alternatively or in addition, the modular configuration can enable easy exchange and / or replacement of the cameras 221 . For example, one or more cameras 221 can be upgraded to include upgraded cameras capable of gathering clearer, more accurate, and / or new types of data. The train inspection environment 100 can include motorized mechanisms connected to each particular camera 221 and / or light 222. The motorized mechanisms can change the positioning and / or location of the cameras 221 and / or lights 222 to accommodate any particular data acquisition requirements. The motorized mechanisms can also change various physical configurations of the lens attached to or contained within the cameras 221, such as changing the focus, aperture, or polarization direction, and / or filter of the lens. As a more particular and non-limiting example, the cameras 221 can be automatically moved or refocused based at least in part on the type of railcar 103 passing through the train inspection environment 100 (and / or the type / location of the component being targeted by the cameras 221).

[0301] The computing environment 203 can function as the central computing infrastructure of the inspection portal system 200. The computing environment 203 can include one or more computing devices configured to manage the various computational requirements of the computing environment 203. The computing environment 203 can manage the sensors, cameras, and / or lights of the train inspection environment 100 for data acquisition, storage, distribution, and processing, generate reports associated with the particular passing railcar 103, and / or perform any specific computational requirement of the inspection portal system 200. The computing environment 203, though illustrated as located near the train inspection environment 100, can be in any particular location (e.g., remote, local, etc.). In a particular non-limiting example, the computing environment 203 can include a server (e.g., remote or off-site), which can manage the computing requirements of the computing environment 203 (e.g., controlling the cameras 221, lights 222, and / or other components of the inspection portal system 200; receiving, organizing, and / or storing captured images and other data).

[0302] The inspection portal system 200 can include the service shed 204. The service shed 204 can store miscellaneous components of the inspection portal system 200. For example, the service shed 204 can include one or more compressed air sources configured to generate compressed air for use by the inspection portal system 200, suchas by one or more air curtains, which can protect and / or clean cameras 221, lights 222, or other components of a given assembly or system (e.g., undercarriage inspection assemblies 301, 302; rail-side inspection assemblies 303). For example, each of the cameras of the inspection portal 101, the undercarriage inspection assemblies 301, 302, the base inspection systems 202A, 202B, and / or the rail-side inspection assemblies can include the air curtains that can blow air over the lenses of the cameras 221 and protect the lenses from debris.

[0303] The inspection portal system 200 can include a railcar detection system (not pictured). The railcar detection system (also referred to herein as wheel detection sensors) can include one or more sensors in electrical communication with the computing environment 203 and installed on the train track 104 to identify the presence of a passing railcar 103. The railcar detection system can include one or more pressure switches to identify the pressure applied by the wheels of a passing railcar 103, or other sensors such as inductance-based sensors, metal detection sensors, or proximity sensors, some of which may not require the physical contact or interaction of the railcar 103 or wheels thereof to detect a passing wheel.

[0304] The railcar detection system (e.g., the computing environment 203) can calculate the speed of the passing railcar 103, as well as the existence of each axle of the passing railcar 103 and the trajectory of each axle as it passes through the inspection portal system 200, based at least in part on data received from the sensor(s) of the railcar detection system. Based on the determined speed of the passing railcar 103, and the trajectory of railcar axles, the computing environment 203 can trigger the various cameras 221 of the inspection portal system 200 to capture images of the passing railcar 103 according to one or more determined timings (e.g., based on the determined speed of the train or trajectory of the axles), can turn on the various lights 222 according to one or more determined timings (e.g., based on the determined speed of the train or trajectory of the axles), and / or can operate any other devices according to one or more determined timings (e.g., based on the determined speed of the train or trajectory of the axles), such as air curtains, as one non-limiting example. Alternatively or in addition, the computing environment 203 can use the determined speed of the passing railcar 103, the different makes and models of the various cameras of the inspection portal system 200 (e.g.,known processing latencies, such as the known image capturing speeds (or delays) of the various cameras of the inspection portal system 200), and / or any other pertinent information to properly synchronize the cameras to gather accurate images of the passing railcar 103. The computing environment 203 can determine a capture timing for triggering the cameras 221 based on a known distance between the railcar detection system sensors and the cameras 221 and the calculated speed of the passing railcar 103.

[0305] Referring now to FIG. 3, illustrated is an example top view of the train inspection environment 100, in accordance with the disclosed technology. The train inspection environment 100 can be symmetrical about a central axis 311. For example, the train inspection environment 100 can include an equal number of inspection systems or assemblies on either side of the central axis 311 such that the totality of the railcar 103 is analyzed during data capture procedures. Alternatively, one side of the train inspection environment 100 can include a first number of inspection systems or assemblies on a first side of the axis 311 and a second, different number of inspection systems or assemblies on the second side of the axis (e.g., to capture images of one or more given components or portions of a given railcar).

[0306] The train inspection environment 100 can include the undercarriage inspection assemblies and the rail-side inspection assembly 303. The undercarriage inspection assemblies 301, 302 can include one or more undercarriage area-scan inspection assemblies 301 and one or more undercarriage line-scan inspection assemblies 302. The undercarriage area-scan inspection system 301 and the undercarriage line-scan inspection system 302 can each gather data and / or images of the undercarriage of the passing railcar 103. For example, the undercarriage area-scan inspection system 301 can include one or more area-scan cameras for gathering data on a particular area of the undercarriage of the passing railcar 103. Alternative or in addition, the undercarriage line-scan inspection system 302 can include one or more line-scan cameras for gathering data on a particular area of the undercarriage of the passing railcar 103. Both the undercarriage area-scan inspection system 301 and the undercarriage line-scan inspection system 302 can be located between the rails of the train tracks 104 (e.g., centered between the train tracks 104). For example, the central axis 311 can symmetrically bisect both the undercarriage area-scan inspection system 301 and the undercarriage line-scan inspection system 302.One or more cameras 221 of the undercarriage inspection assemblies 301, 302 can be oriented in a completely vertical direction (e.g., the sensor of the camera 221 can be oriented to capture images from a space immediately above the sensor). Alternatively or in addition, one or more cameras 221 of the undercarriage inspection assemblies 301, 302 can be oriented in a direction that is partially in the vertical direction and partially in a horizontal direction, such that the camera(s) 221 can capture images from an uprail location or a downrail location. Alternatively or in addition, one or more cameras 221 of the undercarriage inspection assemblies 301, 302 can be oriented in a direction that is partially in the vertical direction and partially in a lateral direction, such that the camera(s) 221 can capture images from a direction that is toward a given side of the train tracks 104 from the location of the corresponding camera(s) 221.

[0307] The train inspection environment 100 can include the rail-side inspection assembly 303. The rail-side inspection assembly 303 can include two or more individual systems that can attach to one or more rail ties at a location outside of the rails of the train track 104. The individual systems of the rail-side inspection assembly 303 can face the central axis 311 of the train track 104. The rail-side inspection assembly 303 can gather data on various lower components of the railcar 103. For example, the rail-side inspection assembly 303 can gather data on the cross-keys of the railcar 103. The railside inspection assembly 303 can include an array of line-scan and / or area-scan cameras, which can gather data on the various lower components of the railcar 103. One or more cameras 221 of the rail-side inspection assembly 303 can be oriented in a direction that is partially in the vertical direction and partially in a horizontal direction, such that the camera(s) 221 can capture images of a lower portion of the railcar 103. For example, the rail-side inspection assembly 303 can be oriented in a direction that is partially in the vertical direction and partially in a horizontal direction, such that the camera(s) 221 can capture images of the cross-key component of the railcar 103.

[0308] Referring now to FIG. 4, illustrated is an example side view of the train inspection environment 100, in accordance with the disclosed technology. The train inspection environment 100 can gather data in a variety of directions including a first direction 401, a second direction 402, a downward direction 403, an upward direction 404, and an angled direction 405, as non-limiting examples. The various directions canhave a vertical direction component (e.g., up or down, as illustrated in FIG. 4, a downrail or uprail directional component (e.g., in or out of the page, as illustrated in FIG. 4), and / or a lateral directional component (e.g., left or right, as illustrated in FIG. 4). The cameras 221 of the first lateral portion 101 A can gather data from the passing railcar 103 in the first direction 401. The cameras 221 of the second lateral portion 101B can gather data from the passing railcar 103 in the second direction 402. For example, one or more cameras 221 can be configured to capture images of the entire height of the railcar 103. Alternatively or in addition, a given camera 221 can be configured to capture images of only a specific region of the railcar 103, (e.g., a region in which one or more specific components are located). The cameras 221 of the overhead inspection system 201 can gather data on the passing railcar 103 in the downward direction 403. The undercarriage inspection assemblies can gather data from the passing railcar 103 in the upward direction 404. The rail-side inspection assembly 303 can gather data in the angled direction 405. By gathering data in the first direction 401, the second direction 402, the downward direction 403, the upward direction 404, and the angled direction 405, the train inspection environment 100 can gather data on the complete railcar 103 and identify any defects of the railcar 103.

[0309] Referring now to FIG. 5 A, illustrated is the overhead portion 101C, in accordance with the disclosed technology. The overhead portion 101C can connect both the first lateral portion 101A to the second lateral portion 101B. The overhead portion 101 C can support the overhead inspection system 201. The overhead inspection system 201 can gather data in the downward direction 403. The overhead inspection system 201 can include the one or more cameras 221 and the one or more lights 222. The one or more cameras 221 can include one or more line-scan cameras and / or one or more areascan cameras. For example, the overhead inspection system 201 can include two cameras, where a first camera is a line-scan camera, and a second camera is an area-scan camera. The cameras 221 and the lights 222 can connect to an overhead inspection system frame 5O3A. The overheard inspection system frame 5O3A can connect to the overhead portion 101C through one or more support connections 504A. For example, the support connections 504A can be fastened, bolted, and / or otherwise secured to the overhead portion 101C. The cameras 221 can be placed on the overhead inspectionsystem frame 503 A such that the cameras 221 are centered about the train track 104. The lights 222 can be arranged on the overhead inspection system frame 503 A such that the cameras 221 are centered about a particular combination of lights 222. For example, the overheard inspection system 503A can include two cameras, both of which are centered about an oval configuration of six lights 222 (e.g., a set of three lights 222 to one side of the cameras 221 and a second set of three lights 222 to a second side of the camera 221, the second set of three lights 222 opposite the first set of three lights 222). Alternatively, one or both of the cameras can be off centered from the track.

[0310] Referring now to FIG. 5B, illustrated is an example perspective view of the overhead inspection system 201, in accordance with the disclosed technology. The overhead inspection system 201 can include the overhead inspection system frame 503 A. The overhead inspection system frame 503A can function as the attachment point for the cameras 221 and the lights 222. For example, one or more bolts 501B can extend through the cameras 221 and / or lights 222 and into the overhead inspection system frame 503 A to attach the camera 221 and / or the lights 222 to the overhead inspection system frame 503 A.

[0311] Referring now to FIG. 5C, illustrated is a bottom view of the overhead inspection system 201, in accordance with the disclosed technology. The overhead inspection system 201 can include one or more cameras 221 and one or more lights 222. The overhead inspection system 201 can include a line-scan camera 501C and an areascan camera 502C. The area-scan camera 502C can take area-scan images of particular regions of the top portion of the passing railcar 103. For example, the area-scan camera 502C can take pictures of one or more coupler components on the passing railcar 103. The line-scan camera 501C can take line-scan images of particular regions of the top portion of the passing railcar 103. For example, the line-scan camera 501C can take images of the entire length of the passing railcar 103. The cameras 221 can include any particular machine vision camera for capturing high-resolution images at increased rates of speed. The lights 222 can illuminate the region of image capture such that the cameras 221 can take clear images with less than 2 mm of blur on the passing railcar 103 that is moving at up to 70 miles per hour (mph). The cameras 221 and the lights 222 can include motorized components such that the cameras 221 and the lights 222 can be adjustedautomatically and / or remotely. For example, if the cameras 221 are intended to capture a particular region of the passing railcar 103, the computing environment 203 can control the motorized components of the cameras 221 and adjust their pointing direction, as well as the focus or aperture of the lens of the cameras 221.

[0312] Referring now to FIG. 6A, illustrated is a perspective view of the first lateral portion 101A, in accordance with the disclosed technology. The first lateral portion 101A and the second lateral portion 101B can be substantially similar. The first lateral portion 101 A can include one or more cameras 221 and one or more lights 222. For example, the first lateral portion 101 A can include twelve cameras 221 and sixteen lights 222. Similar to the cameras 221 and lights 222, the cameras 221 and the lights 222 can include motorized components such that the cameras 221 and the lights 222 can be adjusted automatically and / or remotely to point at particular regions of the railcar 103. The cameras 221 and lights 222 of the first lateral portion 101 A can capture data from the first side of the railcar 103. The cameras 221 can include area-scan cameras and / or linescan cameras. The lights 222 can be distributed in two arrays, where a first array 601A is at a first side of the first lateral portion 101A and the second array 602A is at a second side of the first lateral portion 101 A. The first array 601 A and the second array 602A can be divided by a gap, where one or more of the cameras 222 can be located. The first array 601 A and the second array 602 A can be in a generally vertical orientation.

[0313] The cameras 221 and / or any particular camera of the inspection portal system 200 can include a burst capture mode such that, for example, area-scan cameras can capture a specific piece of hardware or region of the railcar 103. For example, the cameras 221 of the first lateral portion 101 A can capture a component, such as a particular nut, bolt, and / or pin located on the first side of the railcar 103. Continuing this example, there can be an optimal angle and / or vantage point from which to capture the particular component. Further continuing this example, it can be beneficial to capture an image right before that component, or the region in which it may be contained on the passing railcar 103, passes (capture #1), capture an image at the time that component, or the region in which it may be contained on the passing railcar 103, is approximately in the center of the frame of the camera 221 (capture #2), and capture an image soon after that that component, or the region in which it may be contained on the passing railcar103, passes the center of the frame (capture #3), for a total of 3 “burst” captures. In capturing multiple images from slightly different vantage points, the computing environment 203 of the inspection portal system 200 can process those images (e.g., using a consensus, aggregation, or voting scheme) to generate better measurements and / or alerts and estimate a confidence value in those measurements or alerts. The timing and spacing of such burst captures can be a function of the speed of the passing railcar 103 or the trajectory of one or more axles of the passing railcar 103.

[0314] The cameras 221 and / or any particular camera of the inspection portal system 200 can include a continuous capture mode for the area-scan cameras. The continuous capture mode can be defined as a mode in which a particular camera 221 is continuously triggered (one image acquisition after another) for a particular duration (e.g., the duration of the passing of the railcar 103), with the rate of capture changing due to any speed changes of the train throughout its passing. The continuous capture mode can allow the camera 221 to capture at a rate that provides the desired “overlap” between images.Here, “overlap” can define how much of the same region of the railcar 103 is captured from one image to the next. For example, the first lateral portion 101 A can include a particular camera 221 with a field of view of 60 inches of the railcar 103. Continuing this example, when a high degree of overlap occurs (e.g., 6 inches of train movement), the particular camera 221 can identify the high degree of overlap in a specific portion of the train from one frame to the next. Further continuing this example, the particular camera 221 of the inspection portal system 200 can capture approximately ten images of the specific portion of the train as the train passes.

[0315] The cameras 221 and / or any particular camera of the inspection portal system 200 can include a continuous capture mode for the line-scan cameras. Line-scan cameras can traditionally capture images continuously. For the line-scan cameras, the computing environment 203 of the inspection portal system 200 can dictate a rate of a trigger of each line of pixels and / or an exposure based on the speed of the railcar 103 at a time of capture. The line-scan cameras can perform burst image captures substantially similarly to the area-scan cameras.

[0316] Referring now to FIG. 6B, illustrated is an example perspective view of the first lateral portion 101A, in accordance with the disclosed technology. The first lateralportion 101 A can include the attachment points 212. The attachment points 212 can extend through the first lateral portion 101 A and can function as a point of attachment for the cameras 221. The attachment points 212 can allow the first lateral portion 101 A to function as a lateral system. For example, cameras 221, lights 222, and / or sensors can be removed, replaced, upgraded, and / or repaired by removing the particular component from the attachment points 212 and / or the frame 211 of the lateral portions 101 A-B.

[0317] The cameras 221 can be arranged in any particular configuration. For example, two or more cameras 221 can be placed adjacently on a camera axis 60 IB parallel to the ground. In another example, the cameras 221 can be configured in a V configuration. The cameras 221 can be arranged in any particular configuration on the lateral portions 101 A-B to perform specific image captures of particular regions, continuous captures, and / or burst captures depending on the needs of the inspection portal system 200. The cameras 221 and / or the lights 222 can include coolant systems such that their electrical components stay below a threshold temperature of operation. The cameras 221 and / or the lights 222 can be mounted with vibration absorbing materials or dampeners to mitigate mechanical vibration from passing trains which may otherwise affect the orientation of cameras 221, lighting 222, or other sensors and introduce artifacts to acquired images or data. The properties of those vibration absorbing materials can be selected such that they’re well matched for the particular types of vibrations, and frequencies thereof, and have maximum damping effect.

[0318] Referring now to FIG. 7A, illustrated is a perspective view of the first base inspection system 202A, in accordance with the disclosed technology. The first base inspection system 202A can be substantially similar to the second base inspection system 202B. The base inspection systems 202A, 202B can be independent structures from the portal structure 101 (not shown). For example, the base inspection systems 202A, 202B can be bolted to the ground on both sides of the train track 104. The base inspection systems 202A, 202B can include one or more cameras 221 and / or lights 222 to image one or more brake components of the passing railcar 103. The camera 221 can be configured to capture images of only a specific region of the railcar 103, (e.g., a region in which one or more specific components are located). The cameras 221 of the base inspection systems 202A, 202B can gather data on the brake shoe of the passing railcar 103.

[0319] Referring now to FIG. 7B, illustrated is a front view of the first base inspection system 202A, in accordance with the disclosed technology. The first base inspection system 202A can include a first camera 701B and a second camera 702B. The first camera 70 IB can be positioned at a position higher than the second camera 702B. Though illustrated as attached to the first base inspection system 202A, the second camera 702B can optionally be secured to the ground and angled upwards towards the brake-shoes of the passing railcar 103. The first camera 70 IB can image the upper brake through a viewing porthole on the train car trucks of the railcar 103. The second camera 702B can point upward to image the bottom half of the brake shoe of the railcar 103. The lights 222 can illuminate the brake-shoe of the passing railcar 103 such that the first camera 70 IB and the second camera 702B can capture images with less than 2mm of blur of a particular railcar 103 traveling at speeds of at least 70 mph, 70 mph, or less than 70 mph. The first camera 70 IB and the second camera 702B can include coolant systems such that their electrical components stay below a threshold temperature of operation. The first camera 701B and the second camera 702B can include line-scan cameras and / or area-scan cameras.

[0320] Referring now to FIG. 7C, illustrated is an example side view of the first base inspection system 202A, in accordance with the disclosed technology. The cameras 221 and the lights 222 of the first base inspection system 202A can attach to the first base inspection system 202A along a base truss structure 702C. For example, the cameras 221 and the lights 222 can include attachment plates 701C. The attachment plates can secure the cameras 221 and the lights 222 to the base truss structure 702C. The cameras 221 and the lights 222 can include motorized systems such that the computing environment 203 and / or any other particular resource can automatically and / or remotely reposition the cameras 221 and / or lights 222.

[0321] Referring now to FIG. 8, an example inspection portal system 200 is discussed. As will be understood and appreciated, the inspection portal system 200 shown in FIG. 8 represents merely one approach or example of the disclosed technology, and other aspects can be used according to various examples of the disclosed technology.

[0322] The inspection portal system 200 can include one or more systems used to capture data on a passing railcar. For example, the inspection portal system 200 caninclude one or more individual systems that can collect images of the various components of the passing railcar. The various components of the passing railcar can include but are not limited to both lateral sides of the passing railcar, the undercarriage of the passing railcar, the roof of the passing railcar, the brakes of the passing railcar, the cross-key components of the passing railcar, and / or any other component or area of the passing railcar. The inspection portal system 200 can include one or more cameras, sensors, and / or lights used to capture data on the passing railcar.

[0323] The inspection portal system 200 can include two or more assemblies or systems configured to capture data on the undercarriage of the passing railcar. The inspection portal system 200 can include an undercarriage area-scan inspection assembly 801 and / or an undercarriage line-scan inspection assembly 802. The undercarriage areascan inspection assembly 801 and the undercarriage line-scan inspection assembly 802 can each be located within two rails 105 of a train track 104. The undercarriage areascan inspection assembly 801 and the undercarriage line-scan inspection assembly 802 can each be fixed to one or more rail ties 106. For example, the undercarriage area-scan inspection assembly 801 and the undercarriage line-scan inspection assembly 802 can each be secured to an existing train track 104. Continuing this example, the undercarriage area-scan inspection assembly 801 and the undercarriage line-scan inspection assembly 802 can each have adjustable securing mechanisms (e.g., lag bolts, screws, ties, bolts, etc.) that can fix to the rail ties 106 of distinct train tracks 104, where the train tracks 104 can include unique configurations, unique geometry, distinct spacing between rail ties 106 (e.g., in a range between approximately 12 inches and approximately 16 inches), and / or distinct curves in the train track 104.

[0324] The undercarriage area-scan inspection assembly 801 can include one or more cameras, lights, and / or sensors used to capture area-scan images of the undercarriage of the passing railcar. The undercarriage area-scan inspection assembly 801 can include a first angled camera 901, a vertical camera 902, and a second angled camera 903 (see, e.g., FIG. 9A and related discussion for further details). The first angled camera 901, the vertical camera 902, and the second angled camera 903 can include any particular high speed, high resolution, and / or high-sensitivity camera sensor able to capture highresolution area-scan images of the passing railcar. An area-scan image can be defined as an image that captures light from a complete area of a particular region of interest.

[0325] The first angled camera 901, the vertical camera 902, and the second angled camera 903 can capture area-scan images of the undercarriage of the passing railcar. For example, the first angled camera 901, the vertical camera 902, and the second angled camera 903 can be configured to capture area-scan images of a three-dimensional region of the undercarriage of the passing railcar. The first angled camera 901, the vertical camera 902, and the second angled camera 903 can capture area-scan images of specific regions of the undercarriage and / or specific components of the undercarriage. For example, the undercarriage area-scan inspection assembly 801 can capture area-scan images of the undercarriage of the passing railcar with a blur of less than 2 mm and of passing railcars moving at speeds up to 70 miles per hour (or faster). Though discussed as having three cameras, the undercarriage area-scan inspection assembly 801 can include more than three cameras or less than three cameras. For example, the undercarriage areascan inspection assembly 801 can include various angled cameras and various vertical cameras, each placed at a different location of the undercarriage area-scan inspection assembly 801. Continuing this example, the various angled cameras can each be angled at different degrees to focus on different components of the undercarriage of the passing railcar.

[0326] The undercarriage line-scan inspection assembly 802 can include one or more cameras, lights, and / or sensors used to capture line-scan images of the undercarriage of the passing railcar. The undercarriage line-scan inspection assembly 802 can include a line-scan camera 1001 (see, e.g., FIG. 10A and related discussion for further details). The line-scan camera 1001 can include any particular high speed, high resolution, and / or high-sensitivity camera sensor able to capture high resolution line-scan images of the passing railcar. The line-scan camera 1001 can capture line-scan images of the undercarriage of the passing railcar. A line-scan image can be defined as an image generated by a particular line-scan camera that captures a line of pixels and reconstructs the image by concatenating the various lines of pixels gathered of the passing railcar. For example, the line-scan camera 1001 can be configured to capture line-scan images of a three-dimensional region of the undercarriage of the passing railcar. The line-scancamera 1001 can capture line-scan images of specific regions of the undercarriage and / or specific components of the undercarriage. For example, the undercarriage line-scan inspection assembly 802 can capture line-scan images of the undercarriage of the passing railcar with a blur of less than 2 mm and of passing railcars moving at speeds up to 70 miles per hour (or faster).

[0327] Referring now to FIG. 9A, illustrated is a perspective view of the undercarriage area-scan inspection assembly 801 shown in use in a railroad track 104, in accordance with the disclosed technology. The undercarriage area-scan inspection assembly 801 can include the first angled camera 901, the vertical camera 902, and the second angled camera 903. The first angled camera 901, the vertical camera 902, and the second angled camera 903 can be directed to a specific three-dimensional space. Stated differently, the first angled camera 901, the vertical camera 902, and the second angled camera 903 can be targeted at a specific point such that the first angled camera 901, the vertical camera 902, and the second angled camera 903 are focused on one or more specific components, elements, and / or portions of a passing railcar.

[0328] The first angled camera 901 and / or the second angled camera 903 can be spaced apart from the vertical camera 902 a predetermined distance. For example, the first angled camera 901 and / or the second angled camera 903 can be spaced apart from the vertical camera 902 approximately 1 tie spacing, 1.5 tie spacings, 2 tie spacings, 2.5 tie spacings, 3 time spacings or any other distance (e.g., assuming the railway has 3000 ties per mile, the tie spacing can be approximately 21” middle-to-middle of adjacent ties, as a non-limiting example).

[0329] The first angled camera 901 and / or the second angled camera 903 can be configured to obtain images from first and second viewpoints, respectively. For example, first angled camera 901 and / or the second angled camera 903 can have an angle with respect to horizontal that is approximately 20 degrees, approximately 25 degrees, approximately 30 degrees, approximately 35 degrees, approximately 40 degrees, approximately 45 degrees, approximately 50 degrees, in a range between approximately 20 degrees and approximately 40 degrees, or in a range between approximately 40 degrees and approximately 60 degrees, as non-limiting examples.

[0330] Further, while the first angled camera 901 and the second angled camera 903 are shown as being angled upwardly, the disclosed technology is not so limited. For example, the first angled camera 901 and / or the second angled camera 903 can be positioned horizontally (e.g., parallel to ground) or substantially horizontally and can be directed at a mirror or other reflective surface (not pictured) to nonetheless obtain images from the first and second viewpoints, respectively.

[0331] Each of the cameras of the undercarriage area-scan inspection assembly 801 can include a housing 913 and an air curtain apparatus 911 (see, e.g., FIG. 9B and related discussion for further details). The housings 913 of the cameras of the undercarriage areascan inspection assembly 801 can protect the cameras during use as a passing railcar passes over the undercarriage area-scan inspection assembly 801. The air curtain apparatus 911 can generate air curtains over one or more lenses 912 (see, e.g., FIG. 9B and related discussion for further details) of each of the cameras such that debris does not obstruct or damage the lenses 912 of the cameras of the undercarriage area-scan inspection assembly 801. The first angled camera 901 and the second angled camera 903 can each include a protective cover 905 to protect the cameras during use. The undercarriage area-scan inspection assembly 801 cameras can generate area-scan images of the undercarriage of the passing railcar. The undercarriage area-scan inspection assembly 801 can include one or more lighting arrays 904. The lighting arrays 904 can be covered by lighting covers 27906 to protect the lighting arrays 904 from debris during use. The lighting arrays 904 can illuminate the particular area of interest for data acquisition. The undercarriage areascan inspection assembly 801 can be centered on the train track 104. Though illustrated as an array of LEDs, the lighting arrays 904 can have any particular configuration (e.g., a non array configuration).

[0332] Referring now to FIG. 9B, illustrated is an example perspective view of the undercarriage area-scan inspection assembly 801, in accordance with the disclosed technology. The undercarriage area-scan inspection assembly 801 can include the first angled camera 901, the vertical camera 902, the second angled camera 903, and the lighting arrays 904. The first angled camera 901, the vertical camera 902, the second angled camera 903, and the lighting array 904 can work in combination to capture areascan images of the undercarriage of the passing railcar. For example, the lighting array904 can trigger and illuminate the undercarriage of the passing railcar as the passing railcar travels above the undercarriage area-scan inspection assembly 801 . On illuminating the undercarriage of the passing railcar as the passing railcar travels above the undercarriage area-scan inspection assembly 801, the first angled camera 901, the vertical camera 902, and the second angled camera 903 can each capture respective areascan images of the undercarriage of the passing railcar. The illumination generated by the lighting array 904 can help reduce the blur generated when capturing area-scan images of the moving rail car.

[0333] As discussed in further detail herein, the first angled camera 901, the vertical camera 902, and the second angled camera 903 can each include the air curtain apparatus 911. The air curtain apparatus 911 can connect to a compressed air system (not pictured). The compressed air system can feed compressed air to the air curtain apparatus 911 to generate an air curtain. The air curtain can blow over the lenses 912 of the first angled camera 901, the vertical camera 902, and the second angled camera 903. The air curtain can blow any debris off the lenses 912 of the first angled camera 901, the vertical camera 902, and the second angled camera 903. The air curtain apparatus 911 can generate air within the housings 913 of the first angled camera 901, the vertical camera 902, and the second angled camera 903. By generating air within the housings 913 of the first angled camera 901, the vertical camera 902, the second angled camera 903, the air curtain apparatus 911 can help cool the internal components of the first angled camera 901, the vertical camera 902, the second angled camera 903.

[0334] The housings 913 can function as a protective housing for the camera sensors of the first angled camera 901, the vertical camera 902, and the second angled camera 903 (see FIG. 9K for further details). The housings 913 can include any particular material that can protect the camera sensors of the first angled camera 901, the vertical camera 902, and the second angled camera 903 during use. For example, the housings 913 can be constructed from steel, stainless steel, iron, polymer, plastic, and / or any particular type of material.

[0335] The protective cover 905 can include a camera opening 916. The camera opening 916 can include a cutout portion of the protective cover 905. The first angled camera 901 and the second angled camera 903 can partially and / or fully extend throughthe camera opening 916. The first angled camera 901 and the second angled camera 903, alternatively, can be fully contained within the protective cover 905. The camera opening 916 can allow the first angled camera 901 and the second angled camera 903 to capture images of the passing railcar while still being partially or fully confined by the protective cover 905 for protection from debris. The protective cover 905 can be manufactured from steel, carbon fiber, and / or any particular material that can withstand the impact of debris generated by the passing railcar.

[0336] The undercarriage area-scan inspection assembly 801 can include one or more attachment means (e.g., screws) 914. The attachment means 914 can secure the undercarriage area-scan inspection assembly 801 to the rail ties 106. Though illustrated as screws 914, any particular similar fixing mechanism can be used to secure the undercarriage area-scan inspection assembly 801 to the rail ties 106. For example, the screws 914 can be replaced and / or supplemented with lag bolts, bolts, ties, pins, and / or any other applicable appending system.

[0337] Referring now to FIG. 9C, illustrated is a top view of the undercarriage areascan inspection assembly 801, in accordance with the disclosed technology. The undercarriage area-scan inspection assembly 801 can include a central axis 921. The central axis 921 can symmetrically bisect the undercarriage area-scan inspection assembly 801. For example, the central axis 921 can pass through the center of the first angled camera 901, the vertical camera 902, and the second angled camera 903. The first angled camera 901, the vertical camera 902, and the second angled camera 903 can each have distinct alignments relative to the central axis 921 such that each of the cameras can capture distinct features of the undercarriage of the passing railcar.

[0338] The undercarriage area-scan inspection assembly 801 can include four or more lighting arrays 904 and respective lighting covers 906. As currently illustrated, the lighting arrays 904 can be found beneath the lighting covers 906 (see FIG. 91 for an exploded view of the undercarriage area-scan inspection assembly 801 and the corresponding lighting arrays 904). The lighting arrays 904 can include 140,000-lumen LED lights and / or any other similar lighting system capable of illuminating the undercarriage of the passing railcar. Though illustrated as having four lighting arrays 904, any particular combination of lighting arrays 904 can be employed to illuminate theundercarriage of the passing railcar. The lighting arrays 904 can each be configured adjacently such that a respective corner of each of the lighting arrays 904 can converge to a central vertex 922. The vertical camera 902 can be centered on the central vertex 922. The vertical camera 902 can be placed at any location of the undercarriage area-scan inspection assembly 801. The vertical camera 902 can include more than one camera positioned at different locations of the undercarriage area-scan inspection system (e.g., one at each corner of the lighting arrays 904).

[0339] Referring now to FIG. 9D, illustrated is a bottom view of the undercarriage area-scan inspection assembly 801, in accordance with the disclosed technology. The protective cover 905 of the undercarriage area-scan inspection assembly 801 can include a recess 931. The recess 931 can allow for the housing 913 of the first angled camera 901 and the second angled camera 903 to extend through the protective cover 905. The protective cover 905 can include one or more fixing apertures 915. The fixing apertures 915 can receive one or more screws, bolts, and / or other fixing mechanisms to fix the undercarriage area-scan inspection assembly 801 to the rial ties 106. The protective cover 905 can have more fixing apertures 915 than necessary such that one or more screws 914 can be inserted in various locations depending on the geometric configuration of the train track 104. The underside 917 of the undercarriage area-scan inspection assembly 801 can be substantially flat. By being completely flat, the underside 917 of the undercarriage area-scan inspection assembly 801 can sit flush to a top surface of each of the rail ties 106. The lighting arrays 904 can include one or more back plates 918 that can protect the underside of the undercarriage area-scan inspection assembly 801.

[0340] Referring now to FIG. 9E, illustrated is a first side view of the undercarriage area-scan inspection assembly 801, in accordance with the disclosed technology. The undercarriage area-scan inspection assembly 801 can include one or more conduit adapters 941. The conduit adapter 941 can allow for one or more wires and / or compressed air lines to extend into the housing 913 while maintaining a watertight configuration. For example, the housing 913 of the second angled camera 903 can include a conduit adapter 941.

[0341] Referring now to FIG. 9F, illustrated is a second side view of the undercarriage area-scan inspection assembly 801, in accordance with the disclosedtechnology. The undercarriage area-scan inspection assembly 801 can include the one or more conduit adapters 941 . The conduit adapter 941 can allow for one or more wires and / or compressed air lines to extend into the housing 913 while maintaining a watertight configuration. For example, the housing 913 of the first angled camera 901 can include a conduit adapter 941. The one or more screws 914 can extend through the protective cover 905 to attach to the one or more rail ties 106.

[0342] Referring now to FIG. 9G, illustrated is a third side view of the undercarriage area-scan inspection assembly 801, in accordance with the disclosed technology. The undercarriage area-scan inspection assembly 801 can include a vertical camera enclosure 952. The vertical camera enclosure 952 can contain the vertical camera 902 and its associated housing 913. The undercarriage area-scan inspection assembly 801 can include a horizontal plane 951. The horizontal plane 951 can represent the top surface of one or more rail ties 106 that support the undercarriage area-scan inspection assembly 801. The vertical camera enclosure 952 of the undercarriage area-scan inspection assembly 801 can extend through the horizontal plane 951. For example, the vertical camera enclosure 952 can be positioned between two rail ties 106 and can partially extend below the horizontal plane 951. The first angled camera 901 and the second angled camera 903 can partially extend below the horizontal plane 951. For example, the first angled camera 901 and the second angled camera 903 can partially extend below the horizontal plane 951 into a particular cavity between two particular rail ties 106.

[0343] Referring now to FIG. 9H, illustrated is a fourth side view of the undercarriage area-scan inspection assembly 801, in accordance with the disclosed technology. The vertical camera 902 can capture area-scan images in a vertical direction 992. For example, the vertical camera 902 can capture area-scan images in the vertical direction 992 of a particular area and / or component of the undercarriage of the passing railcar. The first angled camera 901 and the second angled camera 903 can capture isometric area-scan images in a first direction 991 and the second direction 993, respectively. For example, the first angled camera 901 and the second angled camera 903 can capture isometric area-scan images in the first direction 991 and the second direction 993 of the undercarriage of the passing railcar.

[0344] The first direction 991 and the second direction 993 can form a first angle and a second angle relative to the horizontal plane 951 . The first angle can define the angulation of the first angled camera 901 relative to the horizontal plane 951 and the second angle can define the angulation of the second angled camera 903 relative to the horizontal plane 951. The angle between the first angled camera 901 and the horizontal plane 951 and / or between the second angled camera 903 and the horizontal plane 951 can be at least 15 degrees, between approximately 0 and approximately 15 degrees, between approximately 15 and approximately 25 degrees, between approximately 25 and approximately 35 degrees, between approximately 35 and approximately 45 degrees, between approximately 45 and approximately 60 degrees, approximately 15 degrees, approximately 30 degrees, approximately 45 degrees, or any other desired angle.

[0345] Referring now to FIG. 91, illustrated is a partially exploded view of the undercarriage area-scan inspection assembly 801, in accordance with the disclosed technology. The undercarriage area-scan inspection assembly 801 can include four or more lighting arrays 904 configured in an adjacent structure. The lighting arrays 904 can be inserted into an undercarriage area-scan inspection system frame 961. For example, the undercarriage area-scan inspection system frame 961 can include one or more lighting array recesses 962. For example, the undercarriage area-scan inspection assembly 801 can include a two lighting array configuration, where the vertical camera 902 is positioned in the middle of the two lighting arrays. In another example, the undercarriage area-scan inspection assembly 801 can include a single lighting configuration, where the vertical camera 902 is positioned in the center of a single lighting device. The lighting array recesses 962 can receive the lighting arrays 904. Once inserted, the lighting covers 906 can cover the lighting arrays 904. One or more screws 963, bolts, lag bolts, welding points, and / or any other appending mechanism can secure the lighting covers 906 to the undercarriage area-scan inspection system frame 961, thus securing the lighting array 904 within the undercarriage area-scan inspection system frame 961.

[0346] The undercarriage area-scan inspection system frame 961 can include a vertical camera opening 964. The vertical camera opening 964 can allow the vertical camera 902 to extend through the undercarriage area-scan inspection system frame 961 into the vertical camera enclosure 952. The vertical camera enclosure 952 and thevertical camera 902 can fix the undercarriage area-scan inspection system frame 961 using one or more screws, bolts, lag bolts, and / or any other appropriate fixing mechanism.

[0347] Referring now to FIG. 9J, illustrated is an exploded view of the protective cover 905, in accordance with the disclosed technology. The protective cover 905 can protect the first angled camera 901 and the second angled camera 903 from debris generated by the passing railcar. The protective cover 905 can include a bottom portion 971 and a top portion 972. The bottom portion 971 and the top portion 972 can attach together to form the protective cover 905. The first angled camera 901 and / or the second angled camera 903 can attach to a camera attachment point 973 through one or more camera ties 974. For example, the camera ties 974 can encircle the first angled camera 901 and / or the second angled camera 903. One or more screws can secure the first angled camera 901 and / or the second angled camera 903 to the camera attachment point 973 by extending through the camera ties 974 and the camera attachment point 973. Once secured to the camera attachment point 973, the first angled camera 901 and / or the second angled camera 903 can attach to the bottom portion 971 of the protective cover 905. The top portion 972 can attach to the bottom portion 971 such that the first angled camera 901 and / or the second angled camera 903 is aligned with the camera opening 916.

[0348] Referring now to FIG. 9K, illustrated is an exploded view of the camera housing 913, in accordance with the disclosed technology. The housing 913 can function as a protective environment for the camera sensor of the first angled camera 901, the second angled camera 903, and the vertical camera 902. The housing 913 can be manufactured from steel and / or any other material that provides adequate protection to the camera sensors from debris generated from the passing railcar. The housing 913 can include the air curtain apparatus 911 and the lens 912. The lens 912 can cover the camera sensor of the first angled camera 901, the second angled camera 903, and / or the vertical camera 902. The air curtain apparatus 911 can generate an air curtain over the lens 912 to clean the lens 912 from any debris collected from the passing railcar. The housing 913 can include one or more attachment elements 981. The attachment elements 981 can be integrated into the housing 913 (e.g., welded, molded, etc.) and / or attached to the housingusing a tie 982. The attachment elements 981 can function to attach the vertical camera 902 to the undercarriage area-scan inspection system frame 961 .

[0349] Referring now to FIG. 10A, illustrated is a perspective view of the undercarriage line-scan inspection assembly 802, in accordance with the disclosed technology. The undercarriage line-scan inspection assembly 802 can generate line-scan images of the undercarriage of the passing railcar. A line scan image can differ from an area-scan image in that the sensor of a line-scan camera captures light in a single line and reconstructs the image by combining consecutive captures (e.g., lines) into one image, while an area-scan camera captures particular light from a target area. The undercarriage line-scan inspection assembly 802 can include the line-scan camera 1001. The line-scan camera 1001 can be directed to a specific three-dimensional space. Stated differently, the line-scan camera 1001 can be targeted at a specific point such that the corresponding linescan camera 1001 is focused on one or more specific components, elements, and / or portions of a passing railcar. The line-scan camera 1001 can be positioned below the level of the train track 104 and can be perpendicular to the ground. The line-scan camera 1001 can aim directly upwards and record line-scan images of the undercarriage of the passing railcar. The undercarriage line-scan inspection assembly 802 can include one or more shields 1002. The one or more shields 1002 can protect the line-scan camera 1001 from debris while a particular railcar passes over the undercarriage line-scan inspection assembly 802. The one or more shields 1002 can include an angled lighting strip 1003. The angled lighting strip 1003 can illuminate the undercarriage of the passing railcar vertically and / or at a particular angle as it passes over the undercarriage line-scan inspection assembly 802. The angled lighting strip 1003 can illuminate a region of the undercarriage of the passing railcar as the line-scan camera 1001 captures line-scan images of the particular railcar.

[0350] Referring now to FIG. 10B, illustrated is an example perspective view of the undercarriage line-scan inspection assembly 802, in accordance with the disclosed technology. The undercarriage line-scan inspection assembly 802 can include the linescan camera 1001, one or more angled lighting strips 1003, and one or more vertical lighting assemblies 1004. The line-scan camera 1001 can point vertically and collect line-scan images of the undercarriage of the passing railcar. The angled lighting strips1003 can illuminate the undercarriage of the passing railcar at a specific angle. The vertical lighting assemblies 1004 can illuminate vertically towards the undercarriage of the passing railcar. The angled lighting strips 1003 and the vertical lighting assemblies1004 can simultaneously trigger on the detection of the passing railcar. The angled lighting strips 1003 and the vertical lighting assemblies 1004 can illuminate the undercarriage of the passing railcar while the line-scan camera 1001 gathers line-scan images of the undercarriage of the passing railcar. For example, the angled lighting strips 1003 and the vertical lighting assemblies 1004 can generate 140,000 lumens of light to illuminate the undercarriage of the passing railcar. Continuing this example, the linescan camera 1001 can include a high-speed, high resolution, and high sensitivity camera sensor able to capture line-scan images of the undercarriage of the passing railcar as the angled lighting strips 1003 and the vertical lighting assemblies 1004 illuminate the desired area of capture. The line-scan camera can gather line-scan images with less than 2 mm of blur of trains moving at speeds of up to 70 miles per hour, or faster (though the line-scan camera can capture line-scan images of the particular railcar passing at any speed).

[0351] The undercarriage line-scan inspection assembly 802 can include a first axis 311. The first axis 311 can bisect the undercarriage line-scan inspection assembly 802 such that the undercarriage line-scan inspection assembly 802 is symmetrically divided. For example, the undercarriage line-scan inspection assembly 802 can include two vertical lighting assemblies 1004, two angled lighting strips 1003, and two shields on both sides of the vertical axis. The line-scan camera 1001 can be centered about the undercarriage line-scan inspection assembly 802 and the first axis 311.

[0352] Referring now to FIG. 10C, illustrated is an example top view of the undercarriage line-scan inspection assembly 802, in accordance with the disclosed technology. The line-scan camera 1001 can be centered about the undercarriage line-scan inspection assembly 802. The vertical lighting assemblies 1004 can include a first light 1021, a second light 1022, and a third light 1023. The first light 1021 and the second light 1022 can be arranged parallel to the first axis 311. The third light 1023 can be arranged perpendicularly to the first axis 311. The first light 1021 and the second light 1022 can be angled vertically (e.g., vertically relative to the ground) towards the undercarriage of thepassing railcar. The third light 1023 can be angled inwards towards the line-scan camera 1001 such that a particular region above the line-scan camera 1001 is adequately illuminated.

[0353] Referring now to FIG. 10D, illustrated is an example bottom view of the undercarriage line-scan inspection assembly 802, in accordance with the disclosed technology. The one or more shields 1002 can include one or more attachment apertures 1025. The attachment apertures 1025 can receive one or more screws, bolts, lag bolts, and / or any other adequate attachment mechanism for securing the undercarriage line-scan inspection assembly 802 to the rail ties 106. The attachment apertures 1025 can be arranged such that any particular attachment aperture 1025 can be used to secure the undercarriage line-scan inspection assembly 802 to the rail ties 106. For example, to accommodate for a distinct train track 104 geometry, any particular combination of attachment apertures 1025 can be used to secure the undercarriage line-scan inspection assembly 802 to the train track 104.

[0354] Referring now to FIG. 10E, illustrated is an example first side view of the undercarriage line-scan inspection assembly 802, in accordance with the disclosed technology. The undercarriage line-scan inspection assembly 802 can include a line-scan camera enclosure 1031. The line-scan camera enclosure 1031 can include a steel casing that can encapsulate the line-scan camera 1001. The line-scan camera 1001 can extend perpendicularly downwards to the train track 104 from the shields 1002. For example, the line-scan camera enclosure 1031 can store the line-scan camera 1001. Continuing this example, the line-scan camera enclosure 1031 can attach to the two shields 1002 of the undercarriage line-scan inspection assembly 802.

[0355] Referring now to FIG. 10F, illustrated is an example second side view of the undercarriage line-scan inspection assembly 802, in accordance with the disclosed technology. The undercarriage line-scan inspection assembly 802 can include one or more conduit adapters 1032. The conduit adapters 1032 can function as water-tight entries into the line-scan camera enclosure 1031. For example, one or more wires and / or compressed air lines can travel through the conduit adapters 1032 into the line-scan camera enclosure 1031.

[0356] Referring now to FIG. 10G, illustrated is an example third side view of the undercarriage line-scan inspection assembly 802, in accordance with the disclosed technology. The undercarriage line-scan inspection assembly 802 can include the angled lighting strips 1003. The angled lighting strips 1003 can be angled towards the line-scan camera 1001 such as to illuminate a particular region above the line-scan camera 1001. The angled lighting strips 1003 can attach to an angled lighting frame 1034. The angled lighting frame 1034 can include a pivot point 1036 and an angle adjustment point 1037. The angled lighting frame 1034 can exist at both ends of the angled lighting strips 1003. The angled lighting strips 1003 can fix to the pivot point 1036 through a screw, lag bolt, and / or any other applicable fixing mechanism such that the angled lighting strips 1003 can rotate about the pivot point 1036. For example, the angled lighting strips 1003 can rotate in a first direction 1038. The angled lighting strips 1003 can be secured in a particular angled configuration based on the location of the adjustment point within an adjustment aperture 1051035. For example, the angled lighting strips 1003 can include a screw that is located at the adjustment point 1037 and moves freely within the adjustment aperture 1051035. On determining the angled configuration of the angled lighting strip 1003, the screw at the adjustment point 1037 can be tightened and secured within the adjustment aperture 1051035, thus securing the angled lighting strips 1003 to the angled lighting frame 1034.

[0357] Referring now to FIG. 10H, illustrated is an example fourth side view of the undercarriage line-scan inspection assembly 802, in accordance with the disclosed technology. The line-scan camera enclosure 1031 can extend below a horizontal plane 1041. The horizontal plane 1041 can represent the surface of the rail ties 106 where the undercarriage line-scan inspection assembly 802 is attached. The line-scan camera enclosure 1031 can extend below the horizontal plane 1041 between two rail ties 106 (not illustrated).

[0358] The angled lighting strips 1003 can illuminate in a first direction 1042 and a second direction 1043. The angled lighting strips 1003 can illuminate the third direction 1034. The third direction 1034 can define the direction in which the line-scan camera captures line-scan images of the undercarriage of the passing railcar. The angle between the first direction 1042 and the horizontal plane 1041 and the second direction 1043 andthe horizontal plane 1041 can be varied through the adjustment point 1037. For example the angle between the first direction 1042 and the horizontal plane 1041 and the second direction 1043 and the horizontal plane 1041 can measure at least 0 degrees, 0 to 90 degrees, 45 degrees, 45 to 90 degrees, or less than 90 degrees.

[0359] Referring now to FIG. 101, illustrated is a partially exploded view of the undercarriage line-scan inspection assembly 802, in accordance with the disclosed technology. The one or more shields 1002 can attach to a line-scan system frame 1051 through one or more screws 1052. The one or more shields 1002 can be removed in case there is excessive damage during use. For example, if one shield 1002 is damaged while the other shield 1002 is functional, the damaged shield 1002 can be removed and replaced while keeping the other shield 1002 intact.

[0360] Referring now to FIG. 10J, illustrated is a partially exploded view of the angled lighting strip 1003, in accordance with the disclosed technology. The angled lighting strip 1003 can attach to the two angled lighting frames 1034. The angled lighting frames 1034 can secure the angled lighting strip 1003 to the shield 1002. For example, the angled lighting frames 1034 can fix to the shield using one or more screws, bolts, lag bolts, and / or any other applicable fixing mechanism. The shield 1002 can include a front lip 1055 to protect the angled lighting strips 1003 from debris.

[0361] Referring now to FIG. 10K, illustrated is an exploded view of the vertical lighting assembly 1004, in accordance with the disclosed technology. The first light 1021, the second light 1022, and the third light 1023 can each attach to a vertical lighting frame 1061. The first light 1021, the second light 1022 and the third light 1023 can each attach to the vertical lighting frame 1061 through one or more screws, bolts, lag bolts, and / or any other particular fixing mechanism. The vertical lighting frame 1061 can be fixed to the shields 1002 and / or the line-scan system frame 1051.

[0362] Referring now to FIG. 10L, illustrated is an exploded view of the line-scan camera enclosure 1031, in accordance with the disclosed technology. The line-scan camera 1001 can include a housing 1071, an air curtain apparatus 1072, a lens 1073, and one or more dampeners 1074. The housing can include a hardened steel structure that can protect the internal components of the line-scan camera 1001. The air curtain apparatus 1072 can connect to a compressed air source to generate an air curtain. The aircurtain can blow air over the lens 1073 to clean debris of the lens 1073. The dampeners 1074 can be or include one or more spring-based dampeners or other dampening devices used to reduce the mechanical vibrations exhibited onto the line-scan camera 1001 as the railcar passes over the undercarriage line-scan inspection assembly 802. The dampeners 1074 can be configured to adjustably set the spring tension and / or dampening effect, e.g., to compensate for different ranges of expected vibrations. The line-scan camera 1001 can partially extend through an enclosure aperture 1075 and fix to a top surface 1076 of the line-scan camera enclosure 1031.

[0363] Referring now to FIG. 11A, an example inspection portal system 200 is discussed. As will be understood and appreciated, the inspection portal system 200 shown in FIG. 8 represents merely one approach or example of the disclosed technology, and other aspects can be used according to various examples of the disclosed technology.

[0364] The disclosed technology includes one or more rail-side inspection assemblies 303, which can capture images of one or more components of a moving object, such as a passing railcar. For example, the rail-side inspection assembly 303 can be configured to capture images of a target assembly, target sub-assembly, and / or target component (referenced herein as “target component” for clarity and / or brevity). The rail-side inspection assembly 303 can be configured to capture images of the target component when the target component passes the rail-side inspection assembly 303, and as such, the rail-side inspection assembly 303 can be configured to capture images from a target region, which can refer to a specific three-dimensional point, space, area, and / or region, such that the rail-side inspection assembly 303 can capture images of the target component as is passes the rail-side inspection assembly 303. For example, the rail-side inspection assembly 303 can be configured to capture images of a railcar’s cross-key component, which can be located on the railcar’s coupler. The rail-side inspection assembly 303 can include one or more cameras, example sensors, and / or example lights aimed at the target region, which can correspond to a lower region or portion of a given passing railcar. The various cameras, sensors, and / or lights of the rail-side inspection assembly 303 can be used to capture images and / or gather data on the target component (e.g., cross-key component of the railcar coupler).

[0365] For example, the rail-side inspection assembly 303 can capture images of the cross-key component of the railcar and / or other target components of a rail car. Continuing this example, a computing system in communication with the rail-side inspection assembly 303 can be configured to process the images generated by the railside inspection assembly 303 to detect any defects associated with the cross-key component or the target component.

[0366] The inspection system 200 can include two or more rail-side inspection assemblies 303, which can be positioned to capture images and / or other data on both sides of a passing railcar, as a non-limiting example. For, example, a first rail-side inspection assembly can be positioned on a first side of a train track 104, and a second rail-side inspection assembly can be positioned on a second side of the train track 104. Alternatively or in addition, two or more assemblies can be positioned on the same side of the tracks. One or more of the rail-side inspection assemblies 303 can be positioned adjacent to one or more rails 105 of the train track 104 (e.g., at or near the end of the rail ties 106). For example, the first rail-side inspection assembly can be located outside the rails on a first side of the train track 104, and the second rail-side inspection assembly can be located outside the rails on a second side of the train track 104. The term “outside” can refer to the region that is not between both the first and second rails 105.Alternatively or in addition, one or more rail-side inspection assembly 303 can be located between the rails 105. As discussed in more detail herein, the rail-side inspection assembly 303 can be attached to (and / or attachable to) one or more rail ties of the train track 104. Alternatively or in addition, the rail-side inspection assembly 303 can be attached to (and / or attachable to) other locations, such as the ground, the ballast, another structure located proximate train tracks 104, as non-limiting examples. The rail-side inspection assembly 303 can be attached to (or attachable to) a top side of one or more rail ties. Alternatively or in addition, the rail-side inspection assembly 303 can be attached to (or attachable to) the side of one or more rail ties (e.g., such that some or all of the rail-side inspection assembly 303 is located between adjacent rail ties).

[0367] The rail-side inspection assembly 303can include one or more cameras and / or one or more lights. As a non-limiting example, the rail-side inspection assembly 303 caninclude one or more arrays, and the arrays can each include one or more cameras and one or more lights. For example, a given array can be a linear array and can include a single camera bookended by a pair of lights, as a non-limiting example.

[0368] The cameras of the rail-side inspection assembly 303 can be or include linescan cameras, area-scan cameras, and / or any other cameras capable of capturing images of target components of passing railcars. For example, the cameras and lights of the railside inspection assembly 303 can include particular machine vision cameras with high sensitivity. Alternatively or in addition, the cameras and lights of the rail-side inspection assembly 303 can capture clear images of railcars moving at high speeds. The cameras and lights of the rail-side inspection assembly 303 can include one or more cameras and one or more lights. For example, the rail-side inspection assembly 303 can include a camera positioned in between two lights. The lights can illuminate the location of the cross-key component such that the camera can gather images of the cross-key component with less than 2 mm of blur. The rail-side inspection assembly 303 can gather images and other data from railcars moving at speeds of up to 70 mph.

[0369] Referring now to FIG. 1 IB, illustrated is a perspective view of an example rail-side inspection assembly 303, in accordance with the disclosed technology. As disclosed herein, the rail-side inspection assembly 303 can be attached to rail ties 106. The rail-side inspection assembly 303 can be fixed to the rail ties 106 via one or more fasteners (e.g., screws, bolts, lag bolts, ties), one or more welding joints or other welds, and / or any other fixing mechanism capable of securing the rail-side inspection assembly 303 to the train tracks 104. For example and as illustrated, the rail-side inspection assembly 303 can be fixed to three adjacent rail ties 106. Continuing this example, the rail-side inspection assembly 303 can straddle a second rail tie 106b, where a first end 116 of the rail-side inspection assembly 303 can attach to a first rail tie 106a and a second end 117 of the rail-side inspection assembly 303 can attach to a third rail tie 106c.

[0370] The rail-side inspection assembly 303 can be configured to mount directly onto existing rail ties 106. For example, the rail-side inspection assembly 303 can include one or more mounting holes to account for variations in the train track 104 geometry and the spacings between the rail ties 106.

[0371] Referring now to FIG. 11C, illustrated is an example front-side view of the installed rail-side inspection assembly 303, in accordance with the disclosed technology. As illustrated, the rail-side inspection assembly 303 can include a first camera and light array 1121 and a second camera and light array 1122. However, the disclosed technology is not so limited and can include one, three, four, or more camera and light arrays. Alternatively or in addition, the rail-side inspection assembly 303 can include one or more cameras and / or one or more lights arranged in other (e.g., non-linear, non-array) configurations. For example, the rail-side inspection assembly 303 can include a camera positioned between a group of three, four, or more lights (e.g., arranged around or about the camera, such as in an equidistantly disposed arrangement).

[0372] Turning back to the rail-side inspection assembly illustrated in FIG. 11 C, the rail-side inspection assembly 303 can include a base. The base can include a first base portion 1123 configured to support the first camera and light array 1121 and a second base portion 1124 configured to support the second camera and light array 1122. The first base portion 1123 can extend through a first gap 126 between the first rail tie 112 and the second rail tie 106b. The second base portion 1123 can extend through a second gap 127 between the second rial tie 106b and the third rail tie 106c. The first camera and light array 1121 and the second camera and light array 1122 can straddle the second rail tie 106b. The rail-side inspection assembly 303 can attach to the first rail tie 112, the second rail tie 106b, and / or the third rail tie 106c via one or more screws, bolts, and / or any other fixing mechanism.

[0373] Referring now to FIG. 1 ID, illustrated is another perspective view of the railside inspection assembly 303, in accordance with the disclosed technology. The rail-side inspection assembly 303 can include one or more air curtains 1132. A given air curtain 1132 can be installed on, near, and / or adjacent to one or more cameras. For example, a first air curtain 1132 can be installed at or on the camera of the first camera and light array 1121, and a second air curtain 1132 can be installed at or on the camera of the second camera and light array 1122. The air curtain 1132 can be in fluid communication with a compressed air source to provide compressed air at the camera(s) that flows overthe lenses of the camera 1133. The air curtains 1132 can clean the lenses of the cameras 1133 during use from debris.

[0374] The rail side inspection assembly 303 can include a first camera and light array 1121 and a second camera and light array 1122. The first camera and light array 1121 and the second camera and light array 1122 can each be angled to a corresponding target region (e.g., a point or region in a three-dimensional space). Alternatively or in addition, the first camera and light array 1121 and the second camera and light array 1122 can be directed to a single, common target region, such that images of the target region (e.g., of a target component when it is located in the target region) can be captured. For example, the first camera and light array 1121 can be angled at least partially in a vertical direction and at least partially in a horizontal direction to point at the expected location of the cross-key component or other component of a railcar. Continuing this example, the second camera and light array 1122 can be partially angled in an at least partially vertical direction and an at least partially horizontal direction to point at the expected location of the cross-key component or other component of a railcar. The first camera and light array 1121 and the second camera and light array 1122 can be differently and / or oppositely angled such that the camera and light arrays point to the same location but from different angles and / or viewpoints. Accordingly, the rail-side inspection assembly can be configured to contemporaneously and / or simultaneously capture images of a single target region (e.g., point and / or region) and / or a single target component from different angles, which can be useful in detecting defects associated with the target component, as a non-limiting example.

[0375] The camera and light arrays 1121, 1122 can include the cameras 1133 and the lights 1151. The cameras 1133 can include specialized machine vision cameras with high sensitivity to generate images of the cross-key component of the passing railcar. For example, the cameras 1133 can include high-speed, high resolution, and a highly sensitive sensor. The lights 1151 can include any particular light that is capable of illuminating the three-dimensional space in which the cross-key component is present. For example, the lights 1151 can include 150W lights capable of illuminating the area in which the cross-key component is present.

[0376] The camera and light arrays 1121, 1122 can include similar configurations. For example, the camera and light arrays 1121, 1122 can each include one camera 1 133 and two lights 1151. The camera 1133 can be positioned between the two lights 1151. The two lights can equally illuminate an area such that the camera 1133 can generate a low blur and high-quality image of the cross-key component.

[0377] The rail-side inspection assembly 303 can include a shroud 10631, the first base portion 1123, and the second base portion 1124. The first base portion 1123 and the second base portion 1123 can support the first camera and light array 1121 and the second camera and light array 1122, respectively. The first base portion 1123 and the second base portion 1123 can protect the first camera and light array 1121 and the second camera light array 1 122 from debris as a railcar passes the rail-side inspection assembly 303. Alternatively or in addition, the shroud 10631 can protect the first camera and light array 1121 and the second camera and light array 1122 from debris as a railcar passes the rail-side inspection assembly 303.

[0378] The first base portion 1123 and the second base portion 1124 can rest on a ballast (e.g., the ground) between the rail ties 106. For example, the first base portion 1123 and the second base portion 1124 can have a height less than the rail ties 106 such that the first base portion 1123 and the second base portion 1124 are suspended off the ballast. The first camera and light array 1121 and the second camera and light array 1122 can be configured to partially extend into the ballast and capture images from a viewpoint that is approximately at least 1 inch above the rail ties 106, 1 to 6 inches above the rail ties 106, or less than 6 inches above the rail ties 106, as non-limiting examples.

[0379] Referring now to FIG. 1 IE, illustrated is an example top view of the rail-side inspection assembly 303, in accordance with the disclosed technology. The first camera and light array 1121 and the second camera and light array 1122 can point in a first direction 1135 and a second direction 1136, respectively. The first direction 1135 and the second direction 1136 can indicate the angle at which the first camera and light array 1121 and the second camera and light array 1122 are positioned relative to a first axis 1139. The angle between the first direction 1135 and the second direction 1136 can be approximately 40 degrees, approximately 45 degrees, approximately 50 degrees, in arange between approximately 40 degrees and approximately 50 degrees, in a range between approximately 40 degrees and approximately 60 degrees, in a range between approximately 30 degrees and approximately 50 degrees, and / or in a range between approximately 30 degrees and approximately 60 degrees, as non-limiting examples. The angles between the first direction 1135 and the first axis 1139 and between the second direction 1136 and the first axis 1139, respectively, can be the same. Alternatively, the angles between the first direction 1135 and the first axis 1139 and between the second direction 1136 can be different. For example, the angle between the first direction 1135 and the first axis 1139 can be in a range between approximately 0 degrees and approximately 60 degrees, in a range between approximately 15 degrees and approximately 45 degrees, or in a range between approximately 30 degrees and 50 degrees, as non-limiting examples, and the angle between the second direction 1136 and the and the first axis 1139 can be (i) different the angle between the first direction 1135 and the first axis 1139 and (ii) in a range between approximately 0 degrees and approximately 60 degrees, in a range between approximately 15 degrees and approximately 45 degrees, or in a range between approximately 30 degrees and 50 degrees, as non-limiting examples.

[0380] The shroud 10631 can partially expose the first camera and light array 1121 and the second camera and light array 1122. The shroud 10631 can protect the first camera and light array 1121 and the second camera and light array 1122 while allowing the first camera and light array 1121 and the second camera and light array 1122 to gather data on the cross-key component of the passing railcar. The shroud 10631 can be constructed out of hardened steel, stainless steel, aluminum, and / or any other material capable of protecting the components of the rail-side inspection assembly 303.

[0381] Referring now to FIG. 1 IF, illustrated is an example bottom view of the railside inspection assembly 303, in accordance with the disclosed technology. The rail-side inspection assembly 303 can include the first base portion 1123 and the second base portion 1123. The first base portion 1123 and the second base portion 1123 can protect the bottom portion of the first camera and light assembly 1121 and the second camera and light assembly 1122. For example, as the railcar passes the rail-side inspectionassembly 303, the first base portion 1123 and the second base portion 1123 can protect the first camera and light array 1121 and the second camera and light array 1 122. The first base portion 1123 and the second base portion 1123 can be constructed out of hardened steel, stainless steel, aluminum, and / or any other material capable of protecting the components of the rail-side inspection assembly 303.

[0382] Referring now to FIG. 11G, illustrated is an example left-side view of the railside inspection assembly 303, in accordance with the disclosed technology. The rail-side inspection assembly 303 can include one or more screws 1142 at the first end 116 of the rail-side inspection assembly 303. The one or more screws 1142 can fix the rail-side inspection assembly 303 to the one or more rail ties 106.

[0383] The rail-side inspection assembly 303 can include a third direction 1137. The third direction 1137 can indicate the direction in which the first camera and light array 1121 and the second camera and light array 1122 are pointed. The third direction 1137 can be angled relative to the second axis 10641. The angle between the third direction 1137 and the second axis 10641 can be in a range between approximately 15 degrees and approximately 60 degrees, between approximately 20 degrees and approximately 30 degrees, between approximately 30 degrees and approximately 40 degrees, and / or between approximately 50 degrees and approximately 60 degrees, as non-limiting examples.

[0384] Referring now to FIG. 11H, illustrated is a right-side view of the rail-side inspection assembly 303, in accordance with the disclosed technology. The rail-side inspection assembly 303 can include one or more screws 1142 at the second end 117 of the rail-side inspection assembly 303. The one or more screws 1142 can fix the rail-side inspection assembly 303 to the one or more rail ties 106. For example, the one or more screws 1142 can fix the rail-side inspection assembly 303 to the third rail tie 106c.

[0385] Referring now to FIG. I ll, illustrated is an example front side view of the railside inspection assembly 303, in accordance with the disclosed technology. The camera and light arrays 1121, 1122 of the rail-side inspection assembly 303 can include the one or more cameras 1133 and one or more lights 1121. The one or more cameras 1133 can each include the air curtain 1132. The air curtain 1132 can connect to a compressed airsource. The compressed air source can feed the air curtain 1132 with air. The air curtain 1132 can employ the air to generate an air curtain over a lens 1152 of the camera 1133. The air curtain can blow air over the lens 1152 such that any debris that accumulates on the lens 1152 is blown off and removed from the lens 1152. The air curtain 1132 can generate air used to cool the components of the rail-side inspection assembly 303.

[0386] The rail-side inspection assembly 303 can include one or more screws 1142. The one or more screws 1142 can fix the rail-side inspection assembly 303 to the one or more rail ties 106. For example, the screws 1142 can attach to the second rail tie 106b. Though illustrated as screws, any particular similar fixing mechanism can be used to secure the rail-side inspection assembly 303 to the rail ties 106 (e.g., bolts, welding points, ties, etc.).

[0387] Referring now to FIG. 11 J, illustrated is a backside view of the rail-side inspection assembly 303, in accordance with the disclosed technology. The shroud 10631 of the rail-side inspection assembly 303 can extend around the camera and light arrays 1121, 1122. The shroud 10631 can protect the rear of the camera and light arrays 1121, 1122 such that the camera and light arrays 1121, 1122 are not damaged by debris during use. The rail-side inspection assembly 303 can include one or more conduit adapters such that various wires and / or compressed air cables can run through the railside inspection assembly 303. The rail-side inspection assembly 303 can include one or more conduit adapter 1153. The conduit adapter 1153 can allow one or more wires and / or one or more hoses to pass into the first base portion 1123 and the second base portion 1124 while maintaining a watertight configuration.

[0388] Referring now to FIG. 1 IK, illustrated is an example partially exploded view of the first camera and light array 1121 and the first base portion 1123, in accordance with the disclosed technology. However, the various components and / or configurations discussed herein can apply to other aspects of the disclosed technology, such as the second camera and light array 1122 and the first base portion 1123, as a non-limiting example. The first camera and light array 1121 can be attached to the first base portion 1123. The lights 1151 can be fixed to the first base portion 1123. For example, the lights 1151 can include one or more screws 1162 that fix or attach the lights 1151 to the firstbase portion 1123. The camera 1133 can be attached to the first base portion 1123. Alternatively or in addition, and as discussed in further detail herein, first camera and light array 1121 and or the camera 1133 alone can be fixed or attached to the first base portion 1123 via a dampening system 10661. The dampening system 10661 can reduce the mechanical vibrations exhibited by the camera 1133 as a train passes the rail-side inspection assembly 303.

[0389] Referring now to FIG. 1 IL, illustrated is an example perspective view of the first camera and light assembly 1121, in accordance with the disclosed technology. The various components discussed herein can apply to both the first camera and light assembly 1121 and the second camera and light assembly 1122, though only the first camera and light assembly 1121 is illustrated for the sake of brevity. The first camera and light assembly 1121 can include the dampening system 10661. The dampening system 10661 can reduce the mechanical vibrations exerted on the camera 1133 generated from a particular passing railcar. The dampening system 10661 can include a lower plate 10671, one or more springs 1172 (or other dampening devices), an upper plate 1173, and one or more ties 1174 (e.g., mounting rings). The lower plate 10671 can attach to the first base portion 1123 (e.g., as shown in further details in FIG. 1 IM). The one or more springs 1172 can extend through a first attachment point 1175 of the lower plate 10671. The one or more springs 1172 can extend through a second attachment point 1176 of the upper plate 1173, operatively connecting the upper plate 1173 to the lower plate 10671. The upper plate 1173 can attach to the camera 1133 through one or more ties 1174. By connecting through the one or more ties 1174, the camera 1133 can be fixed to the first base portion 1123 through the upper plate 1173, the one or more springs 1172, and the lower plate 10671. The one or more springs 1172 can dampen for the camera 1133 any mechanical vibrations generated by the passing railcar.

[0390] Referring now to FIG. 1 IM, illustrated is an example partially exploded view of the first base portion 1123, in accordance with the disclosed technology. The various components discussed herein can apply to both the first base portion 1123 and the second base portion 1123, though only the first base portion 1123 is illustrated for the sake of brevity. The camera 1133 can be attached to the first base portion 1123 through thedampening system 10661. The dampening system 10661 can include the lower plate 10671 . The lower plate 10671 can attach to the first base portion 1123 through the one or more screws 10681. The lower plate 10671 can fix the camera 1133 to the first base portion 1123.Example Railcar Detection and Speed Estimation Systems

[0391] FIG. 12 is a diagram illustrating a general overview and operational environment 1200 of the train inspection system 100 and inspection portal structure 101 (as introduced above in connection with the description of FIG. 1), and the computing system(s) operatively connected thereto. As is described throughout the present disclosure, the inspection portal can include a physical structure, such as a tunnel or the like, installed over, around, adjacent to, physically proximate to, etc., a railroad track. Accordingly, the inspection portal and accompanying system can be configured to detect railcars (also referred to herein as trains) as they approach the inspection portal. The inspection portal and system can configure and instruct one or more cameras, sensors, and the like, to capture data from railcars as the railcars approach and travel through the inspection portal. Moreover, the inspection portal and system can process the captured data to identify defects and / or anomalies in connection with railcars, specific railcar components, etc. Further, the system can be configured to perform self-assessed health checks corresponding to the system’s ability to capture and process images and readings in connection with railcars. Notwithstanding the example discussion herein in connection with a railroad setting, it should be understood that a railroad setting is just one example setting in which the system can be used, and such example setting is not intended to be limiting. In particular, the disclosed system can be used in other vehicle settings. For example, the system can be used in roadway settings, such as in toll booths, truck weigh stations, freight truck loading stations or docks, security checkpoints, airplane hangars or gates, etc., and generally any scenario in which it would be useful for having a vehicle inspected. To the extent that any specific components are configured to accommodate a railroad environment, those components can be modified to accommodate other settings contemplated herein, or similar components more suitable to the other settings can be used without departing from the inventive aspects of the system as discussed herein.

[0392] As shown in the operational environment 1200, the train inspection system 100 and the inspection portal 101 can include at least a railcar detection system 1202 and a processing system 1204. The railcar detection system 1202 and the processing system 1204 can be operatively connected by a network 1206. The network can include one or more wireless or wired connections. For example, the network can be a wired or wireless network (e.g., ethernet, USB, LAN, WLAN, etc.). As will be understood from the present disclosure, the railcar detection system 1202 and the processing system 1204 can together perform the processes discussed herein. Accordingly, in various examples throughout the present disclosure, the railcar detection system 1202 and the processing system 1204 can be referred to jointly as the inspection portal system, or the system.

[0393] The railcar detection system 1202 can include a plurality of wheel and axle detection devices 1208 (also referred to herein as wheel detection sensors 1208, axle detection sensors 1208, railcar detection sensors 1208, and simply the detection sensors 1208). Moreover, the railcar detection system 1202 can include supporting hardware and / or software (e.g., modules) for wheel detection 1210, train speed estimation 1212, and configuration, controlling, and processing 1214. Accordingly, and in response to the railcar detection system 1202 identifying an approaching railcar, the detection system 1202 can generate instructions for a plurality of data capturing devices 1216, such as cameras, lights, and other sensors, to trigger at specific times for capturing targeted aspects of the railcar as it passes through the inspection portal 101. Generating instructions for the plurality of data capturing devices 1216 to trigger at specific times (and with specific settings / configurations) reduces the overall amount of data captured by the system given the data capturing devices 1216 need not be constantly capturing images and readings as a railcar as it passes through the inspection portal 101 (thereby capturing unnecessarily large amounts of data). Reducing the overall amount of data captured by generating triggering instructions not only results in improved data storage capabilities due to a smaller data overhead, but reducing the amount of data captured via triggering instructions also results in improvements to data processing due to smaller amounts of data to process. Reducing the overall amount of data captured by generating triggering instructions for specific areas of interest can also increase the performance of detection and alerting processes as discussed herein. For example, reducing the overall amount ofdata captured by generating triggering instructions for specific areas of interest can result in a reduced number of false positive detections and alerts generated in connection with images captured of other railcar regions that are not in an area of interest. Moreover, due to generally long lapses in time between when railcars may pass through the inspection portal 101 (e.g., every 1 minute, 5 minutes, 10 minutes, 30 minutes, 60 minutes, etc.), generating triggers for determining when the plurality of data capturing devices should be active (for example, when a railcar is approaching and pass though the inspection portal 101) results not only in reduced power consumption, but also increased lifespans of the inspection portal 101 components and devices, thus resulting in the added benefit of lower operating and maintenance costs.

[0394] Cameras, as discussed herein, may refer to any signal acquisition devices sensitive to, or operating in, the visible, infrared, near-infrared (NIR), shortwave infrared (SWIR), or other spectrums of light or electromagnetic radiation. In some cases, such cameras may be “thermal cameras” capable of producing images indicative of the heat or temperature of the components in their field of view. The system can be configured to include thermal cameras such as the FLIR A500F / A700F, the A50 / A70, the FLIR A35, the FLIR A65, each of which are manufactured by Teledyne FLIR in Wilsonville, OR. However, it should be understood that any other appropriate thermal or infrared cameras can be used in the system as disclosed herein. Cameras may also be of the “area scan” type or “line scan” type, among other possible types and configurations. In general, area scan cameras, are configured to capture images of a particular scene, where the particular scene is represented according to a matrix of pixels. Line scan cameras are configured to capture a plurality of individual rows, lines, or “slices” of pixels (rather than a matrix of pixels) as the image subject moves across a scan area, and the plurality of rows can be combined to produce a two-dimensional image.

[0395] The system can include area scan cameras and line scan cameras manufactured by Omron, Teledyne, and other appropriate cameras of similar make. For example, the system can include one or more area scan cameras, such as the STC Series cameras manufactured by Omron Corporation, headquartered in Kyoto, Japan. The FS Series line scan cameras, also manufactured by Omron, can similarly be included in the inspection portal system. The Omron STC Series cameras can be configured with gigabitethernet (GigE) communication protocol technologies and interfaces (such as GigE Vision), thus allowing for fast image transfers (e.g., for example, lOOOMB / s transfer speeds, or more) over long distances (for example, about 100 meters) using CAT-4 or CAT-5 ethernet wires (or other appropriate wired connections). The system can also include Omron STC Series cameras configured with USB 3.0 capabilities. The system can be configured to integrate with the Spinnaker software development kit (SDK), provided by Teledyne, which includes machine vision software tools for processing images captured by the plurality of cameras. Integrating with the Spinnaker SDK allows for the system to include one or more cameras equipped with technologies such as Dalsa USB3, 5GigE, lOGigE, etc. which further allows for modular camera configurations within the system. In one example, the Spinnaker SDK can include software tools for triggering and / or synchronizing the cameras within the inspection portal.

[0396] The railcar detection sensors 1208 can be inductive sensors, such as the wheel sensor RSR110 manufactured by Frauscher Sensor Technology USA Inc., headquartered in Princeton, New Jersey. The RSR180 wheel sensor (also manufactured by Frauscher), or other appropriate wheel and axle detectors from other manufacturers can also be used in the system. For example, the system can be configured to implement mechanical sensors, magnetic sensors, etc. The railcar detection sensors 1208 can be physically attached to the rails of the railway or train track 104, such that the railcar detection sensors 1208 can detect train wheels 1218 as the wheel pass over (or by) the sensors 1208. As will be discussed in greater detail herein, the railcar detection sensors 1208, and other sensors, can be configured to generate signals indicative of a railcar’s presence.

[0397] The wheel detection module 1210 included in the railcar detection system 1202 can include hardware and software systems, such as wheel sensor signal converters, or the like, for receiving and handling signals generated by the railcar detection sensors 1208. For example, the wheel detection module 1210 can be configured to include wheel signal converters, such as the WSC-003 signal converter supplied by Frauscher.

[0398] The detection system 1202 can include hardware and software that is operatively configured for railcar speed estimation. As will be discussed in greater detail herein, the system can be configured to calculate current speeds, as well as speed trajectories, and axle path trajectories, for railcars that are approaching and passingthrough the inspection portal 101. In response to the railcar detection sensors 1208 generating signals indicative of a railcar’s presence, and furthermore in response to the wheel detection module 1210 receiving the generated signals, the speed estimation module 1212 can calculate or estimate railcar speeds based on a difference in timestamps between recorded wheel detection events, as well as based on physical distances between the railcar detection sensors 1208. Determining a railcar speed via the speed estimation module 1212 can allow for the system to perform various additional operations, such as configuring one or more cameras to capture images (or readings) of the railcar, synchronizing the triggering of a plurality of cameras, conducting system performance evaluations, etc.

[0399] To achieve the functionalities of the system discussed herein, the train speed estimation module 1212 can accurately and continuously measure the speed (and any changes thereto) of the train as it approaches and passes through the inspection portal 101. Further, the speed estimation module 1212 can transmit (or otherwise communicate) the determined speed to other system components, such as the camera / sensor configuration, controlling and processing module 1214 (also referred to herein simply as the controller 1214), in real-time. The train speed estimation module 1212 can determine the number of unique axles traveling through the inspection portal system and extrapolate or otherwise determine the time at which the axles will then pass the field of view of various cameras, or other data acquisition devices, such that those cameras and devices can be triggered appropriately.

[0400] The train speed estimation module 1212 can identify false negative and / or false positive wheel crossing detection events using one or more algorithms executed by the computing system (e.g., the system 1202, the system 1204, or both). The computing system can identify false negative and / or false positive wheel crossing detection events at sufficiently low latency such that the speed and axle trajectory estimation system can achieve real-time, or near-real time, analyses. The system can also be configured to perform computing and data processing in offline settings and / or during off-peak hours.

[0401] In response to receiving an estimated speed from the train speed estimation module 1212, the camera / sensor configuration, controlling and processing module 1214 can perform signal processing techniques to initiate the proper triggering of cameras anddata acquisition devices, as well as synchronizing the captured data to various sources of metadata. For example, the controller 1214 can generate instructions for controlling one or more cameras, such as determining trigger bursts and associated timing. In another example, the controller 1214 can use the output from the train speed estimation module 1212 and associated algorithms of the computing system to synchronize recorded data from the various sensors with appropriate metadata (image timestamps, scanned AEI data, etc.).

[0402] The controller 1214 can be configured to enable the proper triggering of continuous image acquisition devices, such as line scan or area scan cameras, such that the desired overlap (e.g., in the case of area scan cameras) of successive images can be achieved. In the case of line scan cameras, the controller 1214 can minimize the geometric distortion (e.g., “stretch” or “squeeze”) of particular images, even while the speed of the passing train changes, such as during train acceleration or deceleration (braking) events. As another example, the controller 1214 can be configured to enable the proper triggering of “burst” image acquisition devices, where it is desirable to capture images about a predetermined region or structures of a train, railcar, or locomotive. For example, the system can be configured to trigger the cameras to capture specific regions of the brakes, wheels, or air hose region in a repeatable and reliable fashion. As yet another example, the controller 1214 can be configured to determine the number of axles and / or clusters of axles (e.g., proper assignment of axles to their respective trucks and / or railcars), to enable the computing system to properly match images to metadata about the train, railcar, or locomotive. Example metadata can include information derived from Automatic Equipment Identification (AEI) tags that are scanned for each railcar or locomotive, data derived from cameras, such as optical character recognition (OCR), as the train passes through the inspection portal system, or other metadata.

[0403] The system can include a data store configured to receive and store high volumes of data produced from the one or more sensors. The inspection portal system can manage the data such that no data is lost and such that it is processed and stored with reasonable or limited computation and storage resources. As shown in the operational environment 1200 of FIG. 12, the railcar detection system 1202 can be operatively connected to a processing system 1204. The processing system 1204 can be local to theinspection portal 101; however, the processing system 1204 can also be a remote system. The processing system 1204 can include various computer memory and processing components specifically designed for receiving data (e.g., images, readings, timestamps, etc.) from the inspection portal devices, processing the received data, storing the data, generating alerts regarding the data, etc. In particular, the processing system 1204 can include at least a database or storage 1220, one or more computers 1222, servers 1224, etc. In at least one example, the processing system 1204 can also include microcontrollers, printed circuit boards (PCB’s), processors, central processing units (CPU’s), graphics processing units (GPU’s), relays, etc., for receiving readings from the system sensors, detecting railcars, generating instructions for capturing images of railcars, etc.

[0404] FIG. 13 is a diagram illustrating a railcar detection and processing architecture 1300. In particular, the railcar architecture 1300 illustrates the railcar detection system 1202 and the processing system 1204 in operative connection with a plurality of detection sensors 1208 and data capturing devices 1216 (e.g., cameras, infrared / thermal sensors, lights, etc.).

[0405] As discussed above in connection with the description of FIG. 12, a plurality of railcar detection sensors 1208 can be installed on, near, under, within, etc., rails of a railroad track 104. In one example, the railcar detection sensors 1208 can be clamped onto the rail sides, such that the upper surface of the rails is between a railcar wheel and the sensors 1208 as the railcar wheel passes over the sensors 1208. The railcar detection sensors 1208 can be physically proximate to the wheels of the railcar or locomotive as they pass while not making physical contact with the wheels themselves. Each of the railcar detection sensors 1208 can be a unit including two individual and independent detection sensors. In one example, the railcar detection sensors 1208 can include an inductance or eddy current electromagnetic sensor that can produce an analog pulse output in response to a wheel passing over the sensor. Continuing with this example, the railcar detection sensors 1208 can include coil systems that generate electromagnetic currents, and the presence of a railcar wheel (a conductor) can result in an eddy current that dampens the electromagnetic currents within the sensors 1208 as the railcar wheel passes over the sensor. The detected dampening of the electromagnetic currents canindicate a railcar wheel passing event. As shown in the architecture 1300, a plurality (or array) of railcar detection sensors 1208 can be installed on the railroad track 104, and the railcar detection sensors 1208 can be separated by a predetermined distance 1302. For example, each sensor of the plurality of railcar sensors 1208 can be separated by a distance of 1 meter, 2 meters, 3 meters, 5 meters, 10 meters, etc. However, it should be understood from the discussion herein that each sensor of the plurality of railcar sensors can be separated by any appropriate distance.

[0406] In response to a railcar wheel passing over a particular railcar detection sensor of the sensors 1208, the particular railcar detection sensor can generate a signal that is received at an analog-to-digital converter (ADC) 1304. The ADC 1304 can convert the analog pulses generated by each railcar detection sensor 1208 to a digital signal (such as a rising edge signal). In signal processing and in electronics more generally, rising edges can represent a transition from a low (off / in active) state, to a high (on / active) state. The rising edge can be a digital signal representation of an analog signal as detected on a physical line. For purposes of example, and as it relates to the railcar detection sensors 1208, a rising edge can be the digital signal representation of the moment in time when a wheel detection sensors 1208 transitions from not detecting a railcar, to detecting a railcar. After a rising edge is detected, the corresponding digital signal can remain high while the ADC 1304 continues to receive an analog signal from the railcar detection sensors 1208. The rising edge can be followed by a trailing edge, or back edge, which corresponds to a detected return to a baseline state on the physical line. While any appropriate signal converter can be used, the system can be configured to implement the Frauscher WSC-003 signal converter.

[0407] The railcar detection system 1202, via the wheel detection module 1210, can detect a rising edge of the digital signal generated by the ADC 1304 and can generate a timestamp for the particular event according to a clock controller 1306 (a master clock). The clock controller 1306 can be synchronized according to a protocol such as precision time protocol (PTP) or network time protocol (NTP). The clock controller 1306, in connection with the plurality of imaging capturing devices 1216, can be synchronized according to synchronization standards such as the IEEE 1588-2008 standard. As will be discussed in greater detail herein, the clock controller 1306 can be operatively configuredto synchronize a plurality of devices, such as the plurality of image capturing devices 1216, for capturing images or readings of railcars at specific points in time as a railcar passes through the inspection portal.

[0408] Each detected rising edge of the digital signal generated by the ADC 1304, also referred to herein as a detected wheel crossing event, can cause the wheel detection module 1210 to generate and store data associated with the event in a wheel crossing events database 1308. As illustrated by the database contents 1310, the associated data can include at least a timestamp. For example, the timestamp can be stored as a Unix formatted timestamp denominated in Coordinated Universal Time (UTC). The timestamp can be measured with nanosecond precision corresponding to, for example, the time at which the wheel detection module 1210 detected a rising edge from the ADC 1304, or the time at which the ADC 1304 received a signal from a railcar detection sensor 1208. The timestamp information can be stored along with a sensor identifier (“sensor ID”) corresponding to each of the railcar detection sensors 1208.

[0409] The wheel crossing events database 1308 can take many forms, such as a SQL or NoSQL database, or the database 1308 can be in the form of data structures such as a stack or queue. The wheel crossing events database 1308 can be a module of data associated with a larger data store. The data store can be a component of the railcar detection system 1202, the processing system 1204, or both, and the data store can be contained on a storage medium, such as a hard disk or memory. In one example, the wheel crossing events database 1308 can be a queue held within volatile, high-speed memory (e.g., RAM).

[0410] During the passing of a train, the speed estimation module 1212 can be configured to continuously execute one or more algorithms to estimate the current speed and speed trajectory for each wheel / axle of the train, also referred to herein as the axle path trajectory. The speed estimation module 1212 can receive one or more of the events stored in the wheel crossing events database 1308 as inputs. The speed estimation module 1212 can also receive, as inputs, some or all of the system configuration information stored in a system configuration database 1312. The system configuration information can include information such as the distance between each railcar detection sensor (such as the distance 1302), the distance between a particular railcar detectionsensor and various cameras and data acquisition devices within the inspection portal (the distance 1314), as well as other distance information. For example, the system configuration database 1312 and the information stored therein can include one or more distances between axles on a single car (referred to as an inter- wheel distance 1326), one or more distances between trucks on railcars (referred to as an inter-truck distance 1328), etc. The configuration database 1312 can include the physical offset locations (in inches, centimeters, millimeters, etc.) of each of the imaging cameras from the wheel detection sensors (the distance 1314) and the locations of particular components on train cars to be imaged. Based on the calculated speed of the trains and these configured offsets, the system can modulate the triggers for the respective cameras to capture only the images of cars and components of interest for each individual camera / view.

[0411] The speed estimation module 1212 can generate outputs that include the current train speed, estimated speed, and predicted times for which certain axles will be at particular locations within the inspection portal. The system can further use the outputs of the speed estimation module 1212 as inputs into a camera trigger pulse generator 1316. The camera trigger pulse generator 1316 can output pulses, or rising edge signals, to trigger the cameras 1216 and / or other data acquisition devices at predetermined times, rates, and durations.

[0412] Images generated from cameras 1216 after being triggered by the camera trigger pulse generator 1316 can be transmitted to and received by the processing system 1204. The processing system 1204 can include a high-speed image receiving and compression processor 1318. The high-speed image receiving and compression processor 1318 can receive large amounts of image data at high speeds without experiencing information loss. For example, the system can maintain data integrity by optimizing various networking and data transmission components as well as low-level hardware configurations, data caching techniques, high speed I / O devices, and parallel processing (e.g., multi-threaded operations). Further, the processing system 1204 can compress the images generated by the sensors and cameras 1216 for efficient storage. The images can be compressed into JPEG format using, for example, Nvidia’s GPU- accelerated JPEG codec library called nvJPEG. The processing system 1204 can compress the images generated by the sensors and cameras 1216 for subsequenttransferring and processing in an image storage device 1320. The processing system 1204 can accelerate the compression of data to conform to particular timing constraints by using hardware accelerated encoding, such as JPEG compression performed on a GPU device. In one example, GPU transfers can be executed using (compute unified device architecture) CUDA streams to allow for overlap between the GPU operations initiated by different acquisition threads running on the central processing unit (CPU - also commonly referred to as a processor). In response to receiving and aggregating all captured images via the CPU acquisition threads, the images can be compressed into the JPEG format. The system conserves memory usage during image acquisition and compression by using the same pinned buffer for transferring the compressed JPEG to the CPU that was used for initially storing the received streams of raw image data at the CPU.

[0413] In response to images being stored in the image storage device 1320, the processing system 1204 can access the images using various image processing algorithms. Image processing, for example via an image processing module 1322, can include providing the received images and readings to one or more machine learning models. The image processing algorithms can perform operations via an alert generation module 1324 for generating alerts and notifications in connection with the processed images.

[0414] FIG. 14 is a diagram illustrating an example environment 1400 of the inspection portal system as introduced above in connection with the description of FIG.2. In particular, the example environment of the inspection portal system, as shown, includes a railcar 1402 approaching an inspection portal structure 101, or portal bridge, of the train inspection environment (as introduced in connection with the description of FIG. 1). The inspection portal structure 101 (or simply the inspection portal 101) can structurally support a plurality of data capturing devices 1216, such as one or more cameras, lights / flashes, scanners, detectors, or other data reading devices. As shown in the operational environment 1400, the inspection portal 101 can include one or more standalone pillars (or beams) which can also structurally support a plurality of data capturing devices 1216. The pillar 1404 (also referred to herein as a truss beam 231) is shown structurally supporting at least a camera 1216A (also referred to herein as acamera 221) and a lighting device 1216B (also referred to herein as a light 222). The pillar 1404 can also structurally support other devices, such as the scanning device 1216C; however, the scanning device 1216C is shown as being positioned between the rails of the train track 104.

[0415] Consider a scenario in which the railcar 1402 is approaching the inspection portal 101 and pillar 1404 (which are generally enclosed within the train inspection environment, which is not shown for purposes of example). As the railcar 1402 nears the inspection portal 101, the railcar 1402 can travel over one or more railcar detection sensors 1208, which are illustrated in FIG. 14 as being installed onto, or generally integrated with the rail. The railcar detection sensors 1208 can generate one or more signals or pulses received by the railcar detection system 1202, which can in turn be transformed into discrete timestamped events stored in a wheel crossing event database (such as the database 1308). In response to receiving at least two discrete timestamped events, the railcar detection system 1202 can determine a speed associated with the approaching railcar 1402. For example, given a known distance between two sensors 1208, the system can determine a speed associated with the approaching railcar 1402 based on the difference in time between the corresponding timestamped events. The system can continuously update a determined speed as new readings from the sensors 1208 are received. Moreover, the system can determine a speed trajectory, or an estimated future speed, based on a rate of change determined in a history of timestamped events. For example, if the difference in time between timestamped events for a pair of sensors 1208 is increasing as a train is traveling through the inspection portal, this increase in time is indicative of train deceleration. In response to determining an estimated future speed, the system can furthermore determine at what times to instruct a plurality of data capturing devices to become activated. For example, the system can instruct one or more cameras 1216A, one or more lights 1216B, and one or more scanners 1216C, to each become activated, and thereby collect data associated with the railcar 1402, at or around the same moment in time. The data captured by each of these devices can be subsequently aligned using metadata and timestamps corresponding to the data.

[0416] The railcar detection system 1202, via elements such the speed estimation module 1212, clock controller 1306, and trigger pulse generator 1316 (not shown in FIG. 14), can synchronize the activation of the plurality of data capturing devices 1216. For example, the system can leverage one or more Jetson Nano computers, manufactured by Nvidia, headquartered in Santa Clara, California, for performing speed estimation calculations (and other calculations and computing operations). The Jetson Nano computers can be operatively connected to one or more printed circuit boards (PCB’s), which can be included in the railcar detection system 1202 architecture. In response to receiving wheel detection signals and calculating railcar speeds, the Jetson Nano can output camera trigger signals at specific times based on the type of camera, the medium over which the signal is to be transmitted, etc. For example, the Jetson Nano can be configured to transmit train speed, speed trajectory, or axle path trajectory information to a system microcontroller over USB-RS232 for high speed triggering and activating of line scan cameras, while also being configured to transmit lower speed triggering and activation signals via general purpose input / output (GPIO) lines on the Jetson Nano for triggering and activating area scan cameras. The camera triggering signals can be pulse width modulation (PWM) signals. The Jetson Nano computers can output signals to enable, disable, flash, or pulse lights, such as the light 1216B. The PCB can buffer all Jetson Nano GPIO’s in order facilitate correct and timely operations.

[0417] The railcar detection system 1202 can implement protocols such as precision time protocol (PTP), network time protocol (NTP), or similar synchronization protocols, for ensuring that each of the plurality of devices (such as the data capturing devices 1216) that are connected to the railcar detection system 1202 can be triggered or activated at a specific point in time. For example, synchronizing each of the devices that are operatively connected to the railcar detection system 1202 can include determining a timing offset, or latency, corresponding to a time delay between when a particular instruction to activate a particular device is generated, and when the particular device is activated in response to receiving the instruction.

[0418] The railcar detection system 1202 can synchronize cameras by determining the offset from the time at which an axle passes through the inspection portal (or over the detection sensors 1208) and the point at which a camera burst commences. For example,the system can perform synchronization through measurements of the distance of cameras and their field of view to other parts of the system. Continuing this example, the system can vary the offset (e.g., 15.7 feet to 15.8 feet) manually to determine an effective offset. The system can determine the offset using particular algorithms. For example, the system can determine the location of known features of the train and their relationship to particular pixel coordinates in the captured images. The system can perform a binary search or other method to adjust the effective offset until the region of interest of the train / railcar is captured as desired, thereby achieving camera synchronization.

[0419] FIG. 15 is a flowchart of an example railcar speed detection process 1500. As is discussed throughout the present disclosure, the inspection portal and railcar detection system can detect approaching railcars and configure a plurality of data capturing devices to trigger at predetermined times for capturing aspects of a railcar. For example, the system can be configured to trigger one or more types of cameras for capturing images of railcar components. The system can also be configured to trigger infrared cameras and sensors for detecting heat emanating from one or more railcar components. Moreover, triggering these devices at predetermined times includes synchronizing the devices based in part on a current and / or estimated railcar speed. The current speed and / or estimated railcar speed can be provided as parameters for determining camera configuration settings. For example, if the system determines that a train is approaching an inspection portal at about 5 miles per hour, but also that the train is accelerating and thus a particular railcar of the train is estimated to pass a particular camera at 8 miles per hour, the system can configure the camera settings appropriately to account for the increased predicted / estimated future speed. The railcar speed detection process 1500 discusses in greater detail how the system can determine a railcar speed.

[0420] At step 1502 of the railcar speed detection process 1500, the system can monitor wheel detection sensors (such as the wheel detection sensors 1208) for wheel detection events. As discussed above in connection with FIG. 12, the wheel detection sensors 1208 can include inductive sensors, such as the Frauscher RSR110. A wheel detection event can include a wheel detection sensor 1208 generating a signal indicative of a railcar passing over the sensor. The wheel detection event can be an analog signal, such as a particular voltage detected in a circuit, or another signal corresponding to thecompletion of a circuit. However, the wheel detection sensors 1208 can also include, or be operatively connected to, one or more analog-to-digital converters (such as the WSC- 003 analog-to-digital signal converter) such that a wheel detection event can include reading a rising edge or “high” digital signal on a particular pin at a general-purpose input / output (GPIO) controller, printed circuit board (PCB), or another similar computing board. A wheel detection event can include a pair of signals received from separate wheel detection sensors. As will be discussed below, the system can estimate a railcar speed based on a difference in time between two rising edges detected at two separate wheel detection sensors that are separated by a known distance.

[0421] At step 1504, the system can be configured to receive wheel detection event signals from the sensors 1208. The system can be configured to include one or more controllers, such as a GPIO controller or a similar PCB, at which signals from the wheel detection sensors 1208 can be received. The system can also be configured to implement microcontrollers, such as the Nvidia Jetson Nano microcontroller, for receiving and / or reading signal pulses from the wheel detection sensors 1208 or from the controllers / boards at which they are received (such as the ADC 1304). The microcontrollers can receive the wheel detection event signals by reading pin outputs from a GPIO controller or PCB. For example, a rising edge detected on a GPIO or PCB pin can be indicative of a wheel detection event.

[0422] At step 1506, the system can generate and store timestamps corresponding to the wheel detection events. For example, and in response to detecting a rising edge indicative of a wheel detection event, the system can write the current UTC time (in nanoseconds) to a binary buffer corresponding to the particular pin at which the rising edge was detected. The timestamp and corresponding pin information can be stored in computer memory (such as the database 1308).

[0423] At step 1508, the system can be configured to determine whether a received wheel detection event is a first wheel detection event. As is discussed throughout the present disclosure, the system can be configured to capture images and readings corresponding to railcars approaching and passing through the inspection tunnel. Accordingly, the system can generate triggers for one or more cameras or data capturing devices (such as IR sensors) based in part on where a specific train carriage, cab, or car islocated with respect to the cameras or data capturing devices. A wheel detection event can be a first wheel detection event if, for example, the wheel detection event is the first wheel detection event received within a predetermined amount of time (e.g., 30 seconds, 1 minute, 5 minutes, etc.). The system can include a stored average time duration between wheel detection events, and thus any wheel detection event that is more than two standard deviations greater than the average time can be determined to be a first wheel detection event.

[0424] If the system determines that a wheel detection event is a first wheel detection event, the process 1500 can proceed to step 1510. At step 1510, the system can be configured to determine a current speed based on the wheel detection event signals. The system can estimate a railcar speed based on a difference between the timestamps corresponding to the rising edges detected at two separate wheel detection sensors, and furthermore comparing the timestamp difference to a distance between the two separate wheel detection sensors. For example, dividing the distance between the detection sensors by the difference between the timestamps can result in the railcar speed. The system can also compare two timestamped events at a single sensor for determining a speed if a distance between car axles is known. The system can determine a current speed for the railcar based on other methods, such as analyzing for how long a “high” digital signal was present in response to detecting a rising edge for a particular wheel detection sensor. For example, a shorter signal is indicative of a fast speed, as compared to a longer signal which is indicative of a slower speed. The rising edge signal durations can be compared to historical data for matching the rising edge signal durations with speeds known to correspond with particular rising edge durations. For example, a signal duration of 1 second after detecting a rising edge can be known to correspond to a speed of 5 miles per hour, and a signal duration of 0.5 seconds after detecting a rising edge can be known to correspond to a speed of 10 miles per hour.

[0425] At step 1512, the system can configure settings for one or more cameras, sensors, or other appropriate devices (such as lights) for capturing images and / or readings from a railcar. The system can configure settings for one or more cameras, or other appropriate devices, based on the current speed as determined at step 1510. The system can configure a shutter speed, burst rate, lens aperture, field of view, general focus, etc.,I l lfor one or more cameras that are to capture one or more images (or sensor readings) from a railcar. In response to configuring settings for one or more cameras, sensors, or other devices, the process 1500 can return to step 1502.

[0426] Referring back to step 1508, if the system determines that a wheel detection event is not a first wheel detection event, such that the wheel detection event is another wheel detection event in a series of recently occurring wheel detection events, the process 1500 can proceed to step 1514. At step 1514, the system can determine a new current speed. Determining a new current speed can include performing processing steps similar to those performed at step 1510. However, determining a new current speed at step 1514 can include storing the new current speed in connection with a timestamp, or the new current speed can be overwritten (in computer memory) onto the speed from step 1510.

[0427] At step 1516, the system can determine an estimated speed, or a speed trajectory, based on a detected change in the current speeds from steps 1510 and 1514. A change in the speeds from steps 1510 and 1514 can indicate whether a railcar is accelerating or decelerating. A detected or calculated speed can vary for individual cars as the train travels through an inspection portal, for example, based on power outputs by the train engine, braking patterns, turns in the railroad track, changes in elevation, etc. Accordingly, the system can determine a speed trajectory for a train based on a detected change in speed between successive cars, based on a detected change in speed between a predetermined number of cars (e.g., every other car, every third car, etc.), based on a predictive (machine learning) model that is operatively configured to predict a speed based on a plurality of baseline inputs, based on a change in speed over a predetermined amount of time (e.g., 5 seconds, 10 seconds, 30 seconds, etc.), or based on other appropriate measurements.

[0428] At step 1518, the system can reconfigure settings for one or more cameras (or other appropriate devices). Reconfiguring settings for one or more cameras or devices can include adjusting a burst rate, an aperture, a line scan capture duration, focus settings, etc. Reconfiguring settings for one or more cameras or devices is discussed in more detail below in connection with the description of FIG. 16.

[0429] The process 1500 can proceed to step 1520, where the system determines whether the wheel detection event was a final wheel detection event. The system candetermine that a wheel detection event was a final wheel detection event if, for example, it is determined that the train has passed through the inspection portal. The system can determine that a wheel detection event was a final wheel detection event if a predetermined number of wheel detection events have occurred. The system can determine that a wheel detection event was a final wheel detection event if, for example, no additional wheel detection events occur within a predetermined amount of time (e.g., 30 seconds, 1 minute, 5 minutes, etc.). The system can determine that a wheel detection event was a final wheel detection event if a time duration since a prior wheel detection event is measured to be two deviations (or more) greater than an average time duration. If the system determines that a wheel detection event was not a final wheel detection event, the process 1500 can return to step 1502 (or another appropriate earlier step). If the system determines that a wheel detection event was a final wheel detection event, the process 1500 can end.Example Camera and Image Capturing Device Configuration

[0430] FIG. 16 is a flowchart of an example camera and sensor configuration and synchronization process 1600. As is discussed throughout the present disclosure, the system can be operatively configured to control a plurality of cameras, sensors, or other appropriate data capturing devices, to become activated at a specific moment in time such that each camera, sensor, or device, captures a common railcar aspect regardless of where the camera, sensor, or device is positioned with respect to a railcar that is traveling through the disclosed inspection portal. Configuring the cameras, sensors, and devices, can include determining and accounting for changes in a railcar speed, as well as determining and accounting for physical offsets, latencies, transmission delays, clock discrepancies, and the like.

[0431] At step 1602, the system can determine a current speed, as well as a speed trajectory (or axle path trajectory), in response to receiving wheel detection event(s) at one or more wheel detection sensors. As discussed above in connection with the description of FIG. 15, the system can estimate a railcar speed based on a difference between the timestamps corresponding to the rising edges detected at two separate wheel detection sensors, and furthermore comparing the timestamp difference to a distancebetween the two separate wheel detection sensors. For example, dividing the distance between the detection sensors by the difference between the timestamps can result in the railcar speed. The system can determine a current speed for the railcar based on other methods, such as analyzing for how long a “high” signal was present for a particular wheel detection sensor after detecting a rising edge. In one example, analyzing for how long a “high” signal was present for a particular wheel detection sensor after detecting a rising edge can include determining for how long the electromagnetic currents within the wheel detection sensors were dampened in response to a wheel passing over the sensor. Further, the system can determine an estimated speed, or a speed trajectory, based on a detected change in the current speed calculations. A change in calculated speeds can indicate whether a railcar is accelerating or decelerating. A detected or calculated speed can vary for individual cars as the train is traveling through an inspection portal, for example, based on power outputs by the train engine, braking patterns, turns in the railroad track, changes in elevation, etc. Accordingly, the system can determine a speed trajectory for a train based on a detected change in speed between successive cars, based on a detected change in speed between a predetermined number of cars (e.g., every other car, every third car, etc.), based on a model that is operatively configured to predict a speed based on a plurality of baseline inputs, based on a change in speed over a predetermined amount of time (e.g., 5 seconds, 10 seconds, 30 seconds, etc.), or based on other measurements.

[0432] As is discussed throughout the present disclosure, the system can estimate a current and / or future train speed by processing a plurality of wheel detection events in connection with a plurality of railcar wheel detection sensors and sensor readings. For example, the system can determine a railcar speed based on a delta in time between two wheel detection events and a distance between the corresponding sensors. The system can further estimate a railcar speed, or a speed trajectory, using a Random Sample Consensus (RANSAC) algorithm.

[0433] As will be understood by one of ordinary skill in the art, a RANSAC algorithm can be configured to estimate model parameters in the presence of outliers in a dataset. For example, a RANSAC model can be configured to determine a line of best fit within a dataset, where the line of best fit represents a model parameter (for example, atrain speed) despite the presence of outliers in the dataset. The line of best fit can represent a line that most closely aligns with the dataset, while disregarding the outliers.

[0434] As discussed throughout the present disclosure, the railcar detection sensors can malfunction, break, fail to recognize a passing train, etc., and thus a data point corresponding to a malfunctioning railcar detection sensor can be an outlier in a dataset processed via a RANSAC algorithm. Alternatively, properly functioning railcar detection sensors can generate signals which can correspond to inliers in the dataset provided to the RANSAC algorithm. In this way, a line of best fit in connection with a dataset of wheel detection events generated via a RANSAC algorithm can represent an estimated train speed and / or a train speed trajectory, notwithstanding outliers that may be present within the system. If the RANSAC algorithm cannot determine a line of best fit based on the data corresponding to wheel detection events, the system can continue to use a previously estimated speed.

[0435] The dataset provided to, and processed by, a RANSAC algorithm can include wheel detection events as identified at the railcar wheel detection sensors. Time, or X as represented in the example formulas below, can be an elapsed time since the first railcar wheel detection sensor reading. A time, X, for each railcar wheel detection sensor reading can be determined by subtracting a timestamp from a first sensor reading from a timestamp of a current sensor reading (or a sensor reading of interest). Distance, or Y as represented in the example formulas below, can be a physical distance between the wheel detection sensor corresponding to the first sensor reading and a current railcar detection sensor. The distance can be calculated, or updated, in response to each subsequent railcar detection sensor reading in a series of sensor readings. As is discussed throughout the present disclosure, the system can store distances between railcar detection sensors in the system configuration database 1312. Accordingly, Y can represent how far a train has traveled with respect to, and subsequent to the occurrence of, a first wheel crossing sensor event.

[0436] Time (X) and distance (Y) values corresponding to each railcar detection sensor reading can be modeled as (X, Y) data points or coordinates. The system can be configured to take two (X, Y) points in the dataset and furthermore calculate distances from other points to a line between the two points (a potential line of best fit). Thesystem can be configured to determine a number of outliners and inliers corresponding to the line between the two points. The system can iterate through pairs of points within the dataset for determining whether a new line of best fit exists based on newly received data points. The system can calculate a final speed estimate based on determined line of best fit.

[0437] For determining a distance between an (X, Y) data point and a modeled line, the system can use the example formula (1) below: distance

[0438] For determining an average inlier distance with respect to a modeled line, the system can use the example formula (2) below: sum of inlier distances „ „ averagelnherDistance = - (2) number of inliers

[0439] For determining a slope between two (X, Y) data points in the dataset, the system can use the example formula (3) below: slope (3)

[0440] Moreover, the system can calculate an estimated railcar speed (in miles per hour) based on a slope, calculated in accordance with formula (3), and a scaling factor. In one example, the scaling factor can be 56818200; however, it should be understood that other scaling factors can be used based on specific system configurations. For determining the railcar speed based on a slope and a scaling factor, the system can use the example formula (4) below: speedlnMph = slope X scalingF actor (4)

[0441] The system can also be configured to use the following example formulas for calculating a railcar speed:,T. „ , distance between sensor A and sensor B , . „ speedlnMph = - x scalingF actor (5)B. timestamp— A time stamp1 r 1 speedlnMph+mostRecentSpeed , „ speedlnlnchesPerNanosecond = - - — - - (6)2xscanng factor futureTimestamp = lastReading.timestamp + nanosecondsToTravelDistance (7) fourAxleSpan = lastDistancelnFeet — firstDistancelnFeet (8)

[0442] The system can be configured to determine camera burst timing settings based on a railcar speed and speed-related determinations. For example, given the system can model a railcar speed trajectory using algorithms and models such as a RANSAC algorithm, the system can further determine an amount of time until a railcar travels a particular distance. In this way, the system can be configured to determine a “time to travel distance” measurement, which can further be used for determining a future point in time at which to initiate triggering (such as burst triggering) for one or more cameras for capturing a specific railcar component. The system can be configured to use the following example formulas for calculating a “time to travel distance” measurement: speedlnlnchesPerNanosecond =speedInMph(9) scalingFactor, > > distancelnlnches+sensorMalfunctionOffset nanosecondsToTravelDistance = - speedlnlnchesPerNanosecond getTimeToTravelDistance = lastReading. timestamp + nanosecondsToTravelDistance

[0443] At step 1604, the system can determine one or more distance offsets corresponding to one or more sensors, cameras, or any device that is operatively configured to capture readings from a railcar approaching or passing through the disclosed inspection portal. As discussed above in connection with the description of FIG. 13, the system can store one or more known distance offsets, such as a distance 1314 between a particular railcar detection sensor and various cameras and data acquisition devices within the inspection portal, a distance 1302 between railcar detection sensors, etc. The railcar detection system 1202 can perform synchronization through measurements of the distance of cameras and their field of view to other parts of the system. Continuing this example, the system can vary the offset (e.g., 15.7 feet to 15.8 feet) manually to determine an effective offset. The system can determine the offset using particular algorithms. For example, the system can determine the location ofknown features of the train and their relationship to particular pixel coordinates in the captured images. The system can perform a binary search or other method to adjust the effective offset until the region of interest of the train / railcar is captured as desired, thereby achieving camera synchronization.

[0444] At step 1606, the system can determine a triggering latency or offset corresponding to each of the one or more cameras, sensors, devices, etc. As is discussed throughout the present disclosure, the railcar detection system 1202 can vary the capture rate and / or capture timing of each camera such that the inspection portal system can compensate for any differences in latency among different makes and / or models of camera, latencies in the mediums over which those devices can receive activation instructions, etc. Moreover, the system can, for example, synchronize the capture timing of cameras to within a microsecond of latency, such that all photos can be taken at the same time (i.e., within a microsecond). Determining a triggering latency or offset for a particular camera or data capturing device can include measuring an elapsed time between when an instruction for activating the device is executed and when the corresponding data is captured (e.g., when the picture is taken, when the infrared reading is received). Determining a triggering latency can also take into account timing aspects such as an elapsed time between when a wheel detection sensor is activated and when the signal is converted to a digital rising edge and furthermore processed for determining a current railcar speed.

[0445] At step 1608, the system can perform the optional step of adjusting a focus for one or more cameras. The system can include one or more motorized devices, such as stepper motors, that can be configured to focus camera lenses. For example, one or more cameras, or other data capturing devices, can be operatively connected to a stepper motor which can receive instructions to incrementally turn a focus ring or zoom ring on a camera lens. The system can be operatively configured to receive captured images from a camera, process the images to determine whether the subject of the image is properly focused, and furthermore instruct for the stepper motors to adjust the focus settings (if necessary). The system can include specific camera lenses with integrated stepper motors or stepper motor functionality, such as the C-M50IRlenses manufactured by FOCtek; however, other lenses and configurations can also be used. The system caninclude one or more stepper motor controllers for operatively connecting to the stepper motor lenses, such as the Tic T500 multi -interface controller manufactured by Pololu. A multi-port USB hub can allow for a plurality of stepper motor controllers and lenses to each individually receive activation instructions from the controller 1214 or trigger generator 1316. The system can be configured to dynamically perform the focusing step 1608 such that the focusing an occur in real-time; however, the focusing can also be performed in a non-dynamic and / or offline setting.

[0446] At step 1610, the system can generate bursts for one or more cameras or data capturing devices based on the detected speeds and offsets. For example, the inspection portal system, via the trigger generator 1316, can control the burst rate of one, some, or all of the cameras based on various inputs. For example, the system can cause one or more cameras to obtain images in a burst image capture mode (e.g., for certain regions of a car) and can cause the same camera(s) to obtain one or more images in a normal image capture mode (e.g., for certain other regions of a car). As a more specific example, the inspection portal system can trigger a burst image capture of the space between the trailing wheel of a first car and the leading wheel of a second, subsequent car. The inspection portal system can include a burst capture mode for area scan cameras to capture a specific piece of hardware or region of the railcar. For example, the inspection portal system can capture images or other data of the brakes, brake pads, or a particular nut, bolt, or pin. Continuing this example, there can be an optimal angle and / or vantage point from which to capture the image. Further continuing this example, it can be beneficial to capture an image right before that region passes (capture #1), capture an image at the time that region is approximately in the center of the camera’s frame (capture #2), and capture an image soon after that region passes the center of the frame (capture #3), for a total of 3 “burst” captures. The computing system of the inspection portal system can time the beginning of the “burst” of three images based on an offset to the time at which the first axle of a railcar passes the speed sensing system, as well as incorporating timing factors for the desired time between consecutive captures and a number of captured images. In capturing multiple images from slightly different vantage points, the inspection portal system can process those images (e.g., using a consensus, aggregation, or voting scheme) to generate better measurements and / or alerts andestimate a confidence value in those measurements or alerts. The inspection portal system can also generate geometric measurements and better outlier detections for derived metrics based on the camera’s reliable capture of specific regions of the railcars.

[0447] The inspection portal system can implement defect detection algorithms on all images captured by the cameras, thereby causing the system to generate detection measurements, detection alerts, detection notifications, etc. The detection algorithms can be specifically configured to detect railcar components and corresponding issues or defects, such as (but not limited to): low or peaked air hoses; broken angle cock and handle; anti-creep; displaced or missing bearing adapters; missing bearing end cap screws; displaced bearing liners; missing blind crosskeys; misaligned or angled bolsters; missing brake shoe keys; missing or worn brake shoes; missing coupler cotter keys; low or mismatched (high / low) couplers; missing crosskey retainers; missing draft cover bolts; broken follower block / draft stops; rise in friction wedges; low or offset gladhands; missing knuckle pins; broken lock lifts; retainer valve position; broken or chipped rims; misaligned or angled side frames; tread buildup; bound trolleys; broken, compressed, displaced, or missing truck springs; angularity in Y-47 bolts and brackets; broken yokes; anglecock handle position; axle wear; missing brake-beam cotter-keys; misaligned brakebeams; missing, broken, or bent brake wheels; cracked center-sills; coupler horn clearance or impacts; cracked couplers; broken, bent, or missing cut-levers; applied hand brakes; bent or broken horizontal handholds; knuckle face wear; missing ladder bolts or rungs; missing platform bolts; bent platforms; missing release rods; missing retainer valves; bents rungs; missing safety support bottom rods; side bearing rollers; off track side doors; bent or broken siderails; cracked side-sills; bent or broken sill steps; striker wear; missing U-bolt and anglecocks; and wheel sliding.

[0448] FIG. 17 illustrates an example line scan image capture from one or more cameras of the inspection portal system. The cameras of the inspection portal system can be configured to capture image slices of one or more cars, and furthermore generate one or more mosaic images by concatenating the image slices, as disclosed herein. The system can concatenate, or “stitch,” the image slices together using metadata corresponding to the image slices. The system can obtain continuous captures of a railcar using one or more line scan cameras. For each of the line scan cameras, the system canconfigure or dictate a capture / trigger rate for each line of pixels and / or an exposure based on the speed of the train at a time of capture. Configuring the line camera capture settings in this way can minimize geometric distortion (e.g., “stretch” or “squeeze”) of particular images, even while the speed of the passing train changes, such as during train acceleration or deceleration (braking) events.

[0449] As shown in FIG. 17, the system can arrange a plurality of individual line captures 1702 and / or exposures into various image components. The inspection portal system can combine the various image components into a concatenated image 1704, which is representative of one or more full railcars or portions of interest of railcars. The system can perform the continuous capture using one or more line scan cameras by employing the train speed estimation system to generate precise knowledge of the location and / or timing of a railcar’s axles as they pass through the inspection portal system. For example, the system can identify a specific starting and ending line of interest to generate an image of the component / region / railcar of interest. The line scan cameras can adjust a capture rate based on a detected railcar speed, speed trajectory, axle trajectory, etc.

[0450] FIG. 18 illustrates side-by-side comparisons of a line scan image capture and an area scan image capture from one or more cameras of the inspection portal system. The system can be configured to capture both line scan images and area scan images for a particular railcar component, cabin / car, wheel, etc. As shown in FIG. 18, the line scan capture 1704, as discussed above in connection with the description of FIG. 17, is shown in comparison to an area scan image 1802 of the same train cars and components. The area scan image 1802 can allow for the system to identify certain railcar components, and / or issues corresponding to those components, based on the curved (or wide view) perspective of area scan images. In response to receiving and processing an area scan image, such as the image 1802, the system can identify an anomaly, defect, or issue corresponding to a particular train car and in turn configure a line scan camera to capture data corresponding to the particular train car and / or the identified issue.Example Railcar Identification

[0451] FIG. 19 is a flowchart of an example railcar identification process 1900. At least one objective of the system as disclosed herein is to identify identification numbers (IDs) for entire railcars and / or individual cars. As is discus...

Claims

CLAIMS1. A system comprising: a plurality of wheel detection sensors configured to detect a presence and / or a nonpresence of wheels traveling along a railway; a computing device in communication with the plurality of wheel detection sensors, the computing device being configured to: receive a first set of sensor signals from the plurality of wheel detection sensors; identify one or more first wheel detection events based at least in part on the first set of sensor signals; generate one or more first time stamps corresponding to each of the one or more first wheel detection events; determine a first current estimated train speed based on the one or more first wheel detection events; output first capture instructions to one or more cameras for capturing images of at least a portion of a railcar based at least in part on the first current estimated train speed; generate one or more first time stamps for each respective image based at least in part on the one or more first wheel detection events; determine whether the one or more first wheel detection events are one or more final wheel detection events; and in response to determining the one or more first wheel detection events are not the one or more final wheel detection events: receiving a second set of sensor signals from the plurality of wheel detection sensors; identifying one or more second wheel detection events based at least in part on the second set of sensor signals;generating one or more second time stamps corresponding to each of the one or more second wheel detection events; determining a second current estimated train speed based on the one or more second wheel detection events; and outputting second capture instructions to the one or more cameras based at least in part on the second current estimated train speed, wherein the second capture instructions are different from the first capture instructions.

2. The system of claim 1, wherein the plurality of wheel detection sensors comprises one or more pressure switches attached to the railway.

3. The system of claim 1, wherein the plurality of wheel detection sensors comprises one or more light curtains.

4. The system of claim 1, wherein the plurality of wheel detection sensors comprises one or more microphones, the computing device being configured to recognize one or more sounds indicative of train wheels passing by the one or more microphones.

5. The system of claim 1, wherein the first capture instructions and the second capture instructions comprise instructions for capturing images according to a frame rate determination based at least in part on the first current estimated train speed and the second current estimated train speed, respectively.

6. The system of claim 1, wherein the first capture instructions and the second capture instructions comprise instructions for initiating one or more image captures according to a timing determination based at least in part on the first current estimated train speed and the second current estimated train speed, respectively.

7. The system of claim 6, wherein the timing determination includes a timing offset to compensate for one or more signal latencies associated with transmitting and / or processing the first capture instructions or the second capture instructions, respectively.

8. The system of claim 6, wherein the timing determination includes a timing offset to compensate for a physical distance between a location of the one or more wheel detection sensors and a location of the one or more cameras.

9. The system of claim 8, wherein the timing offset has an accuracy that results in a captured image of a region of the railcar that is within a predetermined distance of an intended region of the railcar.

10. The system of claim 1, wherein determining whether the one or more first wheel detection events are the one or more final wheel detection events comprises determining whether a predetermined duration has expired without receiving any subsequent sensor signals from the plurality of wheel detection sensors.

11. The system of claim 1, wherein determining whether the one or more first wheel detection events are the one or more final wheel detection events comprises determining whether a determined duration has expired without receiving any subsequent sensor signals from the plurality of wheel detection sensors, the determined duration being determined based at least in part on a timing of the first set of sensor signals.

12. The system of claim 11, wherein the determined duration is two standard deviations of a mean time between sensor signals.

13. A method comprising: receiving a first set of sensor signals from a plurality of wheel detection sensors configured to detect a presence and / or a non-presence of wheels traveling along a railway; identifying one or more first wheel detection events based at least in part on the first set of sensor signals; determining a first current estimated train speed based on the one or more first wheel detection events;outputting first capture instructions to one or more cameras for capturing images of at least a portion of a railcar based at least in part on the first current estimated train speed; generating one or more first time stamps for each respective image based at least in part on the one or more first wheel detection events; determining whether the one or more first wheel detection events are one or more final wheel detection events; and in response to determining the one or more first wheel detection events are not the one or more final wheel detection events: receiving a second set of sensor signals from the plurality of wheel detection sensors; identifying one or more second wheel detection events based at least in part on the second set of sensor signals; generating one or more second time stamps corresponding to each of the one or more second wheel detection events; determining a second current estimated train speed based on the one or more second wheel detection events; and outputting second capture instructions to the one or more cameras based at least in part on the second current estimated train speed, wherein the second capture instructions are different from the first capture instructions.

14. The method of claim 13, wherein the first capture instructions and the second capture instructions comprise instructions for capturing images according to a frame rate determination based at least in part on the first current estimated train speed and the second current estimated train speed, respectively.

15. The method of claim 13, wherein the first capture instructions and the second capture instructions comprise instructions for initiating one or more image captures according to a timing determination based at least in part on the first current estimated train speed and the second current estimated train speed, respectively.

16. The method of claim 13, wherein determining whether the one or more first wheel detection events are the one or more final wheel detection events comprises determining whether a predetermined duration has expired without receiving any subsequent sensor signals from the plurality of wheel detection sensors.

17. The method of claim 13, wherein determining whether the one or more first wheel detection events are the one or more final wheel detection events comprises determining whether a determined duration has expired without receiving any subsequent sensor signals from the plurality of wheel detection sensors, the determined duration being determined based at least in part on a timing of the first set of sensor signals.

18. The method of claim 17, wherein the determined duration is two standard deviations of a mean time between sensor signals.

19. A non-transitory, computer readable medium storing instructions that, when executed by one or processors, causes a computing system to: receive a first set of sensor signals from a plurality of wheel detection sensors configured to detect a presence and / or a non-presence of wheels traveling along a railway; identify one or more first wheel detection events based at least in part on the first set of sensor signals; determine a first current estimated train speed based on the one or more first wheel detection events; output first capture instructions to one or more cameras for capturing images of at least a portion of a railcar based at least in part on the first current estimated train speed; generate one or more first time stamps for each respective image based at least in part on the one or more first wheel detection events; determine whether the one or more first wheel detection events are one or more final wheel detection events; andin response to determining the one or more first wheel detection events are not the one or more final wheel detection events: receiving a second set of sensor signals from the plurality of wheel detection sensors; identifying one or more second wheel detection events based at least in part on the second set of sensor signals; generating one or more second time stamps corresponding to each of the one or more second wheel detection events; determining a second current estimated train speed based on the one or more second wheel detection events; and outputting second capture instructions to the one or more cameras based at least in part on the second current estimated train speed, wherein the second capture instructions are different from the first capture instructions.

20. The non-transitory, computer readable medium of claim 19, wherein the first capture instructions and the second capture instructions comprise instructions for capturing images according to a frame rate determination based at least in part on the first current estimated train speed and the second current estimated train speed, respectively.

21. The non-transitory, computer readable medium of claim 19, wherein the first capture instructions and the second capture instructions comprise instructions for initiating one or more image captures according to a timing determination based at least in part on the first current estimated train speed and the second current estimated train speed, respectively.

22. The non-transitory, computer readable medium of claim 19, wherein determining whether the one or more first wheel detection events are the one or more final wheel detection events comprises determining whether a predetermined duration has expired without receiving any subsequent sensor signals from the plurality of wheel detection sensors.

23. The non-transitory, computer readable medium of claim 19, wherein determining whether the one or more first wheel detection events are the one or more final wheel detection events comprises determining whether a determined duration has expired without receiving any subsequent sensor signals from the plurality of wheel detection sensors, the determined duration being determined based at least in part on a timing of the first set of sensor signals.

24. The non-transitory, computer readable medium of claim 23, wherein the determined duration is two standard deviations of a mean time between sensor signals.

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