System and methods for automated decoupling of railcars

Abstract

Described are automated decoupling systems that include a positioning system to position an end effector relative to moving railcars of a train in a switchyard and decouple one or more railcars of the train, including a pair of rails arranged alongside a railway track. A mobile platform is displaceable along the pair of rails and a rail cover houses the pair of rails and the mobile platform and has an upper surface configured for supporting one or more individuals. The end effector includes a gripping mechanism, an extension arm extending along an x-axis and rotatably attached at a first end to the gripping mechanism. Methods for communication, detection and synchronization of the automated decoupling systems are also described.

Description

P92731806US01 / 92731811SYSTEM AND METHODS FOR AUTOMATED DECOUPLING OF RAILCARSCROSS REFERENCE TO RELATED APPLICATIONS

[0001] The patent application claims priority under 35 USC § 119(e) to U.S. Provisional Application 63 / 700107 filed on September 27, 2024, and U.S. Provisional Application 63 / 709042 filed on October 18, 2024, the entire disclosures of which are incorporated herein in their entireties.TECHNICAL FIELD

[0002] The disclosure relates generally to the field of managing operations in a railroad switchyard, and, more specifically, to systems and methods to automate decoupling operations in classification trainyards.BACKGROUND

[0003] A railroad network typically contains one or more switchyards in which railcars are routed from tracks leading from a departure point to tracks going to a destination point. A switchyard generally has four main components, namely receiving tracks, a railcar switching mechanism, a set of classification tracks and a set of departure tracks. Incoming trains deliver railcars in the receiving tracks. The railcars are decoupled from each other, and then individual railcars are routed to respective classification tracks.

[0004] Two types of switching mechanisms are in use today. The first one is a hump switchyard, which uses a hump over which a railcar is pushed by a locomotive. At or near the top of the hump adjacent railcars are decoupled from each other and the newly-freed railcars are allowed to roll on the other side of the hump under the effect of gravity. A track switch establishes a temporary connection between the hump tracks and a selected classification tracks such that the railcars can roll into the respective classification tracks. A departure train is constituted when the requisite number of railcars has been placed in a set of classification tracks and the railcars have been coupled in their new configuration.

[0005] The second type of switch mechanism is a flat switch. The principle is generally the same as a hump switchyard except that instead of using gravity to direct railcars to theP92731806US01 / 92731811 desired classification tracks, a locomotive is used to push the railcar from the receiving tracks to the selected set of classification tracks.

[0006] Unfortunately, manual decoupling operations to separate the incoming railcars are a significant bottleneck in classification yards, causing delays and safety hazards and impacting the overall throughput of the classification yard. Decoupling operations involve complex maneuvers and physical interactions carried out manually by switchyard personnel between moving cars, posing inherent safety risks. Manual decoupling requires extensive training for operators to develop the necessary skills and knowledge. The complex nature of the task demands comprehensive training programs, which can be time-consuming and costly. The railway industry often encounters employee absenteeism issues, leading to workforce gaps and disruptions in the yard. Manual decoupling is constrained by the speed of human operation, which limits the classification yard’s capacity to handle higher volumes of switching. Expanding yard capacity would require significant investments in new switching yards to parallelize these tasks.

[0007] Against the background described above, there remains a need in the industry to provide a rail car decoupling solution that alleviates at least part of the deficiencies associated with existing methods.SUMMARY

[0008] The current disclosure relates generally to the automation of decoupling operations in classification trainyards. Specifically, disclosed herein is an apparatus and rail member for supporting and displacing an automated railcar decoupling device, and which is capable of being walked on by trainyard personnel. Also disclosed are details of the automated railcar decoupling device, and methods of controlling same.

[0009] Advantageously, embodiments of the automation systems described herein minimize bottlenecks and improve overall yard productivity. The automated decoupling systems enhance safety by reducing the potential for human error and associated incidents as well as help alleviate labor shortages and operator absenteeism by reducing the reliance on manual labor. The automated decoupling operations also reduce the need for specialized operator training. By automating decoupling, the switchyard system can operate reliably and improve overall yard performance. Orchestrated, automated improvements canP92731806US01 / 92731811 significantly increase switching speeds and increase the overall volume of operations in the yard.

[0010] In some embodiments, described is a positioning system for supporting and displacing an end-effector to position the end-effector relative to moving railcars of a train in a switchyard, the end-effector being configured to decouple one or more railcars of the train, the positioning system including: a pair of rails configured to be arranged alongside a railway track in the switchyard, a mobile platform displaceable along the pair of rails to position the mobile platform relative to the railcars of the train moving on the railway track, a rail cover configured to house the pair of rails and the mobile platform, the rail cover including an upper surface configured for supporting one or more individuals.

[0011] Embodiments can include one or more of the following features: the upper surface of the rail cover is configured as a walkway for supporting weight of the one or more individuals walking thereupon. The rail cover is installed on the positioning system, the upper surface of the rail cover is free from openings into an interior region of the rail cover. The rail cover includes a first side surface on a first side of the rail cover and a second side surface on a second side of the rail cover, the first side surface of the rail cover has a longitudinal opening extending longitudinally along the first side of the rail cover, and when the end-effector is mounted to the mobile platform, a mounting structure for mounting the end-effector to the mobile platform extends through the longitudinal opening and is displaceable along the longitudinal opening when the mobile platform is displaced along the pair of rails. The rail cover includes an internal support structure configured to support the upper surface of the rail cover. The internal support structure includes a plurality of generally c-shaped support structures configured to be arranged in a spaced-apart manner along a length of the positioning system, each generally c-shaped support structure having an upper member configured to support the upper surface of the rail cover. Each generally c-shaped support structure has a lower member configured to support the pair of rails. The lower member of each generally c-shaped support structure has a pair of supports extending upwardly therefrom to support the pair of rails of the positioning system. Each generally c- shaped support structure has a first open end and a second closed end, the generally c-shaped support structures being arranged such that the first open end of each generally c-shapedP92731806US01 / 92731811 support structure faces the longitudinal opening extending longitudinally along the first side surface of the rail cover.

[0012] In some arrangements, the rail cover further includes a plurality of electrical power rails for providing electrical power to the mobile platform, the plurality of electrical power rails extending longitudinally along the rail cover. The plurality of electrical power rails are supported by the internal support structure. The plurality of electrical power rails are arranged in a vertically spaced-apart manner proximal an internal side of the second closed ends of the generally c-shaped support structures of the internal support structure. The mobile platform includes a plurality of electrical power brushes in running contact with the plurality of electrical power rails to receive electrical power. The mobile platform includes one or more electrical connectors for providing one or more electrical connections between the mobile platform and the end-effector to provide electrical power received from the plurality of electrical power rails to the end-effector. Including the mounting structure for mounting the end-effector to the mobile platform. The mobile platform includes a drive assembly controllable to control displacement of the mobile platform along the pair of rails. The drive assembly includes an electrical motor mounted to the mobile platform. The drive assembly further includes a drive wheel operatively coupled to the electrical motor, the positioning system further includes a drive belt configured to be arranged in the interior region of the rail cover such that a length of the drive belt extends parallel to the pair of rails, and the drive wheel is arranged to be in running contact with the drive belt. The drive wheel is a toothed wheel and the drive belt is a toothed belt. The drive assembly further includes a pair of tensioning wheels arranged on either side of the drive wheel, the tensioning wheels being configured to maintain the drive wheel in running contact with the drive belt. Including a drive rail configured to be arranged in the interior region of the rail cover such that a length of the drive rail extends parallel to the pair of rails, wherein the drive rail is configured to support the drive belt. The drive rail is configured to be arranged such that the drive rail is located between the pair of rails and vertically offset lower than the pair of rails.

[0013] In some arrangements, the pair of rails includes a first rail and a second rail, and the mobile platform further includes: a first plurality of guide wheel arrangements configured to be arranged in running contact with the first rail, each guide wheel arrangement of theP92731806US01 / 92731811 first plurality of guide wheel arrangements including: an upper guide wheel configured to be arranged in running contact with an upper surface of the first rail, a side guide wheel configured to be arranged in running contact with a lateral side surface of the first rail, and a lower guide wheel configured to be arranged in running contact with a lower surface of the first rail, a second plurality of guide wheel arrangements configured to be arranged in running contact with the second rail, each guide wheel arrangement of the second plurality of guide wheel arrangements including: an upper guide wheel configured to be arranged in running contact with an upper surface of the second rail, a side guide wheel configured to be arranged in running contact with a lateral side surface of the second rail, and a lower guide wheel configured to be arranged in running contact with a lower surface of the second rail. The mobile platform has a first lateral side configured to be arranged proximal to the first rail and a second lateral side configured to be arranged proximal to the second rail, the first plurality of guide wheel arrangements includes: a first guide wheel arrangement operatively coupled to the mobile platform such that the first guide wheel arrangement is located on the first lateral side of the mobile platform proximate a first end of the mobile platform, and a second guide wheel arrangement operatively coupled to the mobile platform such that the second guide wheel arrangement is located on the first lateral side of the mobile platform proximate a second end of the mobile platform, and the second plurality of guide wheel arrangements includes: a third guide wheel arrangement operatively coupled to the mobile platform such that the third guide wheel arrangement is located on the second lateral side of the mobile platform proximate the first end of the mobile platform, and a fourth guide wheel arrangement operatively coupled to the mobile platform such that the fourth guide wheel arrangement is located on the second lateral side of the mobile platform proximate the second end of the mobile platform. The mobile platform further includes a wireless communication module configured for wireless communication with a computing system to receive, from the computing system, control commands for controlling displacement of the mobile platform along the pair of rails. The wireless communication module is configured for wireless communication with the computing system to transmit, to the computing system, data representative of position and / or velocity of the mobile platform. The pair of rails and the rail cover have a modular construction. Each rail of the pair of rails includes a plurality of rail segments configured to be connected in series. TheP92731806US01 / 92731811 rail cover includes a plurality of rail cover panels configured to be individually removable from the rail cover.

[0014] In some embodiments, described is a positioning system for supporting and displacing an end-effector to position the end-effector relative to moving railcars of a train in a switchyard, the end-effector being configured to decouple one or more railcars of the train, the positioning system including: a pair of rails configured to be arranged alongside a railway track in the switchyard, a mobile platform displaceable along the pair of rails to position the mobile platform relative to the railcars of the train moving on the railway track. The mobile platform includes a first plurality of guide wheel arrangements configured to be arranged in running contact with a first rail of the pair of rails, each guide wheel arrangement of the first plurality of guide wheel arrangements including: an upper guide wheel configured to be arranged in running contact with an upper surface of the first rail, a side guide wheel configured to be arranged in running contact with a lateral side surface of the first rail, and a lower guide wheel configured to be arranged in running contact with a lower surface of the first rail, a second plurality of guide wheel arrangements configured to be arranged in running contact with a second rail of the pair of rails, each guide wheel arrangement of the second plurality of guide wheel arrangements including: an upper guide wheel configured to be arranged in running contact with an upper surface of the second rail, a side guide wheel configured to be arranged in running contact with a lateral side surface of the second rail, and a lower guide wheel configured to be arranged in running contact with a lower surface of the second rail.

[0015] In some embodiments, described is an automated system for decoupling moving railcars of a train in a switchyard, the automated system including: an end-effector with a railcar decoupling end-effector, the end-effector including: a mobile member having a passive degree of freedom, a sensor configured to detect that the mobile member has been moved along the passive degree of freedom by contact between the mobile member and an external rod, and at least one gripping hook configured to rotate about a first rotational axis in response to the contact and thereby grip the external rod, and a positioning system for supporting and displacing the end-effector to position the end-effector relative to moving railcars of the train to engage the external rod to decouple two or more railcars of the train. The positioning system including: a pair of rails configured to be arranged alongside aP92731806US01 / 92731811 railway track in the switchyard, a mobile platform displaceable along the pair of rails to position the mobile platform relative to the railcars of the train moving on the railway track, a rail cover configured to house the pair of rails and the mobile platform, the rail cover including an upper surface configured for supporting one or more individuals.

[0016] In some embodiments, described is an end-effector with a railcar decoupling endeffector including: a mobile member having a passive degree of freedom, a sensor configured to detect that the mobile member has been moved along the passive degree of freedom by contact between the mobile member and an external rod, and at least one gripping hook configured to rotate about a first rotational axis in response to the contact and thereby grip the external rod.

[0017] Embodiments can include one or more of the following features: a turning mechanism that is configured to let the at least one gripping hook to rotate about a second rotational axis. The passive degree of freedom is a rotational degree of freedom. The mobile member includes at least one extension arm extending from the gripping hook and the at least one sensor measures an angle of deflection of the at least one extension arm. The at least one extension arm is configured to be raised and lowered in a plane that intersects the first rotational axis. The at least one extension arm is rotatably mounted to a mounting board, and the mounting board is fixedly mounted to a mobile platform. The at least one gripping hook is mounted to a carriage that is configured to displace the at least one gripping hook along a first translation axis. The gripping hook is configured to carry out a rotational motion around the translation axis. An angle sensor configured to detect contact between the mobile member and the external rod. The mobile member is connected to at least one spring. The external rod is an operating lever of a train car coupler.

[0018] In some embodiments, described is a railcar decoupling mechanism including a gripping mechanism, an extension arm extending along an x-axis and rotatably attached at a first end to the gripping mechanism such that the gripping mechanism can rotate about the x-axis, a mounting board connecting the extension arm at a second end to a rail mounting structure, the mobile carriage being configured to translate the extension arm along ay-axis perpendicular to the x-axis, wherein the extension arm is rotatably mounted to the mountingP92731806US01 / 92731811 board so that the extension arm has two degrees of freedom with respect to the mounting board.

[0019] In some embodiments, described is a method for controlling an automated decoupling system, the method including: receiving a train data record and one or more decoupling tasks from a central control system of a switchyard, wherein the train data record includes information about each railcar of a moving train in the switchyard and each decoupling task indicates a segment of one or more railcars to be decoupled from the train, generating a decoupling plan for carrying out the one or more decoupling tasks, wherein the decoupling plan indicates, for each decoupling task, a target decoupling location for decoupling each respective segment, and causing a mechanical system of the automated decoupling system to be controlled to carry out one or more decoupling operations in accordance with the decoupling plan.

[0020] Embodiments can include one or more of the following features: receiving direct or indirect feedback from the mechanical system indicating an error, and communicating the error to the central control system. The error indicates decoupling of a particular segment was unsuccessful, the method further including: receiving an updated decoupling task from the central control system in response to the error, generating an updated decoupling plan to include a same or different target decoupling location for the particular segment, and causing the mechanical system to be controlled to carry out one or more decoupling operations in accordance with the updated decoupling plan. Generating the decoupling plan includes, for a target segment to be decoupled from the train: determining a center of gravity of the target segment, and determining the target decoupling location for decoupling the target segment, the target decoupling location being based on an expected location of a target coupler to be decoupled when the center of gravity of the target segment is expected to reach a predefined location. The switchyard is a hump yard and the predefined location is a crest of a hump in the hump yard. The target decoupling location is upstream of the expected location of the target coupler when the center of gravity of the target segment is expected to reach the predefined location, wherein upstream is defined to be a direction opposite to a direction of travel of the moving train. Determining the center of gravity of the target segment includes computing the center of gravity of the target segment using information contained in the train data record about a weight and length of each railcar inP92731806US01 / 92731811 the target segment. A computing system for controlling an automated decoupling system, the computing system including: a processing unit, and a memory storing instructions thereon, wherein the instructions are executable by the processing unit to cause the computing system to carry out the methods described. A non-transitory computer readable medium having instructions stored thereon, wherein the instructions are executable by a processing unit of a computing system to cause the computing system to carry out the method s described.

[0021] In some embodiments, described is a method for controlling a mobile platform of an automated decoupling system, the method including: receiving sensor data from a plurality of sensor located along a railway track in a switchyard, the sensor data indicating detected positions of a railcar of a moving train over multiple timepoints, a target coupler to be decoupled being located at an end of the railcar, computing a velocity of the railcar using the sensor data, and generating a first control command to cause the mobile platform to match the velocity of the railcar.

[0022] Embodiments can include one or more of the following features: after generating the first control command, generating a second control command to cause the mobile platform to decelerate after the mobile platform is within a threshold distance of the target coupler, after generating the second control command and in response to receiving a signal indicating contact with the target coupler, generating a third control command to cause the mobile platform to match the velocity of the railcar, and after generating the third control command, generating a fourth control command to cause the mobile platform to return to an initial position. The fourth control command is generated further in response to receiving a signal indicating the target coupler is decoupled. After generating the second control command and prior to generating the fourth control command, generating a fifth control command to cause an end-effector supported by the mobile platform to carry out a decoupling operation. Computing an acceleration of the railcar using the sensor data, wherein the first control command further causes the mobile platform to match the acceleration of the railcar. The target coupler is defined in a decoupling task of a decoupling plan containing one or more decoupling tasks. Receiving the decoupling plan. The computed velocity and the detected positions of the railcar are stored as train status information, and wherein the train status information is used together with the decoupling plan to determine a location of the targetP92731806US01 / 92731811 coupler. The train status information further includes an identifier of the railcar, and the identifier of the railcar is used to identify the target coupling in accordance with the decoupling plan. A computing system for controlling an automated decoupling system, the computing system including: a processing unit, and a memory storing instructions thereon, wherein the instructions are executable by the processing unit to cause the computing system to carry out the methods described. A non-transitory computer readable medium having instructions stored thereon, wherein the instructions are executable by a processing unit of a computing system to cause the computing system to carry out the methods described.

[0023] These and other aspects of the disclosure will now become apparent to those of ordinary skill in the art upon review of the following description of embodiments of the disclosure in conjunction with the accompanying drawings.

[0024] All features of exemplary embodiments which are described in this disclosure and are not mutually exclusive can be combined with one another. Elements of one embodiment or aspect can be utilized in the other embodiments / aspects without further mention. Other aspects and features of the present invention will become apparent to those ordinarily skilled in the art upon review of the following description of specific embodiments in conjunction with the accompanying Figures.BRIEF DESCRIPTION OF THE DRAWINGS

[0025] A detailed description of embodiments of the disclosure is provided below, by way of example only, with reference to the accompanying drawings, in which:

[0026] FIG. 1 A is a schematical illustration of a switchyard;

[0027] FIG. IB is an illustration of a portion of switchyard with an integrated automated decoupling system in accordance with a specific embodiment;

[0028] FIG. 1C illustrates common types of decoupling levers that are used to decouple various types of railcars;

[0029] FIGS. 2-3 are perspective and end views of a positioning system of the automated decoupling system in accordance with a specific embodiment;P92731806US01 / 92731811

[0030] FIG. 4 illustrates the positioning system in place next to a railcar on top of a railway track in accordance with a specific embodiment;

[0031] FIG. 5 is an end view of the positioning system with an end-effector mounted thereto in accordance with a specific embodiment;

[0032] FIG. 6 is a bottom view of a decoupling rail and mobile platform of the positioning system in accordance with a specific embodiment;

[0033] FIGS. 7 and 8 are perspective and lower perspective views of the mobile platform of the positioning system in accordance with a specific embodiment;

[0034] FIG. 9 shows an upper perspective view of the mobile platform with its upper panel removed in accordance with a specific embodiment;

[0035] FIGS. 10A-C illustrate elements of the end-effector in accordance with a specific embodiment;

[0036] FIGS. 10D-E show details of the gripping mechanism of the end-effector in accordance with a specific embodiment;

[0037] FIG. 11 illustrates a lifted position of the extension arms of the end-effector;

[0038] FIG. 12 is a perspective view of the end-effector grasping a decoupling lever;

[0039] FIGS. 13A-F are views from above illustrating various positions adopted by the endeffector when grasping a decoupling lever;

[0040] FIG. 14 is a flowchart illustrated an example method for grasping and turning a decoupling lever with the end-effector;

[0041] FIG. 15 illustrates a block diagram of an example simplified computing system of the automated decoupling system;

[0042] FIG. 16 is a block diagram illustrating an example automated decoupling system;

[0043] FIG. 17 is a flowchart illustrating an example method for controlling an automated decoupling system;

[0044] FIG. 18 is an example train segment made of three railcars;P92731806US01 / 92731811

[0045] FIG. 19 illustrates an example of how a plurality of sensors may be located at different positions along a railway track;

[0046] FIGS. 20A-C illustrate three sensors placed at respective positions along a railway track;

[0047] FIG. 21 is a flowchart illustrating an example method for controlling the mobile platform of the automated decoupling system.

[0048] FIG. 22 is an illustration of a portion of switchyard with an integrated automated decoupling system in accordance with a second embodiment;

[0049] FIG. 23 is an end view of a positioning system of the automated decoupling system in accordance with the embodiment of FIG. 22;

[0050] FIG. 24 illustrates the positioning system in place next to a railcar on top of a railway track in accordance with the embodiment of FIG. 22;

[0051] FIGS. 25A-B are end views of two variations of the positioning system with an endeffector mounted thereto in accordance with the embodiment of FIG. 22;

[0052] FIGS. 26A-B illustrate elements of the end-effector in accordance with the embodiment of FIG. 22;

[0053] FIGS. 27 and 28 are perspective and lower perspective views of the mobile platform of the positioning system in accordance with the embodiment of FIG. 22;

[0054] FIG. 29 illustrates a lifted position of the extension arms of the end-effector in accordance with the embodiment of FIG. 22; and

[0055] FIGS. 30A-D show details of the gripping mechanism of the end-effector in accordance with the embodiment of FIG. 22.

[0056] In the drawings, the embodiments of the disclosure are illustrated by way of examples. It is to be expressly understood that the description and drawings are only for the purpose of illustration and are an aid for understanding. They are not intended to be a definition of the limits of the disclosure.DETAILED DESCRIPTIONP92731806US01 / 92731811

[0057] Specific examples of implementation of the disclosure will now be described with reference to the Figures. overview

[0058] FIG. 1 A is an illustration of a hump switchyard in which railcars are decoupled and rearranged into new trains. The hump switchyard 10 has receiving tracks 12, a hump 14, classification tracks 16, and departure tracks 17.

[0059] The receiving tracks 12 include railway sections in which an incoming train delivers railcars to be switched. The receiving tracks 12 lead to the hump 14. The hump 14 includes a set of tracks 20 that lead to the hump crest 18 that is the highest elevation of the hump 14. Railcars are pushed by a locomotive on the tracks 20 up to the hump crest 18 at which point the railcar rolls down the hump 14 by gravity toward the set of classification tracks 16. The railcar passes through retarders 22 that will reduce its speed, allowing it to gently coast in any one of the selected classification tracks 16. A track switch 24 located downstream the retarders 22 temporarily connects the tracks 12 to a selected one of the classification tracks 16 to direct the railcar to the desired classification track 16. The receiving tracks 12 form a switching queue in which railcars that are delivered to the hump switchyard 10 await to be switched.

[0060] The classification tracks 16 lead to the departure tracks 17. The hump switchyard 10 shown in the drawings includes ten classification tracks organized into two groups of five tracks, each connecting to the departure track 17, however other configurations and numbers of tracks and groups are possible.

[0061] Generally, the classification tracks 16 are used to assemble train blocks. Train blocks are pulled out of the classification tracks into the departure tracks 17 where the actual departure train is built. When a complete train is assembled into a single classification track 16, the departure train leaves that track by passing through the departure track 17. Also included is a reswitching track 26, which provides a buffering mechanism where one or more railcars can be temporarily put in storage without blocking the flow of other railcars through the hump switchyard.P92731806US01 / 92731811

[0062] A hump switchyard of the type described in FIG. 1A is the basis of the following description of anon-limiting example of implementation of an automated railcar decoupling system. However, it should be expressly noted that the principles disclosed apply equally well to a flat switchyard. A flat switchyard operates generally in the same way as described earlier in that incoming trains deliver railcars at the input side of the flat switchyard and the individual railcars are decoupled and rerouted to classification tracks to assemble departure trains in departure tracks.

[0063] FIG. IB is an illustration of a portion of the hump switchyard 10 of FIG. 1 A with an integrated automated decoupling system 100 in use for decoupling the individual railcars 50. FIG. 22 is an illustration of a portion of the hump switchyard 10 of FIG. 1A with a second embodiment of an integrated automated decoupling system 3100 in use for decoupling the individual railcars 50.

[0064] The automated decoupling system 100 and automated decoupling system 3100 include a communication module 1610, a detection and synchronization module 1620, and a mechanical system 175. A coordinate system 102 is used throughout this description to describe the motion of the various elements of the mechanical system 175 of the automated decoupling system 100 and automated decoupling system 3100.

[0065] Referring to FIG. IB, two railcars 50 are illustrated on a railway track 52. The mechanical system 175 of the automated decoupling system 100 includes a positioning system 110 that runs parallel to the railway track 52. The mechanical system also includes an end-effector 500. The positioning system 110 has functions for supporting and displacing the end-effector 500 relative to the moving railcars 50, using a mobile platform 300. The end-effector 500 is specialized to decouple adjacent railcars 50.

[0066] The mechanical system 175 interfaces with a detection and synchronization module 1620 and a communication module 1610 that control the displacement of the mobile platform 300 and the operation of the end-effector 500 to uncouple the railcars 50. A central control system 180 that oversees operations in the yard communicates with the communication module 1610.

[0067] FIG. 1C illustrates common types of decoupling levers 58 that are used to decouple various types of railcars 50. The decoupling levers 58 are attached to railcar connectors 56P92731806US01 / 92731811 that couple respective railcars 50 together. As can be seen, there are various types and shapes of decoupling levers 58 in use. Irrespective of the particular design, the decoupling lever 58 must be grasped and then rotated with sufficient force to overcome the forces holding the respective components of each railcar connector 56 to each other. Thus, the automated decoupling system 100 and automated decoupling system 3100 must have inherent flexibility in its function to be able to successfully maneuver the differing lever designs.- 1stembodiment

[0068] FIG. 2 shows a perspective view of the positioning system 110, which is designed for supporting and displacing an end-effector 500 relative to the moving railcars to decouple one or more of the railcars of the train (as illustrated in FIG. IB).

[0069] The positioning system 110 has a decoupling rail 200 that includes a pair of rails 202 and various supporting structures that are surrounded by a rail cover 220. The positioning system 110 enables a mobile platform 300 that supports the end-effector 500 to move along the pair of rails 202. FIG. 6 is a bottom view of the decoupling rail 200, mobile platform 300, and portions of the rail cover 220.

[0070] In the decoupling rail 200, the pair of rails 202 includes a first rail 204 and a second rail 206 and are configured as long cylindrical tubes, but alternatively can be square tubes or other types of track systems. Further, the pair of rails 202 has a modular construction; the first rail 204 and second rail 206 are each made up of multiple rail segments that are connected in series with an alignment mechanism.

[0071] The pair of rails 202 is configured to be arranged alongside a railway track 52, as shown in FIG. IB. The mobile platform 300 moves along the pair of rails 202 (in the y direction), with the end-effector 500 supported on the mobile platform 300. The mobile platform 300 displaces the end-effector 500 accurately and at precise speeds while maintaining a low-profile design.

[0072] The rail cover 220 houses the pair of rails 202 and the mobile platform 300. The rail cover 220 has an upper surface 222. The rail cover 220 is made of multiple rail cover panels 221 that form the upper surface 222 and are individually removable from the rail cover 220 in a modular construction. These cover panels 221 are designed so that when installed intoP92731806US01 / 92731811 the positioning system 110, the upper surface 222 of the rail cover 220 is free from openings into an interior region 224 of the rail cover 220. Eliminating any such openings eliminates a potential hazard to any individuals walking on the rail cover 220 and reduce the incursion of precipitation or debris into the interior region 224 of the rail cover 220.

[0073] The rail cover 220 does include an opening through which the end-effector 500 is mounted to the mobile platform 300 that is within the interior region 224. This opening is at a lateral side of the rail cover 220. That is, the rail cover 220 includes a first side surface 226 on a first side of the rail cover 220 and a second side surface 228 on a second side of the rail cover 220. The first side surface 226 of the rail cover has a longitudinal opening 230 extending longitudinally along the first side surface 226 of the rail cover. When the endeffector 500 is mounted to the mobile platform 300, a mounting structure 540 for mounting the end-effector to the mobile platform extends through the longitudinal opening 230 and is displaceable along the longitudinal opening 230 when the mobile platform 300 is displaced along the pair of rails 202.

[0074] The decoupling rail 200 comprises an internal support structure 232 that supports the upper surface 222 of the rail cover 220. This internal support structure 232 includes multiple generally c-shaped support structures 234 that are arranged in a spaced-apart manner along the length (e.g., along the y axis) of the decoupling rail 200. Each generally c-shaped support structure 234 has an upper member 236 configured to support the upper surface 222 of the rail cover, as well as a lower member 238 configured to support the pair of rails 202. The lower member 238 of each generally c-shaped support structure has a pair of supports 240 extending upwardly therefrom to support the pair of rails 202 of the positioning system 110. Each generally c-shaped support structure has a first open end and a second closed end and are arranged such that the first open end of each generally c-shaped support structure faces the longitudinal opening extending longitudinally along the first side surface 226 of the rail cover.

[0075] Also visible in FIG. 2 are multiple electrical power rails 250 for providing electrical power to the mobile platform 300. The electrical power rails 250 extend longitudinally along the rail cover 220 and are supported by the internal support structure 232. The electrical power rails 250 are arranged in a vertically spaced-apart manner proximal to an internal sideP92731806US01 / 92731811(e.g., a medial side) of the second closed ends of the generally c-shaped support structures 234 of the internal support structure 232, and are on the opposite side of the rail cover 220 from the longitudinal opening 230 (e.g., along the interior of the second side surface). A drive rail 260 in also located in the interior region 224 of the rail cover. As best seen in FIG. 3, the drive rail 260 extends parallel to the first rail 204 and the second rail 206 along their length. The drive rail 260 is located between the pair of rails and vertically offset lower than them. A drive belt 270 (best seen in FIGS 7 and 8) is also present in the interior region 224 of the rail cover extends parallel to the pair of rails 202 along the length of the drive belt 270. The drive rail 260 is configured to support the drive belt 270.

[0076] FIG. 3 is an end view of the positioning system 110 of FIG. 2 (without the endeffector 500). The mobile platform 300 has a first lateral side 310 and a second lateral side 312 connected by a platform surface 380. Beneath the platform surface 380 is a drive assembly 400 of the mobile platform 300.

[0077] The drive assembly 400 controls the displacement (in the y direction) of the mobile platform 300 along the first rail 204 and the second rail 206 (of the pair of rails 202). The drive assembly 400 comprises an electrical motor 402 mounted to the mobile platform 300 and a drive wheel 406 operatively coupled to the electrical motor 402 via a transmission 408. The drive wheel 406 is in running contact with the drive belt 270. Two tensioning wheels 414 are on either side of the drive wheel 406 and are in contact with the drive belt 270. The tensioning wheels 414 maintain the drive wheel 406 in running contact with the drive belt 270.

[0078] Also visible in FIG. 3 is a first guide wheel arrangement 450 for the first rail 204 and a second guide wheel arrangement 452 for the second rail 252. As best seen in FIG. 7, there are two first guide wheel arrangements 450A and 450B and two second guide wheel arrangements 452C and 452D, although fewer or more than two of each guide wheel arrangement is also possible.

[0079] Each of the guide wheel arrangements (collectively labelled 450, 452) is connected via a bracket 451 to the mobile platform 300. Each one includes an upper guide wheel 454, a lower guide wheel 456 and a side guide wheel 458. The guide wheel arrangements 450 secure the mobile platform 300 to the pair of rails 202 and are arranged so as to account forP92731806US01 / 92731811 the forces and moments experienced by the mobile platform 300 when the mobile platform 300 is displaced along the pair of rails 202 and when the end-effector 500 is actuated and physically engaged with the decoupling mechanism of moving railcars.

[0080] The first guide wheel arrangement 450 is in running contact with the first rail 204, with the upper guide wheel 454 in running contact with an upper surface of the first rail 204, the side guide wheel 458 in running contact with a lateral side surface of the first rail 204, and the lower guide wheel 456 in running contact with a lower surface of the first rail 204. Similarly, the second guide wheel arrangement 452 is in running contact with the second rail 206, with the upper guide wheel 454 in running contact with an upper surface of the second rail 206, the side guide wheel 458 in running contact with a lateral side surface of the second rail 206, and the lower guide wheel 456 in running contact with a lower surface of the second rail 206.

[0081] The arrangement of the guide wheel arrangements 450, 452 on the mobile platform 300 enables smooth movement along the pair of rails 202. The pair of rails 202 are configured as long cylindrical tubes along which the guide wheel arrangements 450, 452 can travel. This design offers the advantage of being easily extendable to accommodate very long lengths and enables the system to follow the slight curvature of a hump yard.

[0082] Also visible in FIG. 3 are multiple electrical power brushes 410. The electrical power brushes 410 are proximate the second side surface 228 of the rail cover 220 when assembled. The electrical power brushes 410 are in running contact with the electrical power rails 250 of the rail cover 220, and receive electrical power from the electrical power rails 250.

[0083] FIG. 4 illustrates the decoupling rail 200 in place next to a railcar on top of a railway track 52. The rail cover 220 of the decoupling rail 200 is composed of a series of durable metal sheets that form the rail cover panels 221. The rail cover 220 provides weather protection for the electromechanical components in the interior region and has an upper surface configured for supporting one or more individuals. That is, one or more individuals 60, such as switchyard operators, can walk on and their weight can be supported by the upper surface 222 of the rail cover 220 without disrupting the mechanics of the mobile platform 300 below. The walkway formed by the decoupling rail 200 can have a width W of between about 40 inches to about 4ft, providing space for operators to walk on safely.P92731806US01 / 92731811The decoupling rail 200 has a compact height (e.g., height H less than 12 inches or less than 8 inches). This minimal profile permits easy integration alongside the railway track 52, as the low height permits an ergonomic position for any individuals 60 that may need to walk on top of the decoupling rail 200 to perform manual decoupling or other activities.

[0084] As depicted in FIG. 4, the decoupling rail 200 is installed with its bottom aligning with the bottom of the ties 54 (or sleepers) of the railway track 52. This alignment ensures that the working position of any individual 60 remains at an appropriate height relative to the railway track 52, promoting safe and efficient manual operations.

[0085] FIG. 5 shows an end view of the decoupling rail 200 with the end-effector 500 installed so that it is mounted on the mobile platform 300. The longitudinal opening 230 of the rail cover 220 is configured to permit a rail mounting structure 540 of the end-effector 500 to extend therethrough so that the end-effector 500 can be mounted to the mobile platform 300 within the interior region 224 of the rail cover 220. The rail mounting structure 540 can have a general “c” profile, extending from within the interior region 224 of the rail cover 220, up the first side surface 226 of the rail cover 220 and over the upper surface 222 of the rail cover 220. This C-shape positions the rear part of the end-effector 500 over the rail cover upper surface 222. Accordingly, the arms of the end-effector 500 are offset in the x-direction away from the first side surface 226 of the rail cover 220 and the railway track 52. The resulting increased length of the end-effector 500 creates a longer lever on the endeffector.

[0086] FIG. 7 is a perspective view the mobile platform 300 that shows the configuration of the four guide wheel arrangements 450, 452 on the sides of the mobile platform 300. When the mobile platform 300 is assembled with the decoupling rail 200, the first lateral side 310 of the mobile platform 300 is arranged proximal to the first rail 204 and the second lateral side 312 is arranged proximal to the second rail 206.

[0087] The mobile platform 300 has a first set of guide wheel arrangements 450 arranged in running contact with a first rail 204 of the pair of rails. A first one 450A of the first set of guide wheel arrangements 450 is operatively coupled to the mobile platform 300 such that it is located on the first lateral side 310 of the mobile platform proximate a first end 320 of the mobile platform. A second one 450B of the guide wheel arrangements 450 is operativelyP92731806US01 / 92731811 coupled to the mobile platform such that the second guide wheel arrangement is located on the first lateral side 310 of the mobile platform proximate a second end 322 of the mobile platform. A second set of guide wheel arrangements 452 is in running contact with the second rail 206 of the pair of rails. Of these, a third guide wheel arrangement 452C is operatively coupled to the mobile platform such that it is located on the second lateral side 312 of the mobile platform proximate the first end 320 of the mobile platform. A fourth guide wheel arrangement operatively is coupled to the mobile platform 300 such that it is located on the second lateral side 312 of the mobile platform proximate the second end 322 of the mobile platform 300.

[0088] FIG. 8 shows a lower perspective view of the mobile platform 300. As can be seen in this view, the drive wheel 406 is a toothed wheel. The drive belt 270 is a toothed belt whose teeth fit with the teeth of the drive wheel 406, and which fits over the drive wheel 406 and under the tensioning wheels 414. Also visible is an electronics enclosure 284, which houses the electronic control and communication components of the mobile platform 300. In some embodiments, the electronics enclosure 284 can be located at a different position, e.g., on the back of the mounting board 538 shown in FIG. 10C.

[0089] FIG. 9 shows an upper perspective view of the mobile platform 300 with its platform surface 380 removed, and the electronic control and communication components 286 visible within the electronics enclosure 284. These communication components 286 include power supplies, an automation or motion controller, motor drive for the electrical motor, and a wireless communication module. The wireless communication module is configured for wireless communication with a computing system to receive, from the computing system, control commands for controlling displacement of the mobile platform along the pair of rails 202 as well as to transmit data representative of position and / or velocity of the mobile platform 300.End-effector - 1stembodiment

[0090] FIG. 10A shows elements of the automated decoupling system 100. Included in the automated decoupling system 100 is the decoupling rail 200, end-effector 500, and mobile platform 300. As more clearly shown in FIG. 10B, the end-effector 500 is mounted directly onto the mobile platform 300. As described above, the mobile platform 300 moves the end-P92731806US01 / 92731811 effector 500 along the decoupling rail 200 and along the y axis as indicated by the coordinate system 102.

[0091] FIG. 10C shows the end-effector 500 in detail. The end-effector 500 attaches to the mobile platform 300 (of FIG. 10B) at a rail mounting structure 540. Extension arms 536 connect to the rail mounting structure 540 via a mounting connection such as mounting board 538 and risers 540 at a first end 542 of the extension arms. The extension arms illustrated include two upper arms 536A and 536B and a lower arm 536C, although more (e.g., four) or fewer arms are also possible.

[0092] The extension arms 536 attach to a gripping mechanism 544 at a second end 546 of the extension arms. The gripping mechanism 544 is rotatably attached to the second end 546 of the extension arms 536 such that the gripping mechanism 544 can passively rotate with respect to the extension arms 536 (e.g., around the x axis).

[0093] Referring as well to FIGS. 10D and 10E, the gripping mechanism 544 includes two extension beams 548. Each of the extension beams 548 has a translation member 550 and a contact surface 552. A pair of gripping hooks 554 are mounted to a first carriage 556 and a second carriage 558. Translation of the first carriage 556 and second carriage 558 causes the pair of gripping hooks 554 to move forward and backward along the x axis (e.g., toward and away from in between two railcars). The first carriage 556 and second carriage 558 each move linearly along a respective translation member 550 so that the pair of gripping hooks 554 move (together) along the translation members 550 in the x direction.

[0094] The pair of gripping hooks 554 is also rotatably mounted to the first carriage 556 and second carriage 558 such that the pair of gripping hooks 554 can rotate (together) around a first pivot point 560 on the first carriage 556 and a second pivot point 562 on the second carriage 558. The translation and rotational motion of the pair of gripping hooks 554 can be actuated as is known in the art, e.g., by motors 564. The translation motion can be achieved by moving the carriages 556, 558 in a synchronized manner (e.g., at the same velocity in same direction), while rotative motion can be achieved by moving the carriages 556, 558 in a coordinated, but not synchronized manner (e.g., moving the carriages at different velocities and / or in opposite directions).P92731806US01 / 92731811

[0095] While two gripping hooks 554 are shown, one gripping hook, or more than two gripping hooks are also possible.

[0096] The gripping mechanism 544 is attached to the remainder of the end-effector 500 so that it can passively rotate with respect to the second end 546 of the extension arms 536. An end-effector pivot 526 permits this movement. For example, the end-effector pivot can be a turntable.

[0097] Referring back to FIG. 10C, the extension arms 536 are connected to the mounting board 538 so as to be rotatable along two degrees of freedom.

[0098] For the first degree of (rotational) freedom, the extension arms 536 can be actuated at their first end 542 so that they rotate around the y axis. This rotation causes the extension arms 536 to raise and lower in the xz plane, thereby lifting and lowering the gripping mechanism 544. In any rotated position the gripping mechanism 544 remains aligned in its horizontal position to maximize the gripping capability. The extension arms 536 are shown in a lifted position in FIG. 11. This rotation around the y axis can be actuated by means known in the art. For example, a lift motor 570 and belt 572 that is attached to the lower arm 536C can be used, but other actuation methods are also possible, such as rope or wire. The use of three arms (the two upper arms 536A and 536B and the lower arm 536C) produces a parallelogram effect that keeps the gripping mechanism 544 in a horizontal position. A similar effect is also possible in embodiments with four arms.

[0099] The second degree of freedom at the second end 546 of the extension arms 536 is a passive (rotational) degree of freedom. The extension arms 536 can rotate around the z axis as a result of a force applied to the contact surfaces 552 of the gripping mechanism 544.

[0100] The second end 546 of the extension arms 536 is connected to the gripping mechanism 544 such that when the lift motor 570 and belt 572 cause the extension arms 536 to rotate and the gripping mechanism 544 to raise, the gripping mechanism remains horizontal (as illustrated in FIG. 11). That is, the extension arms 536 move in an xz plane, which intersects the axis of rotation of the gripping mechanism (as it turns around the endeffector pivot 526).P92731806US01 / 92731811

[0101] FIG. 12 shows the end-effector 500 having grasped the decoupling lever 58 in preparation for the lift and rotation that causing the decoupling lever to decouple the two attached rail cars.

[0102] FIGS. 13A-13F illustrate steps used by the end-effector 500 to grasp the decoupling lever 58, as shown from a top view of the end-effector 500. In FIG. 13 A, the end-effector 500 is travelling as indicated by arrow 502 on the mobile platform 300 (not shown) at a speed such the end-effector 500 approaches the decoupling lever 58. That is, arrow 502 indicates that the end-effector is travelling in the indicated direction relative to the railcar with the targeted decoupling lever 58. The gripping hooks 554 are in an extended, distal position, and are angled horizontally or away from the y axis of the arm. This attitude is so that the gripping hooks 554 can grip the decoupling lever 58 that the arm is nearing. The extension arms 536 and gripping mechanism 544 are generally at a 90° angle with respect to the mounting board 538, as indicated.

[0103] The end-effector 500 translates along y axis (via the mobile platform 300) until it approaches the decoupling lever 58 between two railcars. As it translates, the end-effector 500 is in an upwards raised position, as in FIG. 11. The extension arms 536 are lowered to slot the gripping mechanism 544 between the two railcars, (e.g., make a rotation around the y axis).

[0104] The end-effector 500 then speeds up (or slows down depending on if the arm is approaching the decoupling lever 58 from the front or behind) along the y axis until the decoupling lever 58 makes contact with the contact surface 552 of the extension beam 548.

[0105] In FIG. 13B, the decoupling lever 58 has made contact with the contact surface 552 in the form of a slight impact. Due to the pivoting attachment of the extension arms 536 to the mounting board 538, the contact causes the entire extension portion of the arm (the extension arms 536 and gripping mechanism 544) to deflect rotationally around the z axis at the attachment points to the mounting board 538. At least one angle sensor 510 there senses the passive rotational movement of the arm deflecting through a deflection angle 0 (the angle shown in the figure is exaggerated for illustrative purposes). The springs 574 bias the arm back to the undeflected position, providing controlled resistance to preventP92731806US01 / 92731811 excessive rotation. However, if the deflection angle 0 is greater than a threshold, the system determines that it has now made contact with the decoupling lever 58.

[0106] Detection of contact between the gripping mechanism 544 and the decoupling lever 58 causes the mobile platform 300 to speed up (or slow down, respectively) along the y axis to cause the deflection angle 0 to return to the setpoint of 0°, using a Proportional - Integral - Derivative (PID) controller as in known in the art. The angle sensor 510 detecting the zero-degree angle indicates that the end-effector 500 and the decoupling lever 58 are in contact and travelling at the same speed, in the configuration shown in FIG. 13C.

[0107] Motion of the gripping mechanism 544 begins. From their extended position in FIG. 13C, the gripping hooks 544 are retracted (in the -x the direction), e.g., by the motors 524. When the gripping hooks 544 make contact with the decoupling lever 58, the motors 524 rotate the gripping hooks 544 so that the hook potions of the gripping hooks 554 surround the decoupling lever 58. The rotation is actuated until at least one motor sensor 520 senses that the motors have reached a beyond a threshold or have reached a maximum (e.g., resistance or current draw is beyond a threshold). Accordingly, the gripping hooks 544 are no longer moving and can be inferred to be gripping the decoupling lever 58, e.g., in the position shown in FIG. 13E and FIG. 12. To grip the decoupling lever 58, the gripping hooks 544 follow a predetermined path through coordinated rotation. As the gripping hooks 544 come into contact with the decoupling lever 58, the resistance increases, prompting the motors to raise their torque in order to maintain the specified trajectory. If the resistance becomes too great, the torque required to continue along the path exceeds the motor's torque limit, leading to a position discrepancy between the desired motor position (set by the trajectory) and the actual motor position. By monitoring this position error, the system can detect when the hooks have securely gripped the lever (e.g., the lever is considered grabbed if the position error is greater than or equal to a threshold).

[0108] The extension arms 536 are then raised upwards, e.g., toward the position in FIG. 11. However, the decoupling lever 58 is now gripped by the gripping hooks 554. As the griping mechanism 544 is raised, it rotates around the end-effector pivot 526, resulting in the decoupling lever 58 being rotated from its vertical position towards the horizontal, as shown in FIG. 13F. The motion needed to lift the lever follows an arc in the yz plane, withP92731806US01 / 92731811 coordinated movement between horizontal translation along the y-axis and vertical translation along the z-axis. Once the decoupling lever 58 is securely gripped, the mobile platform 300 accelerates to move away from the decoupling lever 58. To control this movement, the deflection angle 0 is now monitored to determine a positive target angle. As the distance increases, the end-effector 500 applies a horizontal force on the decoupling lever 58 due to spring resistance. This horizontal force causes the decoupling lever 58 to move along the y-axis, and when combined with a vertical translation along the z-axis actioned by pulling the belt, results in an arc-shaped trajectory in the yz plane. This combination of motions turns the gripped lever so that it disconnects the two railcars.

[0109] Once lifted, the gripping hooks 554 can quickly release the decoupling lever 58 and reset to their initial position.

[0110] FIG. 14 is a flowchart illustrating a method 1400 of decoupling two railcars using the end-effector 500 described above, carried out by a controller. At step 1405, signals are sent to lower the extension arms downwards to slot in between the two railcars and approach a decoupling lever. At step 1410, a signal is sent to change the speed of the mobile platform, and the mobile platform travels at changed relative speed with respect to the lever until contact is made by the lever impacting the gripping arm. At step 1415, a sensor detects deflection of the arm, being a negative rotational deflection around the z axis. The mobile platform is caused to change speed until the deflection angle returns to 0, step 1420. Now that the gripping mechanism is placed to grasp the lever, the signal is sent to retract and rotate the gripping hooks until they grasp the lever, step 1425. Then the extension arms are raised, causing rotation of the gripping mechanism with translation in the y axis and turning of the lever to decouple the railcars, step 1430. The components then reset so that the endeffector 500 resumes its initial attitude, releasing the lever and preparing for the next lever decoupling, step 1435.[oni] In some embodiments, the steps of method 1400 of decoupling two railcars using the end-effector can be carried out free of computer vision techniques.

[0112] This task of decoupling railcars in a switchyard presents challenges as the model and position of the lever can vary between different railcars. To address this, end-effector 500 is designed to accommodate levers within an area of approximately 12 inches by 12 inchesP92731806US01 / 92731811 relative to the center of the railway track. This approach allows the end-effector 500 to flexibly rotate levers without requiring precise knowledge of their exact position.Communication module

[0113] Examples of the present disclosure include a communication module enabling the automated decoupling system 100 to interface and communicate with other systems in the yard (which may be a switchyard, a flat yard, a gravity yard, a hump yard, or any suitable trainyard used for sorting railcars), such as components of a central control system (e.g., a dynamic track allocation controller of a central control system). Examples will be described below in the context of operation in a switchyard and in particular a hump yard, however this is not intended to be limiting. The switchyard may have an area that is designated for decoupling operations, which may be referred to as the decoupling station. In a hump yard, the decoupling station is typically an area that encompasses the crest of the hump. It should be understood that examples disclosed herein may be implemented in any suitable trainyard used for sorting railcars.

[0114] FIG. 15 illustrates a block diagram of an example simplified computing system 1500, which may be used to implement a communication and / or a sensor module and synchronization module as disclosed herein, and may be used to implement a method of controlling a mechanical system of the automated decoupling system 100 shown in FIG. IB (e.g., including a mobile platform of a positioning system and an end-effector) as disclosed herein. Other processing systems suitable for implementing aspects described in the present disclosure may be used, which may include components different from those discussed below. In some example embodiments, the computing system 1500 may be implemented across more than one physical hardware unit, such as in a parallel computing, distributed computing, virtual server, or cloud computing configuration. Although FIG. 15 shows a single instance of each component, there may be multiple instances of each component in the computing system 1500.

[0115] The computing system 1500 may include one or more processing units 1502, each of which may be a hardware processor, such as a central processing unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a dedicated logic circuitry, or combinations thereof.P92731806US01 / 92731811

[0116] The computing system 1500 may also include one or more input / output (I / O) interfaces 1504, which may enable interfacing with one or more optional user devices 1506 (e.g., an end user device such as a laptop device, desktop device, etc.). The user device 1506 may include input device(s) (e.g., a keyboard, a mouse, a microphone, a touchscreen, and / or a keypad) and output device(s) (e.g., a display, a speaker and / or a printer), to enable a user to interact with the computing system 1500. In other examples, the computing system 1500 may itself be an end user device, and a user may interact directly with the computing system 1500 (e.g., using input device(s) and output device(s) of the computing system 1500).

[0117] The computing system 1500 may include one or more network interfaces 1510 for wired or wireless communication. The network interface(s) 1510 may include interfaces for wired links (e.g., Ethernet cable) and / or wireless links (e.g., one or more radio frequency links) for intra-network and / or inter-network communications. The network interface(s) 1510 may enable wireless communication via one or more transmitters 1512 or transmitting antennas, one or more receivers 1514 or receiving antennas, and various signal processing hardware and software. In some examples, the network interface(s) 1510 may enable the computing system 1500 to communicate with other components of the automated decoupling system, such as the positioning system and / or end-effector as disclosed herein, as well as to communicate with components of the central control system such as the dynamic track allocation controller.

[0118] The computing system 1500 may also include one or more storage devices such as storage units 1518, which may include a non-transitory storage unit such as a solid-state drive, a hard disk drive, a magnetic disk drive and / or an optical disk drive. The storage devices of computing system 1500 may include one or more memories 1520, which may include a volatile or non-volatile memory (e.g., a flash memory, a random access memory (RAM), and / or a read-only memory (ROM)). The storage devices (e.g., storage units 1518 and / or non-transitory memory (ies) 1520) may store instructions for execution by the processing units(s) 1502, such as to carry out examples of the present disclosure. The memory(ies) 1520 may include other software instructions, such as for interfacing with the dynamic track allocation controller and / or other components of the automated decoupling system 100 (e.g., the positioning system and / or end-effector).P92731806US01 / 92731811

[0119] In some examples, one or more data sets and / or module(s) may be provided by an external memory (e.g., an external drive in wired or wireless communication with the computing system 1500) or may be provided by a transitory or non-transitory computer- readable medium. Examples of non-transitory computer readable media include a RAM, a ROM, an erasable programmable ROM (EPROM), an electrically erasable programmable ROM (EEPROM), a flash memory, a CD-ROM, or other portable memory storage.

[0120] There may be a bus 1522 providing communication among components of the computing system 1500, including the processing units(s) 1502, I / O interface(s) 1504, network interface(s) 1510, storage unit(s) 1518 and memory(ies) 1520. The bus 1522 may be any suitable bus architecture including, for example, a memory bus, a peripheral bus or a video bus.

[0121] FIG. 16 is a block diagram illustrating an example automated decoupling system including a communication module 1610 (which may be implemented using the computing system 1500), a detection and synchronization module 1620 (which may be implemented using a same or different instance of the computing system 1500), and a mechanical system 175.

[0122] The communication module 1610 may be used to interface with one or more components of a central control system (e.g., a dynamical track allocation controller of the central control system) of a switchyard. For example, the communication module 1610 may receive a train data record and one or more decoupling tasks from the central command system, and may communicate error messages to the central command system. The communication module may process information from the central control system to provide a decoupling plan (containing the one or more decoupling tasks) to the detection and synchronization model 1620. In this example, the communication module 1610 and the detection and synchronization module 1620 are shown separately. In other examples, the communication module 1610 and the detection and synchronization module 1620 may be integrated into one module. In general, it should be understood that functions described as being provided by a particular module may be provided by a different module.

[0123] The detection and synchronization module 1620 may perform operations to detect a moving train in the switchyard and to generate control commands to control the operationP92731806US01 / 92731811 of the mechanical system 175 in accordance with the decoupling plan. In this example, the detection and synchronization module 1620 includes a detection submodule 1622 and a synchronization submodule 1624. The detection submodule 1622 performs operations to ensure the precise monitoring of a train's motion status (position, velocity, acceleration) as it progresses through the switchyard. The detection submodule 1622 may generate train status information that provides real-time or near real-time accuracy regarding the train's location, speed and direction at any given moment. The synchronization submodule 1624 processes the train status information from the detection submodule 1622 and generates commands to control the collaborative actions of the components of the mechanical system 175 to perform a decoupling operation. The mechanical system 175 can include a positioning system 110 (equivalent to positioning system 110 described above) and an endeffector 500 (equivalent to the end-effector 500 described above) It should be understood that there may be greater or fewer numbers of submodules than illustrated, and functions of the detection and synchronization module 1620 need not be separated into the detection submodule 1622 and the synchronization submodule 1624 as shown.

[0124] The detection and synchronization module 1620 may receive feedback from the mechanical system 175, for example feedback indicating a successful decoupling, an unsuccessful decoupling or other error messages. In the event the detection and synchronization module 1620 receives feedback indicating an unsuccessful decoupling attempt or other error message from the mechanical system 175, the detection and synchronization module 1620 may generate a corresponding error message to the communication module 1610 which may pass this error message to the central control system. The central control system may then initiate appropriate error correction operations, such as causing the train to back up and issuing an updated decoupling task to retry the decoupling, among other possibilities. In some examples, feedback indicating an unsuccessful decoupling attempt or other error may be communicated from the mechanical system 175 directly to the communication module 1610, without having to be relayed via the detection and synchronization module 1620.

[0125] FIG. 17 is a flowchart illustrating an example method 1700 for controlling an automated decoupling system, in accordance with an example of the present disclosure. The method 1700 may be performed by a computing system 1500 that implements theP92731806US01 / 92731811 communication module 1610. For example, aprocessing unit 1502 of the computing system 1500 may execute instructions of the communication module 1610 stored in a memory 1520 to cause the computing system 1500 to perform the operations shown in FIG. 17.

[0126] At an operation 1702, a train data record and one or more decoupling tasks are received (e.g., from the central control system, such as from a dynamic track allocation controller of the central control system 1610). The train data record and decoupling task(s) may be received prior to arrival of the train at the decoupling station.

[0127] An example of a train data record, which may be received from the central control system, is shown in Table 1 below: Table 1

[0128] The example train data record includes an identifier of each railcar (Car ID) in the train, a GST code associated with each railcar, a total length of each railcar (e.g., in feet), a length of the wheel base (i.e., the distance between the frontmost and rearmost wheels of the railcar, taken from the points where the wheels contact the rail) of each railcar (e.g., in feet), and a length of the rear two axles (i.e., the distance from the front axle and the rear axle of the rear truck.) of each railcar (e.g., in feet), among other information (not shown in Table 1). For example, the train data record may also include information such as the couplerP92731806US01 / 92731811 to coupler length of each railcar, an expected (or approximate) ideal decoupling velocity of each railcar, the weight of each railcar, etc. The order of the railcar IDs in the train data record should correspond to the sequence of railcars in the train in the direction in which the train is traveling (e.g., in the example above, the railcar having ID UPEX001970 would approach the decoupling station first, followed by the railcar having ID IC 978809, and so forth).

[0129] The central control system may provide the communication module 1610 with one or more decoupling tasks, which may include an indication of one or more segments to decouple from the remainder of the train (where each segment may be one rail car or multiple railcars that remain coupled to each other after the decoupling). For example, the decoupling task may identify the segment(s) to be decoupled (e.g., by providing the railcar ID(s) belonging to each segment) or may identify the coupler(s) to be decoupled (e.g., by providing the railcar IDs of the two railcars on either side of the coupler; or by providing the railcar ID of the railcar on one side of the coupler).

[0130] Optionally, the decoupling task may include information about the location of a center of gravity of a segment and / or a preferred decoupling location. Such information may be used by the communication module 1610 to generate a decoupling plan as discussed below.

[0131] At an operation 1704, the communication module 1610 generates a decoupling plan using information received at the operation 1702. The decoupling plan may be generated prior to arrival of the train at the decoupling station. The decoupling plan may include information about which segment(s) to decouple from the train and where the decoupling should take place relative to some reference location in the decoupling station (e.g., relative to the location of the crest of the hump in a hump yard). The operation 1704 may be carried out using the operations 1706 and 1708 for each segment to be decoupled.

[0132] At an operation 1706, for a given target segment, the center of gravity is determined. Determining the center of gravity of the target segment may be used for determining the target location at which decoupling should take place. In examples where decoupling is performed in a hump yard, decoupling of the target segment should be performed at or around the time when the center of gravity of the target segment is at the crest of the hump.P92731806US01 / 92731811When the center of gravity of the target segment is at the crest of the hump, this corresponds to a moment when the target coupler (i.e., the coupler to be decoupled in order to decouple the target segment from the train) transitions from being in compression to being in tension and typically is the moment when the target coupler can be decoupled with the least resistance due to friction in the decoupling system, or on the railcar.. In other examples where decoupling is performed in a switchyard without a hump, determination of the center of gravity may not be necessary, however it may still be preferable for decoupling to be performed at or around a predefined location.

[0133] The center of gravity of the target segment may be determined using information about the length and weight of the railcar(s) in the target segment, which may be included in the train data record. For example, the center of gravity of the target segment may be determined by the communication module 1610. In other examples, the center of gravity of the target segment may be determined elsewhere and relayed to the communication module 1610 (e.g., as part of the train data record).

[0134] For example, consider the example segment illustrated in FIG. 18 consisting of three railcars indexed 0 to 2. The center of gravity (CG) of this segment may be calculated by solving the moment equation about the upstream coupler location (defined to be x=0), as follows:

[0135] where LWtnindicates the weight of the / 7-th railcar (as indicated in the train data record), LENnis the length of the / 7-th railcar (as indicated in the train data record) and CG indicates the location of the center of gravity to be solved.

[0136] Similar calculations may be performed to determine the location of the center of gravity of any segment of one or more railcars, given the known railcar weight(s) and railcar length(s).P92731806US01 / 92731811

[0137] In some examples, the center of gravity of each segment may be provided by the central control system (e.g., may be included in the information provided at the operation 1702) and the operation 1706 may be performed by extracting this data from the provided information.

[0138] At an operation 1708, the communication module 1610 determines a target location at which decoupling of a target coupler (i.e., the coupler that couples the target segment to the rest of the train) should occur. In examples where decoupling is performed in a hump yard, the target location may be expressed as a distance from the crest of the hump. In other examples, the target location may be expressed as a distance relative to a defined point of reference in the decoupling station.

[0139] In examples where decoupling is performed at a hump yard, the target decoupling location typically is a location upstream of the crest of the hump (where upstream refers to a direction opposite to the direction of travel of the train) and corresponds to the expected location of the target coupler when the center of gravity of the target segment is at or near the crest of the hump. That is, the target decoupling location should be at a distance upstream of the crest of the hump that corresponds to the distance between the target coupler and the center of gravity of the target segment. In some examples, the target decoupling location may be slightly upstream of the theoretically ideal decoupling location (where the theoretically ideal decoupling location corresponds to the location that the target coupler is at when the center of gravity of the target segment is exactly at the crest of the hump). That is, the target decoupling location may be determined such that the decoupling operation is initiated slightly prior to the moment when the center of gravity reaches the crest of the hump. This may be to compensate for any inaccuracies and / or imprecision in calculating the center of gravity and / or the ideal decoupling location.

[0140] In examples where decoupling is performed at a switchyard other where a hump is not present, e.g., a flatyard, the target decoupling location may be less dependent on the center of gravity of the target segment and may instead be determined such that the target coupler is at or near a predefined location.

[0141] In some examples, the central control system may (e.g., at the operation 1702) provide information about the preferred decoupling location for each segment. The preferredP92731806US01 / 92731811 decoupling location may correspond to the theoretically ideal decoupling location. The operation 1708 may determine the target decoupling location based on the preferred decoupling location provided by the central control system plus an additional distance to support the error tolerance of the preferred decoupling location. For example, the target decoupling location may be determined to be slightly upstream (e.g., 1 foot upstream) of the preferred decoupling location.

[0142] Operations 1706 and 1708 may be repeated for each segment to be decoupled (in accordance with the decoupling task(s) received at the operation 1702). In this way, a decoupling plan is generated that, for each decoupling task received from the central control system, indicates the segment to be decoupled and the target decoupling location for decoupling each segment.

[0143] The decoupling plan generated by the communication module 1610 and the train data record provided by the central control system may be provided to the detection and synchronization module 1620.

[0144] At an operation 1710, the communication module 1610 causes the mechanical system 175 to be controlled to carry out one or more decoupling operations in accordance with the decoupling plan.

[0145] For example, the communication module 1610 may provide the decoupling plan to the detection and synchronization module 1620, which in turn may generate control commands to the mechanical system 175 to cause the mechanical system 175 to be controlled in accordance with the decoupling plan. Thus, the communication module 1610 may cause the mechanical system 175 to be controlled in accordance with the decoupling plan by proving the decoupling plan to the detection and synchronization module 1620. In other examples, the communication module 1610 may generate control commands to the mechanical system 175 to cause the mechanical system 175 to be controlled in accordance with the decoupling plan. In other examples, control commands may be generated by the detection and synchronization module 1620 and provided to the communication module 1610 that in turn communicates the control commands to the mechanical system 175 to cause the mechanical system 175 to be controlled in accordance with the decoupling plan.P92731806US01 / 92731811

[0146] In general, the control commands may be communicated to components of the mechanical system 175 (e.g., to the positioning system 110 and / or the end-effector 500) over wired or wireless communication links, to cause the mechanical system 175 to carry out one or more decoupling operations in accordance with the decoupling plan. Control commands may be generated using operations performed by the detection and synchronization module 1620, as discussed further below.

[0147] Optionally, at an operation 1712, the communication module 1610 may receive direct or indirect feedback from the mechanical system 175. The feedback may be received directly from the mechanical system 175 in examples where there is a wired or wireless communication link directly between the communication module 1610 and the mechanical system 175. The feedback may be received indirectly from the mechanical system 175 in examples where the mechanical system 175 provides feedback to the detection and synchronization module 1620, which in turn relays the feedback to the communication module 1610. The feedback may, for example, indicate successful decoupling or may indicate an error such as unsuccessful decoupling, as well as other error messages (e.g., other mechanical or non-mechanical problems). In some examples no feedback may be provided in the event of a successful decoupling.

[0148] Optionally, at an operation 1714, the communication module 1610 may communicate any error message to the central control system. The error message may, for example, indicate that a decoupling attempt at a particular coupler was unsuccessful.

[0149] The central control system may, in response to the error message, initiate corrective action such as backing up the train and generating an updated decoupling task (e.g., to retry decoupling the particular coupler).

[0150] Optionally, at an operation 1716, the communication module 1610 may receive an updated decoupling task from the central control system. The communication module 1610 may return to the operation 1704 to generate an updated decoupling plan based on the updated decoupling task. In some examples, the updated decoupling plan may include a repeat of the previously determined target location for decoupling a segment that could not be successfully decoupled. In some examples, the updated decoupling plan may include a new, different target location for decoupling the segment (e.g., the new target location mayP92731806US01 / 92731811 be further upstream of the previously determined target location for this segment, to allow more time to perform the decoupling operation). The communication module 1610 may then cause the mechanical system 175 to be controlled in accordance with the updated decoupling plan (e.g., by providing the updated decoupling plan to the detection and synchronization module 1620).

[0151] In some embodiments, the steps of method 1700 for controlling an automated decoupling system can be carried out free of computer vision techniques.Detection and synchronization module

[0152] Examples of the detection and synchronization module 1620 are now described. The detection and synchronization module 1620 may perform operations to detect railcars of a moving train in the switchyard and to generate control commands to control the mechanical system 175 in accordance with the decoupling plan generated by the communication module 1610 as discussed above.

[0153] While the train data records from the central control system may include information about the train, such as the geometry (e.g., length) of each railcar and the sequence of the railcars in the train, the actual position and movement of the train as it proceeds towards and through the decoupling station may not be fully captured by the information from the central control system. An example is the elasticity or slack of the train itself. Couplers connecting railcars typically allow for some movement, and certain railcars may have cushion draw bars with up to 30 inches of possible compression. This renders the train non-rigid, resembling a large compressible spring. The detection submodule 1622 collects sensor data from sensors located trackside in order to capture this dynamic and to validate the information provided by the central control system.

[0154] FIG. 19 illustrates an example of how a plurality of sensors 1902 may be located at different positions along the railway track. In an example, sensors 1902 may be located on only one rail of the railway track. In other examples, sensors 1902 may be located on both rails of the railway track. The sensors 1902 may be located at locations upstream of a hump crest (or a predefined location in the decoupling station), for example starting about 150 feet upstream of the hump crest in order to detect a railcar as it approaches the hump crest (orP92731806US01 / 92731811 the predefined location). In examples where a train may be expected to approach the decoupling station from either direction, the sensors 1902 may be located along the railway track at either side of the hump crest (or the predefined location). The sensors 1902 may be spaced from each other evenly or unevenly. In some examples, the sensors 1902 may be located in pairs, such that there are at least two sensors 1902 placed at the same location. This may be useful to provide a redundancy (e.g., in the event one sensor 1902 in the pair fails the other sensor 1902 in the pair can still sense data at that location). Each sensor 1902 may be any suitable proximity sensor. As illustrated in FIG. 19, a sensor 1902 may detect when a wheel of a railcar passes. How the sensor 1902 detects the wheel of a railcar may depend on the specific implementation of the sensor 1902 (e.g., infrared sensor, pressure sensor, etc.).

[0155] There may be other additional sensors that help to track the railcars of the train, such as close-range sensors (e.g., radiofrequency sensors) that may help to confirm the identity of each railcar as it approaches the decoupling station.

[0156] The detection submodule 1622 receives real-time data from each of the sensors 1902 indicating when a sensor 1902 detects a wheel. The detection submodule 1622 uses the sensor data to calculate in real-time or near real-time the actual position, velocity and optionally acceleration of each railcar approaching the decoupling station. An example of how the position, velocity and optionally acceleration of a railcar may be determined using sensor data is described with respect to FIGS. 20A-C.

[0157] FIGS. 20A-C illustrate three sensors (Sensor 1, Sensor 2, Sensor 3) placed at respective positions at xl, x2 and x3 along a rail of a track. For simplicity, the railcar has been represented as a single wheel, and only the front edge of the wheel is being detected. However, it should be understood that similar methods for detecting and calculating the position, velocity and optionally acceleration of a railcar may be used regardless of how the wheel is detected (e.g., rear edge detection, point of contact detection, etc.).

[0158] FIG. 20A shows that at a first timepoint tl , the wheel front edge is detected by Sensor 1, located at xl. At this timepoint, the precise position of the railcar can be determined by the detection submodule 1622 using the detected location of the wheel and the geometricalP92731806US01 / 92731811 dimensions of the railcar (e.g., length of wheelbase, total railcar length, etc.) obtained from the central control system.

[0159] FIG. 20B shows that at a second timepoint t2, the wheel front edge is detected by Sensor 2, located at x2. At this timepoint, the precise position of the railcar can again be determined by the detection submodule 1622. Additionally, the average velocity of the railcar between timepoints tl and t2, denoted v / 2. may be computed, such as using a basic numerical differentiation equation:

[0160] FIG. 20C shows that at a third timepoint h, the wheel front edge is detected by Sensor 3, located at xs. At this timepoint, the precise position of the railcar can again be determined as well as its average velocity between timepoints and ts, denoted V23. It should be understood that additionally or alternatively, the average velocity between timepoints 6 and ts, denoted vn, may be determined. Additionally, its average acceleration between timepoints ti and ts, denoted a<3. may be computed, such as using the numerical differentiation method:

[0161] It should be understood that additionally or alternatively, the average acceleration may be computed based on the velocities v!3 and v!2.

[0162] In this way, the detection submodule 1622 may continuously update the position, velocity and optionally acceleration of each railcar, as the wheels of each railcar pass the plurality of sensors 1902. Between updates, the position of the railcars may be extrapolated by the detection submodule 1622 using suitable kinematics equations. This enables a realtime or near real-time train status to be determined. The train's status at any given time may be transmitted to the synchronization submodule 1624, which performs operations to ensure effective coordination between the mechanical system 175 and the moving railcars.

[0163] FIG. 21 is a flowchart illustrating an example method 2100 for controlling a mobile platform of an automated decoupling system (e.g., the mobile platform of the positioning system 110 of the mechanical system 175), in accordance with an example of the presentP92731806US01 / 92731811 disclosure. The method 2100 may be performed by a computing system 1500 that implements the detection and synchronization module 1620. For example, a processing unit 1502 of the computing system 1500 may execute instructions of the detection and synchronization module 1620 stored in a memory 1520 to cause the computing system 1500 to perform the operations shown in FIG. 21.

[0164] In some examples where the detection and synchronization module 1620 are integrated with the communication module 1610, the method 2100 may be performed as part of the method 1700, for example to output control commands at the operation 1710 described previously. In other examples, the method 2100 may be performed by the detection and synchronization module 1620 separately from the communication module 1610.

[0165] Optionally, at an operation 2104, a train data record and a decoupling plan may be received (e.g., from the communication module 1610). The operation 2104 may not be needed in examples where the detection and synchronization module 1620 are integrated with the communication module 1610. As previously described, the train data record contains information about the railcars of the train and the decoupling plan indicates one or more decoupling tasks (including, for each decoupling task, the segment to be decoupled and the target decoupling location for decoupling each segment). The decoupling plan thus defines a target coupler on which to perform a decoupling operation, and the target decoupling location defines where the decoupling operation should be initiated.

[0166] At an operation 2106, sensor data is received (e.g., from the plurality of sensors 1902 located along the railway track) indicating the detected positions of a railcar over multiple timepoints (e.g., sensors 1902 located at different positions along a track detect the wheel of the railcar at their respective positions at different timepoints). In particular, the target coupler to be decoupled (e.g., as indicated in the decoupling plan) may be located at one end of the detected railcar.

[0167] At an operation 2108, the detection submodule 1622 computes a velocity of the railcar using the received sensor data. For example, the detection submodule 1622 may use sensor data detecting two different positions of a particular wheel of the railcar (e.g., frontmost wheel) at respective two different timepoints in order to compute the approximateP92731806US01 / 92731811 average velocity of the railcar over the time period between the two timepoints. In some examples, the detection submodule 1622 may additionally compute the acceleration of the railcar using the received sensor data. For example, the detection submodule 1622 may use sensor data detecting three different positions of a particular wheel of the railcar at respective three different timepoints in order to compute the approximate average velocity of the railcar over two different time periods, and use the change in average velocity to compute the approximate average acceleration of the railcar. In some examples, the detection submodule 1622 may not compute the acceleration of the railcar and instead it may be assumed that the railcar is moving at an approximately constant velocity.

[0168] Information about the position of the railcar and its velocity may be stored as train status information (e.g., in a train status data structure) and provided to the synchronization submodule 1624. The train status information may additionally include information about the direction of travel (e.g., towards hump crest or away from hump crest), the time stamp for each position and velocity data, etc. In some examples, information from the train data record may be integrated into the train status information (e.g., the position and velocity data may be associated with a particular railcar ID).

[0169] It may be noted that the operations 2106 and 2108 may be performed repeatedly and continuously as new sensor data is received by the detection submodule 1622 from the sensors 1902 in real-time or near real-time. In this way, the detection submodule 1622 may continuously provide updated train status that reflects the actual location and velocity of the train with relatively high accuracy and precision.

[0170] Optionally, at an operation 2110, the synchronization submodule 1624 determines that the target coupler (i.e., the coupler to be decoupled in accordance with the decoupling plan) is within a threshold distance of the target decoupling location (as defined in the decoupling plan). The synchronization submodule 1624 uses the train status information from the detection submodule 1622 together with the train data record to track the position and movement of the train including the position and movement of the sequence of railcars in the train. In examples where the train status information already integrates information from the train data record, the train status information alone may be sufficient to track the position and movement of the train. By comparing the decoupling plan with the tracking ofP92731806US01 / 92731811 the railcars, the synchronization submodule 1624 is able to identify a target segment to be decoupled and to determine that the target coupler is within a threshold distance (e.g., within 5-10 feet) of the target decoupling location. In some examples, the synchronization submodule 1624 may not determine that the target coupler is within a threshold distance of the target decoupling location. Instead, the synchronization submodule 1624 may generate control commands to the mechanical system 175 to cause decoupling of the target coupler as soon as a previous coupler has been successfully decoupled.

[0171] At an operation 2112, the synchronization submodule 1624 generates control commands to the mechanical system 175. The control commands include commands to control the position and movement of the mobile platform of the positioning system 110 that supports and positions the end-effector 500. The operation 2112 be carried out using the operations 2116-5622.

[0172] At an operation 2116, the synchronization submodule 1624 generates a command to cause the mobile platform of the positioning system 110 to match the velocity (and optionally acceleration) of the railcar (e.g., as computed at the operation 2108).. It should be noted that the mobile platform is controlled to match the velocity of the railcar prior to the target coupler reaching the location of the mobile platform, such that the mobile platform is kept downstream of the target coupler.

[0173] At an operation 2118, the synchronization submodule 1624 generates a command to cause the mobile platform of the positioning system 110 to decelerate when the mobile platform’s velocity matches the railcar’s velocity within a specified threshold and when the mobile platform is positioned within a second threshold distance downstream from the target coupler’s estimated position. The railcar is expected to maintain its velocity over the second threshold distance, thus deceleration of the mobile platform causes the distance between the end-effector 500 (supported on the mobile platform) and the target coupler to decrease.

[0174] The end-effector 500 may be caused to extend until it makes contact with the target coupler. The extension of the end-effector 500 may be controlled via a control command from the synchronization module 1624 and / or via preprogrammed control algorithms onboard the end-effector 500. The end-effector 500 may send a feedback signal to the synchronization submodule 1624 indicating that it has made contact with the target coupler.P92731806US01 / 92731811

[0175] At an operation 2120, in response to the signal indicating contact with the target coupler, the synchronization submodule 1624 generates a command to cause the mobile platform to match the velocity (and optionally acceleration) of the railcar. This helps to ensure that the end-effector 500 keeps pace with the target coupler during the decoupling operation.

[0176] The end-effector 500 may be caused to perform a decoupling operation, as discussed elsewhere in this disclosure. The decoupling operation may be initiated when the target coupler is within some threshold distance of the target decoupling location. The synchronization submodule 1624 may generate a sequence of control commands to control the end effector of the end-effector 500 in order to carry out the decoupling operation. Alternatively, the end-effector 500 may be preprogrammed with onboard control algorithms to carry out the decoupling operation. The end-effector 500 may be controlled to carry out and complete the decoupling operation at or near the target decoupling location, which may be slightly upstream of the crest of the hump.

[0177] The end-effector 500 may send feedback to the synchronization submodule 1624 indicating successful or unsuccessful decoupling (or indicating any other mechanical or non-mechanical error).

[0178] If the feedback indicates that a decoupling attempt was unsuccessful (or there was some other error), the synchronization submodule 1624 may provide an error message to the communication module 1610 (this may not be required if the detection and synchronization module 1620 is integrated with the communication module 1610 or if the mechanical system 175 sends feedback directly to the communication module 1610). An error message may be communicated by the communication module 1610 back to the central control system, as previously described with respect to FIG. 17.

[0179] After a successful decoupling operation, at an operation 2122 the synchronization submodule 1624 generates a command to cause the mobile platform of the positioning system 110 to return to its initial position. The mechanical system 175 is then ready to perform the next decoupling operation on the next target coupler.

[0180] In some examples, one or more of the operations 2118-2122 may optionally be carried out using preprogrammed algorithms onboard components of the mechanical systemP92731806US01 / 92731811175 (e.g., onboard the positioning system 110 itself and / or onboard the end-effector 500 itself), such that the synchronization submodule 1624 may only need to generate a control command for the mobile platform of the positioning system 110 to initiate movement matching the velocity of the railcar. For example, the synchronization submodule 1624 may only need to provide the positioning system 110 with instructions to initiate a preprogrammed sequence of movements, where the instructions indicate the velocity that the mobile platform should reach to match the velocity of the railcar (which triggers the described deceleration and grabbing of the lever) and the instructions may also indicate when the target coupler is within a threshold distance of the target decoupling location (which triggers the lifting of the lever to initiate the decoupling). The positioning system 110 and end-effector 500 may then carry out the sequence of movements described above without requiring further control commands from the synchronization submodule 1624.

[0181] The method 2100 may return to the operation 2106, and the operations 2106-2122 may be repeated for each segment to be decoupled (e.g., in accordance with the decoupling plan). Optionally, if there is an updated decoupling task from the central control system (e.g., due to an unsuccessful decoupling), an updated decoupling plan may be generated (e.g., by the communication module 1610), the updated decoupling plan may be received and subsequent iterations of operations 2106-2122 may be carried out based on the updated decoupling plan.

[0182] In some embodiments, the steps of method 2100 for controlling a mobile platform of an automated decoupling system can be carried out free of computer vision techniques.- 2ndembodiment

[0183] FIG. 22 illustrates a portion of the hump switchyard 10 of FIG. 1A with a second embodiment of an integrated automated decoupling system 3100 that includes a second embodiment of a positioning system 3110 for decoupling individual railcars 50. The positioning system 3110 is similar to the positioning system 3110 described above in many respects and is designed for supporting and displacing an end-effector 3500 on a decoupling rail 3200 relative to railcars 50 to decouple one or more of the railcars 50 of the train.P92731806US01 / 92731811

[0184] The integrated automated decoupling system 3100 does differ from the integrated automated decoupling system described above in some respects.

[0185] Referring as well to FIGS. 23 and 24, the decoupling rail 3200 has an extended track cover system when compared to the decoupling rail 200 that includes a physical enclosure for the end-effector 3500 as well as a walkway 3280. The walkway 3280 is a full-length dedicated operator walkway that permits operators to walk thereupon to support manual decoupling operations in addition to the portions of the decoupling rail 3200 that support the end-effector 3500.

[0186] The decoupling rail 3200 also has an opposite orientation when compared to the decoupling rail 200. That is, the decoupling rail 3200 and some components of the mobile platform 3300 are rotated 180° around the y-axis relative to the decoupling rail 200. In the orientation of the embodiment of FIG. 22, the longitudinal opening 3230 of the decoupling rail 3200 that allows the mobile platform 3300 with the carried end-effector 3500 to connect to the track is on the on the opposite side of the decoupling rail 3200 when compared to decoupling rail 200, with the longitudinal opening 3230 inverted away from the railway tracks 52, as compared to the orientation shown in e.g., FIGS. 3 and 4. This orientation of the opening with respect to the railway tracks 52 reduces the entry of debris into an interior region 3224 of the decoupling rail 3200. The orientation also creates a smoother transition surface between the rail cover 3220 and the railway tracks 52 and facilitates the placement of the broad walkway 3280 without creating gaps that might be tripping hazards for manual operators.

[0187] The positioning system 3110 has a decoupling rail 3200 that includes a pair of rails 3202 and various supporting structures that are surrounded by a rail cover 3220 (a portion of which is removed in FIG. 22 to visualize the parts beneath). The positioning system 3110 enables a mobile platform 3300 that supports the end-effector 3500 to move along the pair of rails 3202.

[0188] FIG. 26B is a bottom view of the decoupling rail 3200 and mobile platform 3300 with mounted end-effector 3500 and portions of the rail cover 3220 visible. The profde of the mobile platform 3300 can be seen, where cutouts 3302 in the sides of the body of the mobile platform 3300 reduce the mass of the mobile platform 3300. Cutouts 3302 are shownP92731806US01 / 92731811 as curves on all four sides of the mobile platform, although the cutouts can be made on one, two, or three sides, or can be different shapes, e.g., rectangular or square cuts, triangles, curves of different radii of curvature, etc. The profde of the mobile platform 3300 can also be a different shape than rectangular, e.g., oval, or irregular.

[0189] As shown in FIGS. 22 and 23, the pair of rails 3202 is configured to be arranged alongside the railway track 52. The mobile platform 3300 moves along the pair of rails 3202 (in the + and - y direction), with the end-effector 3500 supported on the mobile platform 3300. The mobile platform 3300 displaces the end-effector 3500 accurately and at precise speeds while maintaining a low-profile design. An end flag 3292 indicates the end of the path taken by the mobile platform 3300 along the decoupling rail 3200.

[0190] In the decoupling rail 3200, the pair of rails 3202 includes a first rail 3204 and a second rail 3206 and are configured as long cylindrical tubes. As is true for the pair of rails 202, the pair of rails 3202 can be other types of track systems and of modular construction.

[0191] The reversed orientation of the decoupling rail 3200 when compared to the decoupling rail 200 includes the orientation of the pair of rails 3202. The first rail 3204 runs parallel to and is further from the railway track 52 but is closer to the longitudinal opening 3230 of the decoupling rail 3200 while the second rail 3206 is closer to the railway track 52.

[0192] The rail cover 3220 houses the pair of rails 3202 and the mobile platform 3300. The rail cover 3220 has an upper surface 3222 and is made of multiple rail cover panels that form the upper surface 3222 and are individually removable from the rail cover 3220 in a modular construction. These cover panels are designed so that when installed into the positioning system 3110, the upper surface 3222 of the rail cover 3220 is free from openings into the interior region 3224 of the rail cover 220. Eliminating any such openings eliminates a potential hazard to any individuals walking on the rail cover 3220 and reduce the incursion of precipitation or debris into the interior region 3224 of the rail cover 3220. The material of the rail cover 3220 (as well as the material of the walkway 3280) is strong and flexible, e.g., wood, plastic, rubber, metal, or combinations of materials.

[0193] The longitudinal opening 3230 within the rail cover 3220 allows the end-effector3500 to be mounted to the mobile platform 3300 that is within the interior region 3224. InP92731806US01 / 92731811 this embodiment, the rail cover 3220 includes a first side surface 3226 on a first side of the rail cover 3220 and a second side surface 3228 on a second side of the rail cover 3220 and proximate to the railway tracks 52. The first side surface 3226 of the rail cover has the longitudinal opening 3230 extending longitudinally there along. When the end-effector 3500 is mounted to the mobile platform 3300, a mounting connection such as a mounting structure 3540 for mounting the end-effector to the mobile platform extends through the longitudinal opening 3230 and is displaceable along the longitudinal opening 3230 when the mobile platform 3300 is displaced along the pair of rails 3202.

[0194] The decoupling rail 3200 comprises an internal support structure 3232 that supports the upper surface 3222 of the rail cover 220. This internal support structure 3232 is similar to the internal support structure 232 discussed above, although oriented in the opposite direction. That is, the internal support structure 3232 can include multiple generally c- shaped support structures that are arranged in a spaced-apart manner along the length (e.g., along the y axis) of the decoupling rail 3200. Each generally c-shaped support structure has an upper member configured to support the upper surface of the rail cover 3222, as well as a lower member configured to support the pair of rails 3202. The lower member of each generally c-shaped support structure has a pair of supports extending upwardly therefrom to support the pair of rails 3202 of the positioning system 3110. Each generally c-shaped support structure has a first open end and a second closed end and are arranged such that the first open end of each generally c-shaped support structure faces the longitudinal opening extending longitudinally along the first side surface 3226 of the rail cover.

[0195] Also visible in FIG. 22 and FIG. 23 are multiple electrical power rails 3250 for providing electrical power to the mobile platform 300. The electrical power rails 3250 extend longitudinally along the rail cover 3220 and are supported by the internal support structure 3232. The electrical power rails 3250 are arranged in a vertically spaced-apart manner proximal to an internal side (e.g., a medial side) of the second closed ends of the generally c-shaped support structures of the internal support structure 3232, and are on the opposite side of the rail cover 3220 from the longitudinal opening 3230 (e.g., along the interior of the second side surface and closer to the railway tracks 52). A drive rail 3260 in also located in the interior region 3224 of the rail cover and extends parallel to the first rail 3204 and the second rail 3206 along their length. The drive rail 3260 is located between theP92731806US01 / 92731811 pair of rails and vertically offset lower than them. A drive belt 3270 (best seen in FIG. 28) is also present in the interior region 3224 of the rail cover and extends parallel to the pair of rails 3202 along its length. The drive rail 3260 is configured to support the drive belt 3270.

[0196] FIG. 23 is an end view of the positioning system 3110 of FIG. 22 (without the endeffector 3500 shown). The mobile platform 3300 has a first lateral side and a second lateral side connected by a platform surface 3380. Beneath the platform surface 3380 is a drive assembly 3400 of the mobile platform 300.

[0197] Similar to the embodiment as described above with respect to positioning system 3110, the drive assembly 3400 controls the displacement (in the y direction) of the mobile platform 3300 along the first rail 3204 and the second rail 3206 (of the pair of rails 3202). The drive assembly 3400 (equivalent to the drive assembly 400) comprises an electrical motor mounted to the mobile platform 3300 and a drive wheel operatively coupled to the electrical motor via a transmission. The drive wheel is in running contact with the drive belt 3270. Two tensioning wheels are on either side of the drive wheel and are in contact with the drive belt 3270 and maintain the drive wheel in running contact with the drive belt 3270.

[0198] Also visible in FIG. 23 is a first guide wheel arrangement 3450 for the first rail 3204 and a second guide wheel arrangement 3452 for the second rail 3206. As best seen in FIG. 27, there are two first guide wheel arrangements 3450 and two second guide wheel arrangements 3452, although fewer or more than two of each guide wheel arrangement is also possible.

[0199] Each of the guide wheel arrangements 3450, 3452 is connected to the mobile platform 300, e.g., via a bracket 3451. Each one includes an upper guide wheel 3454, a lower guide wheel 3456 and a side guide wheel 3458. The guide wheel arrangements 3450, 3452 secure the mobile platform 3300 to the pair of rails 3202 and are arranged to account for the forces and moments experienced by the mobile platform 3300 when the mobile platform 3300 is displaced along the pair of rails 3202 and when the end-effector 3500 is actuated and physically engaged with the decoupling mechanism of the moving railcars.

[0200] Each first guide wheel arrangement 3450 is in running contact with the first rail 3204, with the respective guide wheels in running contact with an upper surface, a lateral side surface, and a lower surface of the first rail 3204. Similarly, each second guide wheelP92731806US01 / 92731811 arrangement 3452 is in running contact with the second rail 3206, with respective guide wheels in running contact with an upper surface, a lateral side surface, and a lower surface of the second rail 3206.

[0201] The arrangement of the guide wheel arrangements 3450, 3452 on the mobile platform 3300 enables smooth movement along the pair of rails 3202. The pair of rails 3202 can be configured as long cylindrical tubes along which the guide wheel arrangements 3450, 3452 can travel. This design offers the advantage of being easily extendable to accommodate very long lengths and enables the system to follow the slight curvature of a hump yard.

[0202] Also visible in FIG. 23 are multiple electrical power brushes 3410. The electrical power brushes 3410 are proximate the second side surface 3228 of the rail cover 220 when assembled. The electrical power brushes 3410 are in running contact with the electrical power rails 3250 of the rail cover 3220 and receive electrical power from the electrical power rails 3250.

[0203] FIGS. 25A and 25B illustrate the decoupling rail 3200 in place next to railcar(s) 50 on top of a railway track 52. The rail cover 3220 of the decoupling rail 3200 is composed of a series of durable metal sheets that form the rail cover panels. The rail cover 3220 provides weather protection for the electromechanical components in the interior region.

[0204] The rail cover 3220 can also include an upper surface configured for supporting one or more individuals 60, such as switchyard operators. Such individuals can walk on and their weight can be supported by a walkway 3280 portion of the rail cover 3220 that runs parallel wo the railway tracks 52 without disrupting the mechanics of the mobile platform 3300 below. In some embodiments, such as in FIG. 25A, the walkway 3280 can be separate from the remainer of the rail cover 3220, e.g., made from a separate material. In other embodiments, such as in FIG. 24, the walkway 3280 can be continuous with the remainer of the rail cover 3220, or an additional material can he on top of both the walkway 3280 and the upper surface of the rail cover 3220 so that the two surfaces appear to be continuous.

[0205] The decoupling rail 3200 and the walkway 3280 are shaped for easy integration alongside the railway track 52 and for ergonomic positioning for any individuals 60 who may need to walk on top of the walkway 3280 to perform manual decoupling or other activities.P92731806US01 / 92731811

[0206] The decoupling rail 3200 including the walkway 3280 can have a width W1 that accommodates the passage of both individuals 60 and the end-effector 3500. For example, W1 can be between about 40 inches to about 4ft.

[0207] The decoupling rail 3200 has a height Hl that accommodates all of the components therein. This height Hl can be e.g., less than 12 inches or less than 8 inches. As depicted in FIG. 25 A, the maximum height Hl of the decoupling rail 3200 can be different from the height of the walkway 3280 nearest to the railway tracks 52. In some embodiments, the walkway 3280 is designed and / or installed such that the lower surface is below the lower surface of the ties 54 (or sleepers) of the railway. The upper surface of the walkway 3280 aligns with the top surface of the ties 54 of the railway track 52. This alignment ensures accessibility and aligns with average operator arm reach so that the working position of any individual 60 remains at an appropriate height relative to the railway track 52. In some embodiments, the upper surface of the walkway 3280 can be aligned lower than the top surface of the ties. For example, the upper surface of the walkway 3280 can be aligned with the bottom of the ties 54, between the top surface and the bottom surface of the ties 54, or embedded into the ground so that the upper surface of the walkway 3280 is below the bottom surface of the ties 54.

[0208] Referring to FIG. 25 A, in some embodiments, when the decoupling rail 3200 and the walkway 3280 are installed next to the railway tracks 52, the decoupling rail 3200 can rest on a platform 3290. This platform 3290 may be installed to help to achieve the desired alignment to the ties 54 (e.g., the top surface or bottom surface of the ties 54), or to provide support for the decoupling rail 3200 part. Referring to FIG. 25B, in some embodiments, the decoupling rail 3200 and the walkway 3280 are installed directly on the ground next to the railway tracks 52.

[0209] FIG. 25A also shows an end view of the decoupling rail 3200 with the end-effector 500 installed so that it is mounted on the mobile platform 3300 while FIG. 25B shows an end view of the end-effector 3500 mounted on the mobile platform 3300 without the endeffector 500. The longitudinal opening 3230 of the rail cover 3220 permits the rail mounting structure 3540 of the end-effector 3500 to extend therethrough so that the end-effector 3500 can be mounted to the mobile platform 3300 within the interior region 3224 of the rail coverP92731806US01 / 927318113220. The rail mounting structure 3540 can have a general “c” profile, extending from within the interior region 3224 of the rail cover 3220, up the first side surface 3226 of the rail cover 3220 and over the upper surface 3222 of the rail cover 3220.

[0210] FIG. 27 is a perspective view the mobile platform 3300 that shows the configuration of the four guide wheel arrangements 3450, 3452 on the sides of the mobile platform 3300. When the mobile platform 3300 is assembled with the decoupling rail 3200, the first lateral side 3310 of the mobile platform 3300 is arranged proximal to the first rail 3204 and toward the railway tracks 52 while the second lateral side 3312 is arranged proximal to the second rail 3206 and away from the railway tracks 52.

[0211] The mobile platform 3300 has a first set of guide wheel arrangements 3450 arranged in running contact with the first rail 3204 of the pair of rails. A first one of the first set of guide wheel arrangements 3450 is operatively coupled to the mobile platform 3300 proximate a first end of the mobile platform and a second one of the guide wheel arrangements 3450 is operatively coupled to the mobile platform such that the second guide wheel arrangement is located proximate a second end of the mobile platform. A second set of guide wheel arrangements 3452 is in running contact with the second rail 3206 of the pair of rails. Of these, a third guide wheel arrangement is operatively coupled to the mobile platform such that it is located on the second lateral side 3310 of the mobile platform proximate the second end of the mobile platform. A fourth guide wheel arrangement operatively is coupled to the mobile platform 3300 such that it is located on the second lateral 3312 side of the mobile platform proximate the second end of the mobile platform 300.

[0212] FIG. 28 shows a lower perspective view of the mobile platform 3300. As can be seen in this view, the drive wheel 3406 is a toothed wheel. The drive belt 3270 is a toothed belt whose teeth fit with the teeth of the drive wheel 3406, and which fits over the drive wheel 3406 and under the tensioning wheels 3414. Also visible is a gearbox 3284.End-effector - 2ndembodimentP92731806US01 / 92731811

[0213] FIG. 29 shows elements of the automated decoupling system 3100 including the end-effector 3500 and mobile platform 3300. The end-effector 3500 attaches to the mobile platform 3300 at the rail mounting structure 3540.

[0214] Extension arms 3536 connect to the rail mounting structure 3540 via a mounting base 3538 at a first end 3542 of the extension arms. The extension arms 3536 illustrated include two upper arms and two lower arms, although fewer (e.g., three) or more arms are also possible.

[0215] The extension arms 3536 attach to a gripping mechanism 3544 at a second end 3546 of the extension arms. The gripping mechanism 3544 is rotatably attached to the second end 3546 of the extension arms 3536 such that the gripping mechanism 3544 can passively rotate with respect to the extension arms 3536 (e.g., around the x axis).

[0216] FIGS. 30A-D show the gripping mechanism 3544 in detail. The gripping mechanism 3544 has a body 3547, which includes a top cover that is transparent in the figures to illustrate the internal components and mechanisms. The body 3547 of the gripping mechanism 3544 includes two lateral sides 3548 and a front side 3578. A first carriage 3556 and a second carriage 3558 are configured to translate along each of the lateral sides 3548. One of the lateral sides 3548 includes a contact surface 3552 on the outside thereof (e.g., on the opposite surface from the first carriage 3556).

[0217] A pair of gripping hooks 3554 are mounted to the first carriage 3556 and the second carriage 3558. Translation of the first carriage 3556 and second carriage 3558 causes the pair of gripping hooks 3554 to move forward and backward along the x axis (e.g., toward and away from in between two railcars). The first carriage 3556 and second carriage 3558 each move linearly along respective lateral sides 3548 so that the pair of gripping hooks 3554 move (together) back and forth in the x direction.

[0218] The pair of gripping hooks 3554 is also rotatably mounted to the first carriage 3556 and second carriage 3558 such that the pair of gripping hooks 3554 can rotate (together) around one or more first pivot points 3560 on the first carriage 3556 and one or more second pivot points 3562 on the second carriage 3558. The translation and rotational motion of the pair of gripping hooks 3554 can be actuated as is known in the art, e.g., by motors 3564. The translation motion can be achieved by moving the carriages 3556, 3558 in aP92731806US01 / 92731811 synchronized manner (e.g., at the same velocity in same direction), while rotative motion can be achieved by moving the carriages 3556, 3558 in a coordinated, but not synchronized manner (e.g., moving the carriages at different velocities and / or in opposite directions).

[0219] While two gripping hooks 3554 are shown, one gripping hook, or more than two gripping hooks are also possible. The two gripping hooks 3554 are capable of hooking across at least 30 cm along the x-axis, with the gripping mechanism 3544 having a length between 20 cm and 70 cm along the x-axis. This design provides a large area for the contact surface 3552 to hit the lever and an extensive range of motion for the gripping hooks 3554 to detect and grab the decoupling lever 58. The vertical distance between the gripping hooks 3554 can be between about 6 cm to about 11 cm, e.g., about 9 cm distance. Such an arrangement allows the gripping hooks 3554 to grab onto a decoupling lever 58 without either one of the hooks sliding off or missing the decoupling lever 58.

[0220] The gripping mechanism 3544 includes a horizontal lever finding plate 3580 mounted beneath the gripping hooks 3554 that detects the decoupling lever 58 so that the gripping hooks 3554 are deployed. The horizontal lever finding plate 3580 incorporates a pressure sensor that detects when a downward force is applied.

[0221] Implementation of the lever finding plate 3580 helps account for variation in both length and height of the various levers in use (e.g., as depicted in FIG. 1C). The lever finding plate 3580 allows the system to automatically adjust for this vertical variability, ensuring consistent and reliable engagement relative to the bottom of any lever.

[0222] The electronic control and communication components of the mobile platform 3300 can be enclosed at different positions, and in some instances can be housed within the mounting base 3538. These components include power supplies, an automation or motion controller, motor drive for the electrical motor, and a wireless communication module. The wireless communication module is configured for wireless communication with a computing system to receive, from the computing system, control commands for controlling displacement of the mobile platform along the pair of rails 3202 as well as to transmit data representative of position and / or velocity of the mobile platform 3300.

[0223] In some embodiments, all electronics, such as control units, are mounted within sealed enclosures. The electronic systems are equipped with industrial heaters andP92731806US01 / 92731811 thermostats, maintaining a minimum internal temperature of approximately 5 °C to protect components from cold-related failures. Additional heating can be added at the gearbox 3284 to ensure it remains within an efficient operating range in low temperatures. Still additional heating can be added along the track.

[0224] FIG. 30D shows a variation of the gripping mechanism 3544, where the body 3547 of the gripping mechanism 3544 is rotated around the z-axis such that its front side 3578 is tilted at an angle 02 with respect to the direction of travel (along the y-axis). This angled configuration reduces mechanical interference as it allows the gripping hooks 3554 to approach the lever from a more favorable angle, minimizing the risk of contact with the linkage bar during the gripping sequence. The angle 02 can be between about 0° to about 45°, or about 15° to about 35°, or between about 20° to about 30°, e.g., about 25°.

[0225] The gripping mechanism 3544 is attached to the remainder of the end-effector 3500 so that it can passively rotate with respect to the second end 3546 of the extension arms 3536. An end-effector pivot 3526 permits this movement. For example, the end-effector pivot can be a turntable.

[0226] The motion of this embodiment is similar to that explained above with respect to the earlier embodiment. That is, the extension arms 3536 are connected to the mounting base 3538 so as to be rotatable along two degrees of freedom; the first being around the y axis that cause the extension arms 3536 to raise and lower in the xz plane, thereby lifting and lowering the gripping mechanism 3544, and the second being the extension arms 3536 can rotate around the z axis as a result of a force applied to the contact surfaces 3552 of the gripping mechanism 3544.

[0227] During the decoupling sequence, the end-effector 3500 first positions itself between two railcars 50. The mobile platform 3300 slows down relative to the moving cars to approach the decoupling lever 58 and the end-effector 3500 lowers the extension arms 3536. The end-effector 3500 eventually makes contact with the contact surface 3552, which causes the entire extension portion of the arm (the extension arms 3536 and gripping mechanism 3544) to deflect rotationally around the z axis at the attachment points to the mounting base 3538. At least one angle sensor located at that position senses the passive rotational movement of the arm deflecting through a deflection angle. If the deflection angle 0 isP92731806US01 / 92731811 greater than a threshold, the system determines that it has now made contact with the decoupling lever 58. At this point the gripping mechanism 3544 are extended fully, at their maximum extension at the end of the end of the end-effector 3500 and nearest the decoupling lever 58.

[0228] A difference with the embodiment above is that upon contact with the contact surface 3552, the end-effector 3500 then initiates a controlled upward motion. This upward motion continues until the bottom of the decoupling lever 58 touches the lever finding plate 3580, signaling that the gripping hooks 3554 are aligned at the correct height to begin the gripping process. The downward and upward motion is indicated by the arrow in FIG. 30C.

[0229] The gripping mechanism 3544 retracts away from the decoupling lever 58. The translation of the gripping mechanism 3544 continues until they eventually come into contact with the decoupling lever 58, which can be indicated by motor torque readings (e.g., the motors actuating the gripping mechanism 3544 meets or exceeds a threshold measurement as indicated by motor sensors). The gripping mechanism 3544 may also rotate, e.g., around first pivot points 3560 and / or second pivot points 3562 until at least one of the motors on the first carriage 3556 and second carriage second carriage 3558 indicate contact with the decoupling lever 58 (e.g., the motors actuating the gripping mechanism 3544 meets or exceeds a threshold measurement).

[0230] The extension arms 3536 are then raised upwards with the decoupling lever 58 gripped by the gripping hooks 3554. As the griping mechanism 3544 is raised, it rotates around the end-effector pivot 3526 to lift the lever with coordinated movement between horizontal translation along the y-axis and vertical translation along the z-axis to disconnect the two rail cars.

[0231] Once lifted, the gripping hooks 3554 can quickly release the decoupling lever 58 and reset to their initial position.

[0232] In some embodiments, one or more springs are connected to the extension arms 3536 at various positions. The springs can be designed and positioned to help support the extension arms 3536, add damping to reduce vibrations in the system, and cause the extension arms 3536 to return to the rest position.P92731806US01 / 92731811

[0233] The task of decoupling railcars in a switchyard presents challenges as the model and position of the lever can vary between different railcars. To address this, the end-effector 3500 is designed to accommodate levers within an area of approximately 220 mm by 340 mm at the side of a train. This approach allows the end-effector 3500 to flexibly rotate levers without requiring precise knowledge of their exact position.

[0234] The control methods described above, e.g., the method 1400 of decoupling two railcars of FIG. 14, the method 1700 for controlling an automated decoupling system of FIG. 1700, and the method 2100 for controlling a mobile platform of an automated decoupling system can be carried out using the automated decoupling system 3100 described above.

[0235] Certain additional elements that may be needed for operation of some embodiments have not been described or illustrated as they are assumed to be within the purview of those of ordinary skill in the art. Moreover, certain embodiments may be free of, may lack and / or may function without certain elements disclosed herein.

[0236] All references cited throughout the specification are hereby incorporated by reference in their entirety for all purposes.

[0237] It will be understood by those of skill in the art that throughout the present specification, the term “a” used before a term encompasses embodiments containing one or more to what the term refers. It will also be understood by those of skill in the art that throughout the present specification, the term “comprising”, which is synonymous with “including,” “containing,” or “characterized by,” is inclusive or open-ended and does not exclude additional, un-recited elements or method steps.

[0238] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. In the case of conflict, the present document, including definitions will control. As used in the present disclosure, the terms “around”, “about” or “approximately” shall generally mean within the error margin generally accepted in the art. Hence, numerical quantities given herein generally include such error margin such that the terms “around”, “about” or “approximately” can be inferred if not expressly stated.P92731806US01 / 92731811

[0239] Although the present invention has been described in considerable detail with reference to certain embodiments thereof, variations and refinements are possible and will become apparent to the person skilled in the art in view of the present description. The invention is defined more particularly by the attached claims.

Claims

1. P92731806US01 / 92731811WHAT IS CLAIMED IS:

1. A positioning system for supporting and displacing an end-effector to position the endeffector relative to moving railcars of a train in a switchyard, the end-effector being configured to decouple one or more railcars of the train, the positioning system comprising: a pair of rails configured to be arranged alongside a railway track in the switchyard; a mobile platform displaceable along the pair of rails to position the mobile platform relative to the railcars of the train moving on the railway track; and a rail cover configured to house the pair of rails and the mobile platform, the rail cover including an upper surface configured for supporting one or more individuals.

2. The positioning system of claim 1, wherein the upper surface of the rail cover is configured as a walkway for supporting weight of the one or more individuals walking thereupon.

3. The positioning system of claim 1 or claim 2, wherein, when the rail cover is installed on the positioning system, the upper surface of the rail cover is free from openings into an interior region of the rail cover.

4. The positioning system of any of claims 1 to 3, wherein: the rail cover includes a first side surface on a first side of the rail cover and a second side surface on a second side of the rail cover; the first side surface of the rail cover has a longitudinal opening extending longitudinally along the first side of the rail cover; and when the end-effector is mounted to the mobile platform, a mounting structure for mounting the end-effector to the mobile platform extends through the longitudinal opening and is displaceable along the longitudinal opening when the mobile platform is displaced along the pair of rails.

5. The positioning system of claim 4, wherein the rail cover comprises an internal support structure configured to support the upper surface of the rail cover.P92731806US01 / 927318116. The positioning system of claim 5, wherein the internal support structure comprises a plurality of generally c-shaped support structures configured to be arranged in a spacedapart manner along a length of the positioning system, each generally c-shaped support structure having an upper member configured to support the upper surface of the rail cover.

7. The positioning system of claim 6, wherein each generally c-shaped support structure has a lower member configured to support the pair of rails.

8. The positioning system of claim 7, wherein the lower member of each generally c- shaped support structure has a pair of supports extending upwardly therefrom to support the pair of rails of the positioning system.

9. The positioning system of any of claims 6 to 8, wherein each generally c-shaped support structure has a first open end and a second closed end, the generally c-shaped support structures being arranged such that the first open end of each generally c-shaped support structure faces the longitudinal opening extending longitudinally along the first side surface of the rail cover.

10. The positioning system of claim 9, wherein the rail cover further comprises a plurality of electrical power rails for providing electrical power to the mobile platform, the plurality of electrical power rails extending longitudinally along the rail cover.

11. The positioning system of claim 10, wherein the plurality of electrical power rails are supported by the internal support structure.

12. The positioning system of claim 11, wherein the plurality of electrical power rails are arranged in a vertically spaced-apart manner proximal an internal side of the second closed ends of the generally c-shaped support structures of the internal support structure.

13. The positioning system of any of claims 10 to 12, wherein the mobile platform includes a plurality of electrical power brushes arranged to be in running contact with the plurality of electrical power rails to receive electrical power.

14. The positioning system of claim 13, wherein the mobile platform comprises one or more electrical connectors for providing one or more electrical connections between theP92731806US01 / 92731811 mobile platform and the end-effector to provide electrical power received from the plurality of electrical power rails to the end-effector.

15. The positioning system of any of claims 4 to 14, wherein the mobile platform includes a drive assembly controllable to control displacement of the mobile platform along the pair of rails.

16. The positioning system of claim 15, wherein the drive assembly comprises an electrical motor mounted to the mobile platform.

17. The positioning system of claim 16, wherein: the drive assembly further comprises a drive wheel operatively coupled to the electrical motor; the positioning system further comprises a drive belt configured to be arranged in the interior region of the rail cover such that a length of the drive belt extends parallel to the pair of rails; and the drive wheel is in running contact with the drive belt.

18. The positioning system of claim 17, wherein the drive wheel is a toothed wheel and the drive belt is a toothed belt.

19. The positioning system of claim 17 or claim 18, wherein the drive assembly further comprises a pair of tensioning wheels arranged on either side of the drive wheel, the tensioning wheels being configured to maintain the drive wheel in running contact with the drive belt.

20. The positioning system of any of claims 17 to 19, further comprising a drive rail configured to be arranged in the interior region of the rail cover such that a length of the drive rail extends parallel to the pair of rails, wherein the drive rail is configured to support the drive belt.

21. The positioning system of claim 20, wherein the drive rail is configured to be arranged such that the drive rail is located between the pair of rails and vertically offset lower than the pair of rails.P92731806US01 / 9273181122. The positioning system of any of claims 1 to 21, wherein the pair of rails comprises a first rail and a second rail, and the mobile platform further comprises: i) a first plurality of guide wheel arrangements configured to be arranged in running contact with the first rail, each guide wheel arrangement of the first plurality of guide wheel arrangements comprising:- an upper guide wheel configured to be arranged in running contact with an upper surface of the first rail;- a side guide wheel configured to be arranged in running contact with a lateral side surface of the first rail; and- a lower guide wheel configured to be arranged in running contact with a lower surface of the first rail; ii) a second plurality of guide wheel arrangements configured to be arranged in running contact with the second rail, each guide wheel arrangement of the second plurality of guide wheel arrangements comprising:- an upper guide wheel configured to be arranged in running contact with an upper surface of the second rail;- a side guide wheel configured to be arranged in running contact with a lateral side surface of the second rail; and- a lower guide wheel configured to be arranged in running contact with a lower surface of the second rail.

23. The positioning system of claim 22, wherein: the mobile platform has a first lateral side configured to be arranged proximal to the first rail and a second lateral side configured to be arranged proximal to the second rail; the first plurality of guide wheel arrangements comprises:- a first guide wheel arrangement operatively coupled to the mobile platform such that the first guide wheel arrangement is located on the first lateral side of the mobile platform proximate a first end of the mobile platform; andP92731806US01 / 92731811- a second guide wheel arrangement operatively coupled to the mobile platform such that the second guide wheel arrangement is located on the first lateral side of the mobile platform proximate a second end of the mobile platform; and the second plurality of guide wheel arrangements comprises:- a third guide wheel arrangement operatively coupled to the mobile platform such that the third guide wheel arrangement is located on the second lateral side of the mobile platform proximate the first end of the mobile platform; and- a fourth guide wheel arrangement operatively coupled to the mobile platform such that the fourth guide wheel arrangement is located on the second lateral side of the mobile platform proximate the second end of the mobile platform.

24. The positioning system of any of claims 1 to 23, wherein the mobile platform further comprises a wireless communication module configured for wireless communication with a computing system to: receive, from the computing system, control commands for controlling displacement of the mobile platform along the pair of rails.

25. The positioning system of claim 24, wherein the wireless communication module is configured for wireless communication with the computing system to: transmit, to the computing system, data representative of position and / or velocity of the mobile platform.

26. The positioning system of any of claims 1 to 25, wherein the pair of rails and the rail cover have a modular construction.

27. The positioning system of claim 26, wherein each rail of the pair of rails comprises a plurality of rail segments configured to be connected in series.

28. The positioning system of claim 26 or claim 27, wherein the rail cover comprises a plurality of rail cover panels configured to be individually removable from the rail cover.P92731806US01 / 9273181129. A positioning system for supporting and displacing an end-effector to position the end-effector relative to moving railcars of a train in a switchyard, the end-effector being configured to decouple one or more railcars of the train, the positioning system comprising: a pair of rails configured to be arranged alongside a railway track in the switchyard; a mobile platform displaceable along the pair of rails to position the mobile platform relative to the railcars of the train moving on the railway track, wherein the mobile platform comprises: i) a first plurality of guide wheel arrangements configured to be arranged in running contact with a first rail of the pair of rails, each guide wheel arrangement of the first plurality of guide wheel arrangements comprising:- an upper guide wheel configured to be arranged in running contact with an upper surface of the first rail;- a side guide wheel configured to be arranged in running contact with a lateral side surface of the first rail; and- a lower guide wheel configured to be arranged in running contact with a lower surface of the first rail; ii) a second plurality of guide wheel arrangements configured to be arranged in running contact with a second rail of the pair of rails, each guide wheel arrangement of the second plurality of guide wheel arrangements comprising:- an upper guide wheel configured to be arranged in running contact with an upper surface of the second rail;- a side guide wheel configured to be arranged in running contact with a lateral side surface of the second rail; and- a lower guide wheel configured to be arranged in running contact with a lower surface of the second rail.

30. An automated system for decoupling moving railcars of a train in a switchyard, the automated system comprising: i) an end-effector with a railcar decoupling end-effector, the end-effector comprising:P92731806US01 / 92731811 a mobile member having a passive degree of freedom; a sensor configured to detect that the mobile member has been moved along the passive degree of freedom by contact between the mobile member and an external rod; and at least one gripping hook configured to rotate about a first rotational axis in response to the contact and thereby grip the external rod; and ii) a positioning system for supporting and displacing the end-effector to position the end-effector relative to moving railcars of the train to engage the external rod to decouple two or more railcars of the train, the positioning system comprising: a pair of rails configured to be arranged alongside a railway track in the switchyard; a mobile platform displaceable along the pair of rails to position the mobile platform relative to the railcars of the train moving on the railway track; and a rail cover configured to house the pair of rails and the mobile platform, the rail cover including an upper surface configured for supporting one or more individuals.

31. An end-effector with a railcar decoupling end-effector comprising: a mobile member having a passive degree of freedom; a sensor configured to detect that the mobile member has been moved along the passive degree of freedom by contact between the mobile member and an external rod; and at least one gripping hook configured to rotate about a first rotational axis in response to the contact and thereby grip the external rod.

32. The end-effector of claim 31 , comprising a turning mechanism that is configured to let the at least one gripping hook to rotate about a second rotational axis.

33. The end-effector of claim 31, wherein the passive degree of freedom is a rotational degree of freedom.P92731806US01 / 9273181134. The end-effector of claim 31, wherein the mobile member comprises at least one extension arm extending from the gripping hook and the at least one sensor measures an angle of deflection of the at least one extension arm.

35. The end-effector of claim 34, wherein the at least one extension arm is configured to be raised and lowered in a plane that intersects the first rotational axis.

36. The end-effector of claim 34, wherein the at least one extension arm is rotatably mounted to a mounting board, and the mounting board is fixedly mounted to a mobile platform.

37. The end-effector of claim 31, wherein the at least one gripping hook is mounted to a carriage that is configured to displace the at least one gripping hook along a first translation axis.

38. The end-effector of claim 37, wherein the gripping hook is configured to carry out a rotational motion around the translation axis.

39. The end-effector of claim 31 , further comprising an angle sensor configured to detect contact between the mobile member and the external rod.

40. The end-effector of claim 31, wherein the mobile member is connected to at least one spring.

41. The end-effector of claim 31, wherein the external rod is an operating lever of a train car coupler.

42. A railcar decoupling mechanism comprising: a gripping mechanism; an extension arm extending along an x-axis and rotatably attached at a first end to the gripping mechanism such that the gripping mechanism can rotate about the x-axis; and a mounting connection connecting the extension arm at a second end to a rail mounting structure, the mobile carriage being configured to translate the extension arm along ay-axis perpendicular to the x-axis,P92731806US01 / 92731811 wherein the extension arm is rotatably mounted to the mounting board so that the extension arm has two degrees of freedom with respect to the mounting board.

43. A method for controlling an automated decoupling system, the method comprising: receiving a train data record and one or more decoupling tasks from a central control system of a switchyard, wherein the train data record includes information about each railcar of a moving train in the switchyard and each decoupling task indicates a segment of one or more railcars to be decoupled from the train; generating a decoupling plan for carrying out the one or more decoupling tasks, wherein the decoupling plan indicates, for each decoupling task, a target decoupling location for decoupling each respective segment; and causing a mechanical system of the automated decoupling system to be controlled to carry out one or more decoupling operations in accordance with the decoupling plan.

44. The method of claim 43, further comprising: receiving direct or indirect feedback from the mechanical system indicating an error; and communicating the error to the central control system.

45. The method of claim 44, wherein the error indicates decoupling of a particular segment was unsuccessful, the method further comprising: receiving an updated decoupling task from the central control system in response to the error; generating an updated decoupling plan to include a same or different target decoupling location for the particular segment; and causing the mechanical system to be controlled to carry out one or more decoupling operations in accordance with the updated decoupling plan.

46. The method of any one of claims 43 to 45, wherein generating the decoupling plan comprises, for a target segment to be decoupled from the train: determining a center of gravity of the target segment; and determining the target decoupling location for decoupling the target segment, the target decoupling location being based on an expected location of a target coupler to beP92731806US01 / 92731811 decoupled when the center of gravity of the target segment is expected to reach a predefined location.

47. The method of claim 46, wherein the switchyard is a hump yard and the predefined location is a crest of a hump in the hump yard.

48. The method of claim 46 or 47, wherein the target decoupling location is upstream of the expected location of the target coupler when the center of gravity of the target segment is expected to reach the predefined location, wherein upstream is defined to be a direction opposite to a direction of travel of the moving train.

49. The method of any one of claims 46 to 48, wherein determining the center of gravity of the target segment comprises computing the center of gravity of the target segment using information contained in the train data record about a weight and length of each railcar in the target segment.

50. The method of any one of claims 43 to 48, wherein the method is carried out free of computer vision.

51. A computing system for controlling an automated decoupling system, the computing system comprising: a processing unit; and a memory storing instructions thereon, wherein the instructions are executable by the processing unit to cause the computing system to carry out the method of any one of claims 43 to 50.

52. A non-transitory computer readable medium having instructions stored thereon, wherein the instructions are executable by a processing unit of a computing system to cause the computing system to carry out the method of any one of claims 43 to 50.

53. A method for controlling a mobile platform of an automated decoupling system, the method comprising:P92731806US01 / 92731811 receiving sensor data from a plurality of sensors located along a railway track in a switchyard, the sensor data indicating detected positions of a railcar of a moving train over multiple timepoints, a target coupler to be decoupled being located at an end of the railcar; computing a velocity of the railcar using the sensor data; and generating a first control command to cause the mobile platform to match the velocity of the railcar.

54. The method of claim 53, further comprising: after generating the first control command, generating a second control command to cause the mobile platform to decelerate after the mobile platform is within a threshold distance of the target coupler; after generating the second control command and in response to receiving a signal indicating contact with the target coupler, generating a third control command to cause the mobile platform to match the velocity of the railcar; and after generating the third control command, generating a fourth control command to cause the mobile platform to return to an initial position.

55. The method of claim 54, wherein the fourth control command is generated further in response to receiving a signal indicating the target coupler is decoupled.

56. The method of claims 54 or 55, further comprising: after generating the second control command and prior to generating the fourth control command, generating a fifth control command to cause an end-effector supported by the mobile platform to carry out a decoupling operation.

57. The method of any one of claims 53 to 56, further comprising: computing an acceleration of the railcar using the sensor data, wherein the first control command further causes the mobile platform to match the acceleration of the railcar.

58. The method of any one of claims 53 to 57, wherein the target coupler is defined in a decoupling task of a decoupling plan containing one or more decoupling tasks.

59. The method of claim 58, further comprising receiving the decoupling plan.P92731806US01 / 9273181160. The method of claim 58 or 59, wherein the computed velocity and the detected positions of the railcar are stored as train status information, and wherein the train status information is used together with the decoupling plan to determine a location of the target coupler.

61. The method of claim 60, wherein the train status information further includes an identifier of the railcar, and the identifier of the railcar is used to identify the target coupling in accordance with the decoupling plan.

62. The method of any one of claims 53 to 61, wherein the method is carried out free of computer vision.

63. A computing system for controlling an automated decoupling system, the computing system comprising: a processing unit; and a memory storing instructions thereon, wherein the instructions are executable by the processing unit to cause the computing system to carry out the method of any one of claims 53 to 62.

64. A non-transitory computer readable medium having instructions stored thereon, wherein the instructions are executable by a processing unit of a computing system to cause the computing system to carry out the method of any one of claims 53 to 62.

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