HK1237730A1 - Positive train control system and apparatus therefor - Google Patents

Description

Forward train control system and device therefor

Cross Reference to Related Applications

The present application claims the benefit of U.S. provisional patent application entitled "POSITIVE TRAIN SYSTEM BASED ON GEO-TAGGED DATA" filed 5.8.2014 under serial number 61/999,742, U.S. provisional patent application entitled "POSITIVE TRAIN CONTROL SYSTEM BASED ON GEO-TAGGEDDATA" filed 15.8.8.2014 under serial number 62/070,141, and U.S. provisional patent application entitled "POSITIVE TRAIN SYSTEM BASED ON GEO-TAGGED DATA" filed 19.9.19.2014 under serial number 62/071,297, each of which is hereby incorporated herein by reference in its entirety.

Technical Field

The present invention relates to positive train control, and in particular to a positive train control system and apparatus therefor.

Background

Trains have and continue to be an important, viable and economical tool for transporting cargo and passengers, especially short to medium distances that are too expensive or inconvenient for air travel (e.g., due to travel to and from airports outside cities and due to delays in security procedures). Thousands or millions of people travel on commuter trains, regional railway lines, subways, and underground trains every day, and so safety is very important.

Collisions and derailments with objects on the track appear to be the two most common types of train accidents, and in many cases occur together. Track conditions (e.g., incorrect switch locations and/or incomplete switch transitions) and track deformation often contribute to these accidents, which often result in personal injury and death, dangerous spills and releases to health and/or the environment, and damage to property both along the track and at a distance from the track.

Often tens or hundreds of people are injured or die or are at risk, hazardous and/or dangerous chemicals have been released and even the entire neighborhood and town have been damaged or have to be evacuated from it. Economic losses can easily rise to millions of dollars, even due to accidents that may look relatively "small".

In the early days, train operation was controlled by a system of geographical "fixed blocks" of tracks, in which each track block or length would have to be cleared from each train before another train could be allowed to enter the fixed block, for example as illustrated in fig. 1. Signaling and switching are initially controlled manually, for example by a dispatcher in a wayside tower, and then automated to some extent as technology advances. Typically, the geographic occlusion is large and so track utilization is low, but it works relatively well if the direction and speed of travel of the train are similar, the track is in good condition, and there are no human errors on the part of the train operator and dispatcher. Because trains are operated based on what the previous track situation is assumed to be, the actual situation often deviates from the assumed situation, and accidents are frequent and often catastrophic.

An improved approach is to introduce a system of "moving blocks" where the blocks are not geographically fixed, but rather each "block" moves with the train in the moving block and has a length predetermined by train speed, stopping distance, speed limits, wayside sensors and central control capability.

One approach to reducing the risk of such accidents has been to enforce what is called "forward train control" as required by the "2008 railroad safety improvement act" enacted in the united states. Among the intended safety benefits are maintaining train separation, avoiding collisions, enforcing line speeds, implementing temporary speed limits, and improving railroad worker wayside safety. One result has been the increase in computer-based train control that has been understood to rely on centralized computers that employ radio communications to monitor train movement and track conditions, however, these have tended to continue to define dynamic moving occlusion methods (also known as virtual or flexible occlusions) that move with the train, either as a safety envelope or occlusion.

Conventional methods of forward train control rely on reporting the location and operation of individual trains, the accumulation and monitoring of data related to trains, track and wayside data, etc. operating on the railway system, and the communication of that data and the sequence of operations on all trains to a central computer or facility. This complex system necessarily relies on a complex communication system that must interconnect all trains and all the various wayside and track sensors for continuous transmission of data and status information from all system elements to the central computer and for communicating coordinate data, operational instructions, alarms and control instructions to all trains and all system elements and sensors. Not only does the system necessarily complicate communication system requirements (e.g., for achieving adequate reliability, accuracy, and redundancy), but it also necessarily requires a large amount of reliable and redundant central computing resources.

Because such systems (e.g., centrally controlled mobile block systems) must be "fail-safe" because any failure of equipment and/or communications must be responded to quickly by placing the entire railway and all trains thereon in a safe operating condition. This is typically implemented by reverting back to an absolute blocking operation in which the train speed is reduced substantially to, for example, 25mph (in the absence or non-operation of wayside signals) and to below 50mph (in the presence and operation of wayside signals), and the train separation is increased substantially, thereby substantially reducing the capacity and efficiency of the overall affected railway system.

The applicant believes that there may be a need to provide a less complex and less costly train control system and related apparatus that replaces the complex and expensive prior art centralized control train management system and that may even function when communication with a train or trains is interrupted or lost or not present.

Disclosure of Invention

Accordingly, a train mountable positive train control unit may comprise: a plurality of different sensors selected from the group consisting of: a visual imager, an infrared imager, a radar, a doppler radar, a laser sensor, a laser ranging device, an acoustic sensor, and/or an acoustic ranging device; a positioning device comprising a global positioning device and/or an inertial navigation device providing location data; a processor that correlates data sensed by a plurality of different sensors with location data and time data; a data receiver configured to receive data from a track monitor, a switch monitor, and/or a wayside monitor; the processor determining its position, velocity and direction relative to the predetermined track path configuration data; the processor determining whether an object is present on the track path and/or whether an anomaly is present in the track path; and if the processor determines that the position, speed and/or direction of the positive train control unit is different from the train crossing sequence, that an object is in the track path ahead of the positive train control unit, and/or that an anomaly exists in the track path, the processor communicates an alert to an alert device and/or communicates a control signal to the train control device to adjust at least the speed of the train.

Further, a forward train control unit for a track path may include: a plurality of different sensors having respective fields of view in predetermined directions; a processor that correlates data sensed by the plurality of different sensors with location data and time data; a data receiver coupling data from the one or more monitors to the processor; a communication device; the processor determining a position of the forward train control unit relative to the track path data based on the data from the plurality of different sensors, the position data, and the data from the data receiver; the processor determining whether an object is present on the track path and whether an anomaly is present in the track path; and if the processor determines that the object is in the orbital path and/or that an anomaly exists in the orbital path; the processor causes an alert via the communication device regarding an object being in the track path and/or an anomaly in the track path.

According to another aspect, a forward train control unit may include: an elongated member attached to a first rail of the track path; a probe near the other end of the elongated member; a sensor device attached to a second rail of the track path and comprising a position sensor for sensing a position of the probe relative to the sensor device; wherein the detector and the position sensor cooperate to determine the position of the elongated member relative to the sensor device.

According to yet another aspect, a forward train control method may include:

receiving sensor data from a plurality of different sensors, the plurality of different sensors selected from the group consisting of: a visual imager, an infrared imager, a radar, a doppler radar, a laser sensor, a laser ranging device, an acoustic sensor, and/or an acoustic ranging device;

receiving location data from a positioning device that determines a location of a train;

associating the sensor data with the location data and the time data, whereby the sensor data is assigned a geotag and a time tag;

receiving data from a track monitor, or from a switch monitor, and/or from a wayside monitor (if within range thereof);

determining a position, a speed, and a direction of the train relative to the predetermined data from the sensor data and the location data;

determining from the sensor data whether an object is present on the orbital path;

determining whether an anomaly exists in the track path based on data received from the track monitor, switch monitor, and/or wayside monitor (if any); and

(1) if it is determined that the location, speed and/or direction of the train is different from the predetermined data;

(2) if it is determined that the object is in the orbital path, and/or

(3) If it is determined that an anomaly exists in the track path,

an alarm is communicated to an alarm device or a control signal for the train control or both.

In summarizing the arrangements described and/or claimed herein, the selection of concepts and/or elements and/or steps described in the detailed description herein may be done or simplified. Any summary is not intended to identify key features, elements, and/or steps or essential features, elements, and/or steps in connection with the claimed subject matter, and therefore is not intended to, or should not be construed as, limiting or restricting the scope and breadth of the claimed subject matter.

Drawings

The detailed description of the preferred embodiment(s) will be better understood and appreciated when read in conjunction with the figures of the accompanying drawings, in which:

FIG. 1 is a schematic diagram illustrating an example embodiment of a forward train control unit mounted to the front of a train located on a track path;

FIG. 2 is a schematic diagram illustrating an example fully movable and adjustable occlusion for separating trains by a safe distance determinable using the embodiment of FIG. 1;

FIG. 3 is a schematic block diagram of an example embodiment of a positive train control unit adapted for installation to a train;

FIG. 4 is a schematic flow chart diagram illustrating the operation of the example embodiment of FIG. 3;

FIG. 5 is a schematic diagram illustrating various front view fields associated with the exemplary embodiment of FIGS. 1-3;

FIGS. 6A and 6B are schematic and schematic plan views, respectively, of an exemplary embodiment of a positive train control wayside monitor positioned along a track path;

FIG. 7 is a schematic block diagram of an example embodiment of a forward train control wayside monitor unit suitable for installation along a track path;

FIG. 8 is a schematic flow chart diagram illustrating the operation of the example embodiment of FIG. 7;

FIGS. 9A and 9B are schematic plan views and enlarged views, respectively, of an example of a switch having an example embodiment of a switch monitor associated therewith;

FIG. 10 is a schematic plan view of an example of a track path having an example embodiment of a track monitor therewith;

11A and 11B are schematic plan views of examples of respective contact-based monitor sensors; and

fig. 12A, 12B and 12C are schematic plan views of examples of optical sensing-based monitor sensors, schematic block diagrams of such optical-based monitor sensors, and schematic circuit diagrams of optical sensors that may be used therewith, respectively.

In the drawings, where elements or features are shown in more than one drawing, the same alphanumeric designation may be used to designate such elements or features in each drawing, and where closely related or modified elements are shown in the drawings, the same alphanumeric designation that loads or designates "a" or "b" or the like may be used to designate modified elements or features. Similarly, similar elements or features may be designated by similar alphanumeric designations in the different figures of the drawings and by similar nomenclature in the description. In accordance with common practice, the various features of the drawings are not to scale, and the dimensions of the various features may be arbitrarily expanded or reduced for clarity, and any values expressed in any of the drawings are presented by way of example only.

Detailed Description

FIG. 1 is a schematic diagram illustrating an example embodiment of a positive train control unit 100 mounted to the front of a train 50 located on a track 60; and fig. 2 is a schematic diagram illustrating an example fully movable and adjustable occlusion 70 for separating trains 50 by a safe distance determinable using the embodiment of fig. 1. Train 50 includes one or more engines or locomotives 52 (or motorized cars or other self-propelled units) and may also include one or more cars 54, such as passenger cars, vans, gondola cars, hopper cars, flat cars, piggyback trucks, container cars, couches, and the like. Although a railroad train and railroad track are illustrated, the present arrangement may be used with any other type or kind of vehicle 50 operating on and/or along any type or kind of guideway 60.

The forward train control unit 100 is preferably mounted in front of the train 50 so as to have a clear field of view forward in the direction in which the train 50 is traveling. The forward train control unit 100 includes: various different types of sensors (described below) (e.g., visible, infrared, radar, acoustic, etc.) that monitor the forward path to detect and identify objects and/or conditions that may affect the safety of the train 50; and a processor that processes data from these sensors and from other sources to provide an indication of a previous condition to train personnel (including, for example, the train operator) and, if the indication is a warning or alarm, take appropriate action to control the train 50 if the train personnel do not respond appropriately to the warning or alarm in a timely manner.

It is noted that the combination of data from different types of sensors, such as visible sensors that are more useful during daylight, IR sensors that are useful during daylight and darkness, radar that can sense through fog and precipitation, and acoustic sensors that "hear" something other sensors may not see, complement each other to provide a more complete and detailed assessment of what is in front of the forward train control unit 100, including any objects, obstacles, or other hazards than any sensor alone can provide. Further, the sensing and detection of such conditions is performed automatically and continuously in order to provide substantially advance warnings to operating personnel and to take appropriate action to slow and/or stop the train if the personnel fail to take appropriate and timely action.

Among other sources and/or sensors may be one or more train monitors 230 mounted at predetermined locations on the train 50. A train monitor 230 is typically provided on the last car of the train to communicate, preferably wirelessly, for example, its location to the positive train control unit 100 so that the length of the train 50 can be determined and monitored, and thus a loss of integrity (e.g., decoupling of cars) can be detected. Such train monitors may include one or more imagers to provide visibility along the track 60 in the rearward direction of the train 50.

One or more train monitors 230 may be placed on one or more cars along the train 50, for example, as at the location of such cars that may need special monitoring due to, for example, their contents, hazardous materials, high value cargo, classified cargo, need for security, and/or any other particular need.

Positioned along the track 60 may be one or more monitoring units 310 and 330 positioned to monitor and detect abnormal conditions and/or deformations from planned conditions. For example, the wayside monitor 310 may be provided where, for example, the track configuration is deemed to require monitoring because of its nature, such as a curve and/or elevation profile that constrains the distance the track may be viewed, such as by a forward train control unit 100 on the train 50, as described below. Wayside monitors 310 may also be employed to monitor abnormally unstable areas, such as areas known to experience frequent natural changes (such as rock slips and/or floods, etc.). One or more example embodiments of the wayside monitor 310 are described below.

Switch monitors 320 may be placed on the switches to monitor operation and, in particular, completion of switch closure at the point front or turning position of the switch rails. The switch monitor 320 preferably directly senses the positioning of the movable switch rails at the location where they should be in close proximity to the fixed rail (e.g., stock rail) to directly confirm that the switch rails have moved fully and does so independently of any conventional switch controls. One or more exemplary embodiments of the switch monitor 320 are described below.

Track monitors 330 may be placed along the track to monitor changes in spacing and deformation of the track, such as may be caused by high and/or low track temperatures and/or by instabilities in the track base. One or more example embodiments of the track monitor 330 are described below.

While the wayside monitor 310, switch monitor 320 and track monitor 330 may communicate their sensed data to a central computer and/or control facility, the monitor 310 and 330 described herein includes a local communication device, and preferably a plurality of local communication devices for redundancy, that communicate the sensed data directly to the forward train control unit 100 on the train 50 within local communication range (e.g., typically within 2-5 kilometers), as indicated by the jagged lines in FIG. 1. Such communication devices typically employ jammer and interference resistant transmission protocols and/or may operate on different bands and may have additional transponders and/or repeaters associated therewith that may be located nearby and/or remotely, all in order to increase the reliability and accuracy of the communication, e.g., given the geographical and topographical conditions associated with their geographical locations.

The train 50 operates in a dynamic or moving block as in fig. 2 that sets a safe separation distance in front of the train 50 and is spaced from any train that precedes the train 50. Because the forward train control unit 100 senses the track condition ahead of the train 50 and the operating condition of the train 50 and processes the onboard data of the train 50, the dynamically moving blocked separation distance does not need to be established or fixed in advance based on assumptions about train length, speed, etc., and does not need to rely on communications from a central train control computer or facility. Thus, the mobile occlusion may be truly "dynamic" in that the mobile occlusion may elongate and contract based on the actual operating conditions (e.g., previous speed and/or visibility distance) of the train 50. Thus, the train spacing is truly "dynamic" in that the train spacing can be reduced to achieve a "dynamic" train spacing when safe, thereby providing more efficient track utilization, and can be increased when safe operating conditions need to be maintained.

The length of the moving block (e.g., the safe train separation distance) is determined by a combination of the safe braking distance based on the actual speed and actual track conditions of the train 50, the allowable amount of error in the position determination of the train 50, the processing time required for the forward train control unit 100, and the guard zone between trains. Because the on-board train control unit 100 of the train 50 receives sensor data from on-board sensors in real time, there is no need to communicate with a central train control computer in order to maintain safe operation, and so there is no need for the length of the movement block to include office (office) or centralized processing time and/or an allowable amount of communication time to and from the central train control facility.

FIG. 3 is a schematic block diagram of an example embodiment of a forward train control unit 100 adapted for installation to a train; and figure 4 is a schematic flow chart illustrating operation of an example embodiment of the positive train control unit 100 of figure 3. The forward train control unit 100 includes a forward train control processor 110, including one or more microprocessors, microcontrollers, microcomputers, portable computers, and the like, to provide one or more compute engines, memory (including, for example, random access and/or other volatile or non-volatile memory), input/output (I/O) ports, and data storage devices (including, for example, magnetic and/or optical drives and/or large scale solid state semiconductor memory). Processor 100 receives data from other elements of the forward train control unit 100 of various types and configurations, including but not limited to one or more forward looking sensors 110, one or more positioning devices 130, one or more data input devices 140, and one or more communication devices 160. Preferably, a unique identifier is stored in the memory (e.g., memory of the processor 120) of each forward train control unit 100 to uniquely identify the association of the forward train control unit and the train to which it is mounted on any track or rail.

The forward train control unit 100 may be configured as an assembled unit that may be temporarily or permanently installed or attached to a movable vehicle (e.g., a train), or may be in one or more modules or units of equipment installed to the train, and in either case interconnected with them. Preferably, the positive train control unit 100 is mounted to the train (at the forwardmost end of the train) where the positive train control unit 100 will have a suitably clear field of view in front of the train and so be able to observe and/or sense what is in front (if any), and is typically connected to one or more train systems and/or devices via a predefined interface (e.g. using one or more electrical connectors) for receiving electrical power from the train and providing an interconnection therebetween for communicating data.

The forward looking sensor 110 of the forward train control unit 100 is positioned in the forward train control unit 100 and/or mounted to the train 50, 52 so as to have a suitable field of view substantially directly forward from the train 50, 52 to which the forward train control unit 100 is mounted, as illustrated, for example, in fig. 5, which is a schematic diagram illustrating various forward looking fields of view (shown therein as long dashed, short dashed and dotted lines) related to the example embodiment of the forward train control unit 100 of fig. 1-3. In a practical sense, in a configuration selected to take full advantage of each sensor and where on the locomotive 52 available for mounting sensors, sensors having a longer forward range may be, and preferably are, mounted higher up from the track path 60, and sensors having a shorter range may be mounted closer to the track 60. Similarly, the sensor field of view may also be one consideration in selecting a sensor mounting configuration.

Some of the sensors 110 may be positioned to have a field of view that extends forward of the train 50 and senses far away (e.g., 2-5 kilometers forward), while other sensors 110 may be directed to sense closer in front of the train 50 (e.g., 100 meters to 500 meters), while others may be directed to sense a range of distances in between and/or overlapping them. The vertical width of the field of view is typically selected to provide a desired range of forward looking distances (including variations in elevation and/or inclination of the track 60, e.g., due to mountains, overpasses, underground passageways, etc.), and the horizontal width of the field of view is selected to provide a desired range of forward looking distances (including variations in azimuth of the track 60, e.g., due to road-weight widths, curves, parallel tracks, switch tracks, etc.). The sensors of each sensor 110 that may sense the entire 100 meters to 5 kilometers range may be employed to sense all or a portion of that range in front of the train 50.

The sensor 110 may include: one or more visible band imagers 112 that produce successive still or video images; one or more infrared band imagers 114 that produce continuous still Infrared (IR) images or video IR images; one or more radar imagers including doppler radar and other types of radar; one or more laser ranging devices 118; and/or one or more acoustic ranging and/or sonar ranging devices 122.

The data sensed by the sensors 110 is communicated by cable (e.g., electrical cable and/or fiber optic cable) to the forward train control unit processor 120, which processes the sensor data to determine the previous track condition and then determines if any dangerous or hazardous conditions exist, and based thereon initiates appropriate action to signal train personnel.

The various sensors 110 preferably sense distances ranging from relatively close distances (e.g., 10-50 meters) to 1 kilometer, 2 kilometers, or 5 kilometers, thereby encompassing sensing over a range of expected forward speeds at which the train is operating over a length of track that at least exceeds the braking distance of the train, as well as guard bands that account for processing time and possible inaccuracies, uncertainties, etc. The respective sensor fields of view preferably extend over a range of heights (vertical angles) and widths or orientations (horizontal angles) sufficient to sense the track in front of the sensor (including the changes in grade and/or curvature allowed by the known track). In some cases, one sensor may sense over the entire range of distances, altitudes and orientations, and in other cases more than one sensor may be required to sense over the entire range of distances, altitudes and orientations, for example to take into account the sensing ranges of the various sensors and the effects of the environment (e.g. light, rain, fog, snow, darkness) on these ranges.

The geographic location or geographic position of the positive train control unit 100 and the portion of the train to which the positive train control unit 100 is mounted (e.g., a locomotive or engine or control cab typically at the front of the train) is determined by the positioning system 130 with an accuracy that enables at least the determination on the rails of a railroad or track path where the train has multiple rails. The positioning system 130 preferably includes one or more Global Positioning System (GPS) units 132 operable with signals from GPS satellites to accurately determine the geographic location of the GPS unit 132 on earth. The use of multiple positioning units 132 reduces the likelihood of losing location data due to inoperability of the onboard GPS device. Preferably, but optionally, global positioning determining units for two or more different and independent global positioning systems (e.g. the US GPS system, the russian GLONASS system, the european galileo system, the indian IRNSS system and/or the chinese BDS system) may be employed, so that the geographical position is available even when one GPS system is out of range or out of service.

Additionally and preferably, but optionally, one or more additional position determination units 134 (e.g., gyroscopes and/or inertial navigation devices 134) may be provided that operate independently of the GPS unit 132 to operate even when the train is in a tunnel, underground, or otherwise loses communication with GPS satellites. The use of multiple different types of positioning devices 132, 134 reduces the likelihood of lost position data due to inoperability of the onboard positioning devices 132, 134 and signal disruption from positioning system satellites and/or beacons.

Thus, even a failure of all location determination units 130 of one type will not completely lose the accurate geographical location data of the positive train control unit 100. Furthermore, correlating or otherwise combining the location information provided by the plurality of location determination units 130 may provide more accurate and/or more reliable location information than may be available with only one location determination unit or one type of location determination unit.

All data generated by the sensors 110 is associated with the location of the positive train control unit 100 provided by the location determination 130 when the data is needed, and is also time-stamped, such as by the processor 120, so that all sensor data is both geotagged and time-stamped to facilitate its cross-referencing with other data (both similar and dissimilar data) for storage and processing of such data within the positive train control unit 100, and such data is time-stamped by the positive train control unit 100 of another train to which all data generated by the sensors 110 can be communicated and to which such data can be transmitted 160, 162 at a central location.

It is noted that because the acquired data is geographically tagged, the location of the sensors relative to the track path is accurately known, and because the acquired data is time-tagged for association with other time-tagged data, a complete representation of the operation of the train, both with respect to each train and other trains communicating therewith, and at the central train control location (if any), at any given time and/or for any given time can be determined, thereby positively determining the location (including track), speed and direction of the train 50 and positively controlling its operation, as well as helping to plan and perform train operations.

The external data input 300 for the positive train control unit 100 may be provided via a data input device 140, which data input device 140 may include any number of data input devices, such as a keypad, touch screen, USB drive reader, memory card reader, CD or DVD reader, magnetic stripe reader, RFID reader, and the like, as well as a source. The data input may include, for example, one or more of a track map and speed limit, data from sensors 312 associated with the wayside monitor 310, data from sensors 322 associated with the switch monitor 320, and/or data from sensors 332 associated with the track monitor 330, all of which may be in wireless communication.

Wireless communication may be via 220MHz communication devices as utilized to communicate with and between railroad trains, and/or via WiFi networks, ad hoc networks, cellular communications, bluetooth, RFID devices, and similar relatively local communication devices, as their independence from one another and their ability to establish and maintain communication networks and structures may provide inherently robust and reliable data communication links. The communication range may be in the range of 1-5 kilometers for communication through and between nearby trains and nearby waysides, switch and track monitors 310, 320, 330, and may be over much greater distances using one or more types of communication links (e.g., for communication with a central train facility). Thus, the data input device 140 generally includes one or more wireless communication devices 140 operating via one or more antennas 142, the one or more antennas 142 being mounted, for example, to the locomotive 52 of the train 50, typically and preferably thereto.

In general, in addition to communicating sensed data within a relatively localized peripheral area that includes any train (and positive train control units) within communication range, such monitoring devices preferably also communicate sensed data to a central computer or monitor, which may also communicate such data to the train (e.g., the positive train control unit 100 thereon), however, the local communication link is considered the primary communication between such monitor 310 and each positive train control unit 100.

The forward train control unit 100 also typically includes one or more communication devices 160 that primarily serve to communicate data from the forward train control unit 100 to the central computer (solid arrows) and do not need to rely on communicating data from the central or control computer to the forward train control unit 100 (dashed arrows), which is considered a secondary or backup communication path. Multiple communication devices 160 may be employed for improved reliability and redundancy, and each communication device 160 may be operated via one or more antennas 142, 162 located, for example, on the train 50, and preferably on its locomotive 52.

The processor 120 processes the data received from the sensors 110, the positioning system 130 and the data inputs 300, 140 to determine the geographic location of the train (the positive train control unit 100) on the track map and its speed and direction to compare the location, speed and position to the applicable train sequence, speed limit and known track conditions, for example as reported by the one or more monitors 310 and 330. The processor 120 overlays the determined data on a track map to provide a Geographic Information System (GIS) map available to train personnel and optionally may communicate 160 the determined data to a central or control computer. If it is determined to be outside of the constraints, the processor generates an indication thereof and determines an appropriate response (e.g., a request for a revised train sequence, an indication of a possible or unlikely collision, a reduction in speed, application of brakes, and/or application of brakes for an emergency stop).

Processor 120 also processes data received from sensors 110 to analyze images, ranging data, and other data derived therefrom, for example, by comparing such data to templates of known objects and obstacles (e.g., templates of people, animals, vehicles, trains, etc.) stored in its memory. The processor 120 determines from it, along with speed, direction and ranging data, whether a threat object is in the path of the train and, if so, provides an indication of such an object and associated indication (e.g., a possible or impossible collision), reduces the speed, applies the brakes and/or applies the brakes for an emergency stop.

Data and instructions from the processor 120 may be communicated to an operator alert device 210, which may include one or more display monitors, audible warning devices, visual warning devices, tactile warning devices, or a combination thereof. Train personnel thereby notified and/or alerted of the condition and notified to take action may then respond by taking appropriate action, all of which are monitored by the processor 120.

If the train personnel or operator does not respond to the notification, alarm and/or warning properly or in a timely manner, the processor 120 communicates the action that must be taken to the train control system 220 of the train, which automatically takes the action that is necessary, for example, to reduce speed, apply brakes and/or apply brakes for an emergency stop.

Because the processor 120 is in direct communication with the train system 200 (e.g., including the train control 220), the processor 120 receives train operation data from the train control 220 that is processed to determine, for example, train speed and direction (forward or backward), brake and braking status, engine status, train integrity, train safety brake status, etc., thereby generating data from the train control that can be compared to data determined from the sensors 110, the positioning system 130, and the data input and monitor 300 for consistency and accuracy, the absence of which will provide an indication of equipment or other malfunction or failure for which an alarm or warning may need to be given and/or action that may need to be taken.

It should be noted that the processing and/or control functions performed by the processor 120 may be performed by one or more processors 120, P, and one or more of these processors 120, P may be included in and/or associated with any one or more of the sensors 112, 114, 116, 118, and/or 122, as indicated and illustrated by the letter "P" therein. In any given arrangement of the forward train control unit 100, any or all of the sensors 112, 114, 116, 118 and/or 122 may include, and in some arrangements may preferably include, a processor P configured to efficiently process data sensed by its sensors. In this case, sensors 112, 114, 116, 118, and/or 122 provide output data that includes data indicative of any detected objects and or conditions associated with the track path. This output data, which serves as a central or utility resource, is then further processed by the PTC processor 120 to provide combined and/or integrated data representative of the track path and other conditions for affecting any necessary operator alerts 210 and/or train control device 220 actions. The overall control of the forward train control unit 100, including the on, off and other control of the sensors 112, 114, 116, 118 and/or 122, is preferably controlled by the PTC processor 120.

Similarly, the wayside, switch and track monitors 310, 320, 330 may also include a processor 120, P (as indicated and illustrated by the letter "P" therein) that processes sensed data to provide output data to the PTC processor 120 for combination and/or integration with other data related to track path conditions. The data from the wayside, switch and track monitors 310, 320, 330 preferably includes location data indicative of their respective locations, for example, via predetermined location data stored in a memory of the wayside, switch and track monitors 310, 320, 330 and/or via GPS locators of the wayside, switch and track monitors 310, 320, 330.

Further, the processing, combining, and/or integration of the data may be performed in any order that is convenient, for example, for efficient use of the processor 120 and any processor associated with any of the sensors 112, 114, 116, 118, 122, 310, 320, and/or 330. Similarly, time-stamping and/or geo-stamping of sensor data may be performed by the PTC processor 120 associating time and/or location data from the GPS device 132 and/or the inertial navigation device 134 with data from the sensors 112, 114, 116, 118 and/or 122, or by such time and/or location data provided to the sensors 112, 114, 116, 118 and/or 122 and associated with the data generated thereby, or by any or all of the sensors 112, 114, 116, 118 and/or 122 including time and/or location devices. Where each of the plurality of devices includes a time reference, it is preferred that the time references of all of the devices are synchronized to a time standard of known accuracy (e.g., the time standard of GPS device 132).

Fig. 4 is a schematic flow chart illustrating operation 400 of an example embodiment of the forward train control unit 100 of fig. 3. The process 400 begins with an initialization 410 such that all elements of the positive train control unit 100 are in a predetermined known operating state, e.g., all sensors 110 are on and are switched on to a predetermined sensing range and/or mode, and the processor 120 is likewise initialized such that its control computer program begins operating in a known state. For each of the plurality of sensors 110 identified in flowchart 400 as sensor #1 through sensor N, sensor data acquisition 420 is preferably performed in parallel, and sensor data acquisition 420 is preferably performed independently.

In some embodiments, the sensing and data output cycles of multiple sensors 110 may be cycled simultaneously in time to obtain multiple data sets substantially simultaneously from different sources, thereby having substantially identical (if not identical) geotagged locations and timestamps. In other embodiments, the sensing and data output cycles of the multiple sensors 110 may be offset in time from each other in order to reduce the peaks required for data processing by the processor 120, and in particular embodiments it will be appreciated that differences in the timing of the data from the multiple sensors will be in the order of seconds, such that subtle differences in the geotagged locations and timestamps do not represent material differences in the sensed data and/or cannot be correlated with differences in data from other sensors of the multiple sensors 110.

For each of sensors #1 through N, the respective operational sequences 420-1 through 420-N are substantially similar, although differences in detail may exist due to the particular configuration and capabilities of the various multiple sensors 110, as known to one of ordinary skill in the art in connection with such sensors 110. First, the sensors acquire data 422-1 through 422-N and preferably associate location data and time data at each sensing with the sensed data, thereby geotagging and time-tagging the sensor data. Alternatively, associating location data and time data with sensed data may be done after the time of each sensing, provided that the intervening time period is known or is indifferently small, so that the appropriate location data and time data within the sensing time may be calculated, thereby to appropriately bring the sensor data with the geographical and time stamp.

Each of the sensors #1 through N then analyzes 424-1 through 424-N the data it senses to identify certain characteristics of that data (e.g., identify the track or track path that will be prominent) because it does not change much between successive senses (e.g., the track is still generally in front of the train) and therefore will be in the same place as the sensed data and will not change much between successive senses, although the surrounding environment will vary to a large extent as the train moves. Furthermore, the faster the train moves, the more significantly the surrounding environment will change, thereby making it easy to distinguish between the track and its environment consistent with the desired sensing, as the risk due to e.g. shortened line of sight and increased braking distance increases with increasing speed of the train.

Alternatively, and optionally, the processor 120 may adjust the rate at which the plurality of sensors 110 operate to sense and analyze 420 the data according to the speed of the train 50 (e.g., according to a planned speed profile as defined by a train crossing sequence, or a speed limit as defined by a track map and present location data, or a measured actual speed of the train, or a combination thereof). The operating rate of one or more of the plurality of sensors 110 will increase with increasing (as planned, defined, and/or measured) speed and will decrease with decreasing speed.

Once the sensors #1 through N identify 424 a track in their field of view from their sensed data, it analyzes the data to detect whether an object is present on or near the track 426-1 through 426-N, or alternatively, a series of sensed data to detect whether an object is present moving toward the track 426-1 through 426-N. Each sensor #1 through N then outputs its sensed and analyzed data 440 and returns to repeat 415 its data acquisition and analysis sequence 420 of operations to sense and analyze the data sensed at the next location and time. Thus, each of the plurality of sensors 110 senses and provides a series of data sets with a geotag and a time stamp to correlate to the travel path and location of the train 50.

Each geotagged and time-stamped data set and data output by the plurality of sensors 110 relating to any object detected thereby are combined and integrated 440 with each other and with the track map, speed limits, location data and/or train crossing sequence 440, e.g., as received 300, to define a predetermined expected location and timing of the train 50 along its expected route. If the combined, integrated data is configured to be human-readable, the data will be for any given time comparable to an annotated map of the track path having train location, speed and direction thereon, or for a period of time comparable to a video map display having train movement thereon annotated with its speed and direction.

The data passing through the combining integration 440 is combined 450 with train operation data of the train 50, received 452 from, for example, the control system 220 and/or the monitor 230, which will typically include data related to throttle settings and speeds and brake applications sensed and determined by the systems 220, 230 of the train 50. The data from the combination integration 440 is also combined 450 with the anomaly data received 454 from external monitors, such as the wayside monitor 310, switch monitor 320 and track monitor 330 and their respective sensors 3112, 322, 332.

Although the preceding description of operational procedure 400 includes many different steps or stages described in a sequence, this sequence is not required or required to be followed. The various steps and stages 415 and 460 may be, and may be, performed in any suitable order, such as an order that produces the final results of the combined and integrated data sets generated from the various sensors and monitors 420, 310, 320, 330, 220, 230 (which in the illustration occur at the output of the correlate data, identify and quantify compromise step 460). For example, the detection of the object 426 may be performed by processing data sensed in any or all of the sensors #1 through N or by processing data sensed from any or all of the sensors #1 through N in the processor 120. Similarly, the external data and anomaly data from the various sensors and monitors 310, 320, 330, 220, 230 may be combined and integrated at step 440, at step 450, at step 460, or equivalently, in a single or different step (as indicated, for example, by the enclosed legend in step 450 and the dashed arrow designated by circled letter a in the path).

The combined, integrated associated data and any identified hazards 440 and 460 are then used in the positive train control unit 100 on the train 50 for its operation and optionally but preferably transmitted and reported 462 to a central control and/or operating location. It is important to note that the operation of the forward control system 100 is performed entirely by the forward train control unit 100 on the train 50 without the need for data from or communication with a central control or operating location, and so the variability and interruptibility of the communication is not a degrading factor of existing arrangements.

The short range communications with the external wayside monitor 310, switch monitor 320 and track monitor 330 are the only communications external to the positive train control unit 100 on the train 50 that are utilized in the operation of the positive train control unit 100 and are not even necessary for the basic operation of the positive train control unit 100 on the train 50. Data from such monitors actually allows the forward looking distance that remains in certain positions to be greater than the direct forward looking line of sight of the sensors 110 of the positive train control unit 100, since the effects of, for example, physical obstructions (e.g., trees and mountains) can be effectively eliminated.

Thus, loss of communication with the external monitor 310-330 (if functional) will only result in a proportional deceleration of the train 50 and only maintain as much safety under forward train control as such communication when needed. With conventional ground-based forward train control devices, a loss of communication may cause all or a portion of the railways to shut down, for example, for safety to stop all trains or for all trains to proceed at an extremely slow, safe speed. It is noted that short range communications with the proximity monitor 310 and 330 may be more reliable than long range communications with a central control or operating location, for example, due to shorter distances relative to the track path 60 and the ability to position and direct the antenna.

The data passing through the association 460 and the identified threat data may be transmitted 462 and/or otherwise reported 462 to a central control or operating location for monitoring and management purposes.

The combined, integrated associated data and any identified hazards 440 and 460 are then utilized within the forward train control unit 100 on the train 50. To this end, the data 440, 480 associated with the integration is tested 470, 480, for example by comparing 470, 480 with predetermined limits established to determine whether the data associated with the integration is within or outside of these limits. In a first example, the data associated with the integration is compared 470 to a first predetermined limit (typically a limit indicating a relatively low risk) to determine if a warning action 464 should be taken, and if 470-Y, alerts and warnings are provided 472 to the train operator (e.g., train personnel). Such warnings may be visual and/or audible signals through one or more of the train staff workstations (e.g., in the train control cabs of train engineers and assistants). If the data is within the predetermined first limit, path 470-N returns to operation 400 to repeat 415 process 400.

In a second example, the integrated correlated data is compared 480 to a second predetermined limit (typically indicative of a relatively high risk limit) to determine if a positive train control action 482 should be taken and, if 480-Y, train control of speed and/or braking is activated 482 to reduce train throttle settings, apply brakes, or both (including possibly emergency application of brakes in the event that, for example, an object is on the track, or switches are in the wrong position or not closed properly, or switch positions are inconsistent with train crossing sequences, or the track is damaged or deformed). In addition, alerts and warnings are provided 464 or continued 464 to train operators and/or personnel. If the data is within the predetermined second limit, path 480-N returns to operation 400 to repeat 415 process 400.

The process 400 typically operates rapidly (repeating every second or every few seconds) so that operation and detection of possible hazards is substantially continuous, e.g., relatively short in time compared to the movement of the train 50 and the rate at which any changes therein may be affected. In an exemplary embodiment, process 400 is performed in approximately 1 second and is repeated every second. The detection by the various ones of the sensors 110, 312 may be, and preferably is, in about the same time frame (e.g., taking only about 15 frames or 1 second for an image sensor), depending on the size and conspicuity of the object to be detected-the vehicle will be easier to detect than a moderately sized human or animal. The rate of repetition of the process 400 and its detection process may vary with train speed if desired, for example the rate of repetition of the operational cycle of the process 400 will be faster the train moves and the rate of repetition of the operational cycle of the process 400 may be slower the train moves.

Fig. 6A and 6B are schematic and schematic plan views, respectively, of an exemplary embodiment of a forward train control wayside monitor 310 positioned along the track path 60; and fig. 7 is a schematic block diagram of an example embodiment of a forward train control wayside monitor unit 310 suitable for installation, for example, along a track path 60. The wayside monitor unit 310 is similar in many respects to the forward train control unit 100 and can be considered a reduced complexity version thereof. Considering that the train-mounted positive train control unit 100 needs to account for the changing geometry of the track in front of the train and the operating conditions and status of the train's engine and brake systems, none of these are of interest to a wayside monitor 310 installed in a fixed location near its own track path 60 in a fixed configuration.

The example track path 60 illustrated in fig. 6 is an example terrain in which the track path 60 has several curves and/or hills and/or is obstructed by terrain features (e.g., mountains, hills, and/or tunnels) such that the distance ahead of the train 10 within the field of view of the sensor 110 of the positive train control unit 100 on the train 10 is substantially reduced. Some sensors 110 have a straight line sensing and range view and cannot "see" or sense surrounding obstacles. To reduce the blind spots created thereby, one or more wayside monitor units 310 may be provided along the track path 60 in a location where the field of view of their sensors 110, 312 may be well and efficiently used.

For example, on a curve, the wayside monitor 310 may be located radially outside the curved track path 60 so as to have a longer range of sensors 110, 312 than is available from a location on the track path 60 by, for example, the positive train control unit 100. On a mountain, the wayside monitor 310 may be located near a low point, such as near the crest of a mountain or a valley to the same end. Both the distance from the track path 60 and the height to which the wayside monitor 310 is mounted may be selected to obtain an improved field of view and range of the sensors 110, 312. Wayside monitor 310 at such a location may include sensors 110, 312 having respective fields of view in substantially different directions to provide coverage of the track path in two directions (as indicated by the dashed arrows in fig. 6B) from the wayside monitor 310 location.

In the illustrated example, one or more wayside monitors 310 are located near each of the opposing curved portions of the track path 60 defining the "S" shaped curve of the track path 60 in order to provide substantially complete sensor 110, 312 coverage thereof in one or more directions that provides a desired sensor range (e.g., 100 meters to 2000 or 5000 meters), particularly where the train mounted forward train control unit 100 cannot provide a complete picture.

In the illustrated example, a wayside monitor 310 is positioned proximate to an intersection (e.g., a plane intersection 62 or track pathway intersection) within sensing range and the field of view of its sensors 312 for monitoring the intersection 62, primarily for detecting any object or obstacle that may be on the track 60 or across the track 60, such as passing through the vehicle 64 or train 50. Such positioning of the wayside monitor 310 is most common and important at locations where approaching trains 50, 52 cannot see the crossing 62, e.g., due to obstructions in the track path curvature and/or the field of view of the sensors 110 and personnel associated with the trains 50, 52, and may also be beneficially employed at other locations to reduce hazards arising from reduced visibility, from darkness, rain, fog, etc.

For example, the vehicle 64 may be operating on a lane 66 of the cross-track road path 60 at a level crossing 62, which may or may not have electrical crossing signals and/or gates. The one or more sensors 110, 312 of the wayside monitor 310 detect the vehicle 64 and relay data indicative of an object on the track path 60 during a time period in which the vehicle 64 is, for example, within the path right side of the track path 60. Data indicative of the presence of a vehicle 64 is relayed and/or transmitted by the communication device 3160, for example, to the positive train control unit 100 approaching the wayside monitor 310 (e.g., approaching the intersection 62), and optionally but preferably by the communication device 3160 and/or to a central monitoring facility.

Example wayside monitor 310 sensors 110, 312 may include one or more of a visible band imager 3112 that produces sequential still images or video images, one or more Infrared (IR) band imagers 3114 that produce sequential still Infrared (IR) images or video IR images, one or more radar imagers 3116 including doppler radar and other types of radar 116, 3116, one or more laser ranging devices 3118, and/or one or more acoustic ranging and/or sonar ranging devices 3122. The sensors 3112, 3114, 3116, 3118 and/or 3122 preferably, but need not correspond to similar sensors 112, 114, 116, 118 and 122 of the positive train control unit 100.

The data sensed by the sensors 110, 312 is communicated by cable (e.g., electrical cable and/or fiber optic cable) to the processor 3120 (which corresponds to the processor 120 of the forward train control unit 100), which processes the sensor data to determine the track conditions within its field of view, and then determines if any dangerous or hazardous conditions exist, and based thereon transmits data (which may be combined by its processor 120 with the forward train control unit 100 sensor 110 data on the train 50) to, for example, initiate appropriate action signaling train personnel and/or exercise control of the train 50.

The range of distances that the various sensors 110, 312 preferably sense may range from relatively close front ranges (e.g., 10-50 meters) up to 1 kilometer, 2 kilometers, or 5 kilometers of front, thereby encompassing sensing over the length of track that is within the field of view and field of view of the wayside monitor 310. The respective sensor fields of view preferably extend over a range of heights (vertical angles) and widths or ranges of azimuths (horizontal angles) sufficient to sense the tracks within their fields of view (including variations in levels and/or curvatures known to allow sensing by such sensors 312). In some cases, one sensor 312 may sense over the entire range of distance, altitude, and orientation, and in other cases, more than one sensor 312 may be required to sense over the entire range of distance, altitude, and orientation.

The geographical location of the wayside monitor 310 may be obtained by its one or more GPS sensors 3132 or may be provided as one of the data inputs 3140, 3142 received from an external source (e.g., manual data input), as may be desired. In any case, such data is available to the processors 120, 3120 as described above.

All data generated by the sensors 110, 312 is associated with the location of the wayside monitor 310 provided by the location determination 130, 3132 when the data is needed, and this data is also time stamped, e.g., by the processor 3120, such that all sensor data is both geotagged and time stamped to facilitate cross-referencing with other data (both similar and dissimilar data) to store and process such data within the wayside monitor 310, and is time stamped by any forward train control unit 100 to which all data generated by the sensors 110, 312 may be transmitted, as well as at a central location to which such data may be transmitted 160, 162.

Optionally, the switch monitors 320 and/or track monitors 330 (which may be located near the wayside unit 310 (e.g., within communication range), if any, may communicate their data to and via the data inputs 3140, 3142 of the wayside unit 310 and/or via the communication device 3160 for combination with the data generated by the wayside unit 310 and/or transmission through the wayside unit 310 to, for example, the train 50 and/or central facility.

All elements of the wayside unit 310 may be and preferably are similar to, and may operate in a similar manner as, the corresponding elements of the positive train control unit 100 as described herein. Similar elements of the wayside unit 310 may have the same item numbers as their counterparts in the forward train control unit 100 beginning with the number 3 (e.g., the processor 3120 is similar to the processor 120) and may include one or more processors 3120, P as described above with respect to the processor 120.

Fig. 8 is a schematic flow chart diagram illustrating operation 800 of an example embodiment of the forward train control wayside unit 310 of fig. 7. The operation 800 is substantially similar in many respects to the process 400 and its variations described above with respect to the positive train control unit 100. In particular, the operations 800 of entries 810 through 860 are substantially similar to the operations of entry 410 and 460 of the operational procedure 400, with the initial number of equivalent steps being "8" instead of "4".

The sensed and/or processed data resulting from the operation 820 of the plurality of sensors 312 of the wayside unit 310 being fixed at the predetermined location may have, and typically is, less complexity than for the process 400, because the field of view and range of the plurality of sensors 312 of the wayside unit 310 are fixed and may be predetermined because the location and orientation of the wayside unit 310 and its plurality of sensors 312 are known and fixed. For example, once the track 60 is identified 824, it may be preset (if not fixed) for at least analysis of the sensor data, and so object detection 826 may require the most processing effort.

Further, because the location of the wayside monitor 310 is known and fixed, the track map may be defined for a relatively short track length in the field of view and range of the sensor 312, or may be merely location data, such as for the monitored planar intersection 62.

The data from the combined ensemble 840 and the detected object data are combined with the anomaly data received 854 from the external monitors, such as other wayside monitors 310 or nearby switch monitors 320 and track monitors 330 and their respective sensors 312, 322, 332. The entry 854 is shown as a dashed line because there may or may not be any external monitors 310, 320, 330 associated with the wayside monitor 310 performing the process 800.

Although the preceding description of operational procedure 800 includes many different steps or stages described in a sequence, the sequence need not be followed or required. The various steps and stages 815- > 860 may be, and may be, performed in any suitable order, such as an order that produces the final result of the combined and integrated data sets generated from the various sensors and monitors 820, 310, 320, 330 (which final result occurs at the output of the correlate data, identify and quantify compromise step 860 in the illustration). For example, the detection of the object 826 may be performed by processing of data sensed in any or all of the sensors #1 through N or by processing of data sensed from any or all of the sensors #1 through N in the processor 3120. Similarly, the external data and anomaly data from the various sensors and monitors 310, 320, 330 may be combined and integrated at step 840, at step 850, at step 860, or equivalently, in a single or different step (as indicated, for example, by the enclosed legend in step 850 and the dashed arrow designated by circled letter a in the path).

Most importantly, the combined, integrated correlated data and any identified hazards 840 and 860 are transmitted using local communication links at a distance from the wayside unit 310 sufficient to provide 864 a hazard data alarm and warning indicating whether a hazard (e.g., object) or switch or track anomaly is present on the track or track anomaly to the approaching positive train control unit 100. Additionally, and optionally but preferably, the combined, integrated associated data and any identified hazards 840 and 860 may also be communicated and reported 862 to, for example, a central control and/or operational location.

Fig. 9A and 9B are a schematic plan view of an example of a switch 60S with an example embodiment of a switch monitor 320 associated therewith and an enlarged view thereof, respectively. The example switch monitor 320 senses the positioning of the switch rails and provides a separate independent positive indication that the switch has been fully transitioned to supplement conventional switch interlock signaling and optionally but preferably communicates with electrical interlock signaling electronics to improve the integrity of the indication it provides. Any condition in which the physical spacing and/or alignment and/or integrity of the transitions of the switch rails of a track path is not within a specified configuration and/or tolerance is referred to herein as an anomaly of the track path.

Switch 60S has a pair of "entry" stock rails 60R that branch into one or the other of the "straight" and "branch" stock rails 60R. As is well known for conventional railroad switches, a typical switch 60S includes various rails such as closed rail (closure rail), wing rail, check rail (check rail), and knuckle (knuckle). Within the switch 60S, one closed rail 60C cooperates with an opposing stock rail 60R and the other closed rail 60C cooperates with the other opposing stock rail 60R to provide a respective pair of spaced rails on which a train rides through the switch 60S. The pair of switch closure rails 60C are movable such that their respective movable ends become very close to one or the other of the "entry" stock rails 60R for a switching action to occur while their opposite ends are pivotable about the respective ends of the closure rails adjacent the "entry" end nearest the switch 60S.

One or more switch monitor sensors 322 are mounted to one or both stock rails proximate to where the movable end of the switch rail 60C becomes closely adjacent and preferably around the stock rail 60R. The sensor 322 includes a movable mechanical member 324 (e.g., a link or bar 324), one end of which movable mechanical member 324 is attached to the movable end of the switch rail 60C and the other end is movable within a housing that includes the sensor 322 to indicate the movement and position of the switch rail 60C. The sensor 322 is preferably positioned within a weatherproof enclosure or housing to protect it from the elements and may include a heat source (e.g., an electric heater if local power is available) so that ice and snow do not adversely affect its operation. The movable member 324 may be slidably sealed in a telescoping housing and/or otherwise protected from inclement weather, particularly ice and snow.

Within the sensor 322 is a sensing arrangement for sensing the physical position of the components 324 and thus the position of the switch rails 60C relative to the stock rails they are intended to become immediately adjacent or abutting. Examples of such sensing arrangements are described below. The member 324 may be attached to the switch rail 60C by a pivotable joint such that its other end moves in a desired geometric pattern relative to the sensor 322 sensing arrangement.

Because of the small size of the physical distance of the switch rail 60C relative to the location of the stock rail 60R that can be detected by the switch sensors 320, 322, the physical switch data it senses and detects can be utilized to assess the operating tolerances and integrity of the switch 60S to thereby enable investigation, maintenance and/or repair before the gap between the physical switch rail 60C and the stock rail 60R at the switch closure becomes beyond specification and safety risks.

As noted herein, the switch monitor 320 includes one or more communication transmitters that communicate switch data to the forward train control unit 100 attached to the train, the wayside monitor 310, and/or a central monitoring location, thereby making the sensed data available to the train 50 for evaluation of the need to take safety action.

Fig. 10 is a schematic plan view of an example of a track path 60 with an example embodiment of a track monitor 330 therewith. The example rail monitor 330 senses and provides a separate, independent positive indication that the physical spacing and alignment of the rails 60R are within a specified tolerance. Any condition in which the physical spacing and/or alignment of the track paths and/or the rails of the track paths is not within a specified configuration and/or tolerance is referred to herein as an anomaly of the track paths.

One or more track monitors 330 are mounted to one or both of the tracks 60R at spaced apart locations along the track 60 where the track 60R is more likely to become deformed or misaligned than normal. The example track monitor sensor 332 includes a movable mechanical member 334 (e.g., a link or bar 334), one end of the movable mechanical member 334 being attached to one of the rails 60R (preferably at an interior thereof), and the other end being movable within a housing that includes the sensor 332 to indicate the relative movement and positioning of one rail 60R with respect to the other parallel rail 60R.

The sensor 332 is preferably mounted at a distance longitudinally along the rail 60 from the end of the connecting member 334 attached to one rail 60R so that there is a large angle between the connecting strip 334 and the crosstie 60T. Preferably, the distance is selected to provide an angle between about 30 ° and about 60 ° (and preferably about 45 °) between rail 60R and connecting member 334 and between crosstie 60T and connecting member 334; member 334 typically spans about 2-3 crossties 60T. Where the rail monitor 330 monitors points on the rail 60R that are laterally spaced by the gauge width and longitudinally spaced by a similarly sized rail 60 length, deformation and misalignment of the rail 60R in both the longitudinal and lateral directions may be monitored, thereby providing greater sensitivity to relative movement of the two rails 60R than might otherwise be provided.

The sensor 332 is preferably positioned within a weatherproof enclosure or housing to protect it from the elements and may include a heat source (e.g., an electric heater if local power is available) so that ice and snow do not adversely affect its operation. The movable member 334 may be slidably sealed within a telescoping shield and/or otherwise protected from the elements, particularly ice and snow.

Within the sensor 332 is a sensing arrangement for sensing the physical position of the members 334 and thus the relative position of the parallel rails 60R with respect to each other with which they are intended to be parallel and remain parallel. Examples of such sensing arrangements are described below. The member 334 may be attached to the rail 60R by a pivotable joint such that its other end moves in a desired geometric pattern relative to the sensor 332 sensing arrangement.

Because of the small size of the physical distance of the relative position of the rail 60R that can be detected by the rail sensors 330, 332, the physical rail data that it senses and detects can be utilized to assess the operational tolerances and integrity of the rail 60 to thereby enable investigation, maintenance and/or repair before its deformation and/or misalignment becomes beyond specification and safety risks.

As noted herein, the track monitor 330 includes one or more communication transmitters that communicate switch data to the forward train control unit 100 attached to the train, the wayside monitor 310, and/or a central monitoring location, thereby making the sensed data available to the train 50 for evaluation of the need to take safety action.

11A-11B and 12A-12C illustrate various example embodiments of different sensors 322, 332 that may be utilized with, for example, a switch monitor 320 and a track monitor 330, as well as other monitors, even though the description herein will generally refer to only one of the different monitors.

Fig. 11A and 11B are schematic plan views of examples of respective electrical contact-based monitor sensors 322, 332. The example sensor 322 of fig. 11A has a long resistive element 326R, which may be a strip of resistive material or a series connection of multiple discrete resistors, as may be desired or convenient. Extending substantially perpendicularly from and electrically connected to the resistive element 326R are a plurality of spaced apart conductive strips 326C that are substantially parallel to one another.

The probes 324P, 334P attached to the member 324 move with movement of the member 324 in a direction generally parallel to the resistive element 326R, such as in response to movement of the switch rail 60C or relative movement of the two parallel rails 60R. Thus, movement of member 324 causes probe 324P to move across conductive element 326C in a direction substantially parallel to resistive element 326R, as indicated by the double-headed arrow. Assuming that the distribution of resistance along resistive element 326R is known, the resistance between probe 324P and either end of resistive element 326R represents the position of probe 324P relative to resistive element 326R, and so measuring this resistance provides an indication of which of conductive elements 326C is in electrical contact with probe 324P and thus the physical position of probe 324P and member 324.

The resistance may be measured directly (e.g., by an ohmmeter or equivalent) or indirectly (e.g., by applying a voltage across or a current through resistive element 326R and measuring the voltage at detector 324P, or by applying a voltage between or a current through detector 324P and one end of resistive element 326R and measuring the voltage at the other end of resistive element 326R), where such measurements may be made by an analog-to-digital converter or other known device. Any suitable measurement device and/or technique may be utilized with a resolution and accuracy that may reliably and repeatably distinguish between differences in resistance and adjacent conductive elements 326C.

With respect to FIG. 11B, the pattern of elements 327C comprises a linear pattern of a given number (e.g., 25) of relatively shorter adjacent central elements 327CC and a corresponding aligned linear pattern of a given number of relatively longer adjacent elements 327CL and 327CR on opposite sides thereof. The array of this example is an M × N array of elements 327C, where M =3 and N = 25. In general, the example array 327C may be about 114 by 98mm (about 4.49 by 3.86 inches), and each element 327CC is about 2 by 10mm (about 0.08 by 0.4 inches), and each element 327CL, 327CR is about 2 by 50mm (about 0.08 by 1.97 inches). The spacing between adjacent elements is about 2mm (about 0.08 inch).

As described above, the element 327C of this embodiment may be conductive or non-conductive for use with different types of sensor probes. For electrical connection probe 324P, element 327C may be formed on one side of, for example, an electrical printed circuit board with a resistive element and connections on the opposite side thereof.

The spacing or spacing of the elements 326C, 327C substantially determines the resolution of the sensors 322, 332 and may be, for example, in the range of about 1mm to 10mm (about 0.04 inches to 0.4 inches). If the spacing of the elements 326C, 327C is about 1mm (about 0.04 inches), then that is the resolution of the sensors 322, 332. When the elements 326C, 327C are conductive elements 326C, 327C, the width and spacing of the conductive elements 324C are generally about the same and the contact area of the detector 324P is preferably at least slightly larger than the spacing between the respective conductive elements 326C, 327C, such that there is no unconnected position between the detector 324P and the at least one conductive element 326C, 327C. One example of the detector 324P has a detector size of about 0.9 times the pitch or spacing.

The probe 324P may include a fixed contact (e.g., a hemispherical slidable contact) or a movable contact (e.g., a ball or roller bearing or any other suitable form of slidable or otherwise movable electrical contact that may "roll" over the conductive elements 326C, 327C) to make an electrical connection with the elements 326C, 327C that it physically touches.

Alternatively, the detector 324P need not be in electrical contact with the elements 326C, 327C, wherein the example elements 326C, 327C need not be electrically conductive. For example, the elements 326C, 327C may be merely patterns, textures, or other surface features and the detector 324P may be a conventional computer mouse or an equivalent thereof in which rotation of a ball indicates physical position and movement, or the elements 326C, 327C may be optically distinguishable markers (e.g., bars or lines or textured patterns), and the detector 324P may be a conventional optical computer mouse or an equivalent thereof that detects such markers with high accuracy to determine physical position and movement.

While the electrical contact embodiment of detector 324P and element 326C allows the physical position of member 324 to be determined in one dimension, the M N array configuration of element 327C or the computer mouse embodiment or equivalent embodiment of detector 324P allows the physical position of member 324 to be determined in two dimensions, which is considered particularly useful for use with track monitor 330 (where track deformation may be in two dimensions).

Fig. 12A, 12B, and 12C are schematic plan views of example embodiments of an optical sensing-based monitor sensor 322, 332, respectively, a schematic block diagram of such an optical-based monitor sensor 322, 332, and a schematic circuit diagram of an optical sensor 322, 332 that may be used therewith.

The sensors 322, 332 may be provided on an electrical printed circuit board 323 including its electronic and mechanical components. An array of optical sensing elements 328 may be provided for detecting the physical position of the members 324, 334, for example as it moves with the switch rail 60C or the parallel rail 60R. Typically, the optical sensors 328 will be in close proximity to one another to provide closer resolution, and the detector 324P may be elongated to detect multiple ones of the optical sensors 328 and/or an array or pattern having reflective and/or transmissive sensing locations thereon. It is presently believed that seven optical sensors 328 provide suitable resolution for the switch monitor 320, such as about 0.5mm (about 0.02 inches) or less, however, a greater or lesser number may be utilized.

Optical sensor 328 includes one or more Light Emitting Diodes (LEDs) and a plurality of optical detectors (e.g., photodiodes PD1-PD 4) positioned to be responsive to light emitted by the one or more LEDs (e.g., as reflected or transmitted by a sensing detector attached thereto). Wherein the outputs from the photodiodes PD1-PD4 are amplified by respective amplifiers "amp. Sensor 328 is powered by a voltage Vcc (e.g., 2.7-5.5 VDC) and its LEDs are powered by current applied from its anode to its cathode.

The optical sensor 328 may be of the reflective type, wherein an external element (e.g., the probe 324P) has a patterned reflective surface that is movable and adjacent to the sensor 328 to selectively reflect light emitted by the LEDs toward the photodiodes PD1-PD4, whereby the sensor 328 determines the physical position of the members 324, 334 to which the probe 324P is attached. The optical sensor 328 may be of the interrupt type, wherein an external element (e.g., the probe 324P) has a patterned array of one or more openings movable in the intervening space of the sensor 328 to selectively block and pass light emitted by the LEDs toward the photodiodes PD1-PD4, whereby the sensor 328 determines the physical position of the members 324, 334 to which the probe 324P is attached. The patterning of the reflective surfaces and/or the array of openings in the detector 324P may be arranged to encode the position at a closer (finer) resolution than the pitch or spacing of the optical sensors 328.

The respective outputs VoA, VoB of the plurality of optical sensors 328-1 through 328-N are combined (e.g., scanned and/or multiplexed and/or processed) by an analog processor or digital processor (e.g., by analog switches 327, e.g., a 14-fold multiplexer, or by a microprocessor 327) and provided to a wireless microcontroller unit (MCU) 329 that modulates the sensed data representing the physical position of the members 324, 334 and transmits it via one or more communication links (e.g., of the type described herein) to the nearby train-forward control unit 100 and/or the nearby wayside unit 310 and/or to more remote locations (e.g., central control locations). The capabilities of analog switch 327 and MCU 329 may be increased by additional data channels provided by Serial Peripheral Interface (SPI) extension device 329I/O, which provides additional input and/or output (I/O) slots.

The sensors 322, 332 are powered by a power source 332B, which power source 332B may include an external power source, a battery, and/or a solar cell power source 322 SA. An exemplary 3.6VDC lithium battery, e.g., 2000mA-Hr or higher capacity, is suitable for providing the desired 3.3VDC operating voltage.

In typical embodiments, at least a combination of a plurality of sensors selected from suitable visible and infrared imaging systems, laser ranging systems, acoustic ranging systems, and/or doppler radar and ranging systems are employed for detecting the presence of objects within the field of view and range of the sensors (which preferably includes a range of about 100 meters up to 5000 meters (5 Km)) to allow sufficient time for detection, processing, and for initiating warnings, braking stops, emergency stops, and other suitable corrections and actions.

Examples of suitable visible light imagers or sensors 112 include, for example, norrhjk-2C CCDs and thermal monitoring systems, which are available from northern night vision technology group, located in Yunnan, China.

Examples of suitable infrared imagers or sensors 114 include, for example, model numbers JIR-3031 and JIR-3031A digital cameras commercially available from JIR corporation located in hubei, china and through alibaba. These digital IR cameras have a field of view of approximately 37 ° x 28 °, can sense through fog and precipitation and without visible lighting, and operate with a 12-24 VDC power supply (as may be available in a vehicle).

Another example includes types IP-ELR320, IP-ELR775 and IP-ELR775X night vision IR camera systems that can detect automobile-sized objects at 2500 meters (day) and 1500 meters (night), 5000 meters (day) and 2500 meters (night), and corresponding ranges of 8000 meters (day) and 2500 meters (night), can detect human-sized objects at 1500 meters (day) and 900 meters (night), 2000 meters (day) and 1200 meters (night), and corresponding ranges of 4000 meters (day) and 1500 meters (night), and can employ 808nmIR illuminators and are commercially available from Kintronics ltd, located in oxcining, new york.

Other examples include PTZ laser diode IR illumination and imaging devices of the Sigma series available from Ascender technologies group of Bruk, British, Canada, and night vision camera systems of the Lynceus @ ISN and ISA series available from Kaya Optics, Inc. located in Tokyo, Japan.

Examples of suitable doppler radar sensors 116 include: such as the types KR-1338C and KR-1668C marine radar available from bochi, chongqing, china, and the model S66 radar available through alibaba.

Examples of suitable laser ranging sensors 118 include, for example, AIGERZYT-LLS-81-X, available from Tokyo technologies, Inc., of Beijing, China.

Examples of suitable acoustic ranging sensors 122 include, for example, acoustic rangefinders 5000, which are available from phoenix inspection systems, limited, wolington, uk.

The data sensors, processing, and communications of the various control and monitoring units herein may employ similar components and configurations (e.g., those of ZONER ™ RFID Devices and/or RELAYER ™ RFID readers and communication repeaters) and similar Devices (as described in U.S. patent application No. 11/198,711, issued to U.S. Pat. No. 7,319,397, entitled "Objectmonitoring, Locating and Tracking Device applying Active RFID Devices", filed on 8/5/2005) and may operate similarly to the Devices described in U.S. patent application No. 11/749,996, issued to U.S. Pat. No. 8,174,383, entitled "System and Method for Operating a Synchronized Wireless Device", filed on 5/2007, hereby incorporated by reference in its entirety for any and all purposes.

A positive train control unit 100 mountable on a train 50 movable on a track path 60 may include: a plurality of different sensors 110 selected from the group consisting of: a visual imager 112, an infrared imager 114, a radar 116, a doppler radar 116, a laser sensor 118, a laser ranging device 118, an acoustic sensor 122, and an acoustic ranging device 122, the plurality of different sensors 110 having respective fields of view sensed in a predetermined forward looking direction from the train 50 along the track path 60; a positioning device 130 that independently determines the position of the positive train control unit 100 and represents the position as position data, the positioning device 130 comprising a global positioning device 132, an inertial navigation device 134, or both the global positioning device 132 and the inertial navigation device 134; a processor 120, P to which the plurality of different sensors 110 and the positioning apparatus 130 are coupled for receiving data sensed thereby, wherein the processor 120, P associates data sensed by the plurality of different sensors 110 with location data and time data corresponding to locations and times at which such data was acquired, thereby geotagging and time tagging such data as the locations and times at which it was acquired; a data receiver 140 configured to receive data from a track monitor, or from a switch monitor, or from a wayside monitor, or from a combination thereof, and to couple the data to the processor 120; the processor 120 determines the position, speed, and direction of the positive train control unit 100 relative to the predetermined track path 60 configuration data and train crossing sequence from data sensed by the plurality of different sensors 110, from the position data, and from data received by the data receiver 140; the processor 120 determines from the data sensed by the plurality of different sensors 110 whether an object is present on the track path 60 ahead in the direction of travel of the positive train control unit 100; the processor 120 determines whether there is an abnormality in the track path 60 approaching forward in the direction in which the forward train control unit 100 is traveling, based on the data received by the data receiver 140; and (1) if the processor 120 determines that the position, speed, and/or direction of the positive train control unit 100 is different from the position, speed, and/or direction defined in the train crossing sequence, or (2) if the processor 120 determines that an object is in the track path 60 ahead of the positive train control unit 100, or (3) if the processor 120 determines that an anomaly is present in the track path 60 ahead of the positive train control unit 100, or (4) if the processor 120 determines any combination of (1), (2), and (3), the processor 120 communicates an alert to the alert device 200 or communicates a control signal to the train control 220 to at least adjust the speed of the train 50 on which the positive train control unit 100 is installed, or both. The forward train control unit 100 may further include: a communication device 140, 160 configured to receive the intersection sequence data and the track path 60 configuration data from an external source and to couple the data to the processor 120. The forward train control unit 100 may further include: a communication device 160 configured to communicate data from a plurality of different look-ahead sensors 110, or position data from the global positioning devices 130, 132 and from the inertial navigation devices 130, 134, or data received by the data receiver 140 (including data from the track monitor 330, from the switch monitor 320, and/or from the wayside monitor 310) to a central train control facility 462. Data from a plurality of different forward looking sensors 110 and data received by the data receiver 140, including data from the track monitor 330, from the switch monitor 320, and/or from the wayside monitor 310, may be geotagged and time-tagged. The track monitor 330 may include sensors 332 that monitor track spacing, deformation, and/or integrity; or the switch monitor 320 may include sensors 322 that monitor switch position and switch closure to the fully transitioned position; or the wayside monitor 310 may include: a plurality of different sensors 110, 312 for detecting objects on track path 60 approaching wayside monitor 310, selected from the group consisting of visual imager 3112, infrared imager 3114, radar 3116, doppler radar 3116, laser sensor 3118, laser rangefinder 3118, acoustic sensor 3122 and acoustic rangefinder 3122; or any combination thereof. The control signal to the train control 220 may at least reduce the speed of the train 50 on which the positive train control unit 100 is installed and/or may cause the train control 220 to reduce the speed of the train 50 and/or stop the train 50 according to a predetermined speed reduction profile or a predetermined safe emergency speed reduction profile or both. The forward train control unit 100 may further include: a positioning device 230 mountable to an end of the train 50 remote from the positive train control unit 100, the positioning device 230 providing location data of the remote end of the train to the processor 120 when mounted to the remote end of the train; and the processor 120 determines the length of the train 50 by comparing the position data from the positioning device 230 with the position data from the global positioning devices 130, 132 or from the inertial navigation devices 130, 132 or from both. The processor 120 may communicate an alert to the alert device 210 or a control signal to the train control 220 to at least reduce the speed of the train 50 on which the positive train control unit 100 is installed, or both, in response to the length of the train changing more than a predetermined length difference. The positioning device 230 mountable to an end of the train 50 remote from the positive train control unit 100 may include the global positioning devices 130, 132, the inertial navigation devices 130, 134, or both the global positioning devices 130, 132 and the inertial navigation devices 130, 134.

A positive train control unit 100, 310 for a track path 60 may include: a plurality of different sensors 110, 312 selected from the group consisting of: a visual imager 3112, an infrared imager 3114, a radar 3116, a doppler radar 3116, a laser sensor 3118, a laser rangefinder device 3118, an acoustic sensor 3122, and an acoustic rangefinder device 3122, the plurality of different sensors 110, 312 having respective fields of view that sense at least in predetermined directions along the track path 60; a first device 130, 3140 that provides a representation of the location of the positive train control unit 100, 310 as location data; a processor 3120, a plurality of different sensors 110, 312 and a first device 130, 3140 coupled to the processor 3120 for receiving data sensed thereby, wherein the processor 3120 associates data sensed by the plurality of different sensors 110, 312 with location data and time data corresponding to locations and times at which such data was acquired, thereby geotagging and time tagging such data as the locations and times at which it was acquired; a data receiver 3140 configured to receive data from the track monitor 330, or from the switch monitor 320, or from the wayside monitor 310, or a combination thereof, and to couple the data to the processor 3120; a communication device 3160 configured to communicate at least along the track path 60 proximate the positive train control unit 100, 310; the processor 3120 determining a location of the positive train control unit 100, 310 relative to the predetermined track path 60 configuration data from data sensed by the plurality of different sensors 110, 312, from the location data, and from data received by the data receiver 3140; the processor 3120 determining from the data sensed by the plurality of different sensors 110, 312 whether an object is present on the track path 60 approaching the positive train control unit 100, 310; and the processor 3120 determining from the data received by the data receiver 3140 whether an anomaly exists on the track path 60 proximate the forward train control unit 100, 310; and (1) if the processor 3120 determines that an object is in the track path 60 proximate the forward train control unit 100, 310, or (2) if the processor 3120 determines that an anomaly exists in the track path 60 proximate the forward train control unit 100, 310, or (3) if the processor 3120 determines any combination of (1) and (2), the processor 3120 causes the communication device 3140, 3160 to communicate an alert of the object in the track path 60, the anomaly in the track path 60, or both, thereby alerting the train 50 proximate the forward train control unit 100, 310 to such object and/or anomaly in the track path 60 so that the speed of the approaching train 50 can be adjusted. The first device 130, 3140 providing a representation of the location of the positive train control unit 100, 310 may comprise: a global positioning device 3132 which determines the position of the positive train control unit 100, 310 and represents the position as position data; or a memory 3120 that stores a predetermined location of the positive train control unit 100, 310 as location data; or a global positioning device 3132 determining the location of the positive train control unit 100, 310 and representing the location as location data and a memory 3120 storing a predetermined location of the positive train control unit 100, 310 as location data. The communication devices 3140, 3160 may be configured to receive track path 60 configuration data from an external source and couple the data to the processor 3120. The communication devices 3140, 3160 may be configured to communicate data from a plurality of different sensors 110, 312, location data, and data received by the data receiver 3140 to the central train control facility 462. Data from the plurality of different sensors 110, 312 and data received by the data receiver 3140 (which may include data from the track monitor 330, from the switch monitor 320, and/or from the wayside monitor 310) may be tagged with a geotag and a time tag. The positive train control unit 100, 310 may be combined with: a rail monitor 330 including sensors 332 that monitor rail spacing, deformation, and/or integrity; or switch monitor 320 including sensors 322 that monitor switch position and switch closure to the fully transferred position; or a wayside monitor 310; or any combination thereof; and wherein data sensed by the track monitor 330 or by the switch monitor 320 or by the wayside monitor 310, or by any combination thereof, is communicated to the processor 3120. Data from the plurality of different sensors 110, 312 and data received by the data receiver 3140 (including data from the track monitor 330, from the switch monitor 320, and/or from the wayside monitor 310) may be geotagged and time-tagged. The control signal for activating the train control 220 on the train 50 may cause the train control 220 to reduce the speed of the train 50 and/or stop the train 50 according to a predetermined speed reduction profile or a predetermined safe emergency speed reduction profile or both. The crossing 62 of the track path 60 may be within the respective fields of view of a plurality of different sensors 110, 312, whereby the vehicle 64 and other objects 64 on the track path 60 or across the track path 60 are identified by the positive train control unit 100, 310 and communicated by the communication device 3140, 3160.

A positive train control unit 100, 310 for a track path 60 crossing may include: a plurality of different sensors 110, 312 selected from the group consisting of: a visual imager 3112, an infrared imager 3114, a radar 3116, a doppler radar 3116, a laser sensor 3118, a laser rangefinder device 3118, an acoustic sensor 3122, and an acoustic rangefinder device 3122, the plurality of different sensors 110, 312 having respective fields of view that are sensed at least in predetermined directions along the orbital path 60 including its intersection 62; a first device 130, 3140 that provides a representation of the location of the positive train control unit 100, 310 as location data; a processor 3120, a plurality of different sensors 110, 312 and a first device 130, 3140 coupled to the processor 3120 for receiving data sensed thereby, wherein the processor 3120 associates data sensed by the plurality of different sensors 110, 312 with location data and time data corresponding to locations and times at which such data was acquired, thereby geotagging and time tagging such data as the locations and times at which it was acquired; a data receiver 3140, 3160 configured to receive data from the track monitor 330, or from the switch monitor 320, or from the wayside monitor 310, or from a combination thereof, and to couple the data to the processor 3120; a communication device 3140, 3160 configured to communicate at least along the track path 60 proximate the positive train control unit 100, 310; the processor 3120 determining a location of the positive train control unit 100, 310 relative to the predetermined track path 60 configuration data from data sensed by the plurality of different sensors 110, 312, from the location data, and from data received by the data receiver 3140; the processor 3120 determining from the data sensed by the plurality of different sensors 110, 312 whether an object 64 is present on the track path 60 and/or the crossing 62 thereof approaching the positive train control unit 100, 310; and the processor 3120 determining from the data received by the data receiver 3140, 3160 whether there is an anomaly in the track path 60 proximate the forward train control unit 100, 310; and (1) if the processor 3120 determines that an object 64 is in the track path 60 and/or the crossing 62 thereof proximate the positive train control unit 100, 310, or (2) if the processor 3120 determines that an anomaly exists in the track path 60 proximate the positive train control unit 100, 310, or (3) if the processor 3120 determines any combination of (1) and (2), the processor 3120 causes the communication device 3140, 3160 to communicate an alert of the object in the track path 60, the anomaly in the track path 60, or both, thereby alerting the train 50 proximate the positive train control unit 100, 310 to such object 64 and/or anomaly in the track path 60 and/or the crossing 62 thereof so that the speed of the approaching train 50 may be adjusted. The first device 130, 3140 providing a representation of the location of the positive train control unit 100, 310 may comprise: a global positioning device 3132 which determines the position of the positive train control unit 100, 310 and represents the position as position data; or a memory 3120 that stores a predetermined location of the positive train control unit 100, 310 as location data; or a global positioning device 3132 determining the location of the positive train control unit 100, 310 and representing the location as location data and a memory 3120 storing a predetermined location of the positive train control unit 100, 310 as location data. The forward train control unit 100, 310 may also include a data receiver 3140 configured to receive data from the track monitor 330, or from the switch monitor 320, or from the track monitor 330 and the switch monitor 320, and to couple the data to the processor 3120. The forward train control unit 100, 310 may further include: a communication device 3140, 3160 configured to receive track path 60 configuration data from an external source and couple the data to the processor 3120. The communication devices 3140, 3160 may be configured to communicate data and location data from a plurality of different sensors 110, 312 to the central train control facility 462. The positive train control unit 100, 310 may be combined with: a rail monitor 330 including sensors 332 that monitor rail spacing, deformation, and/or integrity; or switch monitor 320 including sensors 322 that monitor switch position and switch closure to the fully transferred position; or a wayside monitor 310; or any combination thereof; and wherein data sensed by the track monitor 330 or by the switch monitor 320 or by the wayside monitor 310, or by any combination thereof, is communicated to the processor 3120. Data from the plurality of different sensors 110, 312 and data received by the data receivers 3140, 3160 (including data from the track monitor 330, from the switch monitor 320, and/or from the wayside monitor 310) may be tagged with a geotag and a time tag. The control signal for activating the train control 220 on the train 50 may cause the train control 220 to reduce the speed of the train 50 and/or stop the train 50 according to a predetermined speed reduction profile or a predetermined safe emergency speed reduction profile or both.

A positive train control unit 100, 320, 330 for a track path 60 may include: an elongated member 324, 334 attached at a first end of a first rail of track path 60 and having a second end; a probe 324P, 334P near the second end of the elongated member 324, 334 at a predetermined distance from the first end thereof; a sensor device 322, 332 attached to a second rail of the orbital path 60, a second end of the elongated member 324, 334 extending into the sensor device 322, 332, the sensor device 322, 332 including a position sensor 324P, 334P, 326, 328 for sensing a position of the probe 324P, 334P, the position sensor 324P, 334P, 326, 328 including: a surface having a pattern 326, 328 thereon, wherein the pattern of surfaces 326, 328 defines a position in one or both dimensions relative to the sensor device 322, 332; wherein the probe 324P, 334P is near the second end of the elongated member 324, 334 and the surface pattern 326, 328 of the position sensor 324P, 334P, 326, 328 cooperates to determine the relative position of the probe 324P, 334P and the surface pattern 326, 328, and thereby the position of the elongated member 324, 334 relative to the sensor device 322, 332; whereby the probes 324P, 334P of the elongated members 324, 334 and the surface patterns 326, 328 of the position sensors 324P, 334P, 326, 328 cooperate to define the position of the first rail relative to the second rail. The first and second rails may include a stock rail 60R and a switch rail 60C of the switch 60S, and the relative position determined by the detectors 324P, 334P and the surface patterns 326, 328 is the relative position of the switch rail 60C with respect to the stock rail 60R. The first rail and the second rail may comprise a pair of substantially parallel stock rails and the relative position determined by the detector and the surface pattern is the relative position of the first stock rail with respect to the second stock rail. The elongate members 324, 334 may be attached to the first stock rail 60R at a position that is longitudinally displaced along the rail path 60 relative to the position at which the sensor devices 322, 332 are attached to the second stock rail 60R, whereby the relative position determined by the detectors 324P, 326P and the surface patterns 326, 328 represents the separation of the first and second stock rails 60R, the longitudinal displacement of the first stock rail 60R relative to the second stock rail 60R, or both. The surface pattern 326, 328 may include a plurality of adjacent electrically conductive contacts 326C in predetermined locations on the surface, and wherein the probes 324P, 326P include electrical contacts configured to make electrical contact with ones of the plurality of electrically conductive contacts 324P, 326C of the surface pattern 326, 328, thereby indicating the position of the probes 324P, 334P relative to the surface pattern 326, 328 by one of the plurality of electrically conductive contacts 324P, 326C in electrical contact with the probes 324P, 334P. The surface pattern 326, 328 may include a plurality of adjacent discernible regions in adjacent locations on the surface, and wherein the probe 324P, 334P includes a motion sensing element of the computer mouse configured to discern the discernible regions, whereby the position of the probe 324P, 334P relative to the surface pattern 326, 328 is indicated by movement of an operable element of the computer mouse relative to the plurality of discernible regions. The surface pattern 326, 328 may include a plurality of adjacent physically distinguishable features on the surface, and the probe 324P, 334P may include a movement sensing element of a roller ball type computer mouse; or the surface pattern 326, 328 may include a plurality of adjacent optically distinguishable features on the surface, and the detector 324P, 334P may include a movement sensing element of an optical type of computer mouse. The patterns 326, 328 on the surface of the position detectors 322, 332 may include: a plurality of photodetectors 328 in adjacent locations on the surface; a position sensor including at least one light emitter, and the detectors 324P, 334P may include: one or more optical reflection zones located on the detectors 324P, 334P to reflect light from the light emitters toward the plurality of photodetectors 328, whereby the position of the one or more optical reflection zones of the detectors 324P, 334P relative to the plurality of photodetectors 328 indicates the position of the detectors 324P, 334P relative to the sensor devices 322, 332; or one or more optical transmission features located on the detectors 324P, 334P to allow transmission of light from the light emitters toward the plurality of photodetectors 328, whereby the position of the one or more optical transmission features of the detectors 324P, 334P relative to the plurality of photodetectors 328 indicates the position of the detectors 324P, 334P relative to the sensor devices 322, 332; or a combination thereof. The detectors 324P, 334P may include baffles and one or more optical transmission characteristics may be provided by one or more apertures through the baffles.

A positive train control method 400, 800 for a train 50 movable on a track path 60 may include: receiving sensor data from a plurality of different sensors 110, 312, the plurality of different sensors 110, 312 selected from the group consisting of: a visual imager 112, 3112, an infrared imager 114, 3114, a radar 116, 3116, a doppler radar 116, 3116, a laser sensor 118, 3118, a laser ranging device 118, 3118, an acoustic sensor 122, 3122, and an acoustic ranging device 122, 3122, the plurality of different sensors 110, 312 having respective fields of view that sense in a predetermined forward looking direction from the train 50 along the track path 60; receiving location data from a location device 130 that independently determines the location of the train 50, the location device 130 comprising a global positioning device 132, an inertial navigation device 134, or both the global positioning device 132 and the inertial navigation device 134; associating sensor data received from a plurality of different sensors 110, 312 with location data and time data corresponding to the location and time at which such data was acquired, thereby geotagging and time tagging such sensor data as the location and time at which it was acquired; receiving data from such track monitor 330, or switch monitor 320, or wayside monitor 310, or a combination thereof, if within range of the track monitor 330, switch monitor 320, wayside monitor 310, or a combination thereof; determining a position, a speed, and a direction of the train 50 relative to the predetermined track path configuration data and the train crossing sequence from the sensor data sensed by the plurality of different sensors 110, 312 and from the position data; determining from the sensor data sensed by the plurality of different sensors 110, 312 whether an object is present on the track path 60 ahead in the direction of travel of the train 50; determining from data received from such track monitors 330, switch monitors 320, wayside monitors 310, or a combination thereof, whether an anomaly exists in the track path 60 approaching ahead in the direction of travel of the train 50; and communicating an alert to the alert device 200, 210 or a control signal for the train control 200, 220, or both, (1) if the location, speed, and/or direction of the train 50 is determined to be different than the location, speed, and/or direction defined in the train crossing sequence, or (2) if an object is determined to be in the track path 60 ahead of the train 50, or (3) if an anomaly is determined to be in the track path 60 ahead of the train 50, or (4) if any combination of (1), (2), and (3) is determined. The forward train control method 400, 800 may further comprise: train crossing sequence data and track path configuration data are received from an external source. The forward train control method 400, 800 may further comprise: sensor data from a plurality of different forward looking sensors 110, 312, or position data from global positioning devices 130, 132 and from inertial navigation devices 130, 134, or data received from track monitors 330, switch monitors 320 and/or wayside monitors 310 are communicated to a central train control facility. Data from a plurality of different look-ahead sensors 110, 312 and data received from track monitors 330, switch monitors 320 and/or wayside monitors 310 are tagged with a geographical marker and a time marker. The control signals communicated to the train control devices 200, 220 cause the train control device 220 to reduce the speed of the train 50 and/or stop the train 50 according to a predetermined speed reduction profile or a predetermined safe emergency speed reduction profile or both. When the location data is for the first end 52, 100 of the train 50, the method 400, 800 may further include: receiving location data for a second end 230 of the train 50 remote from the first end 52, 100 of the train 50; determining a length of the train 50 by comparing the location data for the first end 52, 100 of the train 50 with the location data for the second end 230 of the train 50; and if the length of the train 50 changes more than a predetermined length difference: communicating an alarm to the alert devices 200, 210 or a control signal to the train control devices 200, 220 to at least reduce the speed of the train 50, or both.

As used herein, the term "about" means that dimensions, formulas, parameters, shapes and other quantities and characteristics are not and need not be exact, but may be approximate and/or larger or smaller (as desired), reflecting tolerances, conversion factors, rounding off, measurement error and the like, and other factors known to those of skill in the art. Generally, dimensions, formulae, parameters, shapes or other quantities or characteristics are "approximate" or "approximate", whether or not explicitly stated as such. It is noted that embodiments of very different sizes, shapes and dimensions may employ the described arrangement.

As used herein, "train" is intended to include any vehicle or vehicles that may move on or along a "track" or "track path" (regardless of the length of the "track path"), including, but not limited to: rail cars, rail and trackless cars, monorail cars, light rail vehicles, maglev vehicles, motor vehicles, autonomous vehicles, and any other similar vehicles that are one or more cars and/or one or more locomotive units (whether integrated into or separate from one or more cars and whether engaged in the servicing of long distance, regional, local, and/or commuters, passengers, and/or cargo). The train may be operated autonomously, with or without human assistance, or by an engineer or other on-board operator, or by an operator or other controller located remotely from the train, or any combination thereof.

As used herein, "track" or "track path" is intended to include any path or structure that guides or otherwise limits the degrees of freedom of travel of a "train" thereon, including, but not limited to: rails, railway, whether having one or two or more rails, standard, narrow or any other specification, guides and/or rails, electrically controlled rails, magnetically suspended guides and/or rails, roads and/or roadways, electrically controlled roads and/or roadways, monorail, water channels, and the like. Typically, a "track" or "track path" limits or intends to limit the motion of the train to substantially one dimension (e.g., forward and backward), although there may be permitted motion that is limited in another dimension (e.g., side-to-side and/or up-and-down). The "track path" is generally referred to herein simply as a "track," and the terms are considered substantially equivalent and interchangeable.

As used herein, "forward train control unit" refers to one or more physical units or modules containing various sensors and other devices as described herein, or to various sensors and other devices described herein when connected so as to be operable as a forward train control unit as described herein. When connected so as to be operable as a positive train control unit as described herein, the collection of connected sensors and other devices integrated into the train (e.g., integrated into the engine or locomotive for this purpose) is considered to be the positive train control unit.

As used herein, "anomalies" of a track and/or track path include any of the following: the case where the physical spacing and/or alignment and/or integrity of the transitions of the switch rails of the track path are not within a specified configuration and/or tolerance, or the case where the physical spacing and/or alignment of the rails of the track path and/or the track path are not within a specified configuration and/or tolerance.

GPS, as used herein, refers to the global positioning system and its constellation of satellites in the united states, as well as to geographic positioning or position determination and/or navigation systems and aiding devices based on any other radio communication, including but not limited to the russian Glonass, Galileo, IRNSS and/or BEIDOU-2 systems.

Although terms such as "upward," "downward," "leftward," "rightward," "upward," "downward," "front," "rear," "side," "end," "top," "bottom," "forward," "rearward," "below," and/or "above," "vertical," "horizontal," etc., may be used herein for convenience in describing one or more embodiments of the present arrangement and/or in use, the described articles may be positioned in any desired orientation and/or may be utilized in any desired position and/or orientation. Such terms of position and/or orientation should be understood for convenience only and should not be construed to limit the claimed invention.

Furthermore, those stated as "optimal" or "considered optimal" may or may not be in a truly optimal condition, but rather may be considered as a desired or acceptable "optimal" due to that condition being selected according to decision rules and/or criteria defined by the designer and/or the applicable control functionality, e.g., the mobile occlusion limit may be dynamically adjusted according to weather and other conditions that may affect visibility, precipitation and other moisture that may affect braking capability and/or stopping distance, any other condition or conditions that may affect operation, in order to dynamically adjust the mobile occlusion to be desirable under such condition or conditions.

The term battery as used herein refers to an electrochemical device comprising one or more electrochemical cells and/or fuel cells, and so a battery may comprise a single battery or a plurality of batteries, whether individual units or packaged units. Batteries are one example of a type of power source suitable for portable devices. Other devices may include fuel cells, supercapacitors, solar cells, and the like. Any of the foregoing may be intended for single use or for recharging or for both.

While the invention has been described in terms of the foregoing exemplary embodiments, variations that are within the scope and spirit of the invention as defined by the following claims will be apparent to those skilled in the art. For example, the number and/or type of sensors 110, 312 of the positive train control unit 100 and/or the wayside unit 310 may be increased in applications where there is a need for additional sensors and/or they may be decreased in applications where no particular sensors are needed.

Similarly, the types and variety of communication devices 140, 160, 3140, 3160 that may be provided may be increased and/or decreased consistent with the needs and desires applicable to a particular application. For example, if the wayside monitor 310 or switch monitor 320 or tracking monitor 330 is to be located at a remote location (e.g., remote from other electronic devices), then only a longer distance communication device need be provided.

Although certain features may be described as protruding features (e.g., ridges, domes, flanges, protrusions, or other protruding features), such features may be positively formed, or may be those that remain after the recessed features (e.g., trenches, grooves, holes, depressions, recesses, or other recessed features) are made. Similarly, while certain features may be described as recessed features (e.g., grooves, slots, holes, dimples, recesses, or other recessed features), such features may be positively formed, or may be those that are left after the raised features (e.g., ridges, domes, flanges, protrusions, or other raised features) are made.

Each of the U.S. provisional applications, U.S. patent applications, and/or U.S. patents identified herein is hereby incorporated by reference in their entirety, for any and all purposes, regardless of how it is referenced or described herein.

Finally, the numerical values set forth are typical or example values, are not limiting values, and do not exclude substantially larger and/or substantially smaller values. The values in any given embodiment may be substantially larger and/or substantially smaller than the example or typical values set forth.

Claims (41)

1. A positive train control unit mountable on a train movable on a track path comprising:

a plurality of different sensors selected from the group consisting of: a visual imager, an infrared imager, a radar, a doppler radar, a laser sensor, a laser ranging device, an acoustic sensor, and an acoustic ranging device, the plurality of different sensors having respective fields of view that sense in a predetermined forward looking direction from the train along the track path;

a positioning device that independently determines a position of the positive train control unit and represents the position as position data, the positioning device comprising a global positioning device, an inertial navigation device, or both a global positioning device and an inertial navigation device;

a processor to which the plurality of different sensors and the positioning apparatus are coupled for receiving data sensed thereby, wherein the processor associates data sensed by the plurality of different sensors with location data and time data corresponding to locations and times at which such data was acquired, thereby geotagging and timestamping such data as the locations and times at which it was acquired;

a data receiver configured to receive data from a track monitor, or from a switch monitor, or from a wayside monitor, or from a combination thereof, and to couple the data to the processor;

the processor determining a position, a speed, and a direction of the forward train control unit relative to predetermined track path configuration data and train crossing sequences from data sensed by the plurality of different sensors, from position data, and from data received by the data receiver;

the processor determining from data sensed by the plurality of different sensors whether an object is present on a track path ahead in a direction of travel of the positive train control unit;

the processor determining whether there is an abnormality in a track path approaching forward in a direction in which the forward train control unit travels, from the data received by the data receiver; and

(1) if the processor determines that the position, speed and/or direction of the positive train control unit is different from the position, speed and/or direction defined in the train crossing sequence, or

(2) If the processor determines that an object is in the track path ahead of the positive train control unit, or

(3) If the processor determines that there is an anomaly in the track path ahead of the positive train control unit, or

(4) If the processor determines any combination of (1), (2), and (3),

the processor communicates an alarm to an alarm device or a control signal to a train control device to at least adjust the speed of the train on which the positive train control unit is installed or both.

2. The forward train control unit of claim 1 further comprising: a communication device configured to receive cross-route sequence data and track path configuration data from an external source and to couple the data to the processor.

3. The forward train control unit of claim 1 further comprising: a communication device configured to communicate data from a plurality of different forward looking sensors, or position data from a global positioning device and from an inertial navigation device, or data received by a data receiver to a central train control facility, wherein the data received by the data receiver comprises data from a track monitor, from a switch monitor, and/or from a wayside monitor.

4. The forward train control unit of claim 3 wherein: data from a plurality of different forward looking sensors and data received by the data receiver, including data from a track monitor, from a switch monitor, and/or from a wayside monitor, are tagged with a geographical stamp and a time stamp.

5. The forward train control unit of claim 1 wherein:

the rail monitor includes sensors that monitor rail spacing, deformation, and/or integrity; or

The switch monitor includes sensors that monitor switch position and switch closure to the fully translated position; or

The wayside monitor includes: a plurality of different sensors for detecting objects on a track path proximate to the wayside monitor, selected from the group consisting of a visual imager, an infrared imager, a radar, a doppler radar, a laser sensor, a laser ranging device, an acoustic sensor, and an acoustic ranging device; or

Any combination thereof.

6. The positive train control unit according to claim 1, wherein the control signal to the train control device at least reduces the speed of the train on which the positive train control unit is installed, causing the train control device to reduce the speed of the train and/or stop the train according to a predetermined speed reduction profile or a predetermined safe emergency speed reduction profile or both.

7. The forward train control unit of claim 1 further comprising:

a positioning device mountable to an end of the train remote from the positive train control unit, the positioning device providing location data of the remote end of the train to the processor when mounted to the remote end of the train; and

the processor determines the length of the train by comparing the position data from the positioning device with the position data from the global positioning device or from the inertial navigation device or both.

8. The positive train control unit of claim 7, wherein the processor communicates an alert to an alert device or a control signal to a train control device to at least reduce the speed of a train on which the positive train control unit is installed, or both, in response to the length of the train changing more than a predetermined length difference.

9. The positive train control unit according to claim 7, wherein the positioning device mountable at an end of the train remote from the positive train control unit comprises a global positioning device, an inertial navigation device, or both a global positioning device and an inertial navigation device.

10. A positive train control unit for a track path comprising:

a plurality of different sensors selected from the group consisting of: a vision imager, an infrared imager, a radar, a doppler radar, a laser sensor, a laser ranging device, an acoustic sensor, and an acoustic ranging device, the plurality of different sensors having respective fields of view that sense at least in predetermined directions along the track path;

a first device that provides a representation of a location of the positive train control unit as location data;

a processor to which the plurality of different sensors and the first device are coupled for receiving data sensed thereby, wherein the processor associates data sensed by the plurality of different sensors with location data and time data corresponding to locations and times at which such data was acquired, thereby geotagging and timestamping such data as the locations and times at which it was acquired;

a data receiver configured to receive data from a track monitor, or from a switch monitor, or from a wayside monitor, or from a combination thereof, and to couple the data to the processor;

a communication device configured to communicate at least along a track path proximate to the positive train control unit;

the processor determining a position of the forward train control unit relative to predetermined track path configuration data from data sensed by the plurality of different sensors, from position data, and from data received by the data receiver;

the processor determining from data sensed by the plurality of different sensors whether an object is present on a track path proximate the positive train control unit; and

the processor determining from the data received by the data receiver whether an anomaly exists in the track path proximate the forward train control unit; and

(1) if the processor determines that an object is in the track path proximate the positive train control unit, or

(2) If the processor determines that an anomaly exists in the track path proximate the positive train control unit, or

(3) If the processor determines any combination of (1) and (2),

the processor causes the communication device to communicate an alert of an object in the track path, an anomaly in the track path, or both,

thereby alerting trains approaching the positive train control unit to such objects and/or anomalies in the track path so that the speed of the approaching train can be adjusted.

11. The positive train control unit of claim 10, wherein the first device providing the representation of the location of the positive train control unit comprises:

a global positioning device that determines a location of the positive train control unit and represents the location as location data; or

A memory that stores a predetermined position of the forward train control unit as position data; or

A global positioning device that determines a location of the positive train control unit and represents the location as location data and a memory that stores a predetermined location of the positive train control unit as location data.

12. The forward train control unit of claim 10, wherein the communication device is configured to receive track path configuration data from an external source and to couple the data to the processor.

13. The positive train control unit of claim 10, wherein the communication device is configured to communicate data from a plurality of different sensors, location data, and data received by a data receiver to a central train control facility.

14. The forward train control unit of claim 13 wherein: data from a plurality of different sensors and data received by the data receiver, including data from a track monitor, from a switch monitor, and/or from a wayside monitor, are tagged with a geotag and a time tag.

15. The positive train control unit of claim 10 in combination with:

a rail monitor comprising sensors to monitor rail spacing, deformation and/or integrity; or

A switch monitor including sensors to monitor switch position and switch closure to a fully transferred position; or

A wayside monitor; or

Any combination thereof; and

wherein data sensed by the track monitor or by the switch monitor or by the wayside monitor, or by any combination thereof, is communicated to the processor.

16. The forward train control unit of claim 15 wherein: data from a plurality of different sensors and data received by the data receiver, including data from a track monitor, from a switch monitor, and/or from a wayside monitor, are tagged with a geotag and a time tag.

17. The positive train control unit of claim 10, wherein the control signal for activating the train control on the train causes the train control to reduce the speed of the train and/or stop the train according to a predetermined speed reduction profile or a predetermined safe emergency speed reduction profile or both.

18. The positive train control unit according to claim 10, wherein the intersection of the track path is within the respective fields of view of the plurality of different sensors, whereby vehicles and other objects on the track path or cross-track road path are identified by the positive train control unit and communicated by the communication device.

19. A positive train control unit for a track path crossing comprising:

a plurality of different sensors selected from the group consisting of: a visual imager, an infrared imager, a radar, a doppler radar, a laser sensor, a laser ranging device, an acoustic sensor, and an acoustic ranging device, the plurality of different sensors having respective fields of view that sense at least in predetermined directions along a track path including intersections thereof;

a first device that provides a representation of a location of the positive train control unit as location data;

a processor to which the plurality of different sensors and the first device are coupled for receiving data sensed thereby, wherein the processor associates data sensed by the plurality of different sensors with location data and time data corresponding to locations and times at which such data was acquired, thereby geotagging and timestamping such data as the locations and times at which it was acquired;

a data receiver configured to receive data from a track monitor, or from a switch monitor, or from a wayside monitor, or from a combination thereof, and to couple the data to the processor;

a communication device configured to communicate at least along a track path proximate to the positive train control unit;

the processor determining a position of the forward train control unit relative to predetermined track path configuration data from data sensed by the plurality of different sensors, from position data, and from data received by the data receiver;

the processor determining from data sensed by the plurality of different sensors whether an object is present on a track path and/or an intersection thereof approaching the positive train control unit; and

the processor determining whether there is an abnormality in a track path proximate the forward train control unit based on the data received by the data receiver; and

(1) if the processor determines that an object is in the track path and/or its crossing proximate the positive train control unit, or

(2) If the processor determines that an anomaly exists in the track path proximate the positive train control unit, or

(3) If the processor determines any combination of (1) and (2),

the processor causes the communication device to communicate an alert of an object in the track path, an anomaly in the track path, or both,

thereby alerting trains approaching the positive train control unit of such objects and/or anomalies in the track path and/or its crossings so that the speed of the approaching train can be adjusted.

20. The positive train control unit of claim 19, wherein the first device providing the representation of the location of the positive train control unit comprises:

a global positioning device that determines a location of the positive train control unit and represents the location as location data; or

A memory that stores a predetermined position of the forward train control unit as position data; or

A global positioning device that determines a location of the positive train control unit and represents the location as location data and a memory that stores a predetermined location of the positive train control unit as location data.

21. The forward train control unit of claim 19 further comprising a data receiver configured to receive data from a track monitor, or from a switch monitor, or from a track monitor and a switch monitor, and to couple the data to the processor.

22. The forward train control unit of claim 19 further comprising: a communication device configured to receive track path configuration data from an external source and to couple the data to the processor.

23. The positive train control unit of claim 22, wherein the communication device is configured to communicate data and location data from a plurality of different sensors to a central train control facility.

24. The positive train control unit of claim 19 in combination with:

a rail monitor comprising sensors to monitor rail spacing, deformation and/or integrity; or

A switch monitor including sensors to monitor switch position and switch closure to a fully transferred position; or

A wayside monitor; or

Any combination thereof; and

wherein data sensed by the track monitor or by the switch monitor or by the wayside monitor, or by any combination thereof, is communicated to the processor.

25. The forward train control unit of claim 24 wherein: data from a plurality of different sensors and data received by the data receiver, including data from a track monitor, from a switch monitor, and/or from a wayside monitor, are tagged with a geotag and a time tag.

26. The positive train control unit of claim 19, wherein the control signal for activating the train control on the train causes the train control to slow the train and/or stop the train according to a predetermined speed reduction profile or a predetermined safe emergency speed reduction profile or both.

27. A positive train control unit for a track path comprising:

an elongated member attached at a first end of a first rail of the track path and having a second end;

a probe near the second end of the elongated member at a predetermined distance from the first end thereof;

a sensor device attached to a second rail of the track path, a second end of the elongated member extending into the sensor device,

the sensor device comprises a position sensor for sensing the position of the probe, the position sensor comprising:

a surface having a pattern thereon, wherein the surface pattern defines a position in one or both dimensions relative to the sensor device;

wherein the probe is near the second end of the elongate member and the surface pattern of the position sensor cooperates to determine the relative position of the probe and surface pattern, and thereby the position of the elongate member relative to the sensor device;

whereby the detector of the elongate member and the surface pattern of the position sensor cooperate to define the position of the first rail relative to the second rail.

28. The positive train control unit of claim 27, wherein the first and second rails comprise stock and switch rails of a switch, and wherein the relative position determined by the detector and surface pattern is the relative position of the switch rail with respect to the stock rail.

29. The positive train control unit of claim 27, wherein the first and second rails comprise a pair of substantially parallel stock rails, and wherein the relative position determined by the detector and surface pattern is the relative position of the first stock rail with respect to the second stock rail.

30. The positive train control unit of claim 29, wherein the elongated member is attached to the first stock rail at a location that is longitudinally displaced along the track path relative to a location at which the sensor device is attached to the second stock rail, whereby the relative position determined by the detector and the surface pattern is indicative of the separation of the first and second stock rails, the longitudinal displacement of the first stock rail relative to the second stock rail, or both.

31. The positive train control unit of claim 27, wherein the surface pattern comprises a plurality of adjacent electrically conductive contacts in predetermined locations on the surface, and wherein the probe comprises an electrical contact configured to make electrical contact with some of the plurality of electrically conductive contacts of the surface pattern, whereby the position of the probe relative to the surface pattern is indicated by one of the plurality of electrically conductive contacts being in electrical contact with the probe.

32. The forward train control unit of claim 27 wherein the surface pattern includes a plurality of adjacent discernible regions in adjacent locations on the surface, and wherein the detector includes a motion sensing element of the computer mouse configured to discern the discernible regions, whereby the position of the detector relative to the surface pattern is indicated by movement of an operable element of the computer mouse relative to the plurality of discernible regions.

33. The forward train control unit of claim 32 wherein:

the surface pattern comprises a plurality of adjacent physically distinguishable features on the surface, and wherein the probe comprises a movement sensing element of a rolling ball type computer mouse; or

The surface pattern comprises a plurality of adjacent optically distinguishable features on the surface, and wherein the detector comprises a movement sensing element of an optical type of computer mouse.

34. The forward train control unit of claim 27 wherein the pattern on the surface of the position detector comprises a plurality of photodetectors in adjacent locations on the surface; the position sensor comprises at least one light emitter, and wherein the detector comprises:

one or more optical reflection regions located on the detector to reflect light from the light emitter towards the plurality of photo detectors, whereby the position of the one or more optical reflection regions of the detector relative to the plurality of photo detectors indicates the position of the detector relative to the sensor device; or

One or more optical transmission features located on the detector to allow transmission of light from the light emitter towards the plurality of photodetectors, whereby the position of the one or more optical transmission features of the detector relative to the plurality of photodetectors indicates the position of the detector relative to the sensor device; or

Combinations thereof.

35. The forward train control unit of claim 34, wherein the detector comprises a baffle, and wherein the one or more optical transmission characteristics are provided by one or more apertures through the baffle.

36. A forward train control method for a train movable on a track path, comprising:

receiving sensor data from a plurality of different sensors, the plurality of different sensors selected from the group consisting of: a visual imager, an infrared imager, a radar, a doppler radar, a laser sensor, a laser ranging device, an acoustic sensor, and an acoustic ranging device, the plurality of different sensors having respective fields of view that sense in a predetermined forward looking direction from the train along the track path;

receiving location data from a positioning device that independently determines a location of the train, the positioning device comprising a global positioning device, an inertial navigation device, or both a global positioning device and an inertial navigation device;

associating sensor data received from a plurality of different sensors with location data and time data corresponding to a location and time at which such data was acquired, thereby geotagging and time tagging such sensor data as the location and time at which it was acquired;

receiving data from such track monitors, or from switch monitors, or from wayside monitors, or from a combination thereof, if within range of the track monitor, switch monitor, wayside monitor, or a combination thereof;

determining a position, a speed, and a direction of the train relative to the predetermined track path configuration data and the train crossing sequence from the sensor data sensed by the plurality of different sensors and from the position data;

determining from sensor data sensed by a plurality of different sensors whether an object is present on a track path ahead in a direction of train travel;

determining from data received from such track monitors, switch monitors, wayside monitors, or a combination thereof, whether an anomaly exists in a track path approaching ahead in the direction of train travel; and

(1) if it is determined that the location, speed and/or direction of the train differs from the location, speed and/or direction defined in the train crossing sequence, or

(2) If it is determined that the object is in the track path ahead of the train, or

(3) If it is determined that there is an abnormality in the track path ahead of the train, or

(4) If any combination of (1), (2) and (3) is determined,

an alarm is communicated to an alarm device or a control signal for the train control or both.

37. The forward train control method of claim 36, further comprising: train crossing sequence data and track path configuration data are received from an external source.

38. The forward train control method of claim 36, further comprising: sensor data from a plurality of different forward looking sensors, or position data from global positioning devices and from inertial navigation devices, or data received from track monitors, from switch monitors and/or from wayside monitors, is communicated to a central train control facility.

39. The forward train control method of claim 36 wherein: data from a plurality of different forward looking sensors and data received from track monitors, from switch monitors and/or from wayside monitors are tagged with geographical and time stamps.

40. The forward train control method of claim 36 wherein the control signal communicated to the train control device causes the train control device to slow the train and/or stop the train according to a predetermined speed reduction profile or a predetermined safe emergency speed reduction profile or both.

41. The forward train control method of claim 36 wherein the position data is for a first end of the train, further comprising:

receiving location data for a second end of the train remote from the first end of the train;

determining a length of the train by comparing the location data for the first end of the train with the location data for the second end of the train; and

if the length of the train changes more than a predetermined length difference:

communicating an alarm to an alarm device or a control signal to a train control device to at least reduce the speed of the train, or both.