Description:TECHNICAL FIELD

[001] Present disclosure generally relates to Railways. Particularly, but not exclusively, the present disclosure relates to switching of rails in a railway track. Further, embodiments of the disclosure disclose a system and a method for monitoring alignment of a switching rail relative to a main rail during the track change.

BACKGROUND OF THE DISCLOSURE

[002] Railways is one of the important modes of transportation used to move people and goods from one place to another. Goods and raw material sectors, for example, manufacturing plants are extensively reliant on railways for the purpose of shipping goods and raw materials from one place to another. Especially in countries where access of roadways and waterways are difficult or impossible, railways play an important role. Since railways are intended to transfer a significantly large number of people and/or goods, ensuring safe operating conditions is of utmost importance. Personnel who are associated with the operation and management of railways continuously check and monitor for technical and non-technical faults, railway traffic, and other situations tirelessly to ensure that people and goods are transported safe and sound to intended destinations. Since railway tracks are laid for longer distances, the changeovers and crossovers of one track relative to the other are inevitable. For example, two or more tracks merge or converge at a common intersection when two locomotives starting from two different sources need to end up at the same destination.

[003] Generally, aligning one track with the another is performed by a switching operation which in most of the places is performed manually. Ground control staff are alerted to perform switching of the track to ensure proper merging for easy and safe changeover of the locomotive. The track that is being moved is known as the switching track [switching rails] and the track relative to which the switching track is moved is known as the main track or stock rail. A switching lever is employed which operates a stretcher bar that extends and connects each switching rail with an associated main rail, such that the stretcher bar is moved using the lever to different positions to effectuate the switching. However, there are number of shortcomings associated with the switching operations as well as the underlying mechanisms. One shortcoming is that the switching not getting completely executed owing to manual operation by the ground staff. In other words, the alignment between the main and switch rails is not accurate due to manual operation, which can increase the chances of derailment of the locomotive during changeover at the switching point. This is highly undesired since safety of the passengers and/or goods in the locomotive is compromised. Also, for the goods and raw material transport sectors, derailing of the locomotive can result in significant damage and losses, and has to be avoided. Another problem is that objects such as boulders, fasteners, etc., can get entrapped between the stock or main rail and the switch rail, which inhibit the switch rail from completely getting aligned with the stock rail. This can result in formation of a larger gap between the switch rail and the stock rail which also is unsafe for the locomotive. Moreover, due to manual switching of the tracks at the switching point, the possibility of ground personnel getting alerted or warned as soon as a gap is created or when the gap exceeds a safe limit is minimal or zero. This can prove catastrophic when the wheel flanges of the locomotive slips into the gap causing the derailment. The phenomenon is known as “point bursting”. In addition to these, there could be several technical factors which can cause the gap between the switch and the stock rail to exceed the safety limit.

[004] Present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the prior arts.

SUMMARY OF THE DISCLOSURE

[005] One or more shortcomings of the prior arts are overcome by the system and the method as disclosed in the present disclosure and additional advantages are provided through the system and the method. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

[006] In a non-limiting embodiment of the present disclosure, a system for monitoring alignment between a main rail and a switching rail of a railway track during shifting of the switching rail relative to the main rail for track change is disclosed. The system includes a detection module secured to both lines of the main rail. The detection module is configured to detect a gap between the main rail and the corresponding switching rail after shifting of the corresponding switching rail relative to the main rail. Further, the system includes a control unit communicatively coupled to the detection module. The control unit is configured to activate the detection module to generate a signal corresponding to the gap between the main rail and the corresponding switching rail. Then, the control unit compares the generated signal corresponding to the gap between the main rail and the corresponding switching rail with a threshold limit. Further, the control unit is configured to generate, an alert signal based on the comparison, where the control unit provides the alert signal through an indication module.

[007] In an embodiment, the system includes a track switching lever configured to shift the switching rail relative to the main rail, the track switching lever being configured to be operated manually.

[008] In an embodiment, the track switching lever is communicatively coupled to the control unit, and the control unit receives a trigger signal from the track switching lever and transmitting the trigger signal to the detection module when the track switching lever is operated to shift the switching rail relative to the main rail.

[009] In an embodiment, the detection module includes an electromagnetic sensor, where the electromagnetic sensor is configured to transmit and receive electromagnetic signals to determine the gap. Further, the threshold limit is at least 3 mm.

[0010] In an embodiment, the control unit is configured to generate the alert signal during at least one of determination of the gap between the main rail and the corresponding switching rail on either side of the railway track, based on the signal received from the detection module, and determination of the gap between at least one main rail and the corresponding switching rail exceeding the threshold limit.

[0011] In an embodiment, the indication module includes an indication unit configured to produce at least one of audio, visual and audio-visual indication. Further, the indication module includes a rechargeable power source electrically coupled to the indication unit, the rechargeable power source configured to supply power to the indication unit.

[0012] In an embodiment, the system includes a communication module coupled to the control unit, the communication module configured to send warning signals to a central control system and an operator cabin of a railway wagon.

[0013] In an embodiment, the electromagnetic sensor is configured to detect the gap between the main rail and the switching rail when an object is entrapped between the main rail and the switching rail.

[0014] In another non-limiting embodiment of the present disclosure, a method for monitoring alignment between a main rail and a switching rail of a railway track, during shifting of the switching rail relative to the main rail for effecting track change is disclosed. The method includes detecting and generating by a detection module, a signal corresponding to a gap between the main rail and a corresponding switching rail after the shifting of the corresponding switching rail relative to the main rail. The detection module is secured to one of the main rail and a corresponding switching rail on either side of the railway track, and the detection module being coupled to the control unit. Then, the method includes comparing, by the control unit, the generated signal corresponding to the gap between the main rail and the corresponding switching rail with a threshold limit. Further, the method includes generating, by the control unit, an alert signal based on the comparison, where the control unit is configured to provide the alert signal through an indication module associated with the control unit.

[0015] In an embodiment, the control unit receives the trigger signal from a track switching lever when the track switching lever is operated to shift the switching rail relative to the main rail.

[0016] In an embodiment, the method includes sending, by the control unit, warning signals to a central control system and an operator cabin of a railway wagon a communication module coupled to the control unit.

[0017] It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.

[0018] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

[0019] The novel features and characteristics of the disclosure are set forth in the appended description. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

[0020] FIG. 1 illustrates a schematic view of the system for monitoring alignment between a switching rail and a main rail during shifting of the switching rail relative to the main rail for effecting track change, according to some embodiments of the present disclosure;

[0021] FIG. 2 illustrates a schematic magnified view of FIG. 1 showing the detection module intended to detect the gap formed between the main rail and the switching rail;

[0022] FIG. 3 is a schematic view of the main rail and the switching rail with the detection module installed on the main rail, according to an embodiment of the present disclosure;

[0023] FIG. 4 is a block diagram illustrating the elements of the system shown in FIG. 1; and

[0024] FIG. 5 is a flowchart illustrating the method for monitoring alignment between a switching rail and a main rail during shifting of the switching rail relative to the main rail for effecting track change, according to an embodiments of the present disclosure.

[0025] The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and the method illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION

[0026] The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the description of the disclosure. It should also be realized by those skilled in the art that such equivalent methods do not depart from the scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

[0027] In the present disclosure, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.

[0028] While the disclosure is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will be described in detail below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

[0029] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover non-exclusive inclusions, such that a system or a method that comprises a list of acts does not include only those acts but may include other acts not expressly listed or inherent to such a system or a method. In other words, one or more acts in the system or the method proceeded by “comprises… a” does not, without more constraints, preclude the existence of other acts or additional acts in the system or the method.

[0030] Embodiments of the present disclosure disclose a system for monitoring alignment between a main rail and a switching rail of a railway track during shifting of the switching rail relative to the main rail for effecting track change. The system includes a detection module secured to one of the main rail and a corresponding switching rail on either side of the railway track. The detection module is configured to detect a gap between the main rail and the corresponding switching rail after the shifting of the corresponding switching rail relative to the main rail. In an embodiment, the detection module includes an electromagnetic sensor, where the electromagnetic sensor is configured to transmit and receive electromagnetic signals to determine the gap. In an embodiment, the threshold limit is set to at least 3 mm, which may be considered the safe operating limit of the gap. Further, the system includes a control unit communicatively coupled to the detection module. The control unit is configured to activate the detection module to generate a signal corresponding to the gap between the main rail and the corresponding switching rail. Then, the control unit compares the generated signal corresponding to the gap between the main rail and the corresponding switching rail with a threshold limit. Further, the control unit is configured to generate, an alert signal based on the comparison, where the control unit provides the alert signal through an indication module. In an embodiment, the control unit is configured to generate the alert signal during at least one of the following conditions. In a first condition, determination of the gap between the main rail and the corresponding switching rail on either side of the railway track, based on the signal received from the detection module, and determination of the gap between at least one main rail and the corresponding switching rail exceeding the threshold limit. Furthermore, the electromagnetic sensor is configured to detect the gap between the main rail and the switching rail when an object, such as a boulder, is entrapped between the main rail and the switching rail.

[0031] In an embodiment, the system includes a track switching lever configured to shift the switching rail relative to the main rail, the track switching lever being configured to be operated manually. Further, the track switching lever is communicatively coupled to the control unit, where the control unit receives a trigger signal from the track switching lever when the track switching lever is operated to shift the switching rail relative to the main rail. Further, the indication module present in the system includes an indication unit configured to produce at least one of audio, visual and audio-visual indication. Also, the indication module includes a rechargeable power source electrically coupled to the indication unit, the rechargeable power source configured to supply power to the indication unit. Apart from providing alert signal through the indication module, the system includes a communication module coupled to the control unit. The communication module may be, for example, a wireless remote communication module configured to send warning signals to a central control system and an operator cabin of a railway wagon.

[0032] Embodiments of the present disclosure also disclose a method for monitoring alignment between a main rail and a switching rail of a railway track, during shifting of the switching rail relative to the main rail for effecting track change is disclosed. The method includes detecting and generating by a detection module, a signal corresponding to a gap between the main rail and a corresponding switching rail after the shifting of the corresponding switching rail relative to the main rail. The detection module is secured to one of the main rail and a corresponding switching rail on either side of the railway track, and the detection module being coupled to the control unit. Then, the method includes comparing, by the control unit, the generated signal corresponding to the gap between the main rail and the corresponding switching rail with a threshold limit. Further, the method includes generating, by the control unit, an alert signal based on the comparison, where the control unit is configured to provide the alert signal through an indication module associated with the control unit. The method also includes sending, by the control unit, warning signals to a central control system and an operator cabin of a railway wagon a communication module coupled to the control unit.

[0033] The present disclosure is explained with the help of figures. However, such exemplary embodiments should not be construed as limitations of the present disclosure since the system and the method disclosed may be used or employed in any form of mode of transportation involving the tracks and the rails. A person skilled in the art may envisage various such embodiments without deviating from scope of the present disclosure.

[0034] FIGS. 1-3 are exemplary embodiments of the present disclosure illustrating schematic views of a system (100) for monitoring alignment between main rails (10A, 10B) and switching rails (20A, 20B) of a railway track (10, 20). The switching rails (20A, 20B) are indicated by dotted lines for easy reference. Rails of one railway track is generally shifted relative to the rails of another railway track for the purpose of intersection to effectuate merging or converging. The merging or converging may be necessary to allow changeover [change in course] of the locomotive [not shown], for example, a railway wagon, train, etc. Said merging or converging is attained through shifting the switching rails (20A, 20B) shown in FIGS. 1-3 towards the main rail (10A, 10B). The main rails (10A, 10B) constitute the main track (10), while the switching rails (20A, 20B) constitute the switching (or merging) track (20). The direction of travel of the locomotive on the main rails (10A, 10B) is indicated by double headed arrow designated with (10T). Similarly, direction of travel of the locomotive on the switching rails (20A, 20B) is indicated by double headed arrow designated with (20T). Further, displacement of the switching rails (20A, 20B) relative to the main rails (10A, 10B) is indicated by double headed arrow (20D). To effectuate merging, the switching rails (20A, 20B) may be shifted upwards as seen in FIG. 1 [or the loco motive operator is facing the track 10] until the switching rails (20A, 20B) align completely with the main rails (10A, 10B). Although FIG. 1 depicts shifting the switching rails (20A, 20B) upwards [or towards right from the viewpoint of the locomotive operator], it should not be construed as a limitation as shifting of the switching rails (20A, 20B) may happen from the other side [downwards in FIG. 1 or towards left from viewpoint of the locomotive operator] as well. In accordance with some embodiments, the shifting of the switching rails (20A, 20B) may be brought about by switching mechanism (25) having a track switching lever (30) and a stretcher bar (15) schematically shown in FIG. 1. In an embodiment, the track switching lever (30) may be operated manually by ground control staff or personnel associated with railway traffic management. The stretcher bar (15), as shown, extends between and connects each switching rail (20A, 20B) with the corresponding main rail (10A, 10B). For instance, the stretcher bar (15) serves as a link between the main rail (10A) and the corresponding switching rail (20A) on one side of the track, and main rail (10B) and the corresponding switching rail (20B) on the other side [opposite side] of the track. The switching rails (20A, 20B) need to be aligned properly with the respective main rails (10A, 10B) to effectuate merging, and therefore, safe, smooth, and stable changeover of the locomotive between the tracks.

[0035] In an embodiment, the locomotive travelling from left to right on the main track (10) may be shifted to switching track (20) by alignment of the switching rails (20A, 20B) with the main rails (10A, 10B). The point at which alignment is effectuated is known as “switching point”, designated by numeral (SP). On the other hand, the locomotive travelling from right towards left on the switching track (20) may merge at the switching point (SP) to continue to travel on the main track (10) towards left. At the switching point (SP), a gap (G) [shown in FIGS. 2 and 3] may be formed between the switching rails (20A, 20B) and their respective main rails (10A, 10B). Monitoring the characteristics of the gap (G) and fixing the gap (G) from time to time is crucial to ensure safe passage of the locomotive. Embodiments of the present disclosure describe the system (100) that is intended to monitor the gap (G) continuously, in a real-time manner, and alert the personnel in case there is a deviation in the gap (G) characteristics.

[0036] The system (100) monitors the alignment between the main rails (10A, 10B) and the respective switching rails (20A, 20B), during shifting of the switching rails (20A, 20B) relative to the main rails (10A, 10B) for effecting track change of the locomotive. The system (100), as shown, includes a detection module (5) secured both lines of the main rail (10A, 10B) on either side of the railway track. For example, as shown in FIGS. 1 and 2, one detection module (5) may be secured to each of both the main rails (10A, 10B). In another embodiment, the detection module (5) may be secured to both the switching rails (20A, 20B), or to a main rail (10A, 10B) on one side and to a switching rail (20A, 20B) on the other side of the track. The detection module (5) may be configured to detect the gap (G) between each main rail (10A, 10B) and the corresponding switching rail (20A, 20B) after the shifting of the corresponding switching rail (20A, 20B) relative to the main rail (10A, 10B). For example, when personnel shift/displace the switching rails (20A, 20B) by operating the track switching lever (30), so as to align with the main rails (10A, 10B), the gap (G) [best shown in FIGS. 2 and 3] may be formed at one or both the sides of the tracks. In an embodiment, the gap (G) may be formed on one side of the track, and on the other side, the switching rail may completely align with the main rail without resulting in a gap (G). The detection module (5) is intended to determine the number of gaps (G) i.e., one or two gaps corresponding to one or both sides of the track, respectively, as well as the extent of the gap (G) formed after the track switching.

[0037] In an embodiment, the detection module (5) may be an electromagnetic sensor which is configured to transmit and receive electromagnetic signals to determine the gap (G). For example, the electromagnetic signals may be electromagnetic (EM) field or electromagnetic (EM) radiation which is transmitted from the detection module (5). Said EM field or radiation propagate through the gap (G) and strike the respective track. For instance, if the detection module (5) is secured to a main rail, the EM field or radiation pass through the gap (G) and strikes the corresponding switching rail. The EM field or radiation is reflected back to the detection module (5) which gives a measure of extent of the gap (G). The transmission and reflection characteristics of the EM signals [field or radiation] may be indicative of the presence or absence of the gap (G), as well as the distance [spacing or magnitude] of the gap (G). On the other hand, if gap (G) is detected on both the sides of the track, then safety operations will be initiated which will be explained in detail further. If one gap (G) is detected on one of the either side, then the extent [spacing/distance/magnitude] of the gap (G) is determined and safety operations may or may not be initiated depending on the extent of the gap (G) determined. In an embodiment, the threshold limit of the gap (G) may be set to at least 3 mm which may be considered the safe operating limit of the gap. Beyond the threshold limit, the gap (G) may pose problems such as point bursting and derailing of the locomotive. The detection module (5) secured to one of the main rails (10B) and the corresponding switching rail (20B) is shown in FIG. 3. The signal transmission and reception by the detection module (5) is indicated by double headed arrows, and is designated by numeral (DS), as shown in FIG. 3. The interfaces and signal paths are indicated by dashed lines in FIG. 1.

[0038] In an embodiment, the detection module (5) may be non-contact type proximity sensors which may or may not be of electromagnetic type. In case of EM type proximity sensors, EM signals like IR radiation, or EM fields may be employed. Examples include, but not limited to inductive sensors, magnetic sensors such as magnetic proximity fuses, hall effect sensor, etc., may be employed. On the other hand, the detection module may be purely electrical in nature such as the capacitive displacement sensor. In another embodiment, other forms of sensors like optical sensors including the photoelectric and photovoltaic sensors, acoustic sensors like doppler effect, ultrasonic and SONAR sensors may be employed as the detection module (5). In yet another embodiment, EM radiation-based sensors like thermal-IR sensors, radar, ionizing radiation sensor, laser-based sensors, UV radiation type photoelectric and photovoltaic sensors may be employed. The transmission and reflection characteristics like time, frequency, phase, velocity, etc., may be assessed to determine the nature and characteristics of the gap (G). In an embodiment, the detection module (5) is configured to detect and measure the gap (G) between the main rail (10A, 10B) and the switching rail (20A, 20B). It may also suggest if an object, such as a boulder, fastener, etc., is entrapped between the main rail (10A, 10B) and the switching rail (20A, 20B).

[0039] Reference is now made to FIG. 4 along with FIGS. 1-3. FIG. 4 illustrates a block diagram depicting all the elements of the system (100) of the present disclosure. As shown in FIGS. 1 and 4, the system (100) includes a control unit (50) communicatively coupled to the detection module (5) as well as the track changing mechanism (25). The control unit (50) may activate the detection module (5) to generate a signal corresponding to the gap (G) between the main rail (10A, 10B) and the corresponding switching rail (20A, 20B). For instance, the control unit (50) may receive a trigger signal (TS) from the track switching lever (30) of the mechanism (25) when the track switching lever (30) is operated to shift the switching rail (20A, 20B) relative to the main rail (10A, 10B). The trigger signal (TS) may be generated in response to the displacement of the stretcher bar (15) and the switching rails (20A, 20B) relative to the main rails (10A, 10B). The mechanical outcome of displacement of the stretcher bar (15) and the switching rails (20A, 20B) may be transformed into a convenient form, like an analog or a digital (trigger) signal (TS), for feeding to the control unit (50). Upon receiving the trigger signal (TS), the control unit (50) may activate the detection module (5) so that the detection module (5) may detect presence or absence of the gap (G). If the gap (G) is detected on at least one side of the track, the detection module (5) further determines the extent [distance/spacing/magnitude] of the gap (5). If gaps are detected by the detection module (5) on both sides of the track, a signal indicating that two gaps are present on both sides of the track along with the extent of the gaps [optional] may be given to the control unit (50). Presence of gap (G) on both sides of the track is regarded/manifested as an unsafe condition by the control unit (50) for passage of the locomotive through the switching point (SP). The control unit (50) generates an alert signal (AS) to alert the personnel regarding presence of gap (G) on both the sides of the track, so that the personnel may attend to it and fix the gaps [align the tracks completely] before the locomotive arrives at the switching point (SP).

[0040] If just one gap is detected by one of the detection modules (5) present on either side of the track, that corresponding detection module (5) also measures the extent [distance/spacing/magnitude] of the detected gap (5). This condition is best illustrated in FIG. 2. A signal corresponding to the extent [distance/spacing/magnitude] of the detected gap (5) is fed to the control unit (50) by the detection module (5). Then, the control unit (50) compares the generated signal (GS) corresponding to the extent of the gap (G) between the main rail (10A, 10B) and the corresponding switching rail (20A, 20B) with a threshold limit. If the extent of the gap exceeds the threshold limit, then the gap (G) is ascertained to be unsafe for passing of the locomotive. For instance, as shown in FIG. 2, if the gap (GV) between the main rail (10B) and the corresponding switching rail (20B) is larger than the threshold limit, then the gap (GV) is ascertained to be unsafe. On the other side of the track i.e., between main rail (10A) and switching rail (10B), no gap is seen. Once the control unit (50) ascertains that the gap (GV) is exceeding the threshold limit, then the control unit (50) generates an alert signal (AS) and provides alert to the personnel through an indication module (60) shown in FIG. 1. The indication module (60) may include one or more indication units (65) configured to produce at least one of audio, visual and audio-visual indication. In an embodiment, the indication unit can be a visual display unit, like an LED indicator, which may provide red and green visual alerts to the personnel based on the detection of gap (G). For example, the LED indicator may have two arms forming V-shape or other angular configuration corresponding to angle formed between the tracks (10) and (20). . If gaps are present on both sides, then both the arms of LED indicator may show red lights indicating that it is unsafe for the locomotive to pass through the switching point.

[0041] Furthermore, if the gap (GV) is present on any one side of the track and if the gap (GV) exceeds the threshold limit, then the arm of LED indicator corresponding to the switching track (20) or the merging track is indicated with red light, alerting that it is unsafe for the locomotive coming in the switching track (20) to merge with the main track (10). However, the arm of LED indicator pointing the main track (10) shows green light indicating that it is safe for the locomotive moving in the main track (10) to pass through the switching point (SP). In addition, if the gap (G) detected on any one side of the track is smaller than the threshold limit and if there is no gap (G) on the opposite side of the track, then both the arms of LED indicator may show green lights indicating that both the tracks are safe for the locomotive to pass through the switching point (SP). In an embodiment, the visual indicator may show visual signals which are visible from at least 50 m distance for alerting the ground personnel. In an embodiment, the LED indicator may show red and green light indications on both the flip sides to alert the locomotive approaching the switching point (SP) from both the directions of travel.

[0042] The indication unit (65) may also be an audio indication unit, for example, an alarm, a buzzer or a siren which warns the personnel with sounds when it is unsafe for the locomotive if gaps are present on both sides or when one of the gaps is larger than the threshold limit. In another embodiment, the indication unit (65) may be a combination of audio and visual indicators which alert the personnel during unsafe conditions. In an embodiment, the indication module (60) includes a rechargeable power source (66) electrically coupled to the indication unit (65). For example, the rechargeable power source (66) may be a solar power source having a solar panel [photo] to generate electricity, and a battery that stores the generated electric power which is supplied to the indication unit (65). In an embodiment, the battery may have a backup of about 72-96 hours in case there is no sufficient solar energy, for example, in cloudy conditions. Apart from providing alert signal (AS) to the personnel through the indication module (60), the system (100) also includes a communication module (70) coupled to the control unit (50). The communication module may be, for example, a wireless remote communication module [transmitter and receiver] configured to send warning signals (WS) to a central control/monitoring system [not shown] and an operator cabin [not shown] of the locomotive, like the railway wagon. In an embodiment, GSM communication may be used by the communication module to transmit warning signals (WS) to central control/monitoring system and an operator cabin of the locomotive. The locomotive operator upon receiving the warning signal (WS) may stop the locomotive until gap (G) is fixed or proper alignment is made by the personnel at the switching point (SP).

[0043] Reference is now made to FIG. 5 which illustrates a flowchart depicting a method embodiment of the present disclosure. Reference is also made to FIG. 4 along with FIG. 5 to illustrate the method for monitoring alignment between the main rail (10A, 10B) and the switching rail (20A, 20B) when track change is effected. The method includes detecting and generating by a detection module (5), a signal corresponding to the gap (G) between the main rail (10A, 10B) and the corresponding switching rail (20A, 20B) after the shifting of the corresponding switching rail (20A, 20B) relative to the main rail (10A, 10B). This is indicated by step 501. The detection module (5) may also input the value of the detected gap (5) as a signal to the control unit (50), as depicted in step 502. Then, the method includes the step 503 where the control unit (50) executes the step 503 of comparing the generated signal (GS) corresponding to the gap (G) between the main rail (10A, 10B) and the corresponding switching rail (20A, 20B) with a threshold limit. Based on the comparison step 503, the control unit (50) generates the alert signal (AS) [step 504], where the control unit (50) provides the alert signal (AS) through the indication module (60) to the personnel. The personnel attend to the switching point (SP) to fix the gap (G) upon receiving the alert signal (AS) to ensure the proper alignment between the main rails (10A, 10B) and the switching rails (20A, 20B). The also method includes a step 505 where the control unit (50) sends warning signals (WS) to a central control system and an operator cabin of the locomotive through the communication module (70) coupled to the control unit (50).

[0044] The system and the method of the present disclosure has some inherent advantages.

[0045] One advantage is that the real-time monitoring and communication is possible with the system (100) which is beneficial in resolving the problems associated with gap formation as quickly and diligently as possible. This ensures high degree of safety of the passengers and goods, as well as of the locomotive. Another advantage is that the detection module detects and measures the gap accurately, and in a precise and reliable manner which is extremely important to avoid false alarms. Even if objects like boulders, fasteners, etc., are entrapped between the rails, the accuracy and operation of the detection module is not compromised, so that round-the-clock safety can be ensured. Yet another advantage is that with the use of rechargeable power source like solar panel and battery, the system can be installed at all the locations, especially where accessibility to electricity is impossible or inconvenient. Solar power sources also reduce the operational costs and can reliably operate for extended durations of time.

Equivalents:

[0046] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

[0047] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

[0048] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope being indicated by the following claims.

Table of reference numerals

Component/Step Numeral
System 100
Main track 10
Main rails 10A, 10B
Travel direction on main track 10T
Switching track 20
Switching rails 20A, 20B
Travel direction on switching track 20T
Displacement direction of switching rails 20D
Detection module 5
Stretcher bar 15
Switching mechanism 25
Track switching lever 30
Control unit 50
Indication module 60
Indication unit 65
Rechargeable power source 66
Communication module 70
Alert signal AS
Warning signal WS
Generated signal GS
Trigger signal TS
Detection module signal propagation direction DS
Gap G
Gap exceeding threshold limit GV
Method steps 501-505

, Claims:We claim:
1. A system for monitoring alignment between a main rail and a switching rail of a railway track, during shifting of the switching rail relative to the main rail for track change, the system comprising:
a detection module secured to both lines of the main rail , the detection module configured to detect a gap between the main rail and the corresponding switching rail after shifting of the corresponding switching rail relative to the main rail; and
a control unit communicatively coupled to the detection module, the control unit configured to:
activate the detection module to generate a signal corresponding to the gap between the main rail and the corresponding switching rail,;
compare the generated signal corresponding to the gap between the main rail and the corresponding switching rail with a threshold limit; and
generate, an alert signal based on the comparison, wherein the control unit being configured to provide the alert signal through an indication module associated with the control unit.

2. The system as claimed in claim 1 comprises a track switching lever configured to shift the switching rail relative to the main rail, the track switching lever being configured to be operated manually.

3. The system as claimed in claim 2, wherein the track switching lever is communicatively coupled to the control unit, wherein the control unit receives the trigger signal from the track switching lever and transmitting the trigger signal to the detection module when the track switching lever is operated to shift the switching rail relative to the main rail.

4. The system as claimed in claim 1, wherein the detection module comprises an electromagnetic sensor, and wherein the electromagnetic sensor is configured to transmit and receive electromagnetic signals to determine the gap.

5. The system as claimed in claim 1, wherein the control unit is configured to generate the alert signal during at least one of:
determination of the gap between the main rail and the corresponding switching rail on either side of the railway track, based on the signal received from the detection module, and
determination of the gap between at least one main rail and the corresponding switching rail exceeding the threshold limit.

6. The system as claimed in claim 4, wherein the threshold limit is at least 3 mm.

7. The system as claimed in claims 1 and 4, wherein the indication module comprises:
an indication unit configured to produce at least one of audio, visual and audio-visual indication; and
a rechargeable power source electrically coupled to the indication unit, the rechargeable power source configured to supply power to the indication unit.

8. The system as claimed in claims 1 and 5 comprises a communication module coupled to the control unit, the communication module configured to send warning signals to a central control system and an operator cabin of a railway wagon.

9. The system as claimed in claim 4, wherein the electromagnetic sensor is configured to detect the gap between the main rail and the switching rail when an object is entrapped between the main rail and the switching rail.

10. A method for monitoring alignment between a main rail and a switching rail of a railway track, during shifting of the switching rail relative to the main rail for effecting track change, the method comprising:
detecting and generating by a detecting module, signal corresponding to gap between the main rail and a corresponding switching rail after the shifting of the corresponding switching rail relative to the main rail,
wherein the detection module is secured to one of the main rail and a corresponding switching rail on either side of the railway track, the detecting module being coupled to the control unit;
comparing, by the control unit, the generated signal corresponding to the gap between the main rail and the corresponding switching rail with a threshold limit; and
generating, by the control unit, an alert signal based on the comparison, wherein the control unit being configured to provide the alert signal through an indication module associated with the control unit.

11. The method as claimed in claim 10, wherein the control unit receives the trigger signal from a track switching lever when the track switching lever is operated to shift the switching rail relative to the main rail.

12. The method as claimed in claim 10, wherein the control unit is configured to generate the alert signal during at least one of:
determination of the gap between the main rail and the corresponding switching rail on either side of the railway track, based on the signal received from the detection module, and
determination of the gap between at least one main rail and the corresponding switching rail exceeding the threshold limit,
wherein, the threshold limit is at least 3 mm.

13. The method as claimed in claim 10 comprises sending, by the control unit, warning signals to a central control system and an operator cabin of a railway wagon a communication module coupled to the control unit.