The present invention generally relates to protection of mainline trains. More specifically, to prevent the train passing a signal and supervising over speed violation, without modifying the existing infrastructure, and using wireless communication.
BACKGROUND OF THE INVENTION
The subject matter discussed in the background section should not be assumed to be prior art merely as a result of its mention in the background section. Similarly, a problem mentioned in the background section or associated with the subject matter of the background section should not be assumed to have been previously recognized in the prior art. The subject matter in the background section merely represents different approaches, which in and of themselves may also correspond to implementations of the claimed technology.
Conventional methods for controlling movement of locomotives utilize wired communication such as inductive loops, balizes, and indusi systems. The wired communication occurs between signal posts present alongside a railway track and a locomotive moving over the railway track. To enable the wired communication, copper cables are used to connect the signal posts and the railway track. The copper cables have lengths of up to hundreds of meters and are buried under the ground, at least at 1 meter depth. Through the copper cables, a wired signal transmitted from the signal post is provided to an onboard equipment present in the locomotive. The onboard equipment provides audio and/or visual instructions in response to the wired signal received from the signal post. A motorman controlling the locomotive then operates the locomotive according to the audio and/or visual instructions.
Such conventional technique of utilizing wired communication between the signal post and the onboard equipment is associated with several drawbacks. Firstly, the onboard equipment has a considerable size, and it is difficult to fit the onboard equipment in the locomotive due to a very limited free space available in most

variants of the locomotive. Further, only a skilled technician can install the onboard equipment within the locomotive. Maintenance of the onboard equipment also adds to operational cost of the locomotive. Another drawback associated with the conventional technique includes the labor involved in burying the copper cables under the ground. Further, the copper cables are prone to theft.
Because of the above said reasons, the conventional technique is cost expensive and laborious. Thus, there remains a need of an inexpensive and simpler mechanism for communicating signals from signals posts to locomotives.
OBJECTS OF THE INVENTION
A general objective of the invention is to provide a system for controlling movement of locomotives that saves space, hardware costs, human labor, and is secure.
Another objective of the invention is to utilize wireless sensors to control movement of locomotives.
Yet another objective of the invention is to limit the quantity of components used for communicating with a locomotive.
SUMMARY OF THE INVENTION
This summary is provided to introduce aspects related to systems and methods for controlling movement of locomotives, and the aspects are further described below in the detailed description. This summary is not intended to identify essential features of the claimed subject matter nor is it intended for use in determining or limiting the scope of the claimed subject matter.

In one embodiment, a system for controlling movement of locomotives may comprise a wireless transmitter mounted on a head of a signal post. The signal post may be installed along a track used for movement by a locomotive. The wireless transmitter may share power with a power source of a lamp installed on the head of the signal post. Further, the wireless transmitter may be connected to the power source using an inductor.
The system may further comprise wireless receivers mounted on the locomotive. The wireless transmitter and the wireless receiver may be one of Radio-Frequency Identification (RFID), ultrasound, and Infra-Red (TR) sensors. The wireless receivers may be used for receiving a signal from the wireless transmitter, while the locomotive approaches near the signal post. The wireless receiver may obtain a status of the signal aspect from the wireless transmitter. The signal may carry permission or restriction for movement, and maximum or minimum permissible speed of movement on the track. Speed of the locomotive is controlled based on information present in the signal.
In one embodiment, a warning device may be used for providing an audio or visual indication to an operator of the locomotive, based on information received in the signal. Further, an emergency braking unit may be present for applying emergency brakes while the locomotive over-speeds or an operator of the locomotive violates a restrictive signal.
In one embodiment, the system may comprise a repository storing details related to several tracks, geographical location of signal posts installed along the several tracks, and a probability of receiving restrictive signals on the several tracks. While the locomotive is moving on a track associated with a high probability of restrictive signals, and no actual signal is received, a restrictive signal may be assumed to be received.

In one embodiment, a positioning unit may be utilized to determine a geographical location of the locomotive. Utilizing the geographical location of the locomotive in a real-time, a direction of travel of the locomotive, movement of the locomotive over one of the several tracks, and speed of the locomotive may be determined. A current location of the locomotive and locations of signal posts present ahead of the locomotive may be constantly compared to activate the wireless receiver before the locomotive is about to pass through a next signal post.
Other aspects and advantages of the invention will become apparent from the following description, taken in conjunction with the accompanying drawings, illustrating by way of example the principles of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
The accompanying drawings constitute a part of the description and are used to provide a further understanding of the present invention.
Figure 1 illustrates a system for controlling movement of locomotives, in accordance with an embodiment of the present invention.
Figure 2 illustrates a block representation of several components present in the system for controlling movement of locomotives, in accordance with an embodiment of the present invention.
Figure 3 illustrates a flow chart showing a method to control movement of locomotives, in accordance with an embodiment of the present invention.
DETAILED DESCRIPTION OF THE INVENTION
The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the present invention and is

not intended to represent the only embodiments in which the present invention may be practiced. Each embodiment described in this disclosure is provided merely as an example or illustration of the present invention, and should not necessarily be construed as preferred or advantageous over other embodiments. The detailed description includes specific details for the purpose of providing a thorough understanding of the present invention. However, it will be apparent to those skilled in the art that the present invention may be practiced without these specific details.
It must also be noted that as used herein and in the appended claims, the singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise. Although any systems and methods similar or equivalent to those described herein can be used in the practice or testing of embodiments of the present disclosure, the preferred, systems and methods are now described.
The present invention pertains to systems and methods for controlling movement of locomotives. Wireless signal transmitters are installed on signal posts present along railway tracks (hereinafter referred as tracks). When a locomotive moves over a track, a signal post present ahead along the track transmits signal(s) to the locomotive. The signals comprise data related to movement of the locomotive on the track. For example, the signal may restrict, permit, or set speed limit on movement of the locomotive on the track. Therefore, establishing such wireless communication between signal posts and locomotives eliminates the need of cables used conventionally for the communication. Apart from providing the wireless communication, current invention also provides several other advantages while controlling movement of locomotives. Such advantages will be evident in light of the description provided henceforth.
Referring now to Figure 1, a system for controlling movement of locomotives is explained. A locomotive 100 is illustrated to be moving over a track 102. The locomotive 100 comprises an engine 104 for generating power and thus resulting movement of the locomotive 100. The locomotive 100 may be driven using

electricity, fuel such as diesel, or alternate power sources. On a front section of the locomotive 100, an antenna 106 may be present. Although a single antenna 106 is visible in a side view illustrated in Figure 1, at least two antennas may be connected on both sides of the front section of the locomotive 100. The antenna 106 may be used to receive wireless signals from signal posts present along the track 102.
In one case, a signal post 108 may be present along the track 102 and ahead of the locomotive 100. The signal post 108 may be connected with a power source 110. The power source 110 may be used to provide power, generally 110V A.C., to a lamp 112 present on a head of the signal post 108. Further, a wireless transmitter may also be installed on the head of the signal post 108. The wireless transmitter may share power with the lamp 112 instead of utilizing a separate power source or circuitry. In one case, the wireless transmitter may be connected to the power source using an inductor. As the wireless transmitter is placed very near to the lamp, a cable connecting the inductor and the wireless transmitter would have a length of about 15 centimeters.
In one embodiment, the wireless transmitter, the inductor, and the cable connecting the inductor and the wireless transmitter may be placed in an enclosure present on the head of the signal post 108. The enclosure could be locked, and thus potential theft of the wireless transmitter and the inductor could be avoided. Further, powering the wireless transmitter using the power source of the lamp also helps in reducing length of cables used.
The signal post 108 may be in communication with a control system 114. Communication between the signal post 108 and the control system 114 may be established wirelessly, using wires, or through a combination of wired and wireless network, utilizing different communication techniques. The communication techniques may include, but not limited to, Visible Light Communication (VLC), Worldwide Interoperability for Microwave Access (WiMAX), Long Term Evolution (LTE), Wireless Local Area Network (WLAN), Infrared (IR)

communication, Public Switched Telephone Network (PSTN), Integrated Services Digital Network (ISDN), and Radio waves. The control system 114 would be operated based on programmed instruction and/or by an administrator to communicate instructions to the signal post 108, for controlling movement of the locomotive 100. Similarly, multiple signal posts may be present in communication with the control system 114, to receive instructions, for controlling movement of several locomotives.
With reference to Figure 2 illustrating a block representation of several components present in the system for controlling movement of locomotives, connection of various elements present in the system and their functioning is explained. Reference to relevant components of Figure 1 would be made simultaneously while providing the explanation henceforth. A wireless transmitter 202 present on the head of the signal post 108 may transmit wireless signal(s) to a wireless receiver 204 present on the front section of the locomotive 100. In one case, the wireless receiver 204 may obtain a status of the signal aspect from the wireless transmitter 202. The wireless transmitter 202 and the wireless receiver 204 may be one of Radio-Frequency Identification (RFID), ultrasound, and Infra-Red (IR) sensors.
Wireless signal received by the wireless receiver 204 may be provided to a train protection unit 206 that may read information carried by the signal. It should be understood that the train protection unit 206 may correspond to a single processor or group of processors comprising one or more cores, for processing the signal and other information related to the locomotive 100. Information present in the signal may include permission or restriction for movement, and maximum or minimum permissible speed of movement on the track 102 along whose side the signal post 108 is present.
In one embodiment, an audio and/or a visual indication may be provided to an operator of the locomotive, based on information received in the signal. The audio and/or a visual indication may be provided through a warning device 208. For

example, if a permissive signal is obtained, a green color Light Emitting Diode (LED) may glow, indicating the operator to continue movement of the locomotive 100 on the track 102. Alternatively, a red color LED may glow while a restrictive signal is obtained, indicating the operator to halt movement of the locomotive 100 on the track 102. The restrictive signal could be obtained in situations, such as while a portion of the track 102 ahead is utilized by another locomotive or maintenance work is being carried out on the track 102. Further, the maximum or minimum permissible speed allowed on the track may be displayed on an LED panel present in the locomotive.
Based on the received information, the operator may regulate speed of the locomotive 100. In one case, speed of the locomotive 100 may be regulated by the train protection unit 206. The train protection unit 206 may also be connected with an emergency braking unit 210. In case the operator runs the locomotive 100 beyond a permissible speed limit or violates a restrictive signal, emergency brakes may be applied through the emergency braking unit 210.
In one embodiment, the train protection unit 206 may be connected with a positioning unit 212. The train protection unit 206 may utilize a global navigation mechanism, such as Global Positioning System (GPS), GLObal NAvigation Satellite System (GLONASS), BeiDou, and Galileo. Using geographical location of the locomotive 100 obtained from the positioning unit 212, the train protection unit 206 may determine, in a real-time, a direction of travel of the locomotive 100, movement of the locomotive 100 over tracks, and speed of the locomotive 100.
The train protection unit 206 may comprise a repository of details related to several tracks, geographical location of signal posts installed along the several tracks, and a probability of receiving restrictive signals on the several tracks. The train protection unit 206 may constantly compare a current location of the locomotive 100 and locations of signal posts present ahead on route of the locomotive 100. By performing such comparison, the train protection unit 206 may activate the wireless

receiver 204 to receive a signal from a wireless transmitter of a next signal post that the locomotive 100 is about to pass through.
In one case, the track 102 may be associated with a high probability of restrictive signals, and an actual signal may not be received by the locomotive 100, while moving over the track 102. The actual signal may not be received due to multiple reasons, such as bad weather, malfunctioning of the signal post 108, malfunctioning of the wireless transmitter 202, and malfunctioning of the wireless receiver 204. In such case, the train protection unit 206 would assume receipt of a restrictive signal. Upon assuming receipt of the restrictive signal, the train protection unit 206 may bring the locomotive 100 to halt for a predefined time interval or until a permissive signal is received by the wireless receiver 204. In this manner, a potential casualty could be avoided due to non-receipt of the wireless signal.
Figure 3 illustrates a flow diagram of a method for controlling movement of locomotives, in accordance with the present disclosure. The order in which the method 300 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any order to implement the method 300 or alternate methods. Additionally, individual blocks may be deleted from the method 300 without departing from the spirit and scope of the subject matter described herein. Furthermore, the method 300 can be implemented in any suitable hardware, software, firmware, or combination thereof.
At block 302, a wireless receiver of a locomotive may be enabled to receive a signal from a signal post. Specifically, the wireless receiver may receive the signal from a wireless transmitter mounted on head of the signal post.
At block 304, receipt of the signal is determined. In case the signal isn't received, control may be transferred at step 306. At step 306, association of a current track of movement with a high probability of restrictive signals is identified. Such detail could be identified based on information stored in a repository. In one case, while
no such association is identified, the locomotive may be allowed to continue movement, at block 308. In another case, at block 306, while the current track of movement is identified to be associated with a high probability of restrictive signals, a restrictive signal may be assumed to be received, and the locomotive may be instructed to halt. At block 310, the locomotive may be instructed to halt for a pre¬defined time or until a permissive signal is received from the signal post. After the locomotive has halted for a needed time duration, the locomotive may be instructed to continue movement, at block 308.
At block 304, while the signal is received, control may be transferred to block 312. At block 312, it is determined if the signal is a restrictive signal or a permissive signal. In one case, while the signal is determined to be a permissive signal, the locomotive may be allowed to continue movement, at block 308. In another case, at block 306, while the signal is determined to be a restrictive signal, the locomotive may be instructed to halt. At block 310, the locomotive may be instructed to halt for a pre-defined time or until a permissive signal is received from the signal post. After the locomotive has halted for a needed time duration, the locomotive may be instructed to continue movement, at block 308.
Although implementations for methods and systems for controlling movement of locomotives have been described in language specific to structural features and/or methods, it is to be understood that the appended claims are not necessarily limited to the specific features or methods described. Rather, the specific features and methods are disclosed as examples of implementations for controlling movement of locomotives.
Moreover, although the present disclosure and its advantages have been described in detail, it should be understood that various changes, substitutions and alterations can be made herein without departing from the disclosure as defined by the appended claims. Moreover, the scope of the present application is not intended to be limited to the particular embodiments of the process, machine, means, methods
and steps described in the specification. As one will readily appreciate from the disclosure, processes, machines, means, methods, or steps, presently existing or later to be developed that perform substantially the same function or achieve substantially the same result as the corresponding embodiments described herein may be utilized. Accordingly, the appended claims are intended to include within their scope such processes, machines, means, methods, or steps.

We Claim:

1.A method of controlling movement of locomotives, the method comprising:
receiving a signal using at least one wireless receiver (106, 204) mounted on
a locomotive (100), from a wireless transmitter (112, 202) mounted on a head of a signal post (108), wherein the signal carries permission or restriction for movement, and maximum or minimum permissible speed of movement on a track (102) along whose side the signal post (108) is present;
providing the signal to a train protection unit (206) by the wireless receiver (106, 204); and
regulating speed of the locomotive (100), by a train protection unit (206), based on the signal.
2. The method as claimed in claim 1, wherein the wireless receiver (106, 204) obtains a status of the signal aspect from the wireless transmitter (112, 202).
3. The method as claimed in claim 1, wherein the wireless transmitter (112, 202) shares power with a power source of a lamp installed on the head of the signal post (108), and wherein the wireless transmitter (112, 202) is connected to the power source using an inductor.
4. The method as claimed in claim 1, wherein the wireless transmitter (112, 202) and the wireless receiver (106, 204) is selected from a group consisting of Radio-Frequency Identification (RFID), ultrasound, and Infra-Red (IR) sensors.
5. The method as claimed in claim 1, further comprising applying emergency brakes while the locomotive (100) over-speeds or an operator of the locomotive (100) violates a restrictive signal.

6. The method as claimed in claim 1, further comprising providing an audio or visual indication to an operator of the locomotive, based on information received in the signal.
7. The method as claimed in claim 1, wherein the train protection unit (206) comprises a repository of details related to several tracks, geographical location of signal posts installed along the several tracks, and a probability of receiving restrictive signals on the several tracks.
8. The method as claimed in claim 7, further comprising constantly comparing, by the train protection unit (206), a current location of the locomotive (100) and locations of signal posts present ahead of the locomotive (100) to activate the wireless receiver (106, 204) before the locomotive (100) is about to pass through a next signal post.
9. The method as claimed in claim 8, further comprising identifying receipt of a restrictive signal while the locomotive (100) moves over a track of the several tracks, associated with a high probability of restrictive signals and an actual signal is not received by the locomotive (100).
10. The method as claimed in claim 9, wherein a direction of travel of the locomotive (100), movement of the locomotive (100) over one of the several tracks, and speed of the locomotive (100) is identified based on a geographical location of the locomotive (100), determined in a real-time by a positioning unit (212).
11. A system for controlling movement of locomotives, the system comprising:
a wireless transmitter (112, 202) mounted on a head of a signal post (108),
wherein the signal post (108) is installed along a track (102) used for movement by a locomotive (100); and

at least one wireless receiver (106, 204) mounted on the locomotive (100) for receiving a signal from the wireless transmitter (112, 202), while the locomotive (100) approaches near the signal post (108), wherein speed of the locomotive (100) is controlled based on the signal, and wherein the signal carries permission or restriction for movement, and maximum or minimum permissible speed of movement on the track (102).
12. The system as claimed in claim 11, wherein the wireless receiver (106, 204) obtains a status of the signal aspect from the wireless transmitter (112, 202).
13. The system as claimed in claim 11, wherein the wireless transmitter (112, 202) shares power with the power source of a lamp installed on the head of the signal post (108), and wherein the wireless transmitter (112, 202) is connected to the power source using an inductor.
14. The system as claimed in claim 11, wherein the wireless transmitter (112, 202) and the wireless receiver (106, 204) is selected from a group consisting of Radio-Frequency Identification (RFID), ultrasound, and Infra-Red (IR) sensors.
15. The system as claimed in claim 11, further comprising applying emergency brakes by an emergency braking unit (210) while the locomotive (100) over-speeds or an operator of the locomotive (100) violates a restrictive signal.
16. The system as claimed in claim 11, further comprising a warning device (208) for providing an audio or visual indication to an operator of the locomotive (100), based on information received in the signal.
17. The system as claimed in claim 11, further comprising a repository of details related to several tracks, geographical location of signal posts installed along the several tracks, and a probability of receiving restrictive signals on the several tracks.

18. The system as claimed in claim 17, wherein a current location of the locomotive (100) and locations of signal posts present ahead of the locomotive (100) is constantly compared to activate the wireless receiver (106, 204) before the locomotive (100) is about to pass through a next signal post.
19. The system as claimed in claim 18, wherein receipt of a restrictive signal is identified while the locomotive (100) moves over a track of the several tracks, associated with a high probability of restrictive signals and an actual signal is not received by the locomotive (100).
20. The system as claimed in claim 19, wherein a direction of travel of the locomotive (100), movement of the locomotive (100) over one of the several tracks, and speed of the locomotive (100) is identified based on a geographical location of the locomotive (100), determined in a real-time by a positioning unit.