[0001]The present disclosure relates to traffic monitoring and management systems. In
particular it pertains to a signaling device monitoring system useful for the railways.
BACKGROUND OF THE DISCLOSURE
[0002]The background description includes information that may be useful in
understanding the present invention. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed invention, or that any publication specifically or implicitly referenced is prior art.
[0003] Next to road networks, railways provide the world over very large transport
networks used for transport of large numbers of people from one place to another, as well as that of goods.
[0004] At the same time, proper, punctual and safe movement of trains continues to be a
matter of concern, particularly for countries such as India with limited resources. A basic device for managing such movement of trains is a railway signal ( interchangeably termed as a signaling device or SD herein) which is a mechanical or electrical device erected beside a railway line to pass information relating to the state of the line ahead to engine drivers. The driver interprets the signal's indication and acts accordingly. Typically, an SD might inform the driver of the speed at which the train may safely proceed or it may instruct the driver to stop.
[0005] A signaling device can simply be a light that turns red or green, red indicating to
driver of an incoming train that he should stop, while green can indicate that the driver can proceed. However, signals provided by SDs have been developed over years. An SD can , for instance, indicate one or more of the following : line ahead is clear (free of any obstruction) or blocked, the driver has permission to proceed, points (also called switch or turnout in the US) are set correctly, way points are set, speed at which the train may travel, state of the next signal etc. etc. SDs can be placed at start of a section of track, on approach to a movable item of infrastructure, such as points or switches or a swing bridge, in advance of other SDs, on

approach to a level crossing, at a switch or turnout, ahead of platforms or other places that trains are likely to be stopped etc.
[0006] However, as can be readily appreciated, a SD has to be observable first by
relevant personnel for it to be effective. For instance, if due heavy fog and consequent poor
visibility driver of a train cannot see whether the SD ahead is red or green, for all practical
purposes the SD is as good as nothing. This is the main reason why on-time performance of
railways suffers badly due poor weather since engine drivers are forced to reduce speed of their
trains so that they can monitor carefully the status of an SD ahead and take actions accordingly.
[0007] As said, fog severely diminishes the mobility of trains attributable to reduced
visibility of SDs, consequent to which corresponding safety protocol related to speed restriction are put in place. This reduces the punctuality of railways which is already at a low level for railway networks in developing countries like India. Irregular late running of trains results into unmanageable imbalances of already saturated railway corridors. Other impacts are heavy crew shortage due to increased working hours of drivers and guards, severe disturbance of time table, train berthing plans, upkeep space at washing line and maintenance, catering difficulties etc. To handle the above situation, Railways are forced to take corrective measures which include cancellation and reduction of frequency of trains during foggy season for instance December, January, February etc. in India. This drastically increases discomfort to the passengers, thus degrading customer satisfaction.
[0008] Railway networks world overtake several steps to mitigate above situation. For
instance, in India, modified automatic signaling as has been introduced which restricts the
number of trains to two between two stations. Speed of trains is reduced. Additional staff are
deputed to alert the train driver (loco Pilot) through placement of detonators before appropriate
SDs such as First Stop Signal. Loco drivers are instructed to be extra vigilant and take special
precautions, with special rules and instructions being put in place to handle foggy conditions.
Efforts are made to improve the visibility of SDs and light emanated from them.
[0009] GPS enabled Fog Safe Devices are also being installed on trains to assist their
drivers during poor visibility condition for the signals and crossings. These devices provide information about the approaching station well in advance even in worst visibility conditions. However, to know the status of a track (i.e. whether it is clear to enter/ exit a station), the basic unit still remains a SD and the driver and or other staff continues to depend upon signal (such as color of light) being provided by the SD at any time.

[00010] Hence there is a need in the art for a system that enables a train's driver to clearly
know about status of signaling devices (SDs) relevant to his train's route well in time, irrespective of weather conditions prevalent so that the driver can take timely appropriate actions. The system should be capable of being integrated with existing signaling systems, guidelines and protocols of a railway network for optimum utilization.
[00011] All publications herein are incorporated by reference to the same extent as if each
individual publication or patent application were specifically and individually indicated to be
incorporated by reference. Where a definition or use of a term in an incorporated reference is
inconsistent or contrary to the definition of that term provided herein, the definition of that term
provided herein applies and the definition of that term in the reference does not apply.
[00012] In some embodiments, the numbers expressing quantities or dimensions of items,
and so forth, used to describe and claim certain embodiments of the invention are to be understood as being modified in some instances by the term "about." Accordingly, in some embodiments, the numerical parameters set forth in the written description and attached claims are approximations that can vary depending upon the desired properties sought to be obtained by a particular embodiment. In some embodiments, the numerical parameters should be construed in light of the number of reported significant digits and by applying ordinary rounding techniques. Notwithstanding that the numerical ranges and parameters setting forth the broad scope of some embodiments of the invention are approximations, the numerical values set forth in the specific examples are reported as precisely as practicable. The numerical values presented in some embodiments of the invention may contain certain errors necessarily resulting from the standard deviation found in their respective testing measurements.
[00013] The recitation of ranges of values herein is merely intended to serve as a
shorthand method of referring individually to each separate value falling within the range. Unless otherwise indicated herein, each individual value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g. "such as") provided with respect to certain embodiments herein is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention otherwise claimed. No language in the specification should be construed as indicating any non-claimed element essential to the practice of the invention.

[00014] Groupings of alternative elements or embodiments of the invention disclosed
herein are not to be construed as limitations. Each group member can be referred to and claimed individually or in any combination with other members of the group or other elements found herein. One or more members of a group can be included in, or deleted from, a group for reasons of convenience and/or patentability. When any such inclusion or deletion occurs, the specification is herein deemed to contain the group as modified thus fulfilling the written description of all groups used in the appended claims.
OBJECTS OF THE DISCLOSURE
[00015] Some of the objects of the present disclosure, which at least one embodiment
herein satisfies are as listed herein below.
[00016] It is an object of the present disclosure to provide for a system that enables a
train's driver to clearly know status of signaling devices (SDs) relevant to his train's route well
in time irrespective of weather conditions prevalent so that the driver can take timely appropriate
actions.
[00017] It is an object of the present disclosure to provide for a system that integrates with
existing signaling systems, guidelines and protocols of a railway network for optimum
utilization.
[00018] It is an object of the present disclosure to provide for a system that provide alerts
to trains in vicinity in case a train on same track slows down or stops due to any reason.
[00019] Objects of the invention are not limited to the specific features or acts described in
the description and drawings
SUMMARY
[00020] The present disclosure mainly relates to traffic management systems in railway
networks. In particular it pertains to a signaling device monitoring system that is effective irrespective of weather conditions.
[00021] This summary is provided to introduce simplified concepts of a weather
independent railway signaling device monitoring system, which are which are further described below in the Detailed Description. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended for use in determining/limiting the scope of the claimed subject matter.

[00022] In an aspect, present disclosure elaborates upon a system to monitor status of a
signaling device (SD) in a railway network. The system can include a data processing system including a memory storing processor-executable instructions; and a processor configured to execute the processor-executable instructions to: receive, from a remote computing device, train schedule input according to which the SD is to be operated; extract a first train identifier from the received train schedule input; receive status data of the SD, the status data including unique identification (UID) of the SD and status of the SD; generate a Radio Frequency (RF) signal including at least a part of the first train identifier and the status data; and broadcast, using a RF transmitter configured in the system, the RF signal such that the RF signal can be accepted by a RF transceiver that can be configured in a train and can be configured to accept the RF signal based on matching of the first train identifier with an identifier of the train.
[00023] In another aspect, the train schedule input can be provided using any or a
combination of an automatic system and a manual input.
[00024] In yet another aspect, the SD can be configured at any one of a track signal, a
railway crossing, a railway siding, before a railway station, after a railway station, and a train.
[00025] In an aspect, the RF transmitter can encrypt the signal that can be decoded prior to
the acceptance.
[00026] In another aspect, the RF transceiver can retransmit the signal when the first train
identifier does not match with identifier of the train.
[00027] In yet another aspect, the RF transceiver can be configured to generate general
alert signals and accept general alert signals generated by other trains.
[00028] In an aspect, the status can include any or a combination of indications pertaining
to stop, go, go slow, go fast, go at a pre-determined speed, railway gate open and railway gate closed.
[00029] In another aspect, the RF signal can be generated continuously, or at pre-
determined intervals, or whenever status of the SD changes.
[00030] In an aspect, present disclosure elaborates upon a RF transceiver that can be
configured in a train and can be configured to accept a RF signal based on matching of a first train identifier with an identifier of the train, wherein the RF signal is received from a system to monitor status of a signaling device (SD) in a railway network, the system including a data processing system including a memory storing processor-executable instructions; and a processor
6

configured to execute the processor-executable instructions to: receive, from a remote computing device, train schedule input according to which the SD is to be operated; extract the first train identifier from the received train schedule input; receive status data of the SD, the status data including unique identification (UID) of the SD and status of the SD; generate the Radio Frequency (RF) signal including at least a part of the first train identifier and the status data; and broadcast, using a RF transmitter configured in the system, the RF signal.
[00031] In an aspect, present disclosure elaborates upon a method to monitor status of a
signaling device (SD) in a railway network. The method can include: receiving, at a first computing device, from a remote computing device, train schedule input according to which the SD is to be operated; extracting, using the first computing device, a first train identifier from the received train schedule input; receiving, at the first computing device, status data of the SD, the status data including unique identification (UID) of the SD and status of the SD; generating, using the first computing device, a Radio Frequency (RF) signal including at least a part of the first train identifier and the status data; and broadcasting, using a RF transmitter, the RF signal such that the RF signal can be accepted by a RF transceiver that can be configured in a train and can be configured to accept the RF signal based on matching of the first train identifier with an identifier of the train.
[00032] Within the scope of this application it is expressly envisaged that the various
aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the
claims and/or in the following description and drawings, and in particular the individual features
thereof, may be taken independently or in any combination. Features described in connection
with one embodiment are applicable to all embodiments, unless such features are incompatible.
[00033] Various objects, features, aspects and advantages of the present disclosure will
become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like features.
BRIEFDESCRIPTIONOFDRAWINGS
[00034] The accompanying drawings are included to provide a further understanding of
the present disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure. The diagrams are for illustration only, which thus is not a limitation of the present disclosure, and wherein:
7

[00035] FIG. 1 illustrates overall architecture of proposed system using a block diagram to
illustrate its overall working in accordance with an exemplary embodiment of the present
disclosure.
[00036] FIG. 2 illustrates a system block diagram to implement proposed system in
accordance with an exemplary embodiment of the present disclosure.
[00037] FIGs. 3A and 3B illustrate using flowcharts overall sequence of events that can be
implemented using proposed system in accordance with an exemplary embodiment of the present
disclosure.
[00038] FIG. 4 illustrates a method of implementing proposed system in accordance with
an exemplary embodiment of the present disclosure.
DETAILEDDESCRIPTION
[00039] The following is a detailed description of embodiments of the disclosure depicted
in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.
[00040] In the following description, numerous specific details are set forth in order to
provide a thorough understanding of embodiments of the present invention. It will be apparent to one skilled in the art that embodiments of the present invention may be practiced without some of these specific details.
[00041] Embodiments of the present invention include various steps, which will be
described below. The steps may be performed by hardware components or may be embodied in machine-executable instructions, which may be used to cause a general-purpose or special-purpose processor programmed with the instructions to perform the steps. Alternatively, steps may be performed by a combination of hardware, software, and firmware and/or by human operators.
[00042] Embodiments of the present invention may be provided as a computer program
product, which may include a machine-readable storage medium tangibly embodying thereon instructions, which may be used to program a computer (or other electronic devices) to perform a process. The machine-readable medium may include, but is not limited to, fixed (hard) drives,
8

magnetic tape, floppy diskettes, optical disks, compact disc read-only memories (CD-ROMs), and magneto-optical disks, semiconductor memories, such as ROMs, PROMs, random access memories (RAMs), programmable read-only memories (PROMs), erasable PROMs (EPROMs), electrically erasable PROMs (EEPROMs), flash memory, magnetic or optical cards, or other type of media/machine-readable medium suitable for storing electronic instructions (e.g., computer programming code, such as software or firmware).
[00043] Various methods described herein may be practiced by combining one or more
machine-readable storage media containing the code according to the present invention with appropriate standard computer hardware to execute the code contained therein. An apparatus for practicing various embodiments of the present invention may involve one or more computers (or one or more processors within a single computer) and storage systems containing or having network access to computer program(s) coded in accordance with various methods described herein, and the method steps of the invention could be accomplished by modules, routines, subroutines, or subparts of a computer program product.
[00044] If the specification states a component or feature “may”, “can”, “could”, or
“might” be included or have a characteristic, that particular component or feature is not required to be included or have the characteristic.
[00045] As used in the description herein and throughout the claims that follow, the
meaning of “a,” “an,” and “the” includes plural reference unless the context clearly dictates otherwise. Also, as used in the description herein, the meaning of “in” includes “in” and “on” unless the context clearly dictates otherwise.
[00046] Exemplary embodiments will now be described more fully hereinafter with
reference to the accompanying drawings, in which exemplary embodiments are shown. These exemplary embodiments are provided only for illustrative purposes and so that this disclosure will be thorough and complete and will fully convey the scope of the invention to those of ordinary skill in the art. The invention disclosed may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Various modifications will be readily apparent to persons skilled in the art. The general principles defined herein may be applied to other embodiments and applications without departing from the spirit and scope of the invention. Moreover, all statements herein reciting embodiments of the invention, as well as specific examples thereof, are intended to encompass both structural and functional equivalents thereof. Additionally, it is intended that such equivalents include both
9

currently known equivalents as well as equivalents developed in the future (i.e., any elements developed that perform the same function, regardless of structure). Also, the terminology and phraseology used is for the purpose of describing exemplary embodiments and should not be considered limiting. Thus, the present invention is to be accorded the widest scope encompassing numerous alternatives, modifications and equivalents consistent with the principles and features disclosed. For purpose of clarity, details relating to technical material that is known in the technical fields related to the invention have not been described in detail so as not to unnecessarily obscure the present invention.
[00047] Thus, for example, it will be appreciated by those of ordinary skill in the art that
the diagrams, schematics, illustrations, and the like represent conceptual views or processes illustrating systems and methods embodying this invention. The functions of the various elements shown in the figures may be provided through the use of dedicated hardware as well as hardware capable of executing associated software. Similarly, any switches shown in the figures are conceptual only. Their function may be carried out through the operation of program logic, through dedicated logic, through the interaction of program control and dedicated logic, or even manually, the particular technique being selectable by the entity implementing this invention. Those of ordinary skill in the art further understand that the exemplary hardware, software, processes, methods, and/or operating systems described herein are for illustrative purposes and, thus, are not intended to be limited to any particular named element.
[00048] Each of the appended claims defines a separate invention, which for infringement
purposes is recognized as including equivalents to the various elements or limitations specified in the claims. Depending on the context, all references below to the "invention" may in some cases refer to certain specific embodiments only. In other cases it will be recognized that references to the "invention" will refer to subject matter recited in one or more, but not necessarily all, of the claims.
[00049] All methods described herein can be performed in any suitable order unless
otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g., “such as”) provided with respect to certain embodiments herein is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention otherwise claimed. No language in the specification should be construed as indicating any non-claimed element essential to the practice of the invention.
10

[00050] Various terms as used herein are shown below. To the extent a term used in a
claim is not defined below, it should be given the broadest definition persons in the pertinent art
have given that term as reflected in printed publications and issued patents at the time of filing.
[00051] The present disclosure mainly relates to traffic management systems in railway
networks. In particular it pertains to a signaling device monitoring system that is effective
irrespective of weather conditions.
[00052] In an aspect, present disclosure elaborates upon a system to monitor status of a
signaling device (SD) in a railway network. The system can include a data processing system
including a memory storing processor-executable instructions; and a processor configured to
execute the processor-executable instructions to: receive, from a remote computing device, train
schedule input according to which the SD is to be operated; extract a first train identifier from
the received train schedule input; receive status data of the SD, the status data including unique
identification (UID) of the SD and status of the SD; generate a Radio Frequency (RF) signal
including at least a part of the first train identifier and the status data; and broadcast, using a RF
transmitter configured in the system, the RF signal such that the RF signal can be accepted by a
RF transceiver that can be configured in a train and can be configured to accept the RF signal
based on matching of the first train identifier with an identifier of the train.
[00053] In another aspect, the train schedule input can be provided using any or a
combination of an automatic system and a manual input.
[00054] In yet another aspect, the SD can be configured at any one of a track signal, a
railway crossing, a railway siding, before a railway station, after a railway station, and a train.
[00055] In an aspect, the RF transmitter can encrypt the signal that can be decoded prior to
the acceptance.
[00056] In another aspect, the RF transceiver can retransmit the signal when the first train
identifier does not match with identifier of the train.
[00057] In yet another aspect, the RF transceiver can be configured to generate general
alert signals and accept general alert signals generated by other trains.
[00058] In an aspect, the status can include any or a combination of indications pertaining
to stop, go, go slow, go fast, go at a pre-determined speed, railway gate open and railway gate
closed.
11

[00059] In another aspect, the RF signal can be generated continuously, or at pre-
determined intervals, or whenever status of the SD changes.
[00060] In an aspect, present disclosure elaborates upon a RF transceiver that can be
configured in a train and can be configured to accept a RF signal based on matching of a first train identifier with an identifier of the train, wherein the RF signal is received from a system to monitor status of a signaling device (SD) in a railway network, the system including a data processing system including a memory storing processor-executable instructions; and a processor configured to execute the processor-executable instructions to: receive, from a remote computing device, train schedule input according to which the SD is to be operated; extract the first train identifier from the received train schedule input; receive status data of the SD, the status data including unique identification (UID) of the SD and status of the SD; generate the Radio Frequency (RF) signal including at least a part of the first train identifier and the status data; and broadcast, using a RF transmitter configured in the system, the RF signal.
[00061] In an aspect, present disclosure elaborates upon a method to monitor status of a
signaling device (SD) in a railway network. The method can include: receiving, at a first computing device, from a remote computing device, train schedule input according to which the SD is to be operated; extracting, using the first computing device, a first train identifier from the received train schedule input; receiving, at the first computing device, status data of the SD, the status data including unique identification (UID) of the SD and status of the SD; generating, using the first computing device, a Radio Frequency (RF) signal including at least a part of the first train identifier and the status data; and broadcasting, using a RF transmitter, the RF signal such that the RF signal can be accepted by a RF transceiver that can be configured in a train and can be configured to accept the RF signal based on matching of the first train identifier with an identifier of the train.
[00062] FIG. 1 illustrates overall architecture of proposed system using a block diagram to
illustrate its overall working in accordance with an exemplary embodiment of the present disclosure.
[00063] As elaborated, existing solutions to alleviate delays due to a signaling device (SD)
status being unknown either require large human intervention in form of additional staff, or reduce operational efficiency of trains, in spite of the huge financial investment.
[00064] Present disclosure proposes an automated signaling device monitoring system
which is independent of visibility conditions in any weather. Proposed system can be integrated
12

with existing signaling systems and protocols of a railway network and provide information
about various SDs‟ status wherein the SDs can be configured at any appropriate place of a
railway line such as railway crossing, railway station, manned/ unmanned gates etc.
[00065] In an aspect, the proposed system 102 can include a RF transmitter 104 that can
be associated with an SD (signaling device, for instance a signal light before a station which
when RED tells a train driver on the associated track not to proceed further and when GREEN,
tells the track driver that he can proceed further) 106 and can receive information regarding
status of SD 106 (i.e., whether SD 106 is red or green, or other data as appropriate) as and when
needed. For the purpose, the proposed system can have an SD status data receipt unit 108 that
can receive such data from SD 106 shown as SD status data 114. As can be readily understood,
such data can be provided, for example, by appropriate sensors that may be configured in SD
106, or be operatively connected to it. Each SD such as SD 106 can carry a unique identification
(UID) and the SD status data 114 can as well carry the unique ID (UID) of SD 106 for its further
identification. Or a RF transmitter 104 configured in proposed system 102 as elaborated further
may carry a unique identification (UID, for instance UID embedded in its hardware) that can
serve to identify the SD it is coupled/associated /installed in. Instead of a RF transmitter104, a
transceiver can as well be used in alternate embodiments as elaborated further.
[00066] As can be readily understood, status data of SD 106 (for instance, whether it is
RED or GREEN at a time instant, or when it becomes RED, how long it remains RED etc.) is all as per schedules of different trains. Each train carries a unique train identifier for its monitoring as well as setting up of such schedules according to which various SDs should be operated. An Automatic Train Protection System (ATS) sets up these schedules and automatically sends different trigger signals to different SDs per a train‟s schedule so that the train moves safely and properly over railway tracks. Such a schedule and corresponding signals can as well be provided by a manual system. For instance a Station Master can use a keypad to operate an SD according to a train‟s expected arrival and departure time.
[00067] In an aspect, proposed system 102 can integrate with any or a combination of
automatic / manual systems as described above and extract from a train schedule input being provided by such systems corresponding train identifier (such identifier being interchangeably termed as first train identifier herein) for which schedule of SD 106 has been set and signals will be sent to SD106 accordingly by the ATS. For the purpose proposed system can receive signals ( or at least part of signals) being sent to SD 106 for its operation (using an automatic and/or
13

manual system) and can determine/ extract from such signals the first train identifier contained
in those signals ( termed as train schedule input herein) . For the purpose, proposed system 102
can have a train identifier extraction unit 110.
[00068] As illustrated in FIG. 1, proposed system 102 can take a train schedule input 112
according to which SD 106 is to be operated and extract from it the first train identifier (using
unit 110). For instance, input 112 may pertain to train 3281UP. Accordingly proposed system
can extract the first train identifier of train 3281UP from input 112.
[00069] Further, SD status data receipt unit 108 in proposed system can receive from SD
106 the SD status data 114.
[00070] In another aspect, proposed system can take the above two inputs and generate a
signal 116 carrying the first train identifier and SD status data 114 (that can carry status of
SD106 and its UID) and can, using RF transmitter 104 broadcast this signal 116. Depending
upon how the system is configured, signal 116 can be generated (and consequently broadcasted)
continuously, at pre-determined intervals or whenever status of SD 106 changes (for instance,
when SD 106 changes from red light to green light or vice versa).
[00071] For instance, from input train schedule input 112 proposed system may determine
that at 10AM, an SD (say SD 106) should change from red to green for train 3281UP. From SD
status data 114, the system can receive status of SD 106 at 10 AM. Signal 116 can accordingly
carry train identifier of train 3281 UP and status of SD 106 at 10 AM, along with UID of SD
123.
[00072] Signal 116 can be encrypted / encoded before transmission using existing means
in the art.
[00073] In yet another aspect, proposed system can include various RF transceivers
(collectively termed as transceiver 118) that can be configured in different trains. For instance,
transceiver 118a can be configured in engine cabin of train 3281 UP while transceiver 118b can
be configured in engine cabin of train 4893 Down. Each transceiver can be configured to accept
and pass for further action only such RF signals that are meant for train it is configured in and
reject /bypass other signals. For the purpose an RF transceiver 118 can be configured to accept
the RF signal (signal 116) based on matching of the first train identifier in RF signals it receives (
such as signal 116) with an identifier of the train that the RF transceiver 118 is configured in.
The transceivers can provide signals they accept to engine cabin of the corresponding train for
14

appropriate further action by the engine drivers. In an exemplary embodiment, the RF
transceivers can themselves be placed/ configured in the engine cabins.
[00074] In an exemplary embodiment, transceiver 118 can carry identifier of train it is
configured in (for instance the identifier can be embedded in its hardware), detect the train
identifier as contained in a signal 116 it receives, and proceed further with accepting and passing
for further action signal 116 only if train identifier contained in signal 116 matches identifier of
train that RF transceiver 118 is configured in.
[00075] As can be readily understood, any train in range of RF transmitter 104 can receive
signal 116 and transceiver 118 in the train can process signal 116 as elaborated above.
[00076] For instance, as illustrated, signal 116 can carry identifier of train 3281 UP and
status data of SD 106 at 10 AM, along with UID of SD 123. Upon transceiver 118a receiving this
signal, it can accept and pass for further action signal 116 as transceiver 118a is configured in
train 3281UP ( and so, identifier in signal 116 matches the identifier of train that RF
transceiver118a is configured in). However, transceiver 118b can only reject/bypass signal 116
since transceiver 118b is configured in train 4893 Down and signal 116 is not meant for train
4893 Down.
[00077] In this manner, each train can accept only such signals as are meant for it (since
all other signals generated by proposed system are being rejected/ bypassed). From such
accepted signals, status data of corresponding SD can be extracted and further actions taken.
These actions can include any or a combination of displaying status of corresponding SD on a
display device, generating an alert/buzzer if status data of corresponding SD requires so (for
instance, status may indicate an SD is red, and so driver of corresponding train should stop) etc.
etc.
[00078] It can be appreciated that signal 116 indicates carries status data of the signaling
device (SD) it is associated with, and is transmitted using RF transmission. Hence receipt of
signal 116 is not dependent upon weather parameters and signal 116 can be received and acted
upon by a driver of train it is meant for irrespective of weather conditions ( such as severe fog,
for example ). Range of signal 116 can easily be increased by, for instance, increasing height of a
transmission tower associated with transmitter RF 104 used to transmit the signal 116.
[00079] In an exemplary embodiment, proposed system can identify a malfunction in a
signaling device and raise alerts accordingly for the driver. For instance, as already described
above, from input 112 proposed system may determine that at 10AM, an SD (say SD 106)
15

should change from red to green for train 3281UP. However, from SD status data 114, the
system can determine that status of SD 106 at 10AM is still red. Hence there is a malfunction in
SD 123. Signal 116 can carry identifier of train 3281 UP, status data of SD 106 at 10 AM as well
as expected status data of SD 106, along with UID of SD 106. Upon transceiver 118a receiving
this signal, it can accept and pass for further action signal 116 as transceiver 118a is configured
in train 3281UP. Signal 116 can indicate the mismatch between (actual) status data of SD 123 at
10 AM as well as expected status data of SD 123 ( for instance, at a display in the driver‟s
cabin), thereby warning the driver that SD 123 has malfunctioned.
[00080] As can be readily understood, proposed system can monitor any similar devices
and not necessarily a signaling device. For instance, proposed system can monitor whether gates
at a railway crossing are closed or not and advise such status to a train expected to pass shortly at
the railway crossing. Driver of the train can hence be appropriately alerted.
[00081] FIG. 2 illustrates a system block diagram to implement proposed system in
accordance with an exemplary embodiment of the present disclosure.
[00082] As already described, proposed system can work in integration with the existing
signal system of a railway network (for instance, Indian Railway network) using its guidelines,
protocols and procedures.
[00083] Proposed system can have a signal control station ( SCS) shown as 202 that can
enable the system to take train schedule input (shown as 112 in FIG. 1) manually using
keypad/switches shown as 204 as well as an Automatic Train Protection (ATS) system shown as
206. Input 112 carries information regarding one/more SDs to be operated and corresponding
train for which the SDs are to be operated, as elaborated above, along with the train identifier for
which input 112 is being provided.
[00084] For manual provisioning of input 112, keypad/ switches 204 can be operated by a
person responsible (interchangeably termed as signal officer herein) to „set‟ different SDs for
their correct operation. Using keypad 204 and a signal select matrix shown as 206 the signal
officer can input train identifier, UIDs of different SDs to be operated along with their schedule
of operation etc.
[00085] Input 112 can be provided to microcontroller 210. Microcontroller 210 can as
well receive SD status data 114 that carries status information of one / more SDs.
Microcontroller 210 can generate output (signal) 116 that can carry train identifier as extracted
from input 112 and status data of one/more SDs (shown as SD 106 in FIG. 1) at that time along
16

with their corresponding UIDs for their identification. Depending upon how the system is configured, signal 116 can be generated continuously, at pre-determined intervals or whenever status data of one/more of SDs changes (for instance, when an SD 106 changes from red light to green light or vice versa). It is quite possible to configure the signal 116 in such a manner that it carries status data of an SD next in the route of the corresponding train, or of a pre-determined number of SDs next in the route of the corresponding train. All such embodiments and their modifications are fully a part of the present disclosure.
[00086] In an exemplary embodiment, signal 116 can be provided to an encoder 212 that
can encrypt the signal 116. Encryption can prevent misuse/hacking/tampering etc. of signal 116 and hence provides for increased safety. Encrypted signal 116 can next be provided to RF transmitter 104 as described in FIG.1. As already described, RF Transmitter 104 can be configured in corresponding SD itself.
[00087] The RF transmitter 104 can next provide signal 116 to signal tower 214. Signal
tower 214 can be, for instance, placed at 5 to 15 meters height depending upon range to which signal 116 is expected to travel. Similarly, power of signal 116 can be boosted as required. The height of signal tower 214 and power level of signal 116 determines the maximum distance the signal 116 can travel. These parameters can be adjusted so that train signal 116 is meant for gets sufficient deceleration time, if required.
[00088] In another aspect, proposed system can have RF transceivers (collectively
illustrated as 118 in FIG. 1). A driver cabin shown as 216 can hold the RF transceiver 118. As already described, transceiver 118 can hold identifier of the train it is configured in. Transceiver 118 can be configured in a microcontroller.
[00089] In an exemplary embodiment, a decoder 218 can receive the encrypted signal 116,
can decrypt signal 116 and provide the decrypted signal to transceiver 118. Decoder 218 can be configured within transceiver 118 itself. Transceiver 118 can be configured to accept and pass for further action signal 116 only if train identifier in signal 116 matches identifier of train in which transceiver 118 is configured. As can be readily understood, once signal 116 is accepted, it means that SD status data 114 in it pertains to at least one SD (say SD 106) that is on route of the train in which transceiver 118 is configured. Accordingly status data SD 114 can be used for various purposes. For instance, as illustrated, it can be displayed to the driver, or used to trigger one /more status lights, alarms etc.
17

[00090] In an exemplary embodiment, an LED/LCD display can be placed inside the
driver cabin 216 and can use the received SD status data 114 to show different messages in text format. This display can be configured to show the messages in various languages other than English. SD status data 114 can as well be used to trigger an alarm in form of a buzzer to generate an alert when a stop or slow down signal is received (that may be part of status data SD 114).
[00091] In alternate exemplary embodiments, transceiver 118 can as well receive data
coming from the ground or various signaling devices placed on the track. Such data can carry information telling the cab driver to slow down, speed up, stop, move etc. while arriving or departing from a station.
[00092] Signal control station (SCS) 202 can as well be provided in different trains
themselves. In such situation SDs on such trains can provide their status data which can be provided to other trains running in their close proximity such as in front of them or behind them. Identifiers of these other trains can be provided by means of various train schedule inputs that can be provided to such signal control stations. In this manner, trains on same tracks can be forewarned and collisions can be avoided.
[00093] In an exemplary embodiment, when transceiver 118 on a train receives an SD
status data 114 that requires the train to stop or slow down, transceiver 118 can act as a repeater and generate and transmit a general alert signal. Surrounding trains configured with similar transceivers can receive the general alert signal (that may not carry any train identifiers since it is a general alert signal) and their drivers can act on it accordingly.
[00094] In another exemplary embodiment, driver of a train can initiate a transmit signal
(using SCS 202 with its components as elaborated above configured on the train ) in case it has
to slow down or stop at a place due to any reason or message received by any mode other than a
track signal. The transmit signal ( similar to signal 116) can be generated as described and then
accepted only by trains expected to pass on same track shortly and such trains/ their drivers can
as well take appropriate actions. The driver can initiate different alert signals to convey different
messages. Such alerts may also be generated automatically. For example, if a train stops ahead of
a station for more than 15 minutes while expected stay is only 10 minutes, an SD of SCS 202
configured in the train can trigger a signal that can be provided to other trains on same track.
[00095] To identify trains moving in same direction, such signals can be sent on different
channels for up and down moving trains.
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[00096] While the proposed system is being described herein using an example of a
railway network upon which trains are plying, it can be readily understood that it can as easily be
adapted and applied to other transport networks such as expressways, airport taxiways etc. with
corresponding vehicles. All such embodiments are fully a part of the present disclosure.
[00097] FIGs. 3A and 3B illustrate using flowcharts overall sequence of events that can be
implemented using proposed system in accordance with an exemplary embodiment of the present disclosure.
[00098] FIG. 3A illustrates sequence of events that can be implemented at a signal control
station using proposed system in accordance with an exemplary embodiment of the present disclosure.
[00099] As already described, proposed system generates a RF signal carrying status data
of one/more SDs. Since such a wireless transmission can be received by any receiver that comes within the coverage area of the transmitter and is tuned to the same frequency, it is required to include a unique identity number (that is termed as train identifier herein) in/with every such transmission and configure corresponding receivers/transceivers (configured in a corresponding train having same identifier) in such a manner that they can accept signals meant only for that train (or any general alert signals) and discard all other signals.
[000100] Railway networks, such as the Indian Railways, follow a unique numeric train
number and alphabetic station code. These numbers and codes can form the train identifier (first
train identifier) and can be used to generate the uniquely encoded data to transmit the signal 116.
[000101] In case of ATS based system, the train identifier can be provided by ATS
depending upon the selection of train made by the station master for which the route is to be decided. This information goes to the microcontroller 210 in SCS 202. Once the route is selected, the ATS sets various SDs based on the guidelines and protocol of the railway network, ensuring smooth and safe movement of the train. Information regarding setting of various SDs is termed as train schedule input 112 herein and can be used by proposed system to generate a uniquely encoded message (signal 116) containing train identifier (first train identifier) and SD status data 114 as already described.
[000102] In case of manual operation, the official responsible to set the SD status can be
provided with a switch matrix to enter the train identifier for which the various SDs are to be set and their statuses at various points in time depending upon routing schedule of the train. This
19

information along with identity (UID) of the SDs to be set is termed as train schedule input 112
herein and can be used as above.
[000103] As illustrated in FIG. 3A, at 302, it can be determined whether an ATS system is
available or not. If it is, a Station Master can select a train and its route using the ATS, as shown
at 304 and the ATS system can provide the train schedule input 112 as shown a 306. The train
schedule input can include the unique train identifier and various SDs to be monitored, along
with any associated information such as expected status of various SDs at various points in time
etc.
[000104] On the other hand, if an ATS system is not present, the Station Master/Signal
Officer can manually enter the train identifier using a keypad / switch matrix, as shown at 308
and train schedule input 112 can be generated, as shown at 310.
[000105] The train schedule input 112 (including train number/identifier) and SD status
data 114 can be provided to microcontroller 210 of a signal control station 202, as shown at 314.
Microcontroller 210 can generate a data packet (signal 116) carrying the train identifier (that is
unique) and SD status data 114, as shown at 316. As already elaborated, SD status data 114 can
include status of one/more SDs along with the unique identification (UID) of such SDs to enable
their identification as and when required, as well as the train identifier.
[000106] Datapacket (signal 116) can be provided to an encoder (such as encoder 212
shown in FIG. 2) that can encrypt the signal 116 in a secure format suitable for transmission, as
shown at 318 to generate a uniquely encoded RF signal. Further, as shown at 320, it can be
determined whether RF transmitters to transmit the encrypted signal 116 are individually
connected to encoder 212 or not.
[000107] In case corresponding RF transmitter is directly connected to the encoder 212,
output of the encoder 212 can be given to a signal select demultiplexer as shown at 322. The
signal select demultiplexer can be hard wired to each SD. The SD identity encoded in signal 116
can select one of the output in the demultiplexer of other similarly performing device, thus
connecting the signal 116 to the RF transmitter placed at the desired SD.
[000108] In case corresponding RF transmitter is not directly connected to the encoder 212,
output of the encoder 212 can be connected direct to a common RF transmitter placed at a
railway station, as shown at 322. This transmitter can be configured to send the signal 116 to a
receiver placed at a train engine in case of trains at or near to the station or to the transmitters
placed at the signal towers or other suitable locations which act as repeaters for sending the
20

signal 116 to trains which are at a faraway distance. The common transmitter can send a limited number of messages at a time, thus giving information about a limited trains simultaneously. Therefore, the choice between the two options depends upon the traffic density at the station and feasibility of hard wiring the encoder output with each signal point. [000109] Finally a uniquely encoded signal (encrypted signal 116) can be provided by SCS 202, as shown at 326.
[000110] FIG. 3B illustrates sequence of events that can be implemented at a driver cabin using proposed system in accordance with an exemplary embodiment of the present disclosure. [000111] To receive the signal information in case of poor or no visibility, each train can be equipped with a RF transceiver (transceiver1 18) which can be tuned to the same frequency band as used by the transmitters ( RF 104) deployed at various SCSs. Transciever118 can be configured in engine cabin of a train. The encrypted signal 116 can be received by a transceiver 118 and it can be checked whether the train identifier (first train identifier) provided therein is same as identifier of the train in which transceiver 118 is configured/located. A signal with such a match can be accepted and processed to display the signal information (that can include status data of one or more SDs in route of the train). All other signals can be discarded, or checked whether they are general alert signals, as elaborated herein. This procedure can be repeated at regular intervals of time and the decoded signal information can be used accordingly. [000112] The transceiver 118 placed at the train can also be configured to act as a repeater when it is required to forward the signal information received from an SCS. This action can be performed, for example, when a train gets a message to slow down or stop and must communicate this information to any other train moving behind it in the same direction and on the same track. When the transceiver 118 receives such a message, it can generate a „general‟ alert signal that can be received by any train having its transceiver 118 configured to detect such signal. In addition to the uniquely encoded signal 116 as described above, each transceiver 118 can be configured to receive and decode such general alert signals.
[000113] As illustrated in FIG. 3B, a RF transceiver (transceiver 118) on a train can receive unique encoded RF signal 116 (generated as explained in FIG. 3A) as shown at 342.Signal 116 can be decoded (decrypted) and then subjected to an identity test that can be done at a microcontroller in transceiver 118, as shown at 344. Transceiver 118 can extract train identifier encoded in signal 116 and attempt to match it to identifier of train in which transceiver 118 is located, as shown at 346. In case of a match, the signal 116 can be accepted and data within it
21

used for various purposes. As already elaborated, signal 116 contains SD status data of an SD
pertaining to route of train in which transceiver 118 is configured. The SD status can be sent to
engine cabin display of the train, as shown at 348. Driver in the engine cabin can read a message
contained in the signal (that can indicate SD status as well as other instructions such as go fast/
go slow etc...) and act as per the railway network‟s protocol, as shown at 350.
[000114] Further, the message in signal 116 can be for stopping the train or going slow and
such determination can be done by the driver, as shown at 352. If not, the driver can follow the
routine protocol, as shown at 354.
[000115] If yes, a general alert signal can be generated by the train driver, as shown at 356.
This general alert signal can be passed on to transceiver 118 that can then be configured as a
transmitter, as shown at 358. The transceiver 118 can accordingly transmit the general alert
signal to other trains.
[000116] In case train identifier encoded in signal 116 does not match identifier of train in
which transceiver 118 is located, proposed system can further determine if signal 116 is instead a
general alert signal ( for instance, signal 116 may carry no train identifier, thereby identifying it
as a general alert signal ) from other trains, as shown at 362. If yes, the general alert signal can
be used to display the general alert message and turn on the train buzzer in the engine cabin, as
shown at 364.In case signal 116 is not a general alert signal as well, transceiver 118 can discard
the signal 116 and wait for the next signal, as shown at 366.
[000117] FIG. 4 illustrates a method of implementing proposed system in accordance with
an exemplary embodiment of the present disclosure
[000118] In an aspect, present disclosure elaborates upon a method to monitor status of a
signaling device (SD) in a railway network.
[000119] The method can include, at step 402, receiving, at a first computing device, from a
remote computing device, train schedule input according to which the SD is to be operated; and
at step 404, extracting, using the first computing device, a first train identifier from the received
train schedule input.
[000120] The method can include, at step 406, receiving, at the first computing device,
status data of the SD, the status data comprising unique identification (UID) of the SD and status
of the SD; and at step 408, generating, using the first computing device, a Radio Frequency (RF)
signal comprising at least a part of the first train identifier and the status data.
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[000121] The method can further include, at step 410, broadcasting, using a RF transmitter,
the RF signal such that the RF signal is accepted by a RF transceiver that is configured in a train and configured to accept the RF signal based on matching of the first train identifier with an identifier of the train.
[000122] Although the proposed system has been elaborated as above to include major
components as described above, it is completely possible that actual implementations may include only a part of the described components or a combination of those or a division of those into sub-components in various combinations across multiple devices that can be operatively coupled with each other, including in the cloud. Further the components can be configured in any sequence to achieve objectives elaborated. Also, it can be appreciated that proposed system can be configured in a computing device or across a plurality of computing devices operatively connected with each other, wherein the computing devices can be any of a computer, a laptop, a smart phone, an Internet enabled mobile device and the like. Therefore, all possible modifications, implementations and embodiments of where and how the proposed system is configured are well within the scope of the present invention.
[000123] While the proposed system has been described above using an example of a
railway network upon which trains are plying, it can be readily understood that it can as easily be
applied to other transport networks such as expressways, airport taxiways etc. with
corresponding vehicles. All such embodiments are fully a part of the present disclosure.
[000124] In a manner similar to as elaborated above, proposed system can be used to
monitor status of a signaling device (SD) in a transport network, the system comprising a data processing system comprising a memory storing processor-executable instructions; and a processor configured to execute the processor-executable instructions to: receive, from a remote computing device, vehicle schedule input according to which the SD is to be operated; extract a first vehicle identifier from the received vehicle schedule input; receive status data of the SD, the status data comprising unique identification (UID) of the SD and status of the SD; generate a Radio Frequency (RF) signal comprising at least a part of the first vehicle identifier and the status data; and broadcast, using a RF transmitter configured in the system, the RF signal such that the RF signal is accepted by a RF transceiver that is configured in a vehicle and configured to accept the RF signal based on matching of the first vehicle identifier with an identifier of the vehicle.
23

[000125] As can be readily understood, the transport network can be an expressway and the
vehicles can be vehicles such as trucks, cars, buses etc. plying on the expressway. Likewise,
transport network can be taxiways/ runways at an airport, and the vehicles can be various aircraft
using the taxiways / runways. All such embodiments are fully a part of the present disclosure.
[000126] As used herein, and unless the context dictates otherwise, the term “coupled to” is
intended to include both direct coupling (in which two elements that are coupled to each other or in contact with each other) and indirect coupling (in which at least one additional element is located between the two elements). Therefore, the terms “coupled to” and “coupled with” are used synonymously. Within the context of this document terms “coupled to” and “coupled with” are also used euphemistically to mean “communicatively coupled with” over a network, where two or more devices are able to exchange data with each other over the network, possibly via one or more intermediary device.
[000127] Moreover, in interpreting both the specification and the claims, all terms should
be interpreted in the broadest possible manner consistent with the context. In particular, the terms “comprises” and “comprising” should be interpreted as referring to elements, components, or steps in a non-exclusive manner, indicating that the referenced elements, components, or steps may be present, or utilized, or combined with other elements, components, or steps that are not expressly referenced. Where the specification claims refers to at least one of something selected from the group consisting of A, B, C ….and N, the text should be interpreted as requiring only one element from the group, not A plus N, or B plus N, etc.
[000128] While some embodiments of the present disclosure have been illustrated and
described, those are completely exemplary in nature. The disclosure is not limited to the embodiments as elaborated herein only and it would be apparent to those skilled in the art that numerous modifications besides those already described are possible without departing from the inventive concepts herein. All such modifications, changes, variations, substitutions, and equivalents are completely within the scope of the present disclosure. The inventive subject matter, therefore, is not to be restricted except in the spirit of the appended claims.
ADVANTAGESOFTHEINVENTION
[000129] The present disclosure provides for a system that enables a train‟s driver to clearly
know status of signaling devices (SDs) relevant to his train‟s route well in time irrespective of weather conditions prevalent so that the driver can take timely appropriate actions.
24

[000130] The present disclosure provides for a system that integrates with existing signaling systems, guidelines and protocols of a railway network for optimum utilization. [000131] The present disclosure provides for a system that provide alerts to trains in vicinity in case a train on same track slows down or stops due to any reason.

We Claim:

A system to monitor status of a signaling device (SD) in a railway
network, the system comprising a data processing system comprising a memory storing processor-executable instructions; and a processor configured to execute the processor-executable instructions to:
receive, from a remote computing device, train schedule input according to which said SD is to be operated;
extract a first train identifier from said received train schedule input; receive status data of said SD, said status data comprising unique identification (UTD) of said SD and status of said SD;
generate a Radio Frequency (RF) signal comprising at least a part of said first train identifier and said status data; and
broadcast, using a RF transmitter configured in said system, said RF signal such
that the RF signal is accepted by a RF transceiver that is configured in a train and
configured to accept said RF signal based on matching of said first train identifier with an
identifier of said train.
. The system of claim 1, wherein said train schedule input is provided using any or a
combination of an automatic system and a manual input. . The system of claim 1, wherein said SD is configured at any one of a track signal, a railway crossing, a railway siding, before a railway station, after a railway station, and a train. . The system of claim 1, wherein said RF transmitter encrypts said signal that is decoded
prior to said acceptance. . The system of claim 1, wherein said RF transceiver retransmits said signal when said first
train identifier does not match with identifier of said train. . The system of claim 1, wherein said RF transceiver is configured to generate general alert
signals and accept general alert signals generated by other trains. . The system of claim 1, wherein said status comprises any or a combination of indications pertaining to stop, go, go slow, go fast, go at a pre-determined speed, railway gate open and railway gate closed. . The system of claim 1, wherein said RF signal is generated continuously, or at pre-determined intervals, or whenever status of said SD changes.

A RF transceiver configured in a train, wherein said RF Transceiver is configured to accept a RF signal based on matching of a first train identifier with an identifier of said train, wherein said RF signal is received from a system to monitor status of a signaling device (SD) in a railway network, the system comprising a data processing system comprising a memory storing processor-executable instructions; and a processor configured to execute the processor-executable instructions to:
receive, from a remote computing device, train schedule input according to which said SD is to be operated;
extract said first train identifier from said received train schedule input;
receive status data of said SD, said status data comprising unique identification (UTD) of said SD and status of said SD;
generate said Radio Frequency (RF) signal comprising at least a part of said first train identifier and said status data; and
broadcast, using a RF transmitter configured in said system, said RF signal, i. A method to monitor status of a signaling device (SD) in a railway network, the method comprising:
receiving, at a first computing device, from a remote computing device, train schedule input according to which said SD is to be operated;
extracting, using said first computing device, a first train identifier from said received train schedule input;
receiving, at said first computing device, status data of said SD, said status data comprising unique identification (UTD) of said SD and status of said SD;
generating, using said first computing device, a Radio Frequency (RF) signal comprising at least a part of said first train identifier and said status data; and
broadcasting, using a RF transmitter, said RF signal such that said RF signal is accepted by a RF transceiver that is configured in a train and configured to accept said RF signal based on matching of said first train identifier with an identifier of said train.