[0001] The present invention relates to improvements in monitoring systems and particularly monitoring systems which monitor parameters relating to the condition or performance of a carriage such as a wagon or rail car which transports and discharges goods. The invention further relates to a method for detection and transmission of data relating to anomalous carriage or rail car state and to remote monitoring of the state of said carriage or rail car to enable the detection, reporting and correction of anomalies in the configuration of the rail car. The invention further relates to an assembly enabling the periodic detection and transmission of data relative to a door open or door closed state in a rail car.

PRIOR ART

[0002] There are in existence a variety of apparatuses for monitoring various parameters which relate to the condition of a device being monitored. There are also systems which are employed in monitoring aspects of transport carriages such as speed monitoring, wheel defects and brake wear. Carriages and wagons are used in heavy industries in the transportation of goods such as raw materials. This rolling stock must be continually monitored for performance defects and dangerous conditions. One method of inspection is visual by trained inspectors who most continually monitor the stock. Visual inspections can lead to human error and inaccuracies. Typical of problems which can arise during use of the carriages/wagons are unlocked wagon doors, coal hang-up, locked wheels, inability to determine locomotive and wagon identification. Train speed monitoring, hot wheel detection and train direction also require monitoring. Unlocked wagon doors at dump stations are a serious concern, as they can lead to loss of product and possible derailment of trains or individual wagons. In the coal transport industry, as a coal train travels through a dump station, the wagon doors open at the bottom allowing the coal load to gravitate from the bottom. Once the coal is dumped, the wagon doors close again and lock. Sometimes these doors do not lock correctly or do not shut at all, which leads to problems when the wagons are reloaded with coal. Presently, an operator watches the trains to ensure that all doors are correctly locked before the train leaves the dumping station. However, this system is prone to human error. There are numerous other assemblies which are employed to monitor condition parameters of various devices used in the transport and conveyance industries.

[0003] An example of one such system is disclosed in EP 0768526 which discloses an arrangement which inspects material which moves along an inclined plane and passes a coder wheel which enables fault positions to be identified. Illumination is provided by a halogen lamp who's light from the lamp passes through a cluster of optical fibres to a projector and a bar which is able to produce parallel rays directed at the material being examined. A polished plate assists reflection to a camera and linear photosensitive detector.

[0004] CN 101509875 discloses a visual examining device of cracks on railroad bridge surface. The examining device includes an illuminating system which comprises an illuminating light source and a control circuit and used for illuminating on the front side of the bridge surface to be detected. It includes a temperature control system which comprises a shield installed with optical glass, a heater and a fan and used for protecting a camera and a lens to work normally in an wild environment. A positioning system is arranged on a wheel shaft of a bridge detecting vehicle and used for determining the defect position of the bridge. A data collecting and storing system which is arranged inside a control room of the rail-mounted bridge detecting vehicle and an imaging system which comprises the camera and the lens and arranged inside the shield. The visual examining device of cracks on the railroad bridge surface runs in fixed working distance, can realize continuous high-speed detection, is applicable to the detection of railroad bridges especially to the detection of elevated railroad bridges with large span and long distance distributed in the wild. The invention described removes artificial observation of the bridge surface to be carried out by the detecting personnel using a bridge detecting vehicle. The objective of that invention is to provide a system roountable in the open environment in bush and underbridge locations. [0005] In another example of known art, US 7213789 discloses a stationary system for automatic detection of defects in railroad wheels is and is installed in extended intervals in the rails and uses stationary acoustical/vibration sensors installed at intervals in the rails. Rail segments associated with the detectors are acoustically isolated. The sensors acquire the sounds and vibrations generated by the wheels rolling over the rails. Signal analyzers identify rail defects from intensity vs frequency distributions of acoustical spectra. Such spectra reflect the condition of the wheels and change their intensity vs. frequency distributions when the wheels pass the sensors installed in the rails. The acquired information on the condition of the wheels is transmitted to a central location. Any defective wheel is identified and marked for repair or replacement.

[0006] Abstract of US 4702104 (A) PCT No. PCT/SE85/00308 discloses a device for detecting deformed wheels in a railroad vehicle moving along a track. At least two wave motion sensors are positioned along said track. The wave motions in the rails created by the axial pressure of the vehicle are filtered out from two wave motion sensors spaced apart at a distance along the rails, and the vehicle speed is determined as well as the timing for each vehicle axle passage over at least one of the sensors. The frequency fractions of the vibration signal resulting from possible wheel deformations are filtered out from one or two of the sensors. An analyzer unit analyzes the type of wheel deformation while determining which one of the vehicle wheels is defective. A signal is fed to an alarm circuit upon indication from the analyzer unit that the signal or signals from the high frequency filtering deviate(s) from predetermined, acceptable formations.

[0007] Abstract of US 4129276 discloses a method and apparatus for detecting the presence of flat wheels on railroad cars, comprising an electro- acoustic transducer located on the track wayside so as to pick up the vibrations generated by a passing train. If a flat wheel is present it will generate a periodic clanging sound at a frequency proportional to train speed and wheel diameter. The invention capitalizes particularly on the measurement of train speed to control the response of an adaptive filter so as to enhance the periodic clanging frequency with respect to the background noise, thereby to improve the signal-to-noise ratio; the enhanced signal is further auto correlated for ten wheel revolutions and if a periodic signal is present in the narrow frequency band of interest, a large periodic autocorrelation output will result and, as a consequence, any wheel flat will be readily detected and will act to trigger an alarm to alert the train crew of the condition.

[0008] Abstract of US 4936529 (A) discloses an automated inspection device to determine if a wheel is approaching this condemning limit of profile wear. The invention automatically detects profile defects upon passing the wheel between rail mounted antennae which form a resonator cavity and transmit microwave radiation. An alarm notifies operating personnel of a defective wheel and sequentially logs the date and time of the alarm occurrence, the axle and wheel position of the defective wheel, and the specific profile defect on the wheel.

[0009] Abstract of RU 2120876 discloses a system designed for checking misalignment of wheel set axles. This system includes Optoelectronic video checking system for revealing oversized loads and checking condition of lead seal on tank neck has inverter U-shaped gates with infra-red transmitters and TV camera, and also video tape recorder, indication unit, information processing unit connected by output to video tape recorder and interface unit connected to outputs of infrared transmitters and TV camera. Computer is designed for processing and storing information received from above indicated system to improve accuracy and reliability of checking.

[0010] Abstract of CN 101483715 discloses a device of small intelligent rail car capable of automatically inspecting, scanning, measuring temperature and alarming, including a camera. The small car is provided with a wireless video emitting module of video signal which is connected with a video recorder to record. The small car is equipped with a wireless data receiving module which is connected with a controller. [0011] Although there are a variety of known systems for monitoring using various hardware configurations, there is a need to continually provide improvements which enable increased efficiency in identification of defects and identifying a proprietor responsible for correction of the defects or undesired rolling stock states. There is a need to provide improvements in the known art to increase efficiency of operation and to provide more convenient options for users.

INVENTION

[0012] The present invention seeks to ameliorate the above disadvantages of the prior art by providing an improved system for real time monitoring of wagons, rolling stock and the like and which enables communication of pre selected parameter conditions to selected recipients for defect response or in the event that a parameter exceeds predetermined operational limits. The vision system outlined below uses a new approach to solve many of the train monitoring and alarming problems encountered, but not exclusively in the coal industry. The present invention provides a vision recognition assembly to to detect a door state (open, closed or in-between) in a transport vehicle passing through a vision field created by detection cameras. Each camera is housed in an enclosure which includes a power supply and lighting to enhance image quality. The system uses a series of algorithms which enable do loop processing and re processing as required depending upon the detected state of the door of a rail car. According to a preferred embodiment there are a series of enclosures positioned as required depending upon the location of a door in a rail car. A camera enclosure would preferably be mounted abeam the rail car or above it. An JRJFID Tag is provided on the rail car and includes informatjoD. in order to refine the algorithm to a particular rail car type. The vision system is adapted for use in harsh, dirty or night environments. According to one embodiment the enclosure is manufactured from aluminium or stainless steel and includes a wiper system to keep a glass viewing window clean by wet wiping. Also included is a battery back up, 30 modem, wireless connections, band held monitoring devices such as an iPhone device. Other accessories include a cooling system in which fans and elements co operate to maintain temperature at an acceptable level, a swjtch/router integrated PC and voltage regulators.

[0013] In one broad form the present invention comprises:

an assembly which provides real time vision monitoring of and data transmission related to at least one operating parameter of at least one rail car located in a vision field through which a plurality of rail cars pass, the assembly enabling communication of image data via a processing station to at least one data recipient at a data receiving station, the data enabling said at least one recipient to determine identity of said at least one rail car and status of said at least one operating parameters of said rail car relative to a predetenxiined correct operating parameter status.

[0014] According to a preferred embodiment the device is a rail wagon and includes means to enable identity of each rail car to enable a proprietor to act on a defect or anomaly with a wagon.

[0015 J In another broad form the present invention comprises:

an assembly which provides real time vision monitoring and data transmission related to operating parameters of a device; the assembly comprising, a first camera positioned to provide an aerial view of a wagon entering a vision field provided by the camera to monitor at last one operational parameter;

at least one other camera positioned to provide elevation views of said wagon to each monitor at least one operational parameter,

a control station having a data switching station and processing station;

the data switching station in communication with and controlling operation of said cameras and including means to communicate with the processing station; a transmitter associated with the switching station which communicates with a first recipient of performance data;

an infrared camera capable of detecting a parameter value when said parameter value falls outside the parameter operating range; means in communication with the processing station which enables identification of said device;

means enabling transmission of identity data to said processing station;

a transmitter in communication with the processing station which transmits condition parameters to a second recipient of data thereby enabling said first and second recipients of data to determine operational status of said device relative to predetermined performance parameters.

[0016] In another broad form the present invention comprises:

a vision monitoring system for detecting at least one performance condition parameter of a device being monitored; the system comprising;

at least one camera positioned to capture real time images of the at least one performance condition parameter during operation of the device; and an identity camera to enable transmission of rolling stock identity.

[0017] According to a preferred embodiment, there is provided a first camera positioned above a wagon for detection of bridged material in the wagon. Two additional cameras are located either side of the wagon to detect incomplete or defective closure of wagon doors or gates. According to one embodiment the system includes an infrared camera which is capable of detecting temperature related parameters, such as but not limited to hot areas of rolling stock wheels.

[001 ] Each camera is connected to a data switch via a wireless connection to a control station. The control station includes a computer processing station which is connected to a power supply. A link between the control station and a rail driver or wagon owner alerts a driver or an owner in real time to a fault in a wagon as it occurs. This allows the driver or owner to take steps to correct the fault. Preferably the present invention is adapted according to one embodiment as a self contained system including several cameras, a RF tag reader, processor, radio and phone modem. The system hardware is readily available industrial equipment but no current system amalgamates the hardware and software as proposed to achieve the outcomes resulting from the system such as the statistical reports including date, time, loco id, wagon id, fault detected, speed, etc sent to the train owners data systems. Wagon condition is monitored by the cameras, and voice or text message alarms are sent via radio to the driver when a fault is detected.

[001 ] In another broad form according to a method aspect the present invention comprises a method of monitoring condition and performance parameters of a goods vehicle in a system including;

an assembly which provides real time vision monitoring and data transmission related to operating parameters of a device; the assembly comprising,

a first camera positioned to provide an aerial view of a wagon entering a vision field provided by the camera to monitor at last one operational parameter; positioning at least one other camera to provide elevation views of said wagon to each monitor at least one operational parameter,

a control station having a data switching station and processing station;

the data switching station in communication with and controlling operation of said cameras and including means to communicate with the processing station; a transmitter associated with the data switching station which communicates with a first recipient of performance data;

an infrared camera capable of detecting a parameter value when said parameter value falls outside the parameter operating range;

means in communication with the processing station which enables identification of said device;

a transmitter in communication with the processing station which transmits condition parameters to a second recipient of data thereby enabling said first and second recipients of data to determine operational status of said device relative to predetermined performance parameters:

the method comprising the steps of:

a) prior to entering a dump station or a loading station rail loop, equipping a vehicle operator with a the radio from a trackside box;

b) using the radio to prompt the operator to enter the dump station or loading station logging radio pick, up and dump station / loading station numbers;

c) using one said cameras to detect the presence of at least one carriage of said transport vehicle as said carriage moves through the station;

d) as the transport vehicle moves through the station, initiating an RF tag reader for identification of a locomotive or wagon of the transport vehicle; e) sending identity data detected by the RF tag reader to recognition software; f) using at least one side camera to identify door open or door closed or locked state as locomotives of wagons pass the camera s, they check that the doors are fully closed and locked;

g) using an overhead camera to determine wagon empty status.

[0020] According to a preferred embodiment the method comprises the future steps of ;

a) activating a voice or text message indicating a fault state such as door not closed or locked and also indicating the i dentity of the wagon or locomotive; b) sending the voice or text message to the operator of the transport vehicle via the operators radio;

[0021] Preferably, the voice message is repeated until it is acknowledged by the operator until the_operator activates an acknowledgement signal. Preferably, the acknowledgement signal is a button on the operator's radio.

[0022] According to a preferred embodiment the operator's radio emits a signal ( such as a beep or other sound) each time a locomotive number or wagon number is read by the RF tag reader, to thereby provide confirmation to the driver that the system is operating. Once all the wagons have been checked on a train, the method comprises the further steps of sending a data report via a GSM modem to a central office and then forwarding the data to an identified transport vehicle proprietor. Preferably this data message contains details including time, date, loco numbers, wagon numbers and failed door locations. This data is also stored in a system memory until it can be sent to the proprietor to allow for phone disruptions or scheduled time reports. The operator radio then prompts the operator to return the radio to it's charging station in a track side box at the end of the rail loop. Preferably the operator is a train driver. Preferably the identity data detected by the RF tag reader identifies the wagon type.

[0023] Advantages of the system include:

• Minimal cost to implement, as no modifications are required to the rolling stock • Continuous automatic monitoring

• Non-contact monitoring means minimal maintenance

• Provides immediate alarming via voice or text messages to driver

• Provides statistical data reports to train owners for maintenance planning and monitoring

• Modular design allows additional functions to be incorporated

• Flexibility - the system can monitor all current wagons or rolling stock.

• Future-proof - modular design in both software and hardware allows for easy upgrade to incorporate new wagon types and functions.

[0024] For convenience, the specification will refer to tram, locomotives and rail wagons/cars, but it should be clearly understood that the assembly and method of the invention is applicable to monitoring of various objects prone to faults in operation and which require data feed back to alert proprietors for appropriate remedial action.

[0025 ] These and other objects of this invention, which will become more apparent upon considerati on of the attached drawings and of the following detailed description, are provided in accordance with the preferred embodiment of this invention illustrated by an assembly which enables condition monitoring and transmission of condition parameters to a carriage owner.

[0026] Although the invention will be predominantly described with reference to its application to rail cars, it will be recognised by persons skilled in the art that the invention has a wide variety of applications and with different working ends beyond those to be described by way of example.

[0027] The present invention provides an alternative to the known prior art and the shortcomings identified. The foregoing and other objects and advantages will appeal ¹ from the description to follow. In the description reference is made to the accompanying representations, which forms a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced. These embodiments will be described in sufficient detail to enable those skilled in the art to practice the invention, and it is to be understood that other embodiments may be utilized and that structural changes may be made without departing from the scope of the invention. The following detailed description is, therefore, not to be taken in a limiting sense, and the scope of the present invention is best defined by the appended claims.

BRIEF SUMMARY OF DRAWINGS

[0028] The invention will now be described in more detail according to a preferred but non limiting embodiment and with reference to the accompanying illustrations. Figure 1 shows a schematic layout of a vision monitoring system according to one embodiment.

Figure 2 shows a schematic layout of a back end processing system integrated with the cameras

Figure 3 shows a flow chart for the vision system including phases of operation from start to finish.

Figure 4 shows a typical layout of a camera enclosure according to one embodiment.

Figure 5 shows an end elevation view of the enclosure of figure 4.

Figure 6 :?hows a schematic layout of the operation in the camera enclosure of figure 4.

Figure 7 shows a flow chart for the camera enclosure according to a preferred embodiment.

Figure 8 shows a perspective view of a train passing through a data reading and monitoring station according to a preferred embodiment.

Figure 9 shows a perspective view of the arrangement of figure 8 indicating data flow regime.

DETAILED DESCRIPTION (0029] It will be convenient to hereinafter describe the invention in relation to its application to monitoring of rail cars for conveying primary products but it will be appreciated that the invention is not limited to that application and may be

II adapted to alternative applications. The assembly described herein has advantages over the known art including improved efficiency, accuracy and labour saving.

[0030] Referring to figure 1 there is shown an assembly 1 which provides real time vision monitoring and data transmission related to operating parameters of a device which according to one embodiment is a rail car/ wagon 2 used for carriage and delivery of goods. Typically the rail car 2 moves along track 3 to a delivery station 4 at which the goods are discharged from the rail car 2. At station 4 there is a first camera 5 disposed in an elevated position capable of capturing a vision field within which it views and captures images from the rail car 2 from an aerial view. Typically, the camera 5 photographs the operation of a door or gate of the rail car 2 including images which indicate door closed and/or door open state. This will usually be once goods have been discharged from the car 2. Gates of rail cars can be located either at the sides or in a base. Base doors allow gravity discharge of materials carried by the rail car.

[0031] Another camera 6 is provided abeam the rail car 2. Camera 6 is preferably enclosed in a housing/enclosure 7 to also enable detection of a car door open or door closed state. Another camera 8 is located in a housing 9 abeam the rail car 2 and is also used to determine a door open or door closed state or another selected rail car condition or operating parameter. Operating parameters detectable by the vision cameras 5, 6 and 8 may include rail car configuration, state, load/contents status, location, movement, wagon identity, vehicle wagon sequencing. Figure 3 below describes typical camera enclosures 7 and 9 and their contents in further detail.

[0032] As rail car 2 moves in the direction of arrow 30 it enters the respective fields of view 31 of camera 6 and field 32 of camera 8 which capture images of the rail car. Viewing field 31 is limited by screen 33 and viewing field 32 is limited by screen 34. In addition to cameras 5, 6 and 8, there is provided at least one infrared camera 10. Camera 10 is capable of heat detection in a case where for example a hot area of a rail car wheel indicates a brake anomaly. Images obtained by camera 5 are transmitted via communication link 9 to switching station 10. Preferably rail car 2 ( and any other rail cars) include identity tags 1 1 and 12 mounted on a suitable location on the rail car. RF Tag reader 14 reads tag 11 and detects identity data for the particular rail car 2 and transmits this information to a processing station. Tag reader 1.4 is linked to camera 8 so that images captured by camera 8 can be matched with tag reader 14 data so operators know that the photo image is that of a particular rail car. Likewise, tag reader 16 is linked to camera 6 so that images captured by camera 6 can be matched witli tag reader 16. Thus the cameras 5,6 and 8 and associated Tag readers 14 and 16 initially gather system data for further processing at a processing station. Tag readers 14 and 16 are connected respectively to cameras 6 and 8 via respective cables 17 and 18. This allows a data relationship between the tags on each rail car and camera pictures to be established. Each camera is connected to preferably wireless/ ethemet connections which deliver the camera data to a processor ( See figure 2). As shown in figure 1 camera 8 transmits data via wireless connection 1 to a hand held monitor 20. The hand held monitor 20 is a preferred form of communication of rail car states to a driver of a train connected to the rail car. In addition or alternatively, camera 8 transmits data via internet connection 21 to a remote location 22 which can be offices, a proprietor's premises. From location 22 the data is uploaded to a storage facility 23 or remote data base. Figure 1 shows a typical layout of a vision camera flow diagram according to one embodiment The cameras 5, 6 and 7 are contained in enclosures which are preferably JP66 stainless steel enclosures containing industrial machine vision cameras with custom written recognition software, LED flood lighting, cooling system, industrial mini PC with custom written software, phone modem and UHF train radio. The RF tag reader 14 is preferably mounted on one of the side camera enclosures. These enclosures are powered via a separate UPS at extra low voltage (24VDC) and have stainless steel sun shades for extra protection. The RF tag information of a particular rail vehicle may be used to determine which recognition module should be applied in each case. The RF tag will tell the camera what type of wagon it is and this will improve the efficiency and reduce the processing time for the camera. This improves system performance and accuracy. Figure 2 shows a schematic layout of a back end processing system 40 integrated with vision and infrared cameras according to an alternative embodiment. Cameras 41, 42 and 46 are retained in respective housings 47, 48 and 49. A rail car 50 used for carriage and delivery of goods moves along track 53 to a delivery station 54 at which the goods are discharged. At station 54 there is a first camera 41 disposed in an elevated position providing a vision field and to enable viewing of the wagon from an aerial view. Camera 41 takes images of one or more parameters of the car 50 which reads a door open or door closed state. . and can also indicate load status, loaded or fully discharged. A second camera 41 is provided abeam the rail car 50 to enable detection of a door open or door closed state. A third camera 46 located abeam the rail car 50 can be used to also determine a door open or door closed state or another selected condition or operating parameter such as load status. Operating parameters detectable by the vision cameras 41, 42 and 46 may in addition to door open and door closed states, include rail car state, load/contents state, location, movement, wagon identity, vehicle wagon sequencing. In addition to cameras 41 , 42 and 46 there is provided at least one infrared camera 55. Camera 55 is capable as indicated in figure 1 of heat detection in a case where a hot area of a wagon wheel indicates a brake anomaly.

[0033] Camera images can be transmitted to switching station 60 by land line or wirelessly. Images from cameras 41 and 42 are transmitted via respective communication links 61 and 62 to switching station 60. Infrared camera 55 transmits data via link 56 to processing station 57. Processing station 57 includes a data processing computer and is activated by power supply 59. Switching station 60 and processing station 57 form a control station. Processing station 57 communicates via a data link 58 with a first receiver 68. First receiver 68 which receives data related to operating parameters (e.g. door open or door closed states) or identity parameters may be a system provider who receives and processes data or an owner of rolling stock indentified by RF tag reader 63 as a proprietor. In the case of a provider as receiver, the provider on forwards data on to an owner. First receiver 68 is preferably a centralised station which is capable of receipt and transmission of data to a down line recipient. Processing station 57 communicates via a data link 65 with a radio receiver/transmitter 66 which communicates with a radio receiver 67 via link 69 to alert a second receiver of the status of one or more operating parameters. The system allows a potentially unlimited number of receivers to receive information related to the performance of the rolling stock or goods and cargo carried by the stock. Receipt of condition parameters related to the wagon allows the proprietor or other person responsible to monitor in real lime the safety and integrity of operation of the wagon. According to one embodiment, a vehicle driver will have a real time notification of data or a vehicle condition. Tn an alternative embodiment, a report on vehicle condition can be sent to a proprietor or operator subsequent to detection of a vehicle condition. It also allows, an operator to be alerted to a defect or fault condition in real time to enable remedial action before a safety risk arises or damage to wagons. The system preferably includes an RF tag reader and several cameras which are used to detect the locomotive and wagon identities and any fault conditions. This information is then processed by the systems computer. Alarms and data reports are sent via train radio to the driver, and mobile phone network to the clients data system. Located on the opposite side of the rail wagon tracks are background screens 76 and 77 for each side camera 41 and 46. The screens arc preferably light coloured and metal about lm high and 2m wide to provide a constant background image for the cameras and a vision field between the cameras and screens. The camera enclosures and the background screens are located between 1 m and 3m from the nearest rail.

[0034] Figure 3 shows a flow chart for the vision system including phases of operation from start to finish. Hardware is initialised at station 70. If the hardware is ready 71 the train can pass through dump station item 72. If the hardware is not ready the hardware must be initialised. The system determines if there is a train at a dump station 72. If no train is present the hardware awaits entry of a train at dump station 72. If a train is present in a vision field 73, the vision data, is collected - item 74. As each carriage passes a data reading station 72 a new hardware event occurs which is read by the data reading station. Hardware includes a tag reader, at least one vision camera and a hand held monitor. Each rail car is checked -step 75 - and data established until the end of a train step 76. Once the rail cars of a train have passed, the collected data is uploaded to a remote storage database -step 77. Data obtained by data reading includes, site identity, proprietor /company identification, rail car RFID, door number, train speed, door state (open or closed or partially open or closed) and images of rail car doors. Hardware comprises according to one embodiment comprises tag reader, local camera, enclosure and hand held monitor.

[0035] According to a preferred method aspect, the system according to a preferred embodiment typically operates according to the following methodology. The methodology is described with reference to figures 2 and 3. :

Before entering a dump station or loading station rail loop, a train driver picks up a radio 66 from a trackside box.

The driver is then prompted by the radio to enter the dump station or loading station 54 he is approaching.

The radio pick up and dump station / loading station number entered is logged by the system.

As the train moves through the station, the side cameras 41 and 46 detect its presence and initiate an RF tag reader 63 for locomotive or wagon identification.

The RF tag reader 63 identifies the wagon/vehicle type and sends this data to processing station 57. This data is sent via switch 60 to side cameras 41 and 46. Recognition software is run on the detections camera but processing station 57 adds the RF tag reader 63 information, adds the second camera information and generates the alarms and data for the reports.

When the wagon door mechanisms pass the side cameras 41 and 46, they check that the doors are fully closed and locked.

The overhead camera 42 checks that the wagon is empty.

If a door is fouad to be not closed and locked or product is detected in the wagon (hang-up), then a voice or text message indicating the wagon number and fault is immediately sent to the driver via the handheld radio 67.

This message is repeated until it is acknowledged by the driver pushing an "acknowledge button" on the radio 67.

The radio 67 also beeps each time a loco number or wagon number is read by the RF tag reader 63, providing confirmation to the driver that the system is operating. Once all the wagons have been checked on a train, then a data report is sent via the GSM modern to a central office 68 and then forwarded to the appropriate proprietor/client. This message contains details including time, date, loco numbers, wagon numbers and failed door locations. This data is also stored in the system memory until it can be sent to the client to allow for phone disruptions or scheduled time reports.

The handheld radio 67 then prompts the driver to return the radio to it's charging station in the trackside box at the end of the rail loop.

[0036] Figure 4 shows a schematic layout of a camera enclosure 80 according to a preferred embodiment. Enclosure 80 comprising a housing 81 defining an internal space 82 which accommodates hardware components which process images captured by camera 84. Enclosure further comprises a battery 83, battery charger 85 which power camera 84. The enclosure 80 also comprises T.-ED lighting space 86, a cooling unit 87. A PC unit 88 links to a modem which transmits collected data to receiving stations. A thermostat switch 89 is also provided in housing 81 to reduce temperature inside the housing during operation of the camera enclosure 80. Figure 5 shows with corresponding numbering a side elevation view of the enclosure of figure 4.

[0037] Figure 6 shows a schematic layout of the interrelationship of component in a typical camera enclosure of the type shown in figures 4 and 5. Camera enclosure 90 typically comprises a 240 volt power supply 91 which delivers power to a storage battery 92 via a battery charger 93. A voltage converter 114 is interposed between the battery 92 and camera 94 and supplies power to camera 94 via supply lines 95 and 96. Data from RFID tag reader 97 located outside enclosure 90 is integrated with images taken by camera 94. Battery 92 supplies power to port router 98, a PC 99, 3G modem 100, a wireless modem 101, LED lighting 122 . Also receiving internal power from the rechargeable battery 92 is a thermostat 115 which regulates the temperature of the enclosure 90 by controlling a cooling unit 103 capable of maintaining a regular temperature using a balance between an element 104 and internal and external fans 105 and 106.

[0038] 3G modem 100 connects via cable 107 to GSM cell network antenna 108 which enables transmission via router 98 of images captured by camera 94 via Ethernet cable 109 to 3G modem 100. The images are then transmitted vja the cellular network by antenna 108. Alternatively or in addition, wireless modem 101 connects via antenna cable 110 to antenna 112. This allows transmission of camera images from camera 94 via router 98 and Ethernet cable 113 from modem 101 via antenna cable 110 to an external wireless network via antenna 112.

[0039] PC 99 is in communication with router 98 via link 116 enabling direct transmission of camera images also receipt of and control of RFID data from and RFID tag reader 97 data via cable 1 17. Led lighting 122 illuminates the rail cars/wagons 90. Router 98 further comprises an Ethernet cable 118 for another lap top computer 119, a cable 120 for a programmable logic controller 124 and an Ethernet cable 121 which allows interconnection between camera 94 of enclosure 90 and another camera enclosure indicated by 126. This might for instance occur if a comparison is required between captured images to determine a state of a rail carriage door and whether action is required to correct an anomaly. .

[0040] Figure 7 shows a flow chart for a typical camera monitoring regime according to a preferred embodiment. When an image is to be captured, step 130, an operating algorithm is running on an industrial PC within the camera enclosure. At step 131 a camera check is conducted for a back screen. If a back screen is found this indicates that there is clear space between the camera and the back screen and there is no rail car identity tag detectable. The system cycles back via do loop 132 to step 130 to recommence image capture. Should a back screen not be found, step J 33 activates in which the RFID tag reader reads a rail car identification number (ID) from an RFD tag. This data is sent to the camera program via the initiated PC. Step 134 enables activation of a rail car module for the particular rail car identified. The next step 135 is a check of the status of the rail car door. This determines vi sually the existence and location of a rail car door. If no door is found this data is sent ( step 136) to a central processing station along with train data including speed. If a door is found the door of a particular wagon is confirmed at step 137. If a door cannot be confirmed the train data is sent via loop 138 to the central processing station which allows the camera to take more images. Once the door has been confirmed a further step 140 is conducted which checks visually that the identified door is in the locked position. If the door is not in the locked position this data is sent via loop 141. If the door is determined at step 140 to be in the locked position, the data is sent via the loop 142 from the camera for processing and/or transmissions to recipient stations. If a door open state is identified a data recipient - a. driver or proprietor - can act to correct any defects.

[0041] Figure 8 shows a perspective view of a train 150 passing through a data reading and monitoring station according to a preferred embodiment. Train 150 travels on rail 151 and comprises a leading end locomotive 168 and rail can; 152 and 153. Rail car 152 is equipped with a RFID tag 154 and rati car 152 is equipped with an RFID tag 155. Overhead camera 156 monitors each rail car 152 and 153 as they pass beneath camera 156. Camera 156 is capable of monitoring load status and door open and closed status. As train 150 passes in the direction of arrow 157 it passes through a monitoring station 158 which comprises a camera enclosure 159, an RFID tag reader 160 and a back screen 161. Train 150 also passes through a second monitoring station 162 which comprises a camera enclosure 163, an RFID tag reader 164 and a back screen 165. Adjacent rail 151 is a terminal operator station 166 and on the opposite side is a dump station operator 167. These operators monitor the status of the rail cars 152 and 153 before during and after they pass monitoring stations 158 and 162. As rail car 152 passes through monitoring station 158, RFID tag reader 160 reads tag 154. Back screen 161 defines a limit for a vision field 170 extending from camera enclosure 159. The vision field is interrupted when rail car 152 is interposed between back screen 161 and camera 159. Likewise, as locomotive 168 passes through monitoring station 162, and vision field 169. This will be followed by rail cars 152 and 153 entering vision field 169. Back screen 165 defines a limit for vision field 169. When no train exists between camera enclosure 163 and screen 165 the camera detects screen 165. When vision filed 169 is interrupted by a locomotive 168 or rails cars 152 and 153 the camera detects images of those cars.

[0042] Figure 9 shows with corresponding nnmbering the arrangement of figure 8 including system data flow indicated by dotted line transmission pathways. The system data flow is described with reference to monitoring station 162. The system has two primary activities. Specifically the tag readers detect identity tags 154 and 155 and the cameras in camera enclosures 159 and 163 capture visual images of a car passing through vision fields 169 and 170. RFID tag reader 160 reads either tag 154 or 155. Likewise reader 164 reads tag 154 via two way link 171 and reader 160 read tags 154. Readers can read any tag within a predetermined range to provide identity information for a data base and enables matching of tag identification with camera images of the rail car bearing the identity tag. RFID tag reader 160 transmits data to a camera concealed in enclosure 159 and RFID tag reader 164 transmits via link 171 identity data to camera enclosure 165. Enclosure 159 communicates with enclosure 165 via two way link 172 so that camera software can compare and integrate image data as required. A camera in enclosure 163 transmits image data via link 173 to train driver cabin 174. This allows the drivers to monitor rail car condition in real time and if required to initiate correction of any anomalies. Two way communication enables drivers to obtain information by electronic request/interrogation to enclosure 163. Similarly, dump station 167 and control station 166 have two way communications with enclosure 163 allowing personnel at those stations to monitor rail car conditions and particularly though not exclusively door open or door closed states. Dump station 167 receives and transmits two way communication via link 175. Control /monitor station receives and transmits two way communi cations via link 176. Overhead camera 156 communicates with enclosure 163 via link .177 so that control station 166, dump station 167 and drivers cabin 174 can view rail car status fr om an overhead view. In addition to the above communications links image and identity data can be transmitted to a remote location via link two way 178. The remote location can be a data storage facility, office, proprietor's premises. Each link can be via wireless communication or may transmit via a cellular network.

[0043] The identification of the rail car wagons using RF tags has several advantages. There are a variety of different rail car types - about 10-12 different types each having a particular type of door with specific failure modes and associated images. If the rail car can be identified by the system at the start of the process, less computer processing time and effort is required to achieve a given level of visual analysis, as the subset of door images in the library for comparison can be narrowed significantly (via a lookup table).

[0044] This allows the condition analysis to be completed to a higher degree of accuracy (i.e. not missing a faulty door) for a given train speed (due to the additional processing time that is made available through the RF identification). Conversely, the train may be able to run through the dump station at a faster speed for the same level of accuracy.

[0045] The early RF identification also 'locks out' software modules associated with other rail car door images that are not applicable, reducing the risk of false alarms. The accuracy of correctly identifying a faulty door is improved by using two cameras over one (one each side of the wagon) and combining the results to increase the sensitivity of the monitoring. E.g. If one camera has an error rate of 1 in 10, then combining the results from the two reduces the error rate to 1/10 x 1/10 = 1/100. Use of two cameras also has the advantage of providing back up (i.e. if a camera breaks down, the system can continue to operate, albeit at a lower performance level).

[0046] There is a transparent window on the enclosure which protects the camera lens and allows wipe cleaning to avoid image contamination. The distance from the camera to the window is maximised to increase the field/angle of view. This makes the system more robust because any dirt on the screen that may partially obscure the image, takes up a smaller portion of the field of view than it would if the window was smaller and closer to the camera lens. Any dirt obscuring the camera view therefore has less impact on the image processing than it otherwise would.

[0047] The LEDs for subject illumination are located immediately adjacent to the camera enclosure window (close to the axis of the camera) so as to minimise shadowing on the subject. This improves performance of the system in variable environmental and ambient lighting conditions. Each screen 161 and 168 can include a proprietor logo as a background image which is an indicator that a train is not present in the viewing field. According to one embodiment, the identity trade mark needs to be present and recognised by the vision system in order for it to operate at all, acting as a proprietary 'key'.

[0048] Recognition software developed for the system detects the status of each door by analysing images of a combination of the door mechanism and indicating arm. A separate recognition module is used for each wagon type. If new wagon types are introduced, the system can easily be updated by building a new recognition module and adding it to the system's library.

[0049] The system described herein has numerous advantages and features: 1 it has continuous operation throughout a 24 hour cycle;

2. it is a Stand-alone independent system;

3. no other external sensors required in addition to the cameras and RFID lags.

4. Non contact sensing - keeps equipment out of harms way

5. No modifications to rolling stock required

6. over 99.9% accuracy;

7. Reliable detection for current rail car/ wagon types;

8. the system is readily upgraded to allow for new wagon types;

9. Modular hardware and software configuration is used;

10. Wireless phone data communications to clients;

11. Customised reports for client systems;

12. All weather operation;

J 3. Battery back up for power supp ly i ntegrity ; 14. Low power LED floodlighting;

15. Voice or text messages over train radio to alert driver;

16. Rugged industrial high resolution cameras.

[0050] The vision recognition system also allows : train Speed Indication, train Direction indication, train Present Indication, Wheel Locked Indication, Hot Wheel Detection (using JR camera shown in System Overview), Unit Number Recognition.

[0051] Preferably each camera is capable of cross checking the performance of the other camera for each vision reading. The cameras are capable of cross checks of multiple vision reads concurrently. By using the RF tag reader, only one recognition module is used at a time and each recognition module can be much longer and more accurate. If the camera has more time to process the image, the camera can be further tuned to reduce the number of false alarms. This will improve the accuracy of the system.

[0052] The embodiments previously described are examples only and it will be appreciated by persons skilled in the art that the configuration may be adjusted to accommodate different, modes of operation, and configurations. For example the cameras may be located in alternative locations for monitoring alternative parameters. The present invention obviates the disadvantages of the prior art and provides other advantages which are apparent from the description herein. In certain cases the invention will be adapted to accommodate prescribed requirements and applications. It will be appreciated that the above description relates to the preferred embodiment by way of example on ly. Many variations on the invention will be obvious to those knowledgeable in the field, and such obvious variations are within the scope of the invention as described and claimed, whether or not expressly described.

[0053] Throughout the specification a reference to rail car can be taken to mean a reference, to any carriage vehicle which transports goods or materials from one location to another. Rail car can also be taken to include rolling stock, bogies wagons, hoppers and the like. [0054] It will be recognised by persons skilled in the art that numerous variations and modifications may be made to the invention described herein without departing from the overall spirit and scope of the invention .