Union Switch & Signal, Inc.

Daniel R Disk

Barry W Johnson

Roger H Ramsey

Detlev F Smith

Robert A Peterson

Theo C Giras

Joseph A Profeta

Richard Paul Alfieri

Robert G Brown

Larry C Mackey

A clamp for securing apparatus such as end-of-train equipment to a railroad coupler head includes a first finger member that is mounted to pivot about a pivot pin in scissors-like manner between a fixed second and third finger member affixed to a housing, a threaded rod and cooperating piston for pivoting the first finger member away from the fixed second and third finger members, a rail member for abutting against an outside surface of the coupler head, and a crank and handle for tightening the grip of the first, second and third fingers on the inner surfaces of the core hole when the crank is rotated. The pivoting of the first finger member is accomplished by driving a pin through a slotted clevis defined in a first end of the first finger member, such that the pin moves within the slot defined by the clevis when the pin is driven in one lateral direction generally toward the fixed second and third finger members, thereby urging the clevis downward about the pivot pin and urging the opposing second end of the first finger member to move upwardly away from the fixed second and third finger members. In a preferred embodiment, end-of-train signaling and monitoring equipment is connected to the clamp for the railroad coupler head.

Clamp for railroad coupler head

A railway traffic control system in which accurate vehicle information is effectively available in real-time to facilitate control of traffic flow. Unlike prior art methods of precisely monitoring train location, the current invention is dependant only on equipment on-board the vehicle and position updates provided by external benchmarks located along the track route. The system's dynamic motion capabilities can also be used to sense and store track rail signatures, as a function of rail distance, which can be routinely analyzed to assist in determining rail and road-bed conditions for preventative maintenance purposes. In presently preferred embodiments, the on-board vehicle information detection equipment comprises an inertial measurement unit providing dynamic vehicle motion information to a position processor. Depending on the amount and quality of apriori knowledge of the vehicle route, the inertial measurement unit may have as many as three gyroscopes and three accelerometers or as little as a single accelerometer. To minimize error between benchmarks, the processor preferably includes a recursire estimation filter to combine the apriori route information with movement attributes derived from the inertial measurement unit.

Traffic control system utilizing on-board vehicle information

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Murrysville, PA, United States of America

Daniel R Disk