A system that includes a detection device, an imaging device, and a control device is disclosed. The detection device may generate proximity data relating to a proximity of an undercarriage of a rail vehicle, and the imaging device may capture one or more thermal images of the undercarriage. The control device may receive a first thermal image and a second thermal image of the undercarriage. The first thermal image may be captured using a first integration time, and the second thermal image may be captured using a second integration time. The control device may determine composite thermal data associated with the undercarriage. The composite thermal data may include information mapping a first range of thermal data and mapping a second range of thermal data to one or more components of the undercarriage. The control device may cause an action to be performed in connection with the composite thermal data.

A sensor device for placement on a rail track and a method for placing the sensor device. The sensor device includes one or more permanent magnets positioned such that the sensor device is mountable on the lateral side of the rail track by magnetic attraction. A housing includes a base side, a mounting side, and a top side opposite the base side, where the mounting side includes first, second and third contact edge regions configured to be in contact with the rail track. The second contact edge region is positioned outwardly from a first plane through both the first contact edge region and the third contact edge region, and the second contact edge region is positioned between a second plane parallel to the top side and through the first contact edge region and a third plane parallel to the second plane and through the third contact edge region.

A switch gap detection system is disclosed herein that is configured to monitor a switch installed on a railway, detect a switch gap, and notify a train operator or otherwise take action to prevent a derailment, accident, or other dangerous situation. The switch gap detection system may include one or more switch gap sensors installed on or adjacent to a rail at a location proximate to a switch. The one or more switch gap sensors may be configured to determine a status of the switching points on the switch (e.g., open, closed, or switch gap detected). If the one or more switch gap sensors detect a switch gap, a notification may be provided to a train operator, for example, in the form of an audible and/or visual alert. In some embodiments, a signal may also be sent to automatically stop the train to prevent a derailment.

A frequency generator for generating a working frequency for a transmission signal of a rail contact of an axle counter includes a series resonant circuit having a transmitter coil unit of the rail contact and a capacitor. The frequency generator has an inverter, the output of which is connected to the capacitor. The inverter is configured to generate an oscillating voltage and to feed the generated oscillating voltage to the transmitter coil unit of the rail contact via the capacitor. A current transformer synchronizes the output voltage of the inverter to the current in the series resonant circuit. A start-up circuit electrically connected to the inverter is configured to trigger the inverter and to be electrically connected to an input power supply. The frequency generator is a robust and effective circuit for generation of magnetic fields where manufacturing effort and expensive components can be reduced.

This method is for managing a railway electrical circuit (3A, 3B) adapted to detect presence of a rolling stock (T) on a railway track (1), the railway track (1) being subdivided in successive track sections (1A, 1B) forming successive electrical circuits (3A, 3B) independently fed with electrical current for monitoring the presence of a rolling stock (T) on one of the track sections (1A, 1B), each electrical circuit (3A, 3B) comprising a transmission device (9A, 9B) for feeding the electrical circuit (3A, 3B) with electrical current, located at one end of the track section, and a reception device (11A, 11B) for detecting the electrical current circulating in the electrical circuit (3A, 3B), located at an opposed end of the track section. This method comprises steps consisting in a) continuously feeding the electrical circuit (3A, 3B) with electrical current with the transmission device (9A, 9B) and monitoring the presence of a rolling stock (T) on the corresponding track section (1A, 1B) by measuring, using the reception device (11A, 11B), the current circulating in the electrical circuit (3A, 3B); b) if the reception device (11A, 11B) detects that a rolling stock (T) is present on the track section (1A, 1B), applying to the electrical circuit (3A, 3B) a nominal electrical power (PN) at least until the rolling stock (T) exits the section (1A, 1B); c) if the reception device (11A, 11B) detects that no rolling stock (T) is present on the track section (1A, 1B), applying to the electrical circuit (3A, 3B) a power-saving power value (P0) which is inferior to the nominal power (PN). At step b), the electrical power (P.sub.OT) consumed by the electrical circuit (3A, 3B) is kept under a limited value (P2). A system for detecting presence of a rolling stock (T) on a railway track (1) is also provided.

A sensor arrangement (20) comprises a wheel sensor (21) which is arranged to detect wheels of rail vehicles, a carrier (22), and a connector (23), wherein the wheel sensor (21) is fixed on the carrier (22), the connector (23) is fixed to the carrier (22), and the connector (23) is electrically connected with at least one electrical contact (24) of the wheel sensor (21).

A sensor unit for detecting the approach of a train, the sensor unit having first and second non-rail-mounted sensors, wherein the non-rail-mounted sensors are different from one another. A first control unit, itself having first and second non-rail-mounted sensors, wherein the non-rail-mounted sensors are different from one another in that they work on different physical principles, wherein the first sensor unit and first control unit are arranged to cooperate with one another to detect the approach of a train.

Disclosed are a method and device for detecting a direction of motion of a wheel on a rail track. The device includes at least one magnet for providing a magnetic field; a magnetic field sensor for sensing a magnetic field value indicative for a flux density, or a change in the flux density of the provided magnetic field; and at least one processor in communication with the magnetic field sensor. The at least one processor is configured to: obtain a plurality of the magnetic field values for respective times from the magnetic field sensor; and to analyse the obtained plurality of magnetic field values such that a direction of motion of a wheel passing the device is obtained.

A system that includes a detection device, an imaging device, and a control device is disclosed. The detection device may generate proximity data relating to a proximity of an undercarriage of a rail vehicle, and the imaging device may capture one or more thermal images of the undercarriage. The control device may receive a first thermal image and a second thermal image of the undercarriage. The first thermal image may be captured using a first integration time, and the second thermal image may be captured using a second integration time. The control device may determine composite thermal data associated with the undercarriage. The composite thermal data may include information mapping a first range of thermal data and mapping a second range of thermal data to one or more components of the undercarriage. The control device may cause an action to be performed in connection with the composite thermal data.

A sensor unit for detecting the approach of a train, the sensor unit having first and second non-rail-mounted sensors, wherein the non-rail-mounted sensors are different from one another. A first control unit, itself having first and second non-rail-mounted sensors, wherein the non-rail-mounted sensors are different from one another in that they work on different physical principles, wherein the first sensor unit and first control unit are arranged to cooperate with one another to detect the approach of a train.