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Methods, systems, and apparatus are disclosed for determining rail safety limits. A first example method is disclosed for determining rail safety limits, including identifying a target rail neutral temperature for a portion of continuous welded rail. The method also includes monitoring a longitudina

Methods, systems, and apparatus are disclosed for determining rail safety limits. A first example method is disclosed for determining rail safety limits, including identifying a target rail neutral temperature for a portion of continuous welded rail. The method also includes monitoring a longitudinal stress for the portion of continuous welded rail and monitoring an ambient rail temperature for the portion of continuous welded rail. The method further includes determining a present rail neutral temperature based on the longitudinal stress and the ambient rail temperature. According to the example method, the present rail neutral temperature is compared to the target rail neutral temperature to determine whether a failure of the portion of continuous welded rail has occurred, and an alert is reported if the difference between the present rail neutral temperature and the target rail neutral temperature is within a predetermined range. Other methods, apparatus, and systems are disclosed for presenting determining rail safety limits.

대표청구항 ▼

What is claimed: 1. A system for monitoring rail portions used on railroads, comprising: (a) a plurality of monitoring devices, wherein each of the plurality of rail monitoring devices is mounted on a length of rail, wherein each of the plurality of rail monitoring devices further includes: (i) mea

What is claimed: 1. A system for monitoring rail portions used on railroads, comprising: (a) a plurality of monitoring devices, wherein each of the plurality of rail monitoring devices is mounted on a length of rail, wherein each of the plurality of rail monitoring devices further includes: (i) means for monitoring longitudinal stress of the rail portion; and (ii) means for monitoring ambient temperature of the rail portion; and (b) a receiver in communication with each of the plurality of rail monitoring devices, wherein the receiver is operative to both receive rail data collected from each of the rail monitoring devices and transmit rail data to a processing apparatus; and (c) a processing apparatus in communication with the receiver for receiving and processing rail data, wherein the processing apparatus further includes: (i) means for identifying a target rail neutral temperature for a rail portion; (ii) means for determining a present rail neutral temperature for the rail portion, wherein the present rail neutral temperature is based on the longitudinal stress and the ambient temperature; (iii) means for comparing the present rail neutral temperature to the target rail neutral temperature and determining a difference therebetween; and (iv) means for predicting a rail maintenance condition or a rail safety condition based on: a) the difference between the present rail neutral temperature and the target rail neutral temperature; and b) previously collected rail data, wherein the previously collected rail data includes data gathered over time from the rail portions on which the rail monitoring devices are mounted and historical rail failure data collected from analytical models based on actual track measurements over time and mathematical models created by regulatory entities; and (d) means for issuing alerts based on the prediction that a rail maintenance condition or a rail safety condition exits for preventing train accidents on the rail. 2. The system of claim 1, wherein the processing apparatus is further operative to report a suggested maximum vehicle speed for one of the plurality of portions of rail. 3. The system of claim 1, wherein the processing apparatus is further operative to determine a high temperature buckling threshold. 4. The system of claim 3, wherein the processing apparatus determines a high temperature buckling threshold according to historical mathematical models. 5. The system of claim 1, wherein the processing apparatus is further operative to determine a yield strength associated with each of the plurality of rail portions. 6. The system of claim 1, wherein a rail maintenance condition represents a non-catastrophic rail failure condition and wherein a rail safety condition represents a catastrophic rail failure condition. 7. A system for monitoring rail portions used on railroads, comprising: (a) means for monitoring longitudinal stress of a rail portion; (b) means for monitoring ambient temperature of the rail portion; and (c) means for identifying a target rail neutral temperature for the rail portion; (d) means for determining a present rail neutral temperature for the rail portion, wherein the present rail neutral temperature is based on the longitudinal stress and the ambient temperature; (e) means for comparing the present rail neutral temperature to the target rail neutral temperature and determining a difference therebetween; (f) means for predicting a rail maintenance condition or a rail safety condition based on: (i) the difference between the present rail neutral temperature and the target rail neutral temperature; and (ii) previously collected rail data, wherein the previously collected rail data includes data gathered over time from rail portions and historical rail failure data collected from analytical models based on actual track measurements over time and mathematical models created by regulatory entities; and (g) means for issuing alerts based on the prediction that a rail maintenance condition or a rail safety condition exits for preventing train accidents on the rail. 8. The system of claim 7, wherein the system further comprises means for determining rail performance criteria, and wherein the rail performance criteria include high temperature buckling threshold, yield strength, and suggested maximum vehicle speed across a plurality of rail portions. 9. The system of claim 7, wherein a rail maintenance condition represents a non-catastrophic rail failure condition and wherein a rail safety condition represents a catastrophic rail failure condition. 10. A method for monitoring rail portions used on railroads, comprising: (a) monitoring longitudinal stress of a rail portion; (b) monitoring ambient temperature of the rail portion; and (c) identifying a target rail neutral temperature for the rail portion; (d) determining a present rail neutral temperature for the rail portion, wherein the present rail neutral temperature is based on the longitudinal stress and the ambient temperature; (e) comparing the present rail neutral temperature to the target rail neutral temperature and determining a difference therebetween; (f) predicting a rail maintenance condition or a rail safety condition based on: (i) the difference between the present rail neutral temperature and the target rail neutral temperature; and (ii) previously collected rail data, wherein the previously collected rail data includes data gathered over time from rail portions and historical rail failure data collected from analytical models based on actual track measurements over time and mathematical models created by regulatory entities; and (g) issuing alerts based on the prediction that a rail maintenance condition or a rail safety condition exits for preventing train accidents on the rail. 11. The method of claim 10, further comprising determining rail performance criteria, and wherein the rail performance criteria include high temperature buckling threshold, yield strength, and suggested maximum vehicle speed across a plurality of rail portions. 12. The system of claim 10, wherein a rail maintenance condition represents a non-catastrophic rail failure condition and wherein a rail safety condition represents a catastrophic rail failure condition.