Patent Grant
7395140
1. Field of the Invention
The present invention relates to information systems and, more particularly, to geographic information systems for monitoring train positions. The invention also relates to methods for monitoring train positions with a geographic information system.
2. Background Information
Municipal authorities in cities have experienced problems with trains blocking crossings when dispatching emergency vehicles (e.g., police; fire; ambulance). This is not conducive, for example, to good railroad/municipal authority relationships.
In the case of railroads, train traffic may temporarily interrupt or block local transportation routes at the time when emergency vehicles are dispatched. This problem has become increasingly important with the advent of relatively longer trains and more frequent trains coupled with increased vehicular traffic. Due to the overall impact of this aggregate of changes, local civil authorities have concerns for their citizens. Hence, they are demanding more information about train movements within, and in the vicinity of, their communities.
The quality of emergency response systems depends upon, among other things, the time it takes to locate the emergency and the time it takes an emergency response team to reach the corresponding location. These factors are coupled to the extent that the time to reach the site of the emergency depends, in part, upon where the site is located and upon the best route to that site.
Although normal railroad graphics are very familiar to railroad personnel, such graphics are very difficult for a lay (i.e., non-railroad) person (e.g., a civil emergency dispatcher) to understand.
It is known to employ a web user interface including a representation of a rail corridor that depicts crossing status (e.g., crossing is clear; crossing is blocked; lack of data) using a color-coded icon and that depicts trains in the corridor with icons that exist at an approximate location of a train. The interface automatically updates every three minutes to provide monitoring capability for fire, emergency medical services and police who all may experience disruptions from delays at grade crossings.
There is room for improvement in systems and methods for monitoring train positions.
There is a need for the railroads to provide a system, which superimposes railroad train operating displays with displays from a geographic information system.
These needs and others are met by the present invention, which determines a track section occupied by a train, determines geographic starting and ending positions of the occupied track section, and displays geographic information regarding the occupied track section with other geographic information regarding, for example, static track data and/or static roadway data.
As one aspect of the invention, a method for displaying geographic track data and geographic position data for a train comprises: employing a geographic information system database; entering static track data in the geographic information system database; determining a track section occupied by the train; determining geographic starting and ending positions of the track section; displaying geographic information regarding the static track data from the geographic information system database; determining geographic information regarding the track section occupied by the train from the geographic starting and ending positions of the track section and from the geographic information system database; and displaying the geographic information regarding the track section occupied by the train with the geographic information regarding the static track data.
The method may include storing representations of a plurality of track sections in a first non-geographically based track layout database associated with the computer aided dispatching system; and storing geographical coordinates associated with each of the track sections in a second database.
The method may include employing as the second database a track infrastructure database; including in the track infrastructure database a plurality of records, with one of the records being associated with a corresponding one of the track sections; and including with each of the records a record identifier, an identifier of the corresponding one of the track sections, a starting latitude, a starting longitude, an ending latitude and an ending longitude of the corresponding one of the track sections.
As another aspect of the invention, a method for displaying geographic roadway data, geographic track data, and geographic position data for a train comprises: employing a geographic information system database; entering static roadway data in the geographic information system database; entering static track data in the geographic information system database; determining a track section occupied by the train; determining geographic starting and ending positions of the track section; displaying geographic information regarding the static roadway data and the static track data from the geographic information system database; determining geographic information regarding the track section occupied by the train from the geographic starting and ending positions of the track section and from the geographic information system database; and displaying the geographic information regarding the track section occupied by the train with the geographic information regarding the static roadway data and the static track data.
The method may include storing a starting longitude, a starting latitude, an ending longitude and an ending latitude for each of the track sections in another database; and determining geographic information regarding the track section occupied by the train from the starting longitude, the starting latitude, the ending longitude and the ending latitude of the track section occupied by the train and from the geographic information system database.
The method may include determining another track section occupied by the train; determining geographic starting and ending positions of such another track section; determining geographic information regarding such another track section occupied by the train from the geographic starting and ending positions of such another track section and from the geographic information system database; and displaying the geographic information regarding such another track section occupied by the train.
The method may include responding to an event defined by such determining another track section occupied by the train; and displaying in about real-time the geographic information regarding such another track section occupied by the train.
In accordance with a preferred practice, the method may clear another track section to be occupied by the train; determine as a cleared track section such another track section; determine geographic starting and ending positions of the cleared track section; determine geographic information regarding the cleared track section from the geographic starting and ending positions of the cleared track section and from the geographic information system database; and display the geographic information regarding the cleared track section with the displayed geographic information regarding the track section occupied by the train.
In accordance with a preferred practice, the method may plan a further track section to be occupied by the train; determine as a planned track section the further track section to be occupied by the train; determine geographic starting and ending positions of the planned track section; determine geographic information regarding the planned track section from the geographic starting and ending positions of the planned track section and from the geographic information system database; and display the geographic information regarding the planned track section with the displayed geographic information regarding the track section occupied by the train and with the displayed geographic information regarding the cleared track section.
The method may include determining when the train moves within a geographic area corresponding to a train position layer of the geographic information system database and responsively entering the dynamically determined geographic information in the train position layer of the geographic information system database.
The method may include determining as a cleared track section another track section cleared to be occupied by the train at a future time; and displaying geographic information regarding the cleared track section with the geographic information regarding the track section occupied by the train.
The method may include determining as a planned track section a further track section planned to be occupied by the train at another future time; and displaying geographic information regarding the planned track section with the geographic information regarding the cleared track section and the geographic information regarding the track section occupied by the train.
As another aspect of the invention, a geographic information system for displaying geographic roadway data, geographic track data, and geographic position data for a train comprises: a geographic information system database including static roadway data and static track data; means for determining a track section occupied by the train; means for determining geographic starting and ending positions of the track section; means for displaying geographic information regarding the static roadway data and the static track data from the geographic information system database; means for determining geographic information regarding the track section occupied by the train from the geographic starting and ending positions of the track section and from the geographic information system database; and means for displaying the geographic information regarding the track section occupied by the train with the geographic information regarding the static roadway data and the static track data.
As another aspect of the invention, a geographic information system for displaying geographic roadway data, geographic track data, and geographic position data for a train comprises: a geographic information system database including static roadway data and static track data; a computer aided dispatching system comprising means for determining a track section occupied by the train; a server comprising: a first routine adapted to determine geographic starting and ending positions of the track section, a second routine adapted to display geographic information regarding the static roadway data and the static track data from the geographic information system database, and a third routine adapted to determine geographic information regarding the track section occupied by the train from the geographic starting and ending positions of the track section and from the geographic information system database; a communication network; and a client system adapted to communicate with the server over the communication network, to receive and display the geographic information regarding the static roadway data and the static track data, and to receive and display the geographic information regarding the track section occupied by the train with the geographic information regarding the static roadway data and the static track data.
The computer aided dispatching system may include means for determining a cleared track section to be occupied by the train. The first routine may be further adapted to determine geographic starting and ending positions of the cleared track section. The third routine may further be adapted to determine geographic information regarding the cleared track section from the geographic starting and ending positions of the cleared track section and from the geographic information system database. The client system may further be adapted to receive and display the geographic information regarding the cleared track section to be occupied by the train with the geographic information regarding the track section occupied by the train.
The computer aided dispatching system may further include means for determining a planned track section to be occupied by the train. The first routine may further be adapted to determine geographic starting and ending positions of the planned track section. The third routine may further be adapted to determine geographic information regarding the planned track section from the geographic starting and ending positions of the planned track section and from the geographic information system database. The client system may further be adapted to receive and display the geographic information regarding the planned track section to be occupied by the train with the geographic information regarding the cleared track section to be occupied by the train and with the geographic information regarding the track section occupied by the train.
A full understanding of the invention can be gained from the following description of the preferred embodiments when read in conjunction with the accompanying drawings in which:
As employed herein, the term “track section” shall expressly include, but not be limited by, a segment, section or other portion of a railway track or railroad; or a segment, section or other portion of a track that is controlled and/or monitored by a circuit, such as, for example, a track circuit.
Referring to
The server system 51 includes a web server 55 and a Computer Aided Dispatching (CAD) system 56. The web server 55 includes a geographic information system (GIS) database (GIS DB) 57 including static roadway data and static track data. The CAD system 56 includes a routine 58 for determining one or more track sections occupied by one or more trains. An MSS task 59 transports that information to the web server 55. The web server 55 further includes a first routine, such as WTT 60, adapted to determine geographic starting and ending positions of the occupied track section(s); a second routine, such as a base location image generator 62, adapted to display geographic information regarding the static roadway data and the static track data from the GIS database 57; and a third routine, such as train position system 64, adapted to determine geographic information regarding the occupied track section(s) from the geographic starting and ending positions of the occupied track section(s) and from the GIS database 57.
The client system 53 is adapted to communicate with the server system 51 over the Internet 52, in order to receive and display on the GIS display 54 the geographic information regarding the static roadway data and the static track data, and to receive and display the geographic information regarding the occupied track section(s) with the geographic information regarding the static roadway data and the static track data. The client system 53 includes a suitable processor, such as personal computer (PC) 66, although any suitable processor (e.g., without limitation, computer; workstation) may be employed. The PC 66 includes a web browser 68, which runs a train location display applet 70, that, in turn, connects via the Internet 52 to the web server 55.
The base location image generator 62 provides static roadway infrastructure data 72 and static track data 74 in the vicinity of a municipality of interest, such as 40 of
The CAD system 56 is the source of train position information 80. The CAD system 56 provides the actual train position information 80 based on indication data from track devices (not shown) associated with the track sections 10, 12, 14, 82 of
The train position information 80 includes the one or more tracks, such as track section 12 of
Furthermore, as is discussed below in connection with
Alternatively, actual and predicted data may be provided from a system, such as the CAD system 56, with a planning component (not shown) (e.g., providing tactical planning (e.g., Autorouting) and/or strategic planning (e.g., an optimized traffic planner).
The message switching server (MSS) task 59 of the CAD system 56 receives train position information (e.g., occupied; cleared; planned) from such CAD system and forwards this information 80 to the web translation task (WTT) 60 over a suitable interface, such as an intranet 84. The WTT 60 takes the train position information 80 and translates it to geographic coordinates suitable for display by the PC GIS display 54 in the form of a GIS map, such as the GIS map 86 of
As will be described in greater detail, below, in connection with
The train position system 64 of
The train position system 64 also maintains an in-memory copy of the railroad track layer 92 of
Whenever an event occurs in which a train occupies a different track section, the routine 58 of the CAD system 56 sends through the MSS task 59 a track occupancy message 112 including a track identifier 114 to the web translation task (WTT) 60. The track occupancy message 112 is sent from the CAD system 56 responsive to a train occupying a track section. The CAD system 56 sends such messages 112 for all trains on any track section that is controlled and/or monitored by such CAD system. Preferably, the train position system 64 maintains one or more GIS maps (e.g., bounded by three or more (e.g., four) longitude/latitude nodes), such as GIS map 86 of
The train position system 64 uses the starting and ending latitude and longitude points 118 from the train position message 120 to search railroad layer GIS data 122. The railroad layer GIS data 122 is an in-memory copy of railroad graphic coordinates in the format of GIS data files and records (
The train position layer GIS data 124 is preferably stored in memory, in order that client requests for new GIS displays (e.g., 54 of
The feature 90, in a format corresponding to the GIS data files and records (
The CAD system 56 preferably stores representations of a plurality of track sections in a first non-geographically based track layout database (DB) 130. The CAD system 56 does not make use of the geographical coordinates 104, 106, 108, 110 associated with each of those track sections in the track infrastructure database 93.
It will be appreciated that the MSS task 59, WTT 60, train position system 64 and applet 70 cooperate to respond to new events, such as, for example, where the same train occupies a different track section or where another train first occupies a track section. Hence, another sequence of messages 112, 116, 120, 128 responsively causes an efficient update of the features 90, 90′, 90″ of the GIS map 86 (
Preferably, the train position system 64 determines when a train moves within a geographic area corresponding to a train position layer 136 of the GIS database 94 of
Alternatively, the GIS database 94 may include a plurality of different GIS maps including, for example, the GIS map 86, with each of such maps being bounded by known, predetermined geographic coordinates for corresponding geographic areas. In this example, by employing the starting and ending track points 118 of the train position message 120, and the geographic coordinates of the GIS maps, the train position system 64 determines which one or more of the various GIS maps is (are) associated with those track points 118. Those GIS maps include one or more track sections that are currently occupied by the train. The train position system 64 uses the railroad layer 92 (
As shown by
First, a CTC subsystem task 58′ of the CAD system 56 sends a track clear message 112′ through the MSS task 59 (
As shown by
First, a planning subsystem task 58″ of the CAD system 56 sends a signal lamp planned message 112″ through the MSS task 59 (
In turn, the four corresponding starting and ending latitude and longitude values of the track section corresponding to the track identifier 144 are retrieved by the WTT 60 from a track configuration message 116″ and are sent, as shown at 118″, to the train position system 64 in a train planned message 120″. These data transformations are similar to the transformations for track occupancy as was discussed above in connection with
As will be appreciated from
The GIS 50 of
An important aspect of the invention is the combination of information/communication subsystems along with access to train position information to strengthen the link (and improve relations) between civil/municipal authorities, particularly those in charge of emergency response, and the appropriate rail authorities and railroads. Furthermore, by employing web-based technologies for communication and low cost access to train position information, emergency response facilities can improve their operations by more effectively and efficiently responding to emergencies when these involve or are affected by railroads.
The example GIS map 86 includes five layers: (1) landmark 164; (2) roadway 166; (3) railroad 92; (4) train position 136; and (5) label 168, as shown in
Although five layers are shown in
Each one of the layers 164, 166, 92, 136, 168 is made of a number of GIS features. A feature can be a node, a line or an area.
A node represents an intersection point or the end point of a line. Each node is uniquely numbered and is located by a pair of XY geographical coordinate values. The transformation between geographical coordinate values (e.g., points 118 of
Lines are also uniquely numbered. A line's geometry is described by a series of coordinate pairs. A straight line is defined by only two coordinate pairs (representing the beginning and the end of the line), whereas additional coordinate pairs are employed to represent curvilinear features. The more coordinate pairs that are employed, the more precise the geometric definition of the line.
Areas are bounded by one or more lines and may be identified by a centroid or another suitable point that is located anywhere within the area.
Because GIS displays, such as the GIS map 86 of
Preferably, in terms of low cost access, the Internet, and in particular, protocol-enabled technologies, provide the communication link between the rail authority and the emergency services of the civil authorities.
In the case of public transit, the number of users is far fewer. The GIS displays, such as GIS map 86, serve a different purpose than that intended for mainline railroads. For a heavy rail subway, for example, it may be desirable to show the location of transit lines relative to the street network above. This type of display may be static (e.g., track/street network only) or dynamic (e.g., with vehicle location). This may likely be used within a control center and not necessarily require web access.
Alternatively, any municipal agency, whether proximately located or not, may be given access to the GIS map(s).
A similar application may be applied to light rail transit (LRT), although this too would probably be utilized within a control center. Other information, such as emergency access and evacuation points, may be added.
Although not shown in
Since Sep. 11, 2001, the increased risk of disasters from malicious tampering for the purpose of destroying key facilities, railroads and transit systems in the vicinities of towns and cities warrants the need for an informed response system. In fact, the increased likelihood of such disasters may be the area in which the disclosed GIS 50 will have the greatest impact.
The disclosed GIS 50 provides a secure, easy-to-understand display of trackage in the vicinity of a particular municipality (e.g., railroad tracks running through a town) at an emergency dispatch center, thereby enabling emergency services to react more effectively to train position.
The disclosed GIS 50 displays train location in a specific block of track in near real-time on a GIS display 54 using a standard web browser interface. The easily understood display includes rail lines, highway, street and other civil information. This may be employed by emergency services (e.g., police; fire; medical) and other civil authorities to aid in the dispatch of emergency personnel and equipment and to improve emergency response time. Preferably, a secure system is employed, which is not easily accessible by unauthorized users. In the case of transit and commuter systems, civil authorities may respond more quickly to accidents or breakdowns in tunnels since they have the ability to locate trains. Hence, dispatchers immediately know where to send and how to route an emergency response team. This provides civil authorities with near real-time displays of train direction and accurate geographic location, in order that emergency vehicle dispatchers can more effectively route emergency vehicles around obstructed railroad crossings. Such a civil overview system may employ current, cleared and planned train movements on variable train routes and provide travel route mapping to civil authorities for selecting a route in view of such train movements, thereby allowing emergency vehicles to avoid congestion due to railroad traffic.
The present system and method may be employed by civil authorities to monitor railroad and transit operations in municipalities and congested areas, and by any other activity requiring near real-time knowledge of train locations.
The disclosed GIS 50 will have a significant impact on large railroad networks where there are a significant number of potential users (e.g., many hundreds) who are geographically dispersed, have no specialized computing equipment and are not directly connected to a CAD system.
Although GIS displays, such as 54, and a civil authority client, such as the PC 66, have been disclosed in connection with the display of geographic information, such as the GIS map 86, any suitable display may be employed. For example, such information may be stored, printed on hard copy, be computer modified, be combined with other data, or be transmitted for display elsewhere. All such processing shall be deemed to fall within the terms “display” or “displaying” as employed herein.
While specific embodiments of the invention have been described in detail, it will be appreciated by those skilled in the art that various modifications and alternatives to those details could be developed in light of the overall teachings of the disclosure. Accordingly, the particular arrangements disclosed are meant to be illustrative only and not limiting as to the scope of the invention which is to be given the full breadth of the claims appended and any and all equivalents thereof.
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