Patent Application
20240149929
Aspects of the present disclosure generally relate to railroads and railroad vehicles, e. g. trains, and more particularly to train control systems including hazard management and associated methods.
Controlling movement of trains in a modern environment is a complex process. Collisions with other trains must be avoided and regulations in areas such as grade crossings must be complied with. Train control systems such as Positive Train Control, herein referred to as ‘PTC’, and Automatic Train Control, herein referred to as ‘ATC’, increase performance of trains and railroads in terms of for example speed, reliability, and safety.
PTC is a system designed to prevent train-to-train collisions, derailments caused by excessive speeds, unauthorized train movements in work zones, and the movement of trains through switches left in the wrong position. PTC networks enable real-time information sharing between trains, rail wayside devices, and ‘back office’ applications, regarding train movement, speed restrictions, train position and speed, and the state of signal and switch devices.
Briefly described, one or more embodiments of the present disclosure provide for train control systems, specifically PTC systems, and methods for handling hazard information, including potential and enforceable hazards, utilizing a train control system.
A first aspect of the present disclosure provides a train control system comprising an onboard unit configured to be installed in a locomotive of a train, a back office server system, a hazard management system, and a communication network configured to interface with the onboard unit, the back office server system and the hazard management system, wherein the hazard management system is configured to collect and process hazard related information, and wherein the hazard management system is configured to determine vital and non-vital hazard information based on the hazard related information and to communicate the vital and non-vital information to the onboard unit.
A second aspect of the present disclosure provides a method for handling hazard information, the method comprising collecting hazard related information by a hazard management system of a train control system, determining vital and non-vital hazard information based on the collected hazard related information by the hazard management system, communicating, by the hazard management system, the vital and non-vital hazard information to an onboard unit, the onboard unit being installed in a locomotive of a train, and receiving and processing the vital and non-vital hazard information by the onboard unit during operation of the train.
To facilitate an understanding of embodiments, principles, and features of the present disclosure, they are explained hereinafter with reference to implementation in illustrative embodiments. In particular, they are described in the context of systems and methods for hazard management in connection with trains.
Various technologies that pertain to systems and methods will now be described with reference to the drawings, where like reference numerals represent like elements throughout. The drawings discussed below, and the various embodiments used to describe the principles of the present disclosure in this disclosure are by way of illustration only and should not be construed in any way to limit the scope of the disclosure.
In general, PTC system 100 comprises back office server system 110, herein also referred to as BOS system 110, an onboard unit 120 installed and operating in a locomotive of a train, herein also referred to as OBU 120, and a system of wayside interface units 130, herein also referred to as WIUs 130. Further, system 100 comprises a communication network 140 configured to interface with the BOS system 110, the OBU 120, and the WIUs 130.
The PTC system 100 enables enable real-time information sharing between the BOS system 110, OBUs 120 of trains, and WIUs 130, regarding train movement, speed restrictions, train position and speed, and the state of signal and switch devices etc.
The BOS system 110 is a storehouse for speed restrictions, track geometry and wayside signaling configuration databases. The BOS system 110 is operably coupled to a computer aided dispatch system 150, herein also referred to as CAD system 150. The CAD system 150 can be integrated in the BOS system 110. The CAD system 150 is configured to display and dispatch information/data, i. e. messages, to other components or sub-systems, such as the BOS system 110. In an example, the CAD system 150 comprises a human-machine-interface (HMI), e. g. computer and screen, and can be configured to display information on the screen, such as information/data collected by the WIUs 130. Further, the CAD system 150 can be configured such that information/data can be entered, for example manually by an operator, for further processing by the CAD system 150 and/or the BOS system 110.
The OBU 120 monitors and controls train movement, for example if train operator (engineer) fails to respond to audible warnings. The OBU 120 is in communication with a positioning system 160 to determine the position of the train. The positioning system 160 can be for example the Global Positioning System, known as GPS, and the OBU 120 can comprise a GPS receiver.
The WIUs 130 are configured to collect and communicate wayside information to the BOS system 110 and/or OBU 120, via communication network 140. Such wayside information can include for example switch positions, signal states etc.
As noted, the WIUs 130 are configured to collect and communicate wayside information to the BOS system 110, via communication network 140. Such wayside information can include for example switch positions, signal states etc. However, the wayside information is for static devices only, since switches, signals and hazard detectors do not move around.
Speed restrictions, also known as Bulletins, and Movement Authorities, herein referred to as ‘MA’, which are permissions for a train to move from one point to another according to the characteristics of the infrastructure and freedom of the street, are communicated via the BOS system 110 to trains. This information is more dynamic (e.g., movement authorities “move” with the train) but rely on procedures and are not very precise when it comes to the actual location of trains (the train is expected to be within the given MA).
Certain information that is provided to the trains, via OBU 120, is used to ensure safe operations by having the OBU 120 enforce limits and prevent trains enter areas that may contain hazards. For example, an OBU 120 will not allow a train to cross a switch, if the position of the switch cannot be verified safely.
Known systems, such as system 100 of
In accordance with an exemplary embodiment of the present disclosure, the system 200 comprises a hazard management system 160 and a hazard extension 124 to enhance the safety of trains and the overall system 200.
The hazard management system 160 is operably coupled with or integrated in the BOS system 110 and/or CAD system 150. The hazard extension 124 is operably coupled with or integrated in the OBU 120. The hazard management system 160 and the hazard extension 124 may be embodied as software or a combination of software and hardware. They may be separate components or may be existing components programmed to perform a function or method as described herein. For example, the hazard management system 160 may be incorporated, for example programmed, into the BOS system 110. Similarly, the hazard extension 124 may be incorporated, for example programmed, into an existing module of the OBU 120.
The hazard management system 160 is configured to collect and process hazard related information, to determine vital and non-vital hazard information based on the hazard related information and to distribute the vital and non-vital information to the OBU 120, via the hazard extension 124 of the OBU 120.
The hazard related information is collected from various sources, the various sources including position reports from multiple OBUs 120 of multiple trains, track circuit occupancy status from track circuits (WIUs 130), health information from level crossings, positioning information from end-of-train units etc. Based on the collected hazard related information, the hazard management system 160 determines vital and non-vital hazard information which is then forwarded or distributed to other sub-systems of the system 200, such as OBUs 120 and CAD system 150.
Vital hazard information comprises enforceable hazards, the vital hazard information being displayed via a display of a human-machine-interface of the OBU 120 and enforced by the OBU 120. In an example, the vital hazard information is handled and processed by the hazard extension 124, or by the OBU 120 utilizing the hazard extension 124.
Enforceable hazards are enforced by the OBU 120 and include for example a brake enforcement because of a stop target, for example to prevent train-to-train collision. A stop target is also referred to as red fence, in reference to the graphic displayed on the OBU 120 for a stop target.
Non-vital hazard information comprises potential hazards, the non-vital hazard information being at least displayed by the OBU 120. The non-vital hazard information is handled and processed by the hazard extension 124 or by the OBU 120 utilizing the hazard extension 124. Potential hazards include for example information to improve situational awareness, such as maintenance crews working on parallel train tracks. Potential hazards are also referred to as yellow fence, in reference to the graphic displayed on the OBU 120.
The vital and non-vital hazard information may be forwarded by the hazard management system 160 to the hazard extension 124 of the OBU 120, via wireless network 140. In another example, the hazard information may be forwarded by the BOS system 110 to the hazard extension 124 of the OBU 120, after the BOS system 110 has received and processed the hazard information from the hazard management system 160.
The CAD system 150 is configured to receive, to process and to display the vital and non-vital hazard information from the hazard management system 160. For example, the CAD system 150 is configured to display the hazard information on a screen or display of a human-machine-interface (HMI), e. g. computer and screen. Further, the CAD system 150 can be configured such that information/data can be entered, for example manually by an operator, for further processing by the CAD system 150 and/or the BOS system 110. Specifically, hazard information may be entered manually via the CAD system 150, such as where and when maintenance crews are present and working, locations of broken rails, etc.
In the embodiment of
An EOT 180 is an electronic device which performs several functions, some of which are required by regulations of the Federal Railroad Administration (FRA). The EOT 180 is typically attached at a rear of a last car on a train, often to an unused coupling on an end of the last car opposite a head of the train. Examples of components of the EOT 180 can include cell phone transceivers, systems for monitoring/controlling brake lines and pressure, communication systems for communicating with other units such as for example head of train devices etc. The EOT 180 comprises a tracking device, such as a receiver for a satellite navigation system (see for example system 160 illustrated in
The vital train tracker 170 is configured to receive and process information from the EOTs 180. For example, the EOTs 180 communicate their position via a wireless network. The vital train tracker 170 receives the positioning information of the EOTs 180 and determines that an EOT 180 of a first train ahead of a second train may be considered an enforceable hazard if a distance between the EOT 180 of the first train and the second train is too small and/or the first train stopped moving. In this case, the vital train tracker 170 determines a vital (enforceable) hazard, that is a stop target (red fence). The stop target is communicated/distributed to other relevant OBUs 120 to avoid a collision between trains. Further, the vital train tracker 170 is coupled to the CAD system 150 such that the CAD system 150 receives and displays train information for vitally tracking trains in real-time.
In another embodiment of the present disclosure, the potential and enforceable hazard may be calculated utilizing algorithms, for example machine learning algorithms. Based on for example historical data, train networks, train schedules and maintenance/repair crews, the hazard management system 160 can be configured to calculate potential and enforceable hazards.
Multiple trains 402, 404, 406 are travelling on railroad tracks 410 in the same direction, indicated by arrows next to the trains 402, 404, 406. The BOS system 110 receives occupancies and position reports for train tracking from the trains 402, 404, 406 via their respective OBU 120. The occupancies and position reports are used by the CAD system 150 to track and display trains 402, 404, 406.
In an embodiment, the received information (occupancies and position reports) is processed by the hazard management system 160 and sent back to relevant OBUs of nearby trains and displayed as hazards. For example, train 406 communicates, via its OBU, track occupancy and positioning information to the BOS system 110 and hazard management system 160, see communication path 420. The hazard management system 160 receives and processes the information and determines either a potential or enforceable hazard for relevant trains, such as trains 404, 402. The BOS system 110 sends the potential or enforceable hazard information to the OBU of train 404, see communication path 422. In case of a potential hazard, the OBU of train 404 displays a potential hazard (yellow fence). However, if train 406 travels very slowly or stopped moving, the hazard management system 160 determines an enforceable (vital) hazard and sends the enforceable hazard information to the OBU of train 404. The OBU of train 404 then displays a stop target (red fence) and enforces the stop target by stopping the train 404 to prevent collision with train 406. Accordingly, based on position reports and occupancy of train 404, potential and/or enforceable hazard information is sent to OBU of train 402, see communication paths 420, 422.
Multiple trains 502, 504, 506 are travelling on railroad tracks 510 in the same direction, indicated by arrows next to the trains 502, 504, 506. The BOS system 110 receives occupancies and position reports for train tracking. The occupancies and position reports are used by the CAD system 150 to track and display the trains 502, 504, 506.
As described earlier with reference to
For example, the EOTs 180 communicate their position and other information via a wireless network, see communication path 520. The vital train tracker 170 (hazard management system 160) receives and processes the information of the EOTs 180. For example, the vital train tracker 170 determines that an EOT 180 of the first train 506 ahead of the second train 504 is an enforceable hazard if a distance between the first train 506 and the second train 504 is too small and/or the first train 506 stopped moving. In this case, the vital train tracker 170 determines a vital hazard, that is a stop target (red fence). The enforceable hazard/stop target is communicated to other trains, specifically train 504 to avoid a collision between trains 506, 504, see communication path 522. Further, based on position reports of the train 504, enforceable hazard information may be sent to the third train 502, for example if second train 504 stops.
In another embodiment, the CAD system 150 is configured for vital train tracking, that means the vital train tracker 170 provides the information received from the EOTs 180 to the CAD system 150 for tracking and displaying.
As described earlier, in an embodiment, the CAD system 150 comprises a human-machine-interface (HMI), e. g. computer and screen, and can be configured such that information/data can be entered, for example manually by an operator, for further processing by the CAD system 150 and/or the BOS system 110. In our example of
In the examples of
In railway signaling, a moving block is a signaling block system where blocks are defined in real time as safe zones around each train. This requires knowledge of exact locations and speed of all trains at any given time, and continuous communication between the BOS system 110 and the OBUs 120 of the trains. Moving block allows trains to run closer together (reduced headway) while maintaining required safety margins, thereby increasing the track systems overall capacity. The contrast is a fixed block signaling system.
In accordance with an exemplary embodiment of the present disclosure, the train control system 300 including the vital tracker 170 in combination with EOTs 180, see
Specifically with reference to our example in
It should be appreciated that acts associated with the above-described methodologies, features, and functions (other than any described manual acts) may be carried out by one or more data processing systems, such as hazard management system 160, vital train tracker 170 and hazard extension 124 via operation of at least one processor and at least one memory.
The provided systems 200, 300 and associated methods increase safety, as well as reduce cost by removing some existing complexity in the BOS system 110. Further, a dynamic reaction to potential and enforceable hazards can be provided, either by creating a better situational awareness, e. g. displaying potential hazards on OBU 120, or by red-fencing and enforcing hazards via the OBU 120 based on the information provided by the hazard management system 160 and the vital train tracker 170.
New information, for example information transmitted by EOTs 180 or incorrectly operating crossings, can be communicated to trains more easily. The described train control systems 200, 300 and associated methods allow the following, including, but not limited to:
