Enforcing Restricted Speed Rules Utilizing Track Data and Other Data Sources

Abstract

A system and method of dynamic train control for restricting the speed of a train in a railway on an approach to a visual barrier may include determining a stopping distance of a train to a visual barrier upon detecting a presence of the visual barrier in the railway, generating one or more stop target distances during an approach to the visual barrier based on the speed of the train on the approach to the visual barrier, and generating a warning for an operator to reduce the speed of the train based on the train moving within a warning distance associated with the stopping distance of the one or more stop target distances associated with the visual barrier.

Description

BACKGROUND OF THE INVENTION

Field of the Invention

Disclosed embodiments relate generally to vehicle systems and networks, such as railway systems, including trains travelling in a track or railway network, and in particular to a method and system for providing improved protection for trains operating at restricted speed on approach to a visual barrier, such as in connection with Positive Train Control (PTC) systems.

Description of Related Art

A railway operating authority is responsible for conducting rail traffic safely along one or more track routes under its control. The movement of one or more trains along a railway track route can be governed in a variety of ways (e.g., signaled, unsignaled, etc.). A railway operating authority may operate in one or more of the vehicle systems and track networks that exist throughout the world, and at any point in time, a plurality of types of vehicles, such as, for example, cars, trucks, buses, trains, and/or the like that are travelling throughout the vehicle systems and track networks. With reference to trains travelling in a track network, the locomotives of such trains are typically equipped with, or operated by using, train control, communication, and management systems, (e.g., Positive Train Control (PTC) systems), such as, the I-ETMS® of Wabtec Corp.

Train control, communication, and management systems responsible for conducting safe rail-traffic speed limits in the United States are regulated by the Federal Railroad Administration. For example, the primary foundation of restricted speed for all rail carriers is found in the Code of Federal Regulations, dealing with speed restriction, which requires “[a] speed that will permit stopping within one-half the range of vision.” Rail-traffic speeds may be restricted based on one or more circumstances in the railway, such as, for example, speed restrictions based on factors including curvature, signaling, track condition, physical condition of a train, presence of grade crossings, and/or the like.

SUMMARY OF THE INVENTION

In some non-limiting embodiments or aspects, provided are dynamic train control systems, computer-implemented methods, and computer program products for restricting the speed of a train in a railway on an approach to a visual barrier. Preferably, provided are improved systems, methods, and computer program products that overcome certain deficiencies and drawbacks associated with existing systems, methods, and computer program products for restricting the speed of a train in a railway on an approach to a visual barrier.

In a non-limiting embodiment or aspect, provided is a computer-implemented dynamic train control method for restricting the speed of a train in a railway on an approach to a visual barrier. The method may include: determining a stopping distance to the visual barrier upon detecting a presence of the visual barrier in the railway; generating one or more stop target distances during the approach to the visual barrier based on the speed of the train on the approach to the visual barrier; and generating a warning for an operator to reduce the speed of the train based on the train moving to within a warning distance associated with the stopping distance of the one or more stop target distances associated with the visual barrier.

In a non-limiting embodiment or aspect, provided is a computer-implemented dynamic train control system for restricting the speed of a train on approach to an upcoming visual barrier. The method including: one or more processors programmed and/or configured to: determine a stopping distance to the visual barrier upon detecting a presence of the visual barrier in the railway; generate one or more stop target distances during the approach to the visual barrier based on the speed of the train on the approach to the visual barrier; and generate a warning for an operator to reduce the speed of the train based on the train moving within a warning distance associated with the stopping distance of the one or more stop target distances associated with the visual barrier.

In a non-limiting embodiment or aspect, provided is a computer program product comprising at least one non-transitory computer-readable medium including program instructions that, when executed by at least one processor, cause the at least one processor to: determine a stopping distance to the visual barrier upon detecting a presence of the visual barrier in the railway; generate one or more stop target distances during the approach to the visual barrier based on the speed of the train on the approach to the visual barrier; and generate a warning for an operator to reduce the speed of the train based on the train moving within a warning distance associated with the stopping distance of the one or more stop target distances associated with the visual barrier.

The present invention is neither limited to nor defined by the above summary. Rather, reference should be made to the claims for which protection is sought with consideration of equivalents thereto.

Further preferred and non-limiting embodiments or aspects will now be described in the following numbered clauses:

Clause 1: A computer-implemented dynamic train control method for restricting the speed of a train in a railway on an approach to a visual barrier, comprising: determining a stopping distance to the visual barrier upon detecting a presence of the visual barrier in the railway; generating one or more stop target distances during the approach to the visual barrier based on the speed of the train on the approach to the visual barrier; and generating a warning for an operator to reduce the speed of the train based on the train moving to within a warning distance associated with the stopping distance of the one or more stop target distances associated with the visual barrier.

Clause 2: The computer-implemented method according to clause 1, wherein generating the warning for the operator further comprises: automatically generating at least one updated stop target distance of the one or more stop target distances outside the warning distance associated with the stopping distance based on a current speed.

Clause 3. The computer-implemented method according to clauses 1 and 2, further comprising: generating a speed profile from an initial stop target distance of the one or more stop target distances for enforcing the speed of the train on approach to the visual barrier; and monitoring the train for a stop based on the visual barrier by monitoring at least one of the one or more stop target distances, the speed profile, the speed of the train on approach to the visual barrier, or at least one warning distance associated with at least one stopping distance in the approach to the visual barrier.

Clause 4: The computer-implemented method according to clauses 1-3, further comprising: in response to generating an updated stop target distance, monitoring the train based on the updated stop target distance of the one or more stop target distances to maintain a stopping distance within at least a warning distance of the visual barrier until a clear path beyond the at least one visual barrier is confirmed.

Clause 5: The computer-implemented method according to clauses 1-4, comprising: detecting the visual barrier based on track data, sensor data, or image data associated with a track in the railway; and predicting an initial stopping distance on the approach to the visual barrier, the stopping distance associated with at least one of a maximum restricted speed for the train to stop within one-half the range of vision, a maximum allowable speed, a speed limit, or a braking curve.

Clause 6: The computer-implemented method according to clauses 1-5, wherein detecting the visual barrier further comprises receiving or sensing one or more images associated with the railway immediately in front of the train.

Clause 7: The computer-implemented method according to clauses 1-6, comprising maintaining the speed of the train on approach to the visual barrier based on at least one of the one or more stop target distances or a speed profile until a clear path beyond the visual barrier is confirmed.

Clause 8: The computer-implemented method according to clauses 1-7, comprising: detecting at least one visual barrier based on at least one of wheel data, rail data, train position data, car position data, train speed data, track data, track location data, track curvature data, track profile data, track grade data, train weight data, car weight data, train length data, car length data, environmental data, or authority data.

Clause 9: The computer-implemented method according to clauses 1-8, wherein generating the one or more stop target distances comprises determining a position of the one or more stop target distances between the train and the visual barrier.

Clause 10: A dynamic train control system for restricting the speed of a train on approach to an upcoming visual barrier, comprising: one or more processors programmed and/or configured to: determine a stopping distance to the visual barrier upon detecting a presence of the visual barrier in the railway; generate one or more stop target distances during the approach to the visual barrier based on the speed of the train on the approach to the visual barrier; and generate a warning for an operator to reduce the speed of the train based on the train moving to within a warning distance associated with the stopping distance of the one or more stop target distances associated with the visual barrier.

Clause 11: The dynamic train control system according to clause 10, wherein the one or more processors are configured to generate the warning for the operator by: automatically generating at least one updated stop target distance of the one or more stop target distances outside the warning distance associated with the stopping distance based on a current speed.

Clause 12: The dynamic train control system according to clauses 10 and 11, wherein the one or more processors are configured to: generate a speed profile from an initial stop target distance of the one or more stop target distances for enforcing the speed of the train on approach to the visual barrier; and monitor the train for a stop based on the visual barrier by monitoring at least one of the one or more stop target distances, the speed profile, the speed of the train on approach to the visual barrier, or at least one warning distance associated with at least one stopping distance in the approach to the visual barrier.

Clause 13: The dynamic train control system according to clauses 10-12, wherein the one or more processors are configured to: in response to generating an updated stop target distance, monitor the train based on the stop target distance of the one or more stop target distances to maintain a stopping distance within at least a warning distance of the visual barrier until a clear path beyond the at least one visual barrier is confirmed.

Clause 14: The dynamic train control system according to clauses 10-13, wherein the one or more processors are configured to: detect the visual barrier based on track data, sensor data, or image data associated with a track in the railway; and predict an initial stopping distance on the approach to the visual barrier, the stopping distance associated with at least one of a maximum restricted speed for the train to stop within one-half the range of vision, a maximum allowable speed, a speed limit, or a braking curve.

Clause 15: The dynamic train control system according to clauses 10-14, wherein the one or more processors are configured to detect the visual barrier by receiving or sensing one or more images associated with the railway immediately in front of the train.

Clause 16: The dynamic train control system according to clauses 10-15, wherein the one or more processors are configured to maintain the speed of the train on approach to the visual barrier based on at least one stop target distance of the one or more stop target distances or a speed profile until a clear path beyond the visual barrier is confirmed.

Clause 17: The dynamic train control system according to clauses 10-16 wherein the one or more processors are configured to: detect at least one visual barrier based on at least one of wheel data, rail data, train position data, car position data, train speed data, track data, track location data, track curvature data, track profile data, track grade data, train weight data, car weight data, train length data, car length data, environmental data, or authority data.

Clause 18: The dynamic train control system according to clauses 10-17, wherein the one or more processors are configured to generate the one or more stop target distances by determining a position of the one or more stop target distances between the train and the visual barrier.

Clause 19: A computer program product comprising at least one non-transitory computer-readable medium including program instructions that, when executed by at least one processor, cause the at least one processor to: determine a stopping distance to the visual barrier upon detecting a presence of the visual barrier in the railway; generate one or more stop target distances during the approach to the visual barrier based on the speed of the train on the approach to the visual barrier; and generate a warning for an operator to reduce the speed of the train based on the train moving to within a warning distance associated with the stopping distance of the one or more stop target distances associated with the visual barrier.

Clause 20. The computer program product according to clause 19, wherein the one or more instructions further cause the at least one processor to generate the warning for the operator by: automatically generating at least one updated stop target distance of the one or more stop target distances outside the warning distance associated with the stopping distance based on a current speed.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a dynamic train control system for restricting the speed of a train in a railway on an approach to a visual barrier according to some non-limiting embodiments or aspects;

FIG. 2 illustrates a flowchart of a non-limiting embodiment or aspect of a process for dynamic train control; and

FIGS. 3A-3C illustrate an implementation of a non-limiting embodiment or aspect of a process disclosed herein according to some non-limiting embodiments or aspects.

DETAILED DESCRIPTION

It is to be understood that the present disclosure may assume various alternative variations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification, are simply exemplary and non-limiting embodiments or aspects. Hence, specific dimensions and other physical characteristics related to the embodiments or aspects disclosed herein are not to be considered as limiting.

For purposes of the description hereinafter, the terms “end,” “upper,” “lower,” “right,” “left,” “vertical,” “horizontal,” “top,” “bottom,” “lateral,” “longitudinal,” and derivatives thereof shall relate to embodiments or aspects as they are oriented in the drawing figures. However, it is to be understood that embodiments or aspects may assume various alternative variations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification, are simply non-limiting exemplary embodiments or aspects. Hence, specific dimensions and other physical characteristics related to the embodiments or aspects disclosed herein are not to be considered as limiting unless otherwise indicated.

No aspect, component, element, structure, act, step, function, instruction, and/or the like used herein should be construed as critical or essential unless explicitly described as such. Also, as used herein, the articles “a” and “an” are intended to include one or more items, and may be used interchangeably with “one or more” and “at least one.” Furthermore, as used herein, the term “set” is intended to include one or more items (e.g., related items, unrelated items, a combination of related and unrelated items, etc.) and may be used interchangeably with “one or more” or “at least one.” Where only one item is intended, the term “one” or similar language is used. Also, as used herein, the terms “has,” “have,” “having,” or the like, are intended to be open-ended terms. Further, the phrase “based on” is intended to mean “based at least partially on” unless explicitly stated otherwise.

As used herein, the terms “communication” and “communicate” may refer to the reception, receipt, transmission, transfer, provision, and/or the like of information (e.g., data, signals, messages, instructions, commands, and/or the like). For one unit (e.g., a device, a system, a component of a device or system, combinations thereof, and/or the like) to be in communication with another unit means that the one unit is able to directly or indirectly receive information from and/or transmit information to the other unit. This may refer to a direct or indirect connection that is wired and/or wireless in nature. Additionally, two units may be in communication with each other even though the information transmitted may be modified, processed, relayed, and/or routed between the first and second unit. For example, a first unit may be in communication with a second unit even though the first unit passively receives information and does not actively transmit information to the second unit. As another example, a first unit may be in communication with a second unit if at least one intermediary unit (e.g., a third unit located between the first unit and the second unit) processes information received from the first unit and communicates the processed information to the second unit. In some non-limiting embodiments or aspects, a message may refer to a network packet (e.g., a data packet and/or the like) that includes data. It will be appreciated that numerous other arrangements are possible.

As used herein, the term “computing device” may refer to one or more electronic devices that are configured to directly or indirectly communicate with or over one or more networks. A computing device may be a mobile or portable computing device, a desktop computer, a server, and/or the like. Furthermore, the term “computer” may refer to any computing device that includes the necessary components to receive, process, and output data, and normally includes a display, a processor, a memory, an input device, and a network interface. A “computing system” may include one or more computing devices or computers. An “application” or “application program interface” (API) refers to computer code or other data sorted on a computer-readable medium that may be executed by a processor to facilitate the interaction between software components, such as a client-side front-end and/or server-side back-end for receiving data from the client. An “interface” refers to a generated display, such as one or more graphical user interfaces (GUI) with which a user may interact, either directly or indirectly (e.g., through a keyboard, mouse, touchscreen, etc.). Further, multiple computers, e.g., servers, or other computerized devices, such as an autonomous vehicle including a vehicle computing system, directly or indirectly communicating in the network environment, may constitute a “system” or a “computing system”.

It will be apparent that the systems and/or methods described herein can be implemented in different forms of hardware, software, or a combination of hardware and software. The actual specialized control hardware or software code used to implement these systems and/or methods is not limiting of the implementations. Thus, the operation and behavior of the systems and/or methods are described herein without reference to specific software code, it being understood that software and hardware can be designed to implement the systems and/or methods based on the description herein.

Some non-limiting embodiments or aspects are described herein in connection with thresholds. As used herein, satisfying a threshold may refer to a value being greater than the threshold, more than the threshold, higher than the threshold, greater than or equal to the threshold, less than the threshold, fewer than the threshold, lower than the threshold, less than or equal to the threshold, equal to the threshold, etc.

In some non-limiting embodiments or aspects, computing systems may provide protection by determining speed restrictions based on a train traversing an upcoming track network (e.g., the track ahead of a train's direction of travel, etc.). However, the circumstances surrounding the use of restricted speed may vary and a maximum restricted speed may not be helpful in certain circumstances where a determination and/or detection is needed or a speed is needed that will permit stopping within one-half the range of vision (e.g., in some cases traveling at a maximum restricted speed will not permit stopping within one-half the range of vision although it is used to determine a stopping distance, etc.). For example, computing systems may not provide protection with respect to unmonitored rail obstructions, undetected conditions in a track network, and/or the like when under a speed restriction when operating at a maximum restricted speed. As an example, computing systems may not provide restricted speeds sufficient to permit stopping within one-half the range of vision of a visual barrier (e.g., sharp curves around which a train operator may not be able to see around, the peak of a hill over which a vehicle operator may not be able to see, or an unexpected vehicle in the track network, etc.), may not provide or may not accurately and/or efficiently provide enforcement of a speed for stopping within one-half the range of vision of one or more visual barriers, obstructions, or conditions, may not accurately and/or efficiently slow a train to detect a visual barrier associated with the restricted speed, may not efficiently slow a train to update and/or reassess the visual barrier, and may not provide and/or obtain sufficient information to assess a dangerous condition associated with the visual barrier. Additionally and/or alternatively, computing systems may provide a sufficient speed and/or a speed to obtain sufficient confirmation of a visual barrier to efficiently and/or safely lift the visual barrier (e.g., remove the restricted speed associated with the visual barrier, etc.).

As disclosed herein, in some non-limiting embodiments or aspects, a computer-implemented dynamic train control method for restricting the speed of a train in a railway on an approach to a visual barrier may include: determining a stopping distance to the visual barrier upon detecting a presence of the visual barrier in the railway; generating one or more stop target distances during the approach to the visual barrier based on the speed of the train on the approach to the visual barrier; and generating a warning for an operator to reduce the speed of the train based on the train moving within a warning distance associated with the stopping distance of the one or more stop target distances associated with the visual barrier. In this way, the dynamic train control system and method may provide restricted speeds sufficient to permit stopping within one-half the range of vision of a visual barrier, sharp curves or other visually obstructed railway maneuvers, the peak of a hill over which a vehicle operator may not be able to see, or an unexpected vehicle in the track network. Additionally, the dynamic train control system and method may accurately and/or efficiently provide enforcement of restrictive speeds for stopping within one-half the range of vision of one or more visual barriers, obstructions, or conditions, may more accurately and/or efficiently detect a visual barrier in the railway ahead, may more efficiently and/or accurately update and/or reassess a visual barrier, may obtain sufficient information to timely assess a dangerous condition associated with the visual barrier, and/or confirm a visual barrier to efficiently and safely lift the visual barrier (e.g., remove the restricted speed associated with the visual barrier, etc.).

Referring now to FIG. 1, FIG. 1 is a diagram of a non-limiting embodiment or aspect of a dynamic train control system 100 in which systems and/or methods, described herein, can be implemented. In some non-limiting embodiments or aspects of dynamic train control method and system 100, train 10 includes a locomotive 12, one or more railcars 14, and an end of train railcar 16. Systems and/or devices of dynamic train control method and system 100 can interconnect via wired connections, wireless connections, or a combination of wired and wireless connections.

With continued reference to FIG. 1, some non-limiting embodiments or aspects of dynamic train control systems and methods 100 described herein may be implemented on or in connection with an on-board computer 102 of at least one locomotive 12 in train 10, providing a communication device 102a, a display interface 102b, and a train database 102c. In some non-limiting embodiments or aspects, the on-board computer 102 may be located at any position or orientation on the train. In some non-limiting embodiments or aspects, the on-board computer 102 (e.g., on-board controller, on-board PTC system, train management computer, and/or the like) performs the calculations for dynamic train control.

In some non-limiting embodiments or aspects, on-board computer 102 (which performs calculations for or within the Positive Train Control (PTC) system, including navigation calculations), includes, for example, a PTC On-Board System, a communication device 102a or data radio (which may be used to facilitate the communications between the on-board computer 102 in one or more of the locomotives 12 of a train 10, communications with a wayside device, e.g., signals, switch monitors, and the like, and/or communications with a remote server 104 (e.g., a back office server, a central controller, central dispatch, etc.)), a display unit 102b which may be provided in the locomotive 12 to visually display information and data to the operator, as well as display information and data input by the user, a track database 102c (e.g., which may include track and/or train information and data, such as information about track positions or locations, switch locations or information, signal information, track heading changes (e.g., curves, etc.), distance measurement (e.g., distance measurements between track positions or locations, etc.), train information (e.g., the number of locomotives, the number of cars, the number of conventional passenger cars, the total length of the train, etc.), the specific identification numbers of locomotives where PTC equipment (e.g., an on-board computer 102) is located, and the like), and a navigation system 106 (optionally including a positioning system 106a (e.g., a Global Positioning System (GPS), etc.), speed sensor 106b (e.g., a wheel tachometer, GPS, an odometer differentiated in time, etc.), and/or at least one inertial sensor 106c (e.g., a rotational sensor, an accelerometer, a gyroscope, etc.) that is configured to measure the rate of the heading change for the locomotive 10, such as a PTC-equipped locomotive 12). In some non-limiting embodiments or aspects, at least a portion of the information, e.g., received location data and/or railway data, may be populated in or stored in at least one central database 104a, such as a remote database accessible by or through the remote server 104. Accordingly, the location data and/or railway data is accessible throughout and useful within the track network by any connected or communicative locomotive of any travelling train (or other vehicle) for navigational or other purposes.

In some non-limiting embodiments or aspects, on-board computer 102 includes a PTC On-Board System. The on-board computer 102 may perform all on-board calculations for the PTC of the train 10, and in some non-limiting embodiments or aspects, the on-board computer 102 determines its location, (e.g., the location of a train 10, a locomotive 12, and/or a railcar 14 associated with the PTC On-Board system, etc.), determines a location of a visual barrier, (e.g., sharp curves around which a train operator would not be able to see, a peak of a hill over which a train operator may not see, an unexpected vehicle or condition such as fog, etc.), and creates stop targets for the train 10 on its route when operating at restricted speed.

In some non-limiting embodiments or aspects, on-board computer 102 records a latest or current locomotive position of locomotive 12 in the track network. For example, the train location information can include the location or position of the train 10 in the track network, the location or position of at least one locomotive 12 in the track network, the location or position of the at least one railcar 14 (RC) in the track network, the location or position of a target (e.g., a visual barrier or a track heading change, such as a curve in the track network), and the location or position of the target with respect to the location or position of the train 10 in the track network, the location or position of the at least one locomotive 12 in the track network, or any combination thereof. In some non-limiting embodiments or aspects, the train location information can include current speeds of the train 10, current accelerations of the train 10, a number of locomotives 12 in the trains 10, a number of railcars 14 in the train 10, a total length of each of the train 10, or any combination thereof. In some non-limiting embodiments or aspects, the on-board computer 102 determines train location at regular intervals.

In some non-limiting embodiments or aspects, train 10 includes sensor device 108 capable of obtaining sensor data associated with a detected object in an environment surrounding the train 10. For example, locomotive 12 of train 10 can include one or more computing systems including one or more processors (e.g., one or more servers, etc.) and one or more devices capable of obtaining sensor data (e.g., one or more wide angle cameras, LIDAR, RADAR, etc.). As an example, locomotive 12 includes one or more devices (e.g., on-board computer 102, HOT device, EOT device, etc.) capable of obtaining sensor data associated with a plurality of images in an environment surrounding train 10 while controlling travel, operation, and/or routing of train 10 based on information about track positions or locations, visual barrier locations or information, switch locations or information, signal information, track heading changes, curves, distance measurements, train information, the total length of the train, the specific identification numbers of each locomotive and/or the like. In some non-limiting embodiments or aspects, the one or more devices may obtain sensor data associated with detecting images including a visual barrier in an environment surrounding train 10 while controlling travel and one or more functionalities associated with dynamic control of train 10 on a route based on the sensor data, track and/or train information and data, and/or the like, for example, by controlling the one or more devices of train 10 to detect sensor data in a geographic area based on track and/or train information and data, and/or the like.

In some non-limiting embodiments or aspects, communication network 110 includes one or more wired and/or wireless networks. For example, communication network 110 includes a cellular network (e.g., a long-term evolution (LTE) network, a third generation (3G) network, a fourth generation (4G) network, a fifth generation (5G) network, a code division multiple access (CDMA) network, etc.), a public land mobile network (PLMN), a local area network (LAN), a wide area network (WAN), a metropolitan area network (MAN), a telephone network (e.g., the public switched telephone network (PSTN)), a private network, an ad hoc network, an intranet, the Internet, a fiber optic-based network, a cloud computing network, and/or the like, and/or a combination of these or other types of networks, such as electronic communication protocols and/or algorithms may be used including, for example, TCP/IP (including HTTP and other protocols), WLAN (including 802.11 and other radio frequency-based protocols and methods), analog transmissions, Global System for Mobile Communications (GSM), private wireless, public wireless, 160/220/900 MHz VHF, WiFi, UHF 452-458 MHz, WiMAX, omni-directional, and/or the like.

In some non-limiting embodiments or aspects, provided is a dynamic train control system 100 for a train 10 having at least one locomotive 12 (e.g., a control car, etc.). In some non-limiting embodiments or aspects, the train 10 may include one or more second locomotives 12 and/or one or more railcars 14. In some non-limiting embodiments, the train 10 is traversing a track which may include a visual barrier (e.g., a target), such as a sharp curve or other visually obstructed railway maneuver, the peak of a hill over which a vehicle operator may not be able to see, or an unexpected vehicle or other position designated by a system, device, sensor, and/or the like, in the track network. In some non-limiting embodiments or aspects, the on-board computer 102 is positioned on or integrated with one or more of the locomotives 12, and the on-board computer 102 is programmed or configured to implement or facilitate at least one train action. Further, the one or more locomotives 12 are equipped with the communication device 102a that is in direct or indirect communication with the on-board computer 102 and programmed or configured to receive, transmit, and/or process data signals.

In some non-limiting embodiments or aspects, on-board computer 102 determines when a visual barrier is obstructing a route traversed by train 10 in the railway (e.g., coincides with a geographical area of a railway including a route of train 10, etc.). For example, in some non-limiting embodiments or aspects, on-board computer 102 determines a visual barrier associated with a track on a path extending out from ahead of the train 10. For example, on-board computer 102 generates sensor data by controlling sensor device 108 to detect a visual barrier (e.g., visual recognition of an object, a condition, a visual range to an object, etc.) in an environment surrounding the train 10. In some non-limiting embodiments or aspects, on-board computer 102 determines a visual barrier based on track and/or train information and data, and/or the like. Additionally, in some non-limiting embodiments or aspects, on-board computer 102 generates sensor data to detect a visual barrier and receives or obtains track data; based on this information, the on-board computer 102 estimates a location of the visual barrier, such as a location in advance of the head of the train 10.

In some non-limiting embodiments or aspects, on-board computer 102 determines a combination of dynamic stop targets and speed profiles to enforce a safe speed (e.g., maintain a safe speed, etc.) after detecting a visual barrier.

In some non-limiting embodiments or aspects, on-board computer 102 determines dynamic stop targets by determining a stopping distance 112, a warning distance 114, and/or a stop target 116 on an approach to a visual barrier (e.g., a target, etc.) in the geographical area of the railway. For example, in some non-limiting embodiments or aspects, on-board computer 102 determines a stopping distance 112 based on a speed limit (e.g., a maximum allowable speed for the railroad's operating rules, etc.). In some non-limiting embodiments or aspects, on-board computer 102 determines the stopping distance 112 at a location between a location of the locomotive 12 (e.g., a head-end, etc.) and a location of the visual barrier where a train 10 could stop if it was travelling at a maximum allowable speed.

In some non-limiting embodiments or aspects, on-board computer 102 generates an initial stop target distance 116 associated with stopping distance 112. For example, the stop target distance 116 is determined at a distance (e.g., a distance corresponding to the stopping distance 112, etc.) from the visual barrier (e.g., between the train 10 and the visual barrier, etc.) equal to the stopping distance 112 of train 10.

In some non-limiting embodiments or aspects, on-board computer 102 determines a speed profile (e.g., a speed profile from a stop target distance 116, a braking profile calculated as a speed profile, etc.) from the stop target distance 116 (e.g., from an initial stop target distance 116, etc.) associated with a geographic area of the railway network between the stopping distance 112 and the visual barrier. In some non-limiting embodiments or aspects, on-board computer 102 may continuously update the speed profile and/or the stop target distance 116 based on updated train information. In some non-limiting embodiments or aspects, for example, continuously determining the stop target distance 116 as the train slows.

In some non-limiting embodiments or aspects, an operator may control the train based on an indication of the speed profile.

In some non-limiting embodiments or aspects, as the train starts slowing down, the stop target 116 is dynamically changing. For example, the stop target distance 116 decreases and/or converges upon the visual barrier as the train 10 continues to slow. For example, as train 10 moves toward the visual barrier, the distance between the stop target distance 116 and the visual barrier continually decreases, and the train can move increasingly closer to the visual barrier, thereby getting a closer and closer view.

In some non-limiting embodiments or aspects, on-board computer 102 determines a warning distance 114 associated with a stopping distance 112 (e.g., a safety distance provided a specified distance between the location of the train 10 and the location of the visual barrier to ensure a train 10 may not exceed a stop target 116 without slowing to an allowable speed for the railroad's operating rules of stopping half the visual range of the visual barrier, etc.). For example, a warning distance may be between the train and the visual barrier to allow for a crew and/or operator to read and respond to a warning prompt before the system enforces for a target (e.g., between 45-75 seconds, half-way, etc.). In some non-limiting embodiments or aspects, on-board computer 102 generates a dynamic stopping target when the train moves past a warning distance 114 of the stop target distance 116. By way of example, in some non-limiting embodiments or aspects, on-board computer 102 determines an initial stop target 116, monitors the train information (e.g., speed, position, etc.), and determines a new stop target distance 116 only when the train moves into a position where the warning distance 114 exceeds the initial stop target 116. In some non-limiting embodiments or aspects, on-board computer 102 determines a periodic update to the stop target distance 116 (e.g., based on an interval, schedule, etc.), after the train moves into a position where the warning distance 114 exceeds the initial stop target 116.

In some non-limiting embodiments or aspects, on-board computer 102 generates an alert when the train moves into a position where the warning distance 114 exceeds the initial stop target distance 116. For example, on-board computer 102 generates a warning that the current speed will soon be too fast to stop at half the visual range of the visual barrier.

In some non-limiting embodiments or aspects, an operator may control the train based on an indication from the dynamically changing stop target distance 116.

In some non-limiting embodiments or aspects, any of the one or more stop target distances 116 of the dynamically changing stopping distance 112 are at a distance half the visual range of the visual barrier.

In some non-limiting embodiments, on-board computer 102 provides an indication to an operator of locomotive 12 that the train 10 must slow down as the distance between train 10 and the visual barrier decreases. For example, on-board computer 102 provides an indication to an operator of locomotive 12 that the train 10 must make a speed reduction (e.g., slow down, etc.) if the train 10 is not reducing speed as the distance between train 10 and the visual barrier decreases. In some non-limiting embodiments or aspects, on-board computer 102 applies a braking action if the train does not slow down (e.g., an operator of train 10 does not slow the train, etc.).

In some non-limiting embodiments or aspects, on-board computer 102 removes a visual barrier if locomotive 12 confirms the visual barrier, such as, for example, by visually detecting, viewing, inspection, and/or the like after the train moves increasingly closer and increasingly slower in relation to the visual barrier.

In some non-limiting embodiments, on-board computer 102 removes a visual barrier if locomotive 12 stops within a threshold distance of the stop target distance 116.

In some non-limiting embodiments, on-board computer 102 determines a visual barrier based on one or more weather events (e.g., a fog causing a white out to be detected by sensor device 108 while the train 10 is in a restricted speed target, a snowstorm, rainstorm/thunderstorm, etc.). In some non-limiting embodiments or aspects, on-board computer 102 may determine to continue to enforce restricted speed rules for a visual barrier (e.g. a visual range to a visual barrier, etc.) associated with the one or more weather events. Alternatively, in some non-limiting embodiments or aspects, on-board computer 102 continuously recalculates one or more stop targets associated with a weather based visual barrier caused by the one or more weather events (e.g., sensor 108 may not accurately determine a visual range to a visual barrier, and a maximum visual range to the visual barrier may fluctuate (e.g., a visual barrier location may be dynamic and/or fluctuating, etc.), as the train moves toward the one or more weather events, etc.). In some non-limiting embodiments or aspects, on-board computer 102 determines one or more stop targets 116 associated with the one or more weather events until acceptable visibility in the weather event may be confirmed, or invoking a minimum speed restriction to be introduced (e.g., a weather event could potentially fluctuate in dense fog, preventing movement at all).

In some non-limiting embodiments or aspects, on-board computer 102 controls movement at a defined speed if a visual barrier prevents train movement (e.g., lower than the maximum restricted speed, etc.). In some non-limiting embodiments or aspects, on-board computer 102 may receive and/or obtain an indication of inclement weather (e.g., an operator may indicate inclement weather conditions are present, etc.).

In some non-limiting embodiments or aspects, on-board computer 102 generates an audible warning, a visual indication, and/or a request for an acknowledgment input if the train 10 does not slow down. For example, on-board computer 102 generates the visual indication on display 102b and allows the train operator to operate at a more restrictive speed and prevent a braking application. For example, when the train encounters a segment of track associated with a visual barrier over which one of the initial stop target 116 is in force and the train 10 nevertheless exceeds the speed restriction, the on-board computer 102 will activate the audible warning device, visual warning device, and/or the like. If the train operator does not initiate a service brake application so that the train 10 comports with the speed profile, the on-board computer 102 will automatically impose a brake application to slow and/or stop the train 10.

Referring now to FIG. 2, FIG. 2 is a flowchart of a non-limiting embodiment or aspect of a process 200 for dynamic train control. In some non-limiting embodiments or aspects, one or more of the steps of process 200 are performed (e.g., completely, partially, etc.) by on-board computer 102, remote server 104, and/or navigation system 106. In some non-limiting embodiments or aspects, one or more of the steps of process 200 are performed (e.g., completely, partially, etc.) by another device or a group of devices separate from or including on-board computer 102 (e.g., one or more processors of on-board computer 102, one or more processors of communication device 102a, one or more processors of visual display device 102b, one or more processors of train database 102c, etc.), remote server 104 (e.g., one or more processors of remote server 104, one or more processors of communication device, one or more processors of visual display device, one or more processors of central database 104a, etc.), the navigation system 106 (e.g., one or more processors of navigation system 106, one or more processors of positioning system 106a, one or more speed sensors 106b, one or more inertial sensors 106c, etc.), and/or the one or more sensors 108.

As shown in FIG. 2, at step 202, process 200 includes detecting a presence of visual barrier in the railway. For example, in some non-limiting embodiments or aspects, the on-board computer 102 receives or obtains sensor data from the one or more sensors 108 as they detect a presence of a visual barrier in the railway.

In some non-limiting embodiments or aspects, process 200 includes detecting the visual barrier based on track data, sensor data, or image data associated with a track in the railway. For example, detecting the visual barrier further comprises receiving or sensing one or more images associated with the railway immediately in front of the train 10. In some non-limiting embodiments or aspects, on-board computer 102 detects the visual barrier by receiving, classifying, or sensing one or more images associated with the railway immediately in front of the train 10.

In another non-limiting embodiment or aspect, detecting a presence of a visual barrier includes obtaining sensor data associated with a detected object in an environment surrounding the train 10. For example, locomotive 12 of the train 10 can include one or more computing systems including one or more processors (e.g., one or more servers, etc.) and one or more devices capable of obtaining sensor data (e.g., one or more wide angle cameras, LIDAR, RADAR, etc.). As an example, locomotive 12 includes one or more other devices (e.g., on-board computer 102, HOT device, EOT device, etc.) capable of obtaining sensor data associated with a plurality of images in an environment surrounding train 10 while controlling travel, operation, and/or routing of train 10 based on information about track positions or locations, visual barrier locations or information, switch locations or information, signal information, track heading changes, curves, distance measurements, train information, the total length of the train 10, the specific identification numbers of each locomotive 12 and/or the like. In some non-limiting embodiments, the one or more devices may obtain sensor data associated with detected images including a visual barrier in an environment surrounding train 10 while controlling travel and one or more functionalities associated with dynamic control of train 10 on a route based on the sensor data, track and/or train information and data, and/or the like, for example, by controlling the one or more devices of train 10 to detect sensor data in a geographic area based on track and/or train information and data, and/or the like.

As shown in FIG. 2, at step 204, process 200 includes determining a stopping distance to the visual barrier. For example, in some non-limiting embodiments or aspects, the on-board computer 102 determines a stopping distance 112 to the visual barrier upon detecting a presence of the visual barrier in the railway. In some non-limiting embodiments, the on-board computer 102 determines a stopping distance 112 based on a maximum restricted speed to stop in the railway.

In some non-limiting embodiments, process 200 includes predicting an initial stopping distance 112 on the approach to the visual barrier, the stopping distance 112 associated with at least one of a maximum restricted speed for the train 10 to stop within one-half the range of vision, a maximum allowable speed, a speed limit, or a braking curve.

Process 200 includes predicting an initial stopping distance 112 based on receiving or sensing one or more images associated with the railway immediately in front of the train 10.

Process 200 includes maintaining the speed of the train 10 on approach to the visual barrier based on at least one of the one or more stop target distances 116 or a speed profile until a clear path beyond the visual barrier is confirmed.

Process 200 includes detecting at least one visual barrier based on at least one of wheel data, rail data, train position data, car position data, train speed data, track data, track location data, track curvature data, track profile data, track grade data, train weight data, car weight data, train length data, car length data, environmental data or authority data. In some non-limiting embodiments or aspects, the stopping distance 112 is determined for generating the one or more stopping distances 112 for determining a stop target distance 116 position of the one or more stop target distances 116 between the train 10 and the visual barrier.

As shown in FIG. 2, at step 206, process 200 includes generating a stop target distance 116 to the visual barrier based on the speed of the train 10 on the approach to a visual barrier. For example, in some non-limiting embodiments or aspects, the on-board computer 102 generates one or more stop target distances 116 during the approach to the visual barrier based on the speed of the train on the approach to the visual barrier.

In some non-limiting embodiments or aspects, on-board computer 102 automatically generates at least one updated stop target distances 116 of the one or more stop target distances 116 outside the warning distance 114 associated with the stopping distance 112 based on a current speed. For example, on-board computer 102 automatically generates at least one updated stop target distance 116 as the train's stopping distance changes, the updated stop target 116 positioned at a distance that still enables the train 10 to stop within half the visual range to a visual barrier.

In some non-limiting embodiments or aspects, on-board computer 102 generates a speed profile from an initial stop target distance 116 of the one or more stop target distances 116 for enforcing the speed of the train 10 on approach to the visual barrier.

In some non-limiting embodiments or aspects, process 200 includes monitoring the train 10 for a stop, (e.g., a penalty stop, an emergency stop, etc.) based on the visual barrier by monitoring at least one of the one or more stop target distances 116, the speed profile, the speed of the train 10 on approach to the visual barrier, or at least one warning distance 114 associated with at least one stopping distance 112 in the approach to the visual barrier. For example, process 200 may include a penalty braking (e.g., full service braking, etc.) for the stop, providing (e.g., then escalate, etc) to emergency braking (e.g., if determined necessary, etc.). In some non-limiting embodiments or aspects, in response to generating an updated stop target distance 116, process 200 includes monitoring the train 10 based on the updated stop target distance 116 of the one or more stop target distances 116 to maintain a stopping distance 112 within at least a warning distance 114 of the visual barrier until a clear path beyond the at least one visual barrier is confirmed.

As shown in FIG. 2, at step 208, process 200 includes generating an alert as the stopping distance 112 reaches the warning distance 114 of the stop target distance 116 to the visual barrier. For example, in some non-limiting embodiments or aspects, the on-board computer 102 generates a warning for an operator to reduce the speed of the train 10 based on the train 10 moving to within a warning distance 114 associated with the stopping distance 112 of the one or more stop target distances 116 associated with the visual barrier.

In some non-limiting embodiments or aspects, on-board computer 102 generates an audible warning device, a visual indication, and/or a request for an acknowledgment input if the train 10 does not slow down. For example, on-board computer 102 generates the visual indication on display 102b and allows the train operator to operate at a more restrictive speed and prevent a braking application. For example, when the train 10 encounters a segment of track associated with a visual barrier over which one of the initial stop target 116 is in force and the train 10 nevertheless exceeds the speed restriction, the on-board computer 102 will activate the audible warning device, visual warning device, and/or the like. If the train operator does not initiate a service brake application so that the train 10 comports with the speed profile, the on-board computer 102 will automatically impose a brake application to slow and/or stop the train 10.

Referring now to FIGS. 3A-3C, FIGS. 3A-3C are diagrams of an overview of a non-limiting embodiment or aspect of an implementation 300 relating to one or more processes disclosed herein. As shown in FIGS. 3A-3C, implementation 300 includes train 10, locomotive 12, one or more railcars 14, and end of train railcar 16. Additionally, implementation 300 includes on-board computer 302. In some non-limiting embodiments or aspects, on-board computer 302 can be the same or similar to on-board computer 102. In some non-limiting embodiments or aspects, train 10 includes on-board computer systems that can be the same or similar to on-board computer systems as is described in FIG. 1.

As shown by reference number 330 in FIG. 3A, in some non-limiting embodiments or aspects, implementation 300 includes determining stopping distance 312 at a maximum allowable speed for the railroad's operating rule. For example, in some non-limiting embodiments or aspects, on-board computer 302 determines a stopping distance 312 at maximum allowable speed for the railroad's operating rule.

As shown by reference number 340 in FIG. 3A, in some non-limiting embodiments or aspects, implementation 300 includes determining initial stop target 316 at a stopping distance 312 from visual barrier. For example, in some non-limiting embodiments or aspects, on-board computer 302 determines initial stop target 316 at a stopping distance 312 from visual barrier.

As shown by reference number 350 in FIG. 3A, in some non-limiting embodiments or aspects, implementation 300 includes generating a speed profile enforcing a slower approach speed to the visual barrier. For example, in some non-limiting embodiments or aspects, on-board computer 302 generates a speed profile enforcing a slower approach speed to the visual barrier.

As shown by reference number 360 in FIG. 3B, in some non-limiting embodiments or aspects, implementation 300 includes determining the train 10 moves within warning distance 314 of the initial stop target 316. For example, in some non-limiting embodiments or aspects, on-board computer 302 determines the train 10 moves within warning distance 314 of the initial stop target 316.

As shown by reference number 370 in FIG. 3B, in some non-limiting embodiments or aspects, implementation 300 includes generating an alert that the current speed of train 10 is too fast to stop at half the visual range of the visual barrier. For example, on-board computer generates a visual display alert and/or a visual sound alert to warn the train operator about the visual range of the visual barrier in the track network.

As shown by reference number 380 in FIG. 3C, in some non-limiting embodiments or aspects, implementation 300 includes determining an updated stop target 316 at a current stopping distance 312 from a visual barrier. For example, in some non-limiting embodiments or aspects, an updated stop target 316 is determined at a current stopping distance 312 from a visual barrier.

As shown by reference number 390 in FIG. 3C, in some non-limiting embodiments or aspects, implementation 300 includes enforcing slower speeds of a speed profile until reaching the visual barrier. For example, in some non-limiting embodiments, slower speeds of a speed profile are enforced until reaching the visual barrier by following the dynamic stop target 316 or the speed profile.

Claims

1. A computer-implemented dynamic train control method for restricting the speed of a train in a railway on an approach to a visual barrier, comprising:

determining a stopping distance to the visual barrier upon detecting a presence of the visual barrier in the railway;

generating one or more stop target distances during the approach to the visual barrier based on the speed of the train on the approach to the visual barrier; and

generating a warning for an operator to reduce the speed of the train based on the train moving to within a warning distance associated with the stopping distance of the one or more stop target distances associated with the visual barrier.

2. The computer-implemented method of claim 1, wherein generating the warning for the operator further comprises:

automatically generating at least one updated stop target distance of the one or more stop target distances outside the warning distance associated with the stopping distance based on a current speed.

3. The computer-implemented method of claim 2, further comprising:

generating a speed profile from an initial stop target distance of the one or more stop target distances for enforcing the speed of the train on approach to the visual barrier; and

monitoring the train for a stop based on the visual barrier by monitoring at least one of the one or more stop target distances, the speed profile, the speed of the train on approach to the visual barrier, or at least one warning distance associated with at least one stopping distance in the approach to the visual barrier.

4. The computer-implemented method of claim 3, further comprising:

in response to generating an updated stop target distance,

monitoring the train based on the updated stop target distance of the one or more stop target distances to maintain a stopping distance within at least a warning distance of the visual barrier until a clear path beyond the at least one visual barrier is confirmed.

5. The computer-implemented method of claim 1, comprising:

detecting the visual barrier based on track data, sensor data, or image data associated with a track in the railway; and

predicting an initial stopping distance on the approach to the visual barrier, the stopping distance associated with at least one of a maximum restricted speed for the train to stop within one-half the range of vision, a maximum allowable speed, a speed limit, or a braking curve.

6. The computer-implemented method of claim 1, wherein detecting the visual barrier further comprises receiving or sensing one or more images associated with the railway immediately in front of the train.

7. The computer-implemented method of claim 1, comprising maintaining the speed of the train on approach to the visual barrier based on at least one of the one or more stop target distances or a speed profile until a clear path beyond the visual barrier is confirmed.

8. The computer-implemented method of claim 1, comprising:

detecting at least one visual barrier based on at least one of wheel data, rail data, train position data, car position data, train speed data, track data, track location data, track curvature data, track profile data, track grade data, train weight data, car weight data, train length data, car length data, environmental data, or authority data.

9. The computer-implemented method of claim 1, wherein generating the one or more stop target distances comprises determining a position of the one or more stop target distances between the train and the visual barrier.

10. A dynamic train control system for restricting the speed of a train on approach to an upcoming visual barrier, comprising:

one or more processors programmed and/or configured to: determine a stopping distance to the visual barrier upon detecting a presence of the visual barrier in the railway; generate one or more stop target distances during the approach to the visual barrier based on the speed of the train on the approach to the visual barrier; and generate a warning for an operator to reduce the speed of the train based on the train moving to within a warning distance associated with the stopping distance of the one or more stop target distances associated with the visual barrier.

11. The dynamic train control system of claim 10, wherein the one or more processors are configured to generate the warning for the operator by:

automatically generating at least one updated stop target distance of the one or more stop target distances outside the warning distance associated with the stopping distance based on a current speed.

12. The dynamic train control system of claim 11, wherein the one or more processors are configured to:

generate a speed profile from an initial stop target distance of the one or more stop target distances for enforcing the speed of the train on approach to the visual barrier; and

monitor the train for a stop based on the visual barrier by monitoring at least one of the one or more stop target distances, the speed profile, the speed of the train on approach to the visual barrier, or at least one warning distance associated with at least one stopping distance in the approach to the visual barrier.

13. The dynamic train control system of claim 12, wherein the one or more processors are configured to:

in response to generating an updated stop target distance,

monitor the train based on the stop target distance of the one or more stop target distances to maintain a stopping distance within at least a warning distance of the visual barrier until a clear path beyond the at least one visual barrier is confirmed.

14. The dynamic train control system of claim 10, wherein the one or more processors are configured to:

detect the visual barrier based on track data, sensor data, or image data associated with a track in the railway; and

predict an initial stopping distance on the approach to the visual barrier, the stopping distance associated with at least one of a maximum restricted speed for the train to stop within one-half the range of vision, a maximum allowable speed, a speed limit, or a braking curve.

15. The dynamic train control system of claim 10, wherein the one or more processors are configured to detect the visual barrier by receiving or sensing one or more images associated with the railway immediately in front of the train.

16. The dynamic train control system of claim 10, wherein the one or more processors are configured to maintain the speed of the train on approach to the visual barrier based on at least one stop target distance of the one or more stop target distances or a speed profile until a clear path beyond the visual barrier is confirmed.

17. The dynamic train control system of claim 10 wherein the one or more processors are configured to:

detect at least one visual barrier based on at least one of wheel data, rail data, train position data, car position data, train speed data, track data, track location data, track curvature data, track profile data, track grade data, train weight data, car weight data, train length data, car length data, environmental data, or authority data.

18. The dynamic train control system of claim 10, wherein the one or more processors are configured to generate the one or more stop target distances by determining a position of the one or more stop target distances between the train and the visual barrier.

19. A computer program product comprising at least one non-transitory computer-readable medium including program instructions that, when executed by at least one processor, cause the at least one processor to:

determine a stopping distance to the visual barrier upon detecting a presence of the visual barrier in the railway;

generate one or more stop target distances during the approach to the visual barrier based on the speed of the train on the approach to the visual barrier; and

generate a warning for an operator to reduce the speed of the train based on the train moving to within a warning distance associated with the stopping distance of the one or more stop target distances associated with the visual barrier.

20. The computer program product of claim 19, wherein the one or more instructions further cause the at least one processor to generate the warning for the operator by:

automatically generating at least one updated stop target distance of the one or more stop target distances outside the warning distance associated with the stopping distance based on a current speed.