US20040172175A1 - System and method for dispatching by exception - Google Patents
System and method for dispatching by exception Download PDFInfo
- Publication number
- US20040172175A1 US20040172175A1 US10/785,059 US78505904A US2004172175A1 US 20040172175 A1 US20040172175 A1 US 20040172175A1 US 78505904 A US78505904 A US 78505904A US 2004172175 A1 US2004172175 A1 US 2004172175A1
- Authority
- US
- United States
- Prior art keywords
- dispatcher
- movement
- train
- trains
- network
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Images
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
- G06Q10/047—Optimisation of routes or paths, e.g. travelling salesman problem
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/12—Preparing schedules
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/14—Following schedules
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/16—Trackside optimisation of vehicle or vehicle train operation
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/08—Logistics, e.g. warehousing, loading or distribution; Inventory or stock management
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L2205/00—Communication or navigation systems for railway traffic
- B61L2205/04—Satellite based navigation systems, e.g. GPS
Definitions
- Human train dispatchers are assigned to these control territories, and have the responsibility to smoothly transit trains and equipment across the control territory, with minimum delay in accordance with the corresponding movement plan for the control territory.
- Multiple dispatchers, each controlling a predefined portion of the railroad, comprise the paradigm for modem day computer-based railroad dispatching systems.
- the dispatcher is expected to solve complex movement problems in real time. For example, dispatchers must consider the limited track resources, length of trains, length of available sidings, train meet and pass points, maintenance requests for track time, engine availability, etc. Dispatching can become a stressful environment, and while safeguards are in place with signaling systems in the field, dispatcher mistakes could cost lives and frequently results in significant decreases in performance for the railroad.
- computer processing scheduling systems are used to help dispatchers “see” their control area, and external systems provide a constant flow of information about the state of the railroad. This information flow includes train schedules, customer commitments, maintenance schedules, train consists, track outages, crew information, weather and other dynamic factors that directly affect the daily operations of the railroad.
- dispatchers receive more accurate information, however; the volume of information is growing at a rate that makes it increasingly difficult for a dispatcher to formulate decisions and actions in real time. Because of information overload, and the decision structures of typical dispatch systems, dispatchers lack insight into effects of their actions on the entire route of the train, or the effects to the railroad as a whole. Several train dispatchers will “touch” a train as it traverses its route across the railroad. With limited insight information and a predefined decision structure, it is inevitable that one dispatcher's action, while perhaps appropriate within the context of the dispatcher's territory, could render overall train operations less than optimal.
- the dispatcher is ill equipped to make optimum dispatch decisions, even within their control own territory.
- a dispatcher may route a train into an adjacent territory, only to discover that by doing so, the end result is more congestion for the overall railroad.
- the correct decision would have been to hold the train within the dispatcher's territory at an available siding or yard with ample capacity, and wait until the congestion reduces or clears.
- Another situation in which the dispatcher lacks adequate information about the global network to make the most optimal decision may occur where several trains need to pass through a congested track area, and there is not enough available track to accommodate all simultaneously.
- the dispatcher has to quickly decide which trains to “side” (place in an available siding) in order to let other trains pass.
- the added body of information needed for system-wide management were to be made available to the dispatcher, it would most likely increase the complexity of the dispatching function beyond that which could be safely and reliably managed by the current human based approach.
- a dispatcher's view of the controlled railroad territory can be considered myopic. Dispatchers view and processes information only within their own control territories and have little or no insight into the operation of adjoining territories, or the railroad network as a whole. As such, the dispatcher is the decision center for his or her territory.
- Current dispatch systems simply implement controls as a result of the individual dispatcher's decisions on small portions of the railroad network.
- the controlling dispatchers are expected to resolve conflicts between movement of objects on the track (e.g. trains, maintenance vehicles, survey vehicles, etc.) and the available track resource limitations (e.g. limited number of tracks, tracks out of service, consideration of safety of maintenance crews near active tracks) as they occur, with little advanced insight or warning.
- the dispatcher is required to facilitate the maintenance by altering the predetermined movement plan.
- the dispatcher typically does this without providing input to the computer processor based movement planners that planned the movement of trains through the area. If the dispatcher's ad hoc scheduling of maintenance interrupts the execution of the movement plan, the effect on the movement plan is not realized until the maintenance has begun. Once the impact of the unscheduled maintenance is eventually appreciated and accommodated by the movement plan, further impacts, possibly more detrimental, to the movement plan may have already occurred
- the movement of trains is improved in several aspects.
- the communications between the dispatcher and the computer processor based planning system is increased.
- responsibilities which have traditionally been performed by the dispatcher are shifted to the computer processor based planning system.
- interactive displays are provided to the dispatcher facilitating the transfer of information to and the feedback from the dispatcher.
- FIG. 1 is a simplified pictorial representation of one embodiment of the present invention for use with a rail network divided into control areas
- FIG. 2 is a simplified functional block diagram of the automated dispatcher of FIG. 1.
- the efficiency of dispatching plural trains over a network rail system is increased by unifying the decision center away from the individual dispatchers and thus relieving the dispatcher from complex movement planning decisions.
- the dispatcher is more efficiently utilized to provided information to a computer processor based dispatching system which provides a more optimized movement plan for the entire network rail system.
- the dispatcher may be advantageously utilized to supply information as soon as possible into the movement planning process to facilitate the automatic execution of optimum plans and routine dispatcher functions.
- the development of a plan to move trains through a rail network is subject to numerous constraints and is generally accomplished using a computer processor based planning system.
- the movement planner provided a network-wide movement plan and a group of dispatchers were tasked to manage the control of the trains in their respective control areas in accordance with the global movement plan.
- the present invention is directed to changing the traditional coupling between the movement planning function and the dispatching function.
- a railway network is traditionally partitioned into a plurality of control areas with a dispatcher assigned to manage the flow of trains and otherwise control the track resources in the dispatcher's respective control area.
- the present application maintains control of the trains and associated resources with the dispatcher; but facilitates the control with an optimized plan that best fits the objectives of the entire railroad.
- the present application is directed to centralized automated decision centers which provide automated, optimized planning information to dispatchers to manage the resources in their respective control territories. In other words, much of the real time movement decisions currently made by dispatchers will be alleviated by decisions made by a computer processor at a higher railroad enterprise or network-wide level, based on an optimized computer processor based movement planners. Once this is accomplished, dispatchers are then free to spend time focusing on implementing the plan and handling exceptions.
- FIG. 1 illustrates one embodiment of the present invention.
- the global rail network 105 can be divided into one or more control areas 100 ( 100 A- 100 C), each of which has a dispatcher 110 ( 110 A- 110 C) assigned to manage the movement of trains ( 102 ) through his respective control area 100 .
- a centralized movement planner 120 provides a network based movement plan for the global rail network 105 based on input received from the railroad information support center 130 .
- the railroad information support center 130 provides information related to the track resources and other information suitable to plan the use of the resources. Suitable information may include origin and destination for a train as well as activity locations and key waypoints on the trains' route. It may also include target departure and arrival times for origin and destination as well as key intermediate waypoints. It may also provide default consist data to be used for preliminary planning until more specific data is available and a default cost function developed for each train.
- Centralized movement planner 120 generates a movement plan for the resources in the track network 105 and provides the plan to the automated dispatcher 140 . Movement planner 120 may also received updates on the execution of the movement plan from automated dispatcher 140 and can update the current movement plan. Automated dispatcher 140 provides each of the dispatchers 110 with the movement plan to manage the train resources in their respective control areas 1 10 .
- the automated dispatcher 140 can be implemented using computer usable medium having a computer readable code executed by special purpose or general purpose computers.
- the automated dispatcher 140 communicates with trains 102 on the network of track via a suitable communication link 150 , such as a cellular telephone, satellite or wayside signaling.
- the dispatcher can provide that delay information into the movement planner system through automated dispatcher 140 on a prospective basis and allow the centralized movement planner 120 to evaluate the impact on the network-based movement plan.
- the movement planner did not typically receive information regarding expected delays, and thus the movement planner could only provide retrospective relief for a delay after the delay had already been encountered, if at all.
- the movement planner can take the expected delay into account and reduce and even obviate its impact on the remainder of the movement plan.
- the movement planner may then adjust the movement of other trains accordingly, based on the updated information.
- the amount and type of information passed between the automated planning system and the dispatcher is improved. Portions of the planning process that used to be accomplished manually by the dispatcher can now be performed automatically by the planning system in advance of the generation of the movement plan. For example, enhanced planning is facilitated by automatically supplying the movement planner 120 with information from the railroad information support center 130 which associates train consist events (e.g., pickups, crew changes, engine destinations) with planned train activities that occupy track resources for the duration of a dwell time, so that maintenance of the traditional train sheet data (via electronic messaging and user data entry) is automatically reflected in the train trip specifications for use for movement planning.
- train consist events e.g., pickups, crew changes, engine destinations
- the information can be provided automatically from external electronic systems without any action required from the dispatcher.
- the present dispatch system of this invention may provide information in addition to the traditional movement plan to assist the dispatcher in performing his duties.
- FIG. 2 illustrates one embodiment of the system of the present invention, in several modules constituting the automated dispatcher 140 working together to predict the occurrence of events based on the plan movement of the train and associated resources.
- the movement plan provided by movement planner 120 may be evaluated by the automated dispatcher 140 in the evaluate movement plan module 200 .
- the evaluate movement plan module can predict the expected occurrence of events based on the current movement plan and other suitable factors including historical train performance, train characteristics, track database, topology database, crew information, operating rules and guidelines and weather information.
- Historical train performance may include suitable factors which may help predict the future performance of a train including configuration of work locations for trains performing specific types of activities (e.g., fueling stations), configuration of work locations by train type, direction of travel, associated stations or specific train, and configuration of automatic routing parameters (such as automatic resumption of authority generation.).
- suitable factors for train characteristics include type, power, and physical constraints (e.g., extended height).
- other suitable factors in the track database include yard capacity and the work flow through the yard, i.e., number of trains per unit time.
- the crew information may include past performances of particular crews or of particular dispatchers. Suitable factors for crew performance may include type of train, length of trip in time and track segments and amount of deviation from planned movement.
- the statistical information suitable for evaluating a dispatcher includes number of track segments controlled by the dispatcher, the mode of the tracks while under the dispatcher's control, the number of trains within the territories by track mode and the amount of deviation from movement plans.
- the evaluate movement plan module 200 also takes into consideration the interdependency of different trains. For example certain activities such as block swaps, helper operations and middle annul situations require the participation of two or more trains or resources.
- the evaluate movement plan module 200 keeps track of activities requiring linking between trains and can provide notification to the dispatcher of such linked activities and alerts to the dispatcher when the dispatcher takes any action which may impact at least one of the trains in a linked activity.
- the task list generator module 220 provides the task list to the dispatcher through interactive display module 250 .
- the task list generator module 220 can prompt the dispatcher to take a desired action, request information, provided appropriate forms and assist the dispatcher in other required duties.
- the occurrence of the predicted events may be monitored in the monitor movement plan execution module 210 , and the dispatcher may be prompted to take additional specific actions in response to the occurrence predicted events in task list generator module 220 .
- One suitable way for prompting the dispatcher to take specific action is through the generation of a task list for actions to be taken by the dispatcher provided by interactive display module 250 .
- the dispatch system can subsequently track the dispatchers completion of the tasks identified on the task list in the monitor task list module 230 .
- a task can be identified to remind the dispatcher to create a new movement authority for a train when the current movement authority approaches the termination limits. This avoids stopping trains to wait for movement authorities.
- Any action taken by the dispatcher at interactive display module 250 can be provided to movement planner 120 to take into account in the next movement plan generation cycle.
- the modules may be a computer readable program code embodied in a computer usable medium with a suitable computer, such as a general or specific purpose computer.
- the dispatcher can be provided with a dynamic task list at interactive display module 250 .
- the dynamic task list not only specifies the tasks to be performed by the dispatcher, but it also automatically links the dispatcher display to the proper data input form in form generator module 260 .
- the automated dispatch system can predict the movement of a train through a control area and can predict when a movement report should be received regarding the location of the train at evaluate movement plan module 200 . If a movement report is not received with some specified time as determined by the monitor movement plan execution module, the dispatch system may prompt the dispatcher to provide a delay report or otherwise identify the source of the delay of the train through form generation module 260 . The delay report may be prefilled with information known at the time of the generation of the report.
- the cause of the delay can then be utilized by the movement plan to modify the network wide movement plan and account for any additional delays which may also be expected.
- a potential delay can be accounted for before it is actually encountered and before its impact would otherwise detrimentally effect the movement plan.
- the dynamic task list can populate the data input form with information known at the time it is generated.
- a delay report may be pre-populated with the probable causes based on the activities performed by the train or obstructing occurrences previously identified by the dispatcher.
- the automated movement planner receives the information it needs to develop the optimum plan, while reminding the dispatcher of tasks that may be required by current conditions on train and track resources.
- a delay can detected if the train fails to traverse a portion of its route within an expected time.
- a delay can be identified solely on the basis of expected transit time over a segment of track.
- an estimated transversal time can be predicted based on an unopposed run time of the train. If the train is unable to transverse the given track segment, an estimated delay can be predicted and the planner may be able to automatically attribute the delay to a known cause. (e.g., weather) based on information previously known by the automated dispatcher. The automated dispatcher may then be able to automatically anticipate the occurrence of additional delay for trains that traverse the region.
- a known cause e.g., weather
- functions that are typically carried out by a human dispatcher can be accomplished using a computer processor based dispatcher 140 .
- a computer processor based dispatcher 140 For example, there exists many different types of track authorities that may be issued to trains and other resources utilizing the track network. Typically, in order to determine the appropriate authority to be issued the dispatcher was required to consider many factors including the underlying track type (e.g., bi-directional, unidirectional), the work being performed (e.g., maintenance of way), and the party to which the authority applies. The issuance of the proper authority is a safety sensitive time consuming constraint on the dispatcher.
- the present invention shifts the consideration of these factors from the dispatcher to the computer processor based dispatcher to automatically provide an automatic unified configurable track authority using form generation module 260 , based on the same factors previously considered by the dispatcher.
- the necessary content and authority type is determined based on the addressee type and limits of the authority, freeing dispatchers, train crews and field crews from having to be proficient in different form types for different railroad locations.
- a single dynamically configurable authority form can replace the myriad of authority forms previously used.
- the dispatch system my provide an enhanced display to the dispatcher to allow the dispatcher to quickly determine all trains that are within the range of limits of an authority, or approaching limits of an authority using the interactive display module 250 , and notify the dispatcher by generating an alert with the task list generation module 220 .
- the interactive display module 250 may assist the dispatcher in identifying whether trains are in an area covered by a track authority and eliminates possible human error due to canceling and authority that is still needed by a train. It may also facilitate the removal of authorities (clean up) that are no longer being used, thus freeing resources to optimize the plan.
- the dispatching system may accept remote electronic authority requests from the field, automatically determining authority type, then approving or disapproving or requesting dispatcher review based on the current state of other authorities, field indications, and train locations.
- train bulletins Another dispatching function which may be assumed by the dispatching system is the automatic issuance of train bulletins.
- a train bulletin is issued to a train and includes multiple bulletin items which informs the train crew of events and circumstances which may constrain the movement of the train along its planned route. Information in a bulletin item that constrains one or more trains must also be conveyed to the movement planner. Suitable information that my be contained in an bulletin item include train speed restrictions, track speed restrictions, track to be avoided, hazardous train movement restrictions, etc.
- train bulletins are issued by the cognizant dispatcher to the crew of the trains in the dispatchers control area for the portion of its route between crew change points prior to departure of the train.
- the train bulletin may include the control area of more than one dispatcher.
- the train bulletin is typically communicated by fax or other means which provides notice to the crew, but the dispatcher must take separate and independent action to ensure that the information contained in the train bulletin is also conveyed to the movement planner.
- configurable bulletin items are provided to the dispatcher by the form generation module 260 .
- the form generation module 260 may pre-fill the form with information known when the form was generated and provides the train bulletin containing bulletin item information to the crews as well as the movement planner 120 .
- Bulletin item types are made configurable so that the administrators can create bulletin item types that are easy to use for specific situations.
- the movement planner can automatically use planning constraints contained in each bulletin item applicable to a train, including constraints contained in it s configurable components, in order to update the movement plan if necessary.
- the movement planner receives the configurable bulletin items from the automated dispatcher 140 and identifies planning constraints and updates the movement plan accordingly. For example, the dispatcher may issue a bulletin item that reduces the allowable speed for trains traveling over a specified portion of the track.
- the movement planner 120 recognizes the reduced speed limit contained in the bulletin item received from the automated dispatcher 140 and adjusts the movement plan to account for the reduced speed on the specified portion of the track.
- the dispatch system may interrogate weather service information provided by railroad information support center 130 and automatically account for the weather in planning the movement of the trains update including disseminating weather information in bulletin items, train bulletin and authorities, based on the route of the train traversing the weather affected area and place weather alerts on appropriate geographic region of the dispatcher's display.
- helper operations Another area in which the dispatching system may assume the duties normally reserved for the dispatcher is helper operations. Typically, it was the sole responsibility for the dispatcher to identify those situations in which helper operations (i.e., the use of a helper locomotive to provide temporary additional power for moving a train) were required (e.g. laden coal train traversing a mountain pass). In one embodiment of the present invention, the dispatching system automatically identifies circumstances which may result in underpowered trains due to track conditions (e.g., grade and/or weather and/or curvature topology) in the evaluate movement planner module 200 and schedule necessary helper power to assist train in route.
- track conditions e.g., grade and/or weather and/or curvature topology
- the dispatching system determines the necessity of a helper based on suitable factors such as minimum power requirements by topological area and direction of travel as determined by the track database, areas where helper operations are typically performed, and predicted train performance based on engine and train consist (horsepower, weight on drivers, trailing tonnage, etc.) in the evaluate movement plan module 200 .
- the task list generator module 220 will create a task at the appropriate time if a helper hasn't been assigned and the evaluate movement plan modules 200 determines a helper is needed. A list of helpers available for assignment will then be displayed for the dispatcher by the interactive display module 250 .
- the dispatching system may alert the dispatcher in the task list generator module 220 when a train is planned through a helper area and a helper has not been assigned as determined by the monitor movement plan execution module 210 and the monitor task list module 230 , when the parameters of the train and track would indicate the need for one.
- the automated dispatcher may provide a display of helper train assignments at interactive display 250 to facilitate efficient tactical management of helpers operations by the dispatcher
- an enhanced display is provided to the dispatcher which facilitates interactive coordination with the dispatcher system.
- an enhanced display may allow the dispatcher to view the planned trajectory of a train, and may give the dispatcher the ability to view increased details of the trajectory using well known “drill down” technology in the interactive display module 250 .
- the interactive display may allow the dispatcher to provide alterations to the movement plan.
- a trip plan display may be provided to the dispatcher which includes the details of a selected route for a train. The dispatcher may have the ability through well known graphical user interface technology to select the identified route for a train and make alterations as the circumstances require.
- a Train A (not shown) may be planned to a portion of track which is consistent with the default track over which the train routinely traverses.
- the dispatcher may become aware of circumstances which require a deviation from the routine expected path of Train A and the display affords the dispatcher the opportunity to selected the portion of the track that is no longer available to Train A and provide alternative track to Train A.
- the alternative track would be identified and sent to the movement planner to accommodate Train A to utilize this track.
- the dispatcher has the ability to affect the selection of routes using the enhanced display provided by interactive display module 250 .
- alternate routes may be available to a train traveling from Point A to Point B (e.g., through a terminal area).
- the alternative routes may include track that is owned by several railroads or track that is shared by the railroad.
- the dispatcher may select a waypoint or an activity which requires use of one of the selected tracks which influences the route that the planner plans for the movement of the train.
- the graphical user interface may allow the dispatcher to select only those portions of the track which are available to the dispatcher (i.e., unavailable routes may be highlighted in a different color than the available routes and may have all interactivity features disabled). Thus the dispatcher would be able to drag and drop to a section of the track that was made accessible by the graphical user interface.
- the interactive display may also facilitate communications between the dispatcher and the trains and other resources via communications link 150 .
- the communication system parameters such as radio frequency, radio/cell tower location and transmission range, etc
- Train and work crew locations are typically known by the dispatch system; and therefore, proper communication means (e.g. radio, radio tower and frequency or even fixed phone, satellite and cellular phone numbers of the crew) can be automatically determined and established by the dispatcher system through interactive display module 250 .
- proper communication means e.g. radio, radio tower and frequency or even fixed phone, satellite and cellular phone numbers of the crew
- the dispatcher would select the train symbol from the interactive display and indicate the desire to open a radio channel to the train.
- the automated dispatch system would determine the train's location, cross reference that location with radio unit identifiers in the track topology database, then send this information to the radio control system to establish the proper communications link.
- the enhanced interactive display may also provide the dispatcher with the ability to view other dispatch territories, including advanced indication of and information about approaching trains into a dispatcher's control territory. Dispatchers may be given access to any part of the railroad, and the performance of any train, not just the portion of the plan and trains in their immediate cognizance. Additionally the enhanced interactive display may also be made available at a location remote from the dispatcher's location. For example, remote interactive display module 255 may provide a display for a yard manager located in the operations center in the railyard. The interactive display module 255 may allow the yard manager less access than that of the display module for the dispatcher, but allow the yard manger to provide information relating to the movement of the trains in the yard which may impact the movement plan.
- the yard manager may provide notification of an expected delay due to some occurrence or incident in the yard affecting the movement of trains.
- the remote interactive display module 255 may also provide the yard manager with a means to specify the arrival and departure tracks for specific trains and to specify the departure order and departure time of trains.
- the dispatch system can automatically determine the authority type and approve the issuance of the authority based on the current state of other existing authorities, field indications and train locations.
- the remote interactive display module 255 is linked with one or more of the other modules of the automated dispatcher 140 via a suitable communications link 258 , such as a LAN, WAN or the Internet.
- the dispatcher can request analysis feedback from the dispatch system for proposed changes to the movement plan.
- the dispatcher may propose hypothetical constraints (e.g., a selected portion of track needs to be taken out of service for two hours today) through interactive display module 250 in order to view the impact of the hypothetical constraint on the movement plan. If the hypothetical constraint will have minimal impact on the movement plan, the dispatcher may request that the constraint be treated as real rather than hypothetical and that the movement plan be updated accordingly.
- the dispatcher has the ability to propose “what-if” scenarios and to evaluate the impact of the any proposed modifications, prior to the implementation of such modification.
- the interactive display modules 250 and 255 may also facilitate planning by allowing the reservation of resources for the future.
- the use of resources and the issuance of movement authorities was done on an ad hoc basis, the movement authorities were issued when needed and not planned in advance.
- the movement planner may be have more options available to it to facilitate the utilization of a resource. For example, a yard manager may request a maintenance of way authority for the future, and the advance planning of such a request makes it less likely that ad hoc dispatcher interaction would be required.
- the dispatch system allows real time configuration of operating rules and other rule compliance constraints.
- the dispatcher had to ensure alterations to the movement plan conformed to a series of complex operating rules. If the operating rules changed or the Federal Railroad Association implemented a new rule, it was typically required that the software vendor responsible for the dispatching system make software modifications to reflect the change in rules.
- the present invention allows the railroad or the dispatcher to enter the rule changes directly into the dispatch system through a configurable parameter using the interactive display module 250 thus obviating any changes to the operating software by a third party.
Abstract
A system and method for controlling the movement of plural trains over a rail network, where the rail network is divided into at least one control area with a dispatcher assigned to manage the movement of trains in a control area by predicting the occurrence of events along the network based on the movement plan and prompting the dispatcher to provide information or take specified actions relating to the predicted events.
Description
- This application claims the benefit of U.S. Provisional Application 60/449,849 filed on Feb. 27, 2003.
- The development of a train schedule for a global rail network, i.e., nationwide, is difficult on a real time basis due to the complexity of the problem of controlling many trains competing for limited resources simultaneously. Rail networks typically contain tens of thousands of miles of track, thousands of locomotives and hundreds of thousands of freight cars. At any one moment, thousands of trains and maintenance vehicles may be competing for a limited amount of track. To manage consistent scheduled service in this environment, railroads use the “divide and conquer” technique to partition the railroad network into several control territories and generate a local movement plan for each control territory to thereby distribute the complexity of the scheduling problem over many scheduling resources. Human train dispatchers are assigned to these control territories, and have the responsibility to smoothly transit trains and equipment across the control territory, with minimum delay in accordance with the corresponding movement plan for the control territory. Multiple dispatchers, each controlling a predefined portion of the railroad, comprise the paradigm for modem day computer-based railroad dispatching systems.
- In this environment, the dispatcher is expected to solve complex movement problems in real time. For example, dispatchers must consider the limited track resources, length of trains, length of available sidings, train meet and pass points, maintenance requests for track time, engine availability, etc. Dispatching can become a stressful environment, and while safeguards are in place with signaling systems in the field, dispatcher mistakes could cost lives and frequently results in significant decreases in performance for the railroad. To ease the burden, computer processing scheduling systems are used to help dispatchers “see” their control area, and external systems provide a constant flow of information about the state of the railroad. This information flow includes train schedules, customer commitments, maintenance schedules, train consists, track outages, crew information, weather and other dynamic factors that directly affect the daily operations of the railroad. As more systems are computerized, dispatchers receive more accurate information, however; the volume of information is growing at a rate that makes it increasingly difficult for a dispatcher to formulate decisions and actions in real time. Because of information overload, and the decision structures of typical dispatch systems, dispatchers lack insight into effects of their actions on the entire route of the train, or the effects to the railroad as a whole. Several train dispatchers will “touch” a train as it traverses its route across the railroad. With limited insight information and a predefined decision structure, it is inevitable that one dispatcher's action, while perhaps appropriate within the context of the dispatcher's territory, could render overall train operations less than optimal.
- Without full comprehension of the complex adjacent territories or the relative value of a train to the railroad at any one particular instant, the dispatcher is ill equipped to make optimum dispatch decisions, even within their control own territory. As such, a dispatcher may route a train into an adjacent territory, only to discover that by doing so, the end result is more congestion for the overall railroad. In this instance the correct decision would have been to hold the train within the dispatcher's territory at an available siding or yard with ample capacity, and wait until the congestion reduces or clears. Another situation in which the dispatcher lacks adequate information about the global network to make the most optimal decision may occur where several trains need to pass through a congested track area, and there is not enough available track to accommodate all simultaneously. The dispatcher has to quickly decide which trains to “side” (place in an available siding) in order to let other trains pass. In today's dispatching environments, there is insufficient information about a train in context with all other trains in other control territories in order for the dispatcher to make the best decision for the railroad as a whole, due to the lack of coordination of the movement of trains from one control territory to an adjacent control territory. However, if the added body of information needed for system-wide management were to be made available to the dispatcher, it would most likely increase the complexity of the dispatching function beyond that which could be safely and reliably managed by the current human based approach.
- Currently, a dispatcher's view of the controlled railroad territory can be considered myopic. Dispatchers view and processes information only within their own control territories and have little or no insight into the operation of adjoining territories, or the railroad network as a whole. As such, the dispatcher is the decision center for his or her territory. Current dispatch systems simply implement controls as a result of the individual dispatcher's decisions on small portions of the railroad network. The controlling dispatchers are expected to resolve conflicts between movement of objects on the track (e.g. trains, maintenance vehicles, survey vehicles, etc.) and the available track resource limitations (e.g. limited number of tracks, tracks out of service, consideration of safety of maintenance crews near active tracks) as they occur, with little advanced insight or warning.
- For example, if the railroad submits a request for maintenance on a portion of the rail network to the cognizant dispatcher, the dispatcher is required to facilitate the maintenance by altering the predetermined movement plan. The dispatcher typically does this without providing input to the computer processor based movement planners that planned the movement of trains through the area. If the dispatcher's ad hoc scheduling of maintenance interrupts the execution of the movement plan, the effect on the movement plan is not realized until the maintenance has begun. Once the impact of the unscheduled maintenance is eventually appreciated and accommodated by the movement plan, further impacts, possibly more detrimental, to the movement plan may have already occurred
- In the present application, the movement of trains is improved in several aspects. In one aspect of the present invention, the communications between the dispatcher and the computer processor based planning system is increased. In another aspect of the present invention, responsibilities which have traditionally been performed by the dispatcher are shifted to the computer processor based planning system. In still another aspect of the present invention, interactive displays are provided to the dispatcher facilitating the transfer of information to and the feedback from the dispatcher.
- The technical effect is that computer processor based modules can be used with a centralized movement planner and decision maker to assume many of the routine duties of the dispatcher which allows the dispatcher to more efficiently manage the movement of trains thorough his control area and resolve conflicts which arise.
- The advantages of the present invention will be readily apparent to one skilled in the art to which it pertains from a perusal of the claims, the appended drawings, and the following detailed description.
- FIG. 1 is a simplified pictorial representation of one embodiment of the present invention for use with a rail network divided into control areas
- FIG. 2 is a simplified functional block diagram of the automated dispatcher of FIG. 1.
- In one aspect of the present invention, the efficiency of dispatching plural trains over a network rail system is increased by unifying the decision center away from the individual dispatchers and thus relieving the dispatcher from complex movement planning decisions. Instead the dispatcher is more efficiently utilized to provided information to a computer processor based dispatching system which provides a more optimized movement plan for the entire network rail system. Further, instead of requiring the dispatcher to evaluate complex scenarios which may impact the movement of the trains not only through the dispatcher's control area, but also across the entire rail network, the dispatcher may be advantageously utilized to supply information as soon as possible into the movement planning process to facilitate the automatic execution of optimum plans and routine dispatcher functions.
- The development of a plan to move trains through a rail network is subject to numerous constraints and is generally accomplished using a computer processor based planning system. Typically the movement planner provided a network-wide movement plan and a group of dispatchers were tasked to manage the control of the trains in their respective control areas in accordance with the global movement plan. The present invention is directed to changing the traditional coupling between the movement planning function and the dispatching function.
- A railway network is traditionally partitioned into a plurality of control areas with a dispatcher assigned to manage the flow of trains and otherwise control the track resources in the dispatcher's respective control area. The present application maintains control of the trains and associated resources with the dispatcher; but facilitates the control with an optimized plan that best fits the objectives of the entire railroad. Where current systems use de-centralized decision centers normally managed by the dispatcher, the present application is directed to centralized automated decision centers which provide automated, optimized planning information to dispatchers to manage the resources in their respective control territories. In other words, much of the real time movement decisions currently made by dispatchers will be alleviated by decisions made by a computer processor at a higher railroad enterprise or network-wide level, based on an optimized computer processor based movement planners. Once this is accomplished, dispatchers are then free to spend time focusing on implementing the plan and handling exceptions.
- FIG. 1 illustrates one embodiment of the present invention. The
global rail network 105 can be divided into one or more control areas 100 (100A-100C), each of which has a dispatcher 110 (110A-110C) assigned to manage the movement of trains (102) through hisrespective control area 100. Acentralized movement planner 120 provides a network based movement plan for theglobal rail network 105 based on input received from the railroadinformation support center 130. The railroadinformation support center 130 provides information related to the track resources and other information suitable to plan the use of the resources. Suitable information may include origin and destination for a train as well as activity locations and key waypoints on the trains' route. It may also include target departure and arrival times for origin and destination as well as key intermediate waypoints. It may also provide default consist data to be used for preliminary planning until more specific data is available and a default cost function developed for each train. -
Centralized movement planner 120 generates a movement plan for the resources in thetrack network 105 and provides the plan to theautomated dispatcher 140.Movement planner 120 may also received updates on the execution of the movement plan fromautomated dispatcher 140 and can update the current movement plan.Automated dispatcher 140 provides each of the dispatchers 110 with the movement plan to manage the train resources in theirrespective control areas 1 10. - The
automated dispatcher 140 can be implemented using computer usable medium having a computer readable code executed by special purpose or general purpose computers. Theautomated dispatcher 140 communicates withtrains 102 on the network of track via asuitable communication link 150, such as a cellular telephone, satellite or wayside signaling. - Even in this new paradigm, some of the dispatcher's duties will remain the same, however, the duties will then be in support of an optimized plan, rather than directed to detailed hands-on implementation of a plan. The dispatcher will continue to issue or approve issuance of movement authorities and track restrictions, schedule maintenance of way activities and communicate with train crews, yard managers and other railroad personnel. But, all of these activities will be consistent with an optimized operating plan for the railroad. While the dispatcher will rely on the movement planner to solve the complex problem of optimizing movement of trains, the dispatcher will be actively involved in entering the necessary data required to maintain an optimized plan and identify exceptions to the plan. For example, if a train is performing a scheduled work activity (e.g. picking up or setting out cars) and the train crew informs the dispatcher that they expect to incur additional delays, then the dispatcher can provide that delay information into the movement planner system through
automated dispatcher 140 on a prospective basis and allow thecentralized movement planner 120 to evaluate the impact on the network-based movement plan. In the prior art systems, the movement planner did not typically receive information regarding expected delays, and thus the movement planner could only provide retrospective relief for a delay after the delay had already been encountered, if at all. By providing early notification of a prospective delay, the movement planner can take the expected delay into account and reduce and even obviate its impact on the remainder of the movement plan. The movement planner may then adjust the movement of other trains accordingly, based on the updated information. Note that in today's dispatching environment, the dispatcher would need to make many local decisions to accommodate this additional delay (whether to allow a following train to pass, hold trains, etc), and because of the dispatcher's limited information about all other trains, those decisions may not be the best for the optimum operation of the railroad. - Determining optimum movement plans for trains in advance, and providing the dispatcher with automated mechanisms to implement the plan, will ultimately shift the focus of the dispatcher from real time reactive interactions with train movement to more of a plan optimization and exception handling role. The role of the dispatcher, in this new paradigm, is to communicate known or expected exceptions to the movement plan, thereby providing the necessary information to minimize conflicts before the train is dispatched. In return, the dispatch system, coupled with the movement planner, can reduce routine tasks and provide information to the dispatcher to increase efficiency and reduce workload. The effective use of a priori planning to reduce dispatcher decisions to the point where intervention is only required on an exception basis in one feature of the present application.
- In another aspect of the present invention the amount and type of information passed between the automated planning system and the dispatcher is improved. Portions of the planning process that used to be accomplished manually by the dispatcher can now be performed automatically by the planning system in advance of the generation of the movement plan. For example, enhanced planning is facilitated by automatically supplying the
movement planner 120 with information from the railroadinformation support center 130 which associates train consist events (e.g., pickups, crew changes, engine destinations) with planned train activities that occupy track resources for the duration of a dwell time, so that maintenance of the traditional train sheet data (via electronic messaging and user data entry) is automatically reflected in the train trip specifications for use for movement planning. The information can be provided automatically from external electronic systems without any action required from the dispatcher. - In another aspect of the present invention, the present dispatch system of this invention may provide information in addition to the traditional movement plan to assist the dispatcher in performing his duties. FIG. 2 illustrates one embodiment of the system of the present invention, in several modules constituting the
automated dispatcher 140 working together to predict the occurrence of events based on the plan movement of the train and associated resources. The movement plan provided bymovement planner 120 may be evaluated by theautomated dispatcher 140 in the evaluatemovement plan module 200. The evaluate movement plan module can predict the expected occurrence of events based on the current movement plan and other suitable factors including historical train performance, train characteristics, track database, topology database, crew information, operating rules and guidelines and weather information. Based on the predicted events, the automated dispatcher can generate a task list identifying specific actions to be taken by the dispatcher in the tasklist generator module 220. Historical train performance may include suitable factors which may help predict the future performance of a train including configuration of work locations for trains performing specific types of activities (e.g., fueling stations), configuration of work locations by train type, direction of travel, associated stations or specific train, and configuration of automatic routing parameters (such as automatic resumption of authority generation.). Suitable factors for train characteristics include type, power, and physical constraints (e.g., extended height). In addition to the amount and configuration of track, other suitable factors in the track database include yard capacity and the work flow through the yard, i.e., number of trains per unit time. The crew information may include past performances of particular crews or of particular dispatchers. Suitable factors for crew performance may include type of train, length of trip in time and track segments and amount of deviation from planned movement. The statistical information suitable for evaluating a dispatcher includes number of track segments controlled by the dispatcher, the mode of the tracks while under the dispatcher's control, the number of trains within the territories by track mode and the amount of deviation from movement plans. - The evaluate
movement plan module 200 also takes into consideration the interdependency of different trains. For example certain activities such as block swaps, helper operations and middle annul situations require the participation of two or more trains or resources. The evaluatemovement plan module 200 keeps track of activities requiring linking between trains and can provide notification to the dispatcher of such linked activities and alerts to the dispatcher when the dispatcher takes any action which may impact at least one of the trains in a linked activity. - The task
list generator module 220 provides the task list to the dispatcher throughinteractive display module 250. The tasklist generator module 220 can prompt the dispatcher to take a desired action, request information, provided appropriate forms and assist the dispatcher in other required duties. The occurrence of the predicted events may be monitored in the monitor movementplan execution module 210, and the dispatcher may be prompted to take additional specific actions in response to the occurrence predicted events in tasklist generator module 220. One suitable way for prompting the dispatcher to take specific action is through the generation of a task list for actions to be taken by the dispatcher provided byinteractive display module 250. The dispatch system can subsequently track the dispatchers completion of the tasks identified on the task list in the monitortask list module 230. For example, a task can be identified to remind the dispatcher to create a new movement authority for a train when the current movement authority approaches the termination limits. This avoids stopping trains to wait for movement authorities. Any action taken by the dispatcher atinteractive display module 250 can be provided tomovement planner 120 to take into account in the next movement plan generation cycle. The modules may be a computer readable program code embodied in a computer usable medium with a suitable computer, such as a general or specific purpose computer. - In another aspect of the present invention, the dispatcher can be provided with a dynamic task list at
interactive display module 250. The dynamic task list not only specifies the tasks to be performed by the dispatcher, but it also automatically links the dispatcher display to the proper data input form inform generator module 260. For example, the automated dispatch system can predict the movement of a train through a control area and can predict when a movement report should be received regarding the location of the train at evaluatemovement plan module 200. If a movement report is not received with some specified time as determined by the monitor movement plan execution module, the dispatch system may prompt the dispatcher to provide a delay report or otherwise identify the source of the delay of the train throughform generation module 260. The delay report may be prefilled with information known at the time of the generation of the report. By prompting the dispatcher to submit a delay report the cause of the delay can then be utilized by the movement plan to modify the network wide movement plan and account for any additional delays which may also be expected. Thus, a potential delay can be accounted for before it is actually encountered and before its impact would otherwise detrimentally effect the movement plan. - In another aspect of the present invention, the dynamic task list can populate the data input form with information known at the time it is generated. Thus, a delay report may be pre-populated with the probable causes based on the activities performed by the train or obstructing occurrences previously identified by the dispatcher. Thus, the automated movement planner receives the information it needs to develop the optimum plan, while reminding the dispatcher of tasks that may be required by current conditions on train and track resources.
- In another aspect of the present invention, a delay can detected if the train fails to traverse a portion of its route within an expected time. For example, a delay can be identified solely on the basis of expected transit time over a segment of track. For a given segment of track, an estimated transversal time can be predicted based on an unopposed run time of the train. If the train is unable to transverse the given track segment, an estimated delay can be predicted and the planner may be able to automatically attribute the delay to a known cause. (e.g., weather) based on information previously known by the automated dispatcher. The automated dispatcher may then be able to automatically anticipate the occurrence of additional delay for trains that traverse the region.
- In another aspect of the present invention, functions that are typically carried out by a human dispatcher can be accomplished using a computer processor based
dispatcher 140. For example, there exists many different types of track authorities that may be issued to trains and other resources utilizing the track network. Typically, in order to determine the appropriate authority to be issued the dispatcher was required to consider many factors including the underlying track type (e.g., bi-directional, unidirectional), the work being performed (e.g., maintenance of way), and the party to which the authority applies. The issuance of the proper authority is a safety sensitive time consuming constraint on the dispatcher. In one embodiment, the present invention shifts the consideration of these factors from the dispatcher to the computer processor based dispatcher to automatically provide an automatic unified configurable track authority usingform generation module 260, based on the same factors previously considered by the dispatcher. The necessary content and authority type is determined based on the addressee type and limits of the authority, freeing dispatchers, train crews and field crews from having to be proficient in different form types for different railroad locations. Thus, a single dynamically configurable authority form can replace the myriad of authority forms previously used. Additionally, the dispatch system my provide an enhanced display to the dispatcher to allow the dispatcher to quickly determine all trains that are within the range of limits of an authority, or approaching limits of an authority using theinteractive display module 250, and notify the dispatcher by generating an alert with the tasklist generation module 220. Theinteractive display module 250 may assist the dispatcher in identifying whether trains are in an area covered by a track authority and eliminates possible human error due to canceling and authority that is still needed by a train. It may also facilitate the removal of authorities (clean up) that are no longer being used, thus freeing resources to optimize the plan. - Additionally, the dispatching system may accept remote electronic authority requests from the field, automatically determining authority type, then approving or disapproving or requesting dispatcher review based on the current state of other authorities, field indications, and train locations.
- Another dispatching function which may be assumed by the dispatching system is the automatic issuance of train bulletins. A train bulletin is issued to a train and includes multiple bulletin items which informs the train crew of events and circumstances which may constrain the movement of the train along its planned route. Information in a bulletin item that constrains one or more trains must also be conveyed to the movement planner. Suitable information that my be contained in an bulletin item include train speed restrictions, track speed restrictions, track to be avoided, hazardous train movement restrictions, etc. Typically, train bulletins are issued by the cognizant dispatcher to the crew of the trains in the dispatchers control area for the portion of its route between crew change points prior to departure of the train. The train bulletin may include the control area of more than one dispatcher. The train bulletin is typically communicated by fax or other means which provides notice to the crew, but the dispatcher must take separate and independent action to ensure that the information contained in the train bulletin is also conveyed to the movement planner. In one embodiment of the present invention, configurable bulletin items are provided to the dispatcher by the
form generation module 260. Theform generation module 260 may pre-fill the form with information known when the form was generated and provides the train bulletin containing bulletin item information to the crews as well as themovement planner 120. Bulletin item types are made configurable so that the administrators can create bulletin item types that are easy to use for specific situations. The movement planner can automatically use planning constraints contained in each bulletin item applicable to a train, including constraints contained in it s configurable components, in order to update the movement plan if necessary. The movement planner receives the configurable bulletin items from theautomated dispatcher 140 and identifies planning constraints and updates the movement plan accordingly. For example, the dispatcher may issue a bulletin item that reduces the allowable speed for trains traveling over a specified portion of the track. Themovement planner 120 recognizes the reduced speed limit contained in the bulletin item received from theautomated dispatcher 140 and adjusts the movement plan to account for the reduced speed on the specified portion of the track. - In another yet another aspect of the present invention, the dispatch system may interrogate weather service information provided by railroad
information support center 130 and automatically account for the weather in planning the movement of the trains update including disseminating weather information in bulletin items, train bulletin and authorities, based on the route of the train traversing the weather affected area and place weather alerts on appropriate geographic region of the dispatcher's display. - Another area in which the dispatching system may assume the duties normally reserved for the dispatcher is helper operations. Typically, it was the sole responsibility for the dispatcher to identify those situations in which helper operations (i.e., the use of a helper locomotive to provide temporary additional power for moving a train) were required (e.g. laden coal train traversing a mountain pass). In one embodiment of the present invention, the dispatching system automatically identifies circumstances which may result in underpowered trains due to track conditions (e.g., grade and/or weather and/or curvature topology) in the evaluate
movement planner module 200 and schedule necessary helper power to assist train in route. The dispatching system determines the necessity of a helper based on suitable factors such as minimum power requirements by topological area and direction of travel as determined by the track database, areas where helper operations are typically performed, and predicted train performance based on engine and train consist (horsepower, weight on drivers, trailing tonnage, etc.) in the evaluatemovement plan module 200. The tasklist generator module 220 will create a task at the appropriate time if a helper hasn't been assigned and the evaluatemovement plan modules 200 determines a helper is needed. A list of helpers available for assignment will then be displayed for the dispatcher by theinteractive display module 250. In addition, the dispatching system may alert the dispatcher in the tasklist generator module 220 when a train is planned through a helper area and a helper has not been assigned as determined by the monitor movementplan execution module 210 and the monitortask list module 230, when the parameters of the train and track would indicate the need for one. The automated dispatcher may provide a display of helper train assignments atinteractive display 250 to facilitate efficient tactical management of helpers operations by the dispatcher - In another embodiment of the present invention, an enhanced display is provided to the dispatcher which facilitates interactive coordination with the dispatcher system. For example, an enhanced display may allow the dispatcher to view the planned trajectory of a train, and may give the dispatcher the ability to view increased details of the trajectory using well known “drill down” technology in the
interactive display module 250. In addition the interactive display may allow the dispatcher to provide alterations to the movement plan. For example, a trip plan display may be provided to the dispatcher which includes the details of a selected route for a train. The dispatcher may have the ability through well known graphical user interface technology to select the identified route for a train and make alterations as the circumstances require. For example, a Train A (not shown) may be planned to a portion of track which is consistent with the default track over which the train routinely traverses. The dispatcher may become aware of circumstances which require a deviation from the routine expected path of Train A and the display affords the dispatcher the opportunity to selected the portion of the track that is no longer available to Train A and provide alternative track to Train A. The alternative track would be identified and sent to the movement planner to accommodate Train A to utilize this track. Additionally, the dispatcher has the ability to affect the selection of routes using the enhanced display provided byinteractive display module 250. For example, alternate routes may be available to a train traveling from Point A to Point B (e.g., through a terminal area). The alternative routes may include track that is owned by several railroads or track that is shared by the railroad. The dispatcher, using well known graphical interface user techniques (e.g., drag and drop technology), may select a waypoint or an activity which requires use of one of the selected tracks which influences the route that the planner plans for the movement of the train. The graphical user interface may allow the dispatcher to select only those portions of the track which are available to the dispatcher (i.e., unavailable routes may be highlighted in a different color than the available routes and may have all interactivity features disabled). Thus the dispatcher would be able to drag and drop to a section of the track that was made accessible by the graphical user interface. - The interactive display may also facilitate communications between the dispatcher and the trains and other resources via communications link150. For example, the communication system parameters (such as radio frequency, radio/cell tower location and transmission range, etc) may be indexed with track topography (geographical reference) database and provided to the dispatcher with
interactive display module 250. Train and work crew locations are typically known by the dispatch system; and therefore, proper communication means (e.g. radio, radio tower and frequency or even fixed phone, satellite and cellular phone numbers of the crew) can be automatically determined and established by the dispatcher system throughinteractive display module 250. For example, to communicate with a train, the dispatcher would select the train symbol from the interactive display and indicate the desire to open a radio channel to the train. The automated dispatch system would determine the train's location, cross reference that location with radio unit identifiers in the track topology database, then send this information to the radio control system to establish the proper communications link. - The enhanced interactive display may also provide the dispatcher with the ability to view other dispatch territories, including advanced indication of and information about approaching trains into a dispatcher's control territory. Dispatchers may be given access to any part of the railroad, and the performance of any train, not just the portion of the plan and trains in their immediate cognizance. Additionally the enhanced interactive display may also be made available at a location remote from the dispatcher's location. For example, remote
interactive display module 255 may provide a display for a yard manager located in the operations center in the railyard. Theinteractive display module 255 may allow the yard manager less access than that of the display module for the dispatcher, but allow the yard manger to provide information relating to the movement of the trains in the yard which may impact the movement plan. For example, the yard manager may provide notification of an expected delay due to some occurrence or incident in the yard affecting the movement of trains. Additionally, the remoteinteractive display module 255 may also provide the yard manager with a means to specify the arrival and departure tracks for specific trains and to specify the departure order and departure time of trains. The dispatch system can automatically determine the authority type and approve the issuance of the authority based on the current state of other existing authorities, field indications and train locations. The remoteinteractive display module 255 is linked with one or more of the other modules of theautomated dispatcher 140 via a suitable communications link 258, such as a LAN, WAN or the Internet. - In another embodiment of the present invention, the dispatcher can request analysis feedback from the dispatch system for proposed changes to the movement plan. For example, the dispatcher may propose hypothetical constraints (e.g., a selected portion of track needs to be taken out of service for two hours today) through
interactive display module 250 in order to view the impact of the hypothetical constraint on the movement plan. If the hypothetical constraint will have minimal impact on the movement plan, the dispatcher may request that the constraint be treated as real rather than hypothetical and that the movement plan be updated accordingly. Thus, the dispatcher has the ability to propose “what-if” scenarios and to evaluate the impact of the any proposed modifications, prior to the implementation of such modification. - In addition, the
interactive display modules - In another aspect of the present invention, the dispatch system allows real time configuration of operating rules and other rule compliance constraints. In the traditional dispatching paradigm, the dispatcher had to ensure alterations to the movement plan conformed to a series of complex operating rules. If the operating rules changed or the Federal Railroad Association implemented a new rule, it was typically required that the software vendor responsible for the dispatching system make software modifications to reflect the change in rules. In one embodiment, the present invention allows the railroad or the dispatcher to enter the rule changes directly into the dispatch system through a configurable parameter using the
interactive display module 250 thus obviating any changes to the operating software by a third party. - While preferred embodiments of the present invention have been described, it is understood that the embodiments described are illustrative only and the scope of the invention is to be defined solely by the appended claims when accorded a full range of equivalence, many variations and modifications naturally occurring to those of skill in the art from a perusal hereof
Claims (55)
1. A method of controlling the movement of plural trains over a network of tracks using a network wide computer-based movement planner which creates a movement plan for planning the movement of the trains traveling over the network, the network having at least one control area, with a dispatcher being assigned to manage the movement of trains for a control area in accordance with the movement plan, comprising:
(a) predicting the occurrence of events along the network based on the movement plan; and
(b) prompting the respective dispatcher to take specific actions as a function of the predicted events.
2. The method of claim 1 wherein said prompting includes requesting the dispatcher to provide information relating to the predicted event.
3. The method of claim 2 further comprising updating the movement plan as a function of the information provided by the dispatcher.
4. The method of claim 3 wherein said prompting comprises interacting with the dispatcher via an interactive display enabling the dispatcher to request modifications to the movement plan.
5. The method of claim 4 wherein said prompting comprises enabling the dispatcher to request an analysis of a hypothetical modification to the movement plan via an interactive display.
6. The method of claim 4 wherein said prompting comprises requesting the dispatcher to select a new way point for a train.
7. The method of claim 1 wherein said prompting comprises:
(i) generating a task list of activities to be performed by the dispatcher as a function of the predicted occurrence of events; and
(ii) monitoring the completion of the activities specified on the task list by the dispatcher.
8. The method of claim 1 wherein said prompting is a function of non-compliance of actual events with the predicted events.
9. The method of claim 2 wherein said requesting includes providing the dispatcher with forms pre-filled with known information.
10. The method of claim 1 wherein said predicting includes accessing historical performance information to predict future compliance with movement plan.
11. The method of claim 10 wherein said accessing comprises accessing information relating to configuration of work locations for trains performing specific types of activities.
12. The method of claim 10 wherein said accessing comprises accessing crew performance statistics.
13. The method of claim 10 wherein said accessing comprises accessing dispatcher statistics.
14. The method of claim 10 wherein said accessing comprises accessing yard capacity and work flow in the yard.
15. The method of claim 1 wherein said predicting includes determining train performance as a function of train characteristics.
16. The method of claim 15 wherein said determining comprises evaluating information relating to the type of train.
17. The method of claim 16 wherein said determining comprises evaluating information relating to horsepower capacity and weight of the train.
18. The method of claim 1 wherein said prompting includes displaying indicia of track location for predicted occurrences as a function of time.
19. The method of claim 18 wherein said displaying comprises showing a graph of train location.
20. The method of claim 18 wherein said displaying comprises showing planning arrows for the planned route of a selected train on a graphical trackline display.
21. The method of claim 18 wherein said displaying comprises showing indicia of track location for predicted occurrences as a function of time at a display location remote from the display location of the dispatcher.
22. The method of claim 18 wherein said displaying comprises showing information about trains which are approaching the dispatcher's control area.
23. The method of claim 18 wherein said displaying comprises alerting the dispatcher of trains requiring issuance of a new movement authority.
24. A method of controlling the movement of plural trains over a network of tracks using a network wide computer-based movement planner which creates a movement plan for planning the movement of the trains traveling over the network, the network having at least one control area with a dispatcher being assigned to manage the movement of trains for a control area in accordance with the movement plan, comprising:
(a) generating a task list of activities to be performed by the respective dispatcher as a function of the movement plan;
(b) monitoring the execution of the activities specified on the task list by the dispatcher; and
(c) prompting the dispatcher to provide information relating to the execution of activities identified on the task list.
25. The method of claim 24 further comprising updating the network-wide movement plan as a function of the execution of the activities by the dispatcher.
26. The method of claim 24 wherein said generating further comprises:
(i) monitoring the movement of trains through the control area, and (ii) prompting a desired activity of the dispatcher as a function of the movement of the trains.
27. The method of claim 24 wherein said generating comprises:
(i) receiving movement reports regarding the trains in the control area, and (ii) prompting a desired activity by the dispatcher on the basis of the non-receipt of a movement report.
28. The method of claim 24 wherein said prompting includes transmitting forms to the dispatcher that are required to be submitted as a function of the movement of the trains.
29. The method of claim 28 wherein said prompting includes automatically loading the forms with information related to the activity known at the time the forms are presented to the dispatcher.
30. The method of claim 29 wherein said loading comprising entering the appropriate track authority information for the train.
31. The method of claim 29 wherein said transmitting comprises communicating a dynamically configurable form of the appropriate authority type.
32. The method of claim 24 wherein said prompting comprises notifying the dispatcher to assign a helper locomotive.
33. A method of controlling the movement of plural trains over a network of tracks using a network wide computer-based movement planner which creates a movement plan for planning the movement of the trains traveling over the network, the network having at least one control area with a dispatcher being assigned to manage the movement of trains for a control area in accordance with the movement plan, comprising:
(a) monitoring the movement of trains in accordance with the movement plan;
(b) identifying incidents of non-conformance with the movement plan; and
(c) alerting the respective dispatcher of an identified incident.
34. The method of claim 33 wherein said monitoring includes receiving periodic movement reports from the train and wherein said identifying includes determining non-receipt of an expected movement report.
35. The method of claim 33 wherein said alerting includes the step of prompting the dispatcher to provide information related to the identified incident.
36. The method of claim 35 wherein said prompting includes automatically providing the dispatcher with a form prefilled with information to report information relating to the identified incident known at the time the form is presented to the dispatcher.
37. The method of claim 36 wherein said providing comprises communicating a delay report
38. The method of claim 33 further comprising informing dispatchers of other control areas of the identified incident.
39. The method of claim 33 wherein said alerting includes communicating information relating to an identified incident for at least one train of a linked activity.
40. A computer program product for use with a railway computer assisted train dispatching system for controlling the movement of plural trains over a network of tracks; the dispatching system using a network-wide computer-based movement planner which creates a network-wide movement plan for planning the movement of the trains traveling over the network, the network having at least one control area with a dispatcher assigned to a control area to manage the movement of trains in accordance with the movement plan, said computer program product comprising:
a computer usable medium having computer readable program code modules embodied in said medium for assisting the dispatcher in controlling the movement of trains; said computer readable program code modules comprising:
computer readable first program code module for causing a computer to predict the occurrence of events based on the provided portion of the movement plan; and
computer readable second program code module for causing a computer to prompt the dispatcher to take specific actions as a function of the predicted events.
41. A computer program product for use with a railway computer assisted train dispatching system for controlling the movement of plural trains over a network of tracks; the dispatching system having a computer-based movement planner which creates a network-wide schedule for each of the trains traveling over the network, the network having at least one control area with a dispatcher assigned to a control area to control the movement of trains in accordance with the movement plan, said computer program product comprising:
a computer usable medium having computer readable program code modules embodied in said medium for assisting the dispatcher in controlling the movement of trains; said computer readable program code modules comprising:
computer readable first program code module for causing a computer to monitor the execution of the activities specified on the task list by the dispatcher.; and
computer readable second program code module for causing a computer to prompt the dispatcher to take specific actions as a function of the predicted events.
42. A method of controlling the movement of plural trains over a network of tracks using a network wide computer-based movement planner which creates a movement plan for planning the movement of the trains traveling over the network, the network having at least one control area, with a dispatcher being assigned to manage the movement of trains for a control area in accordance with the movement plan, comprising:
(a) predicting the occurrence of events along the network based on the movement plan;
(b) providing an interactive display of the predicted events; and
(c) receiving information inputted through the interactive display related to the predicted occurrence of events.
43. The method of claim 42 wherein said receiving includes communicating a request for the reservation of track resources.
44. The method of claim 43 wherein said communicating includes requesting an issuance of a movement authority at a time in the future.
45. The method of claim 42 wherein said receiving includes communicating information from other than a dispatcher.
46. The method of claim 42 wherein said receiving includes communicating a train bulletin having a bulletin item recognizable to a computer based movement planner.
47. The method of claim 42 wherein said receiving includes communicating a change of the train operating rules recognizable to a computer based movement planner.
48. The method of claim 42 further comprising establishing a communications link with a train as a function of the information received from the interactive display.
49. The method of claim 46 wherein said communicating comprises communicating a configurable bulletin item recognizable to a computer based movement planner.
50. The method of claim 46 wherein said communicating comprises communicating a planning constraint recognizable to a computer based movement planner.
51. The method of claim 50 comprising the further step of updating the movement plan using said communicated planning restraint.
52. The method of claim 42 further comprising establishing a communications link with a train as a function of the location of the train.
53. The method of claim 1 wherein said predicting comprises determining the appropriate time to issue a train bulletin and the appropriate train route for the train bulletin.
54. The method of claim 53 wherein said prompting comprises tasking the dispatcher to issue the train bulletin at the appropriate time.
55. The method of claim 54 wherein said prompting further comprises automatically issuing the train bulletin at the appropriate time.
Priority Applications (11)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/785,059 US20040172175A1 (en) | 2003-02-27 | 2004-02-25 | System and method for dispatching by exception |
US11/342,854 US20060212185A1 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for automatic selection of train activity locations |
US11/342,855 US20060212186A1 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for scheduling maintenance of way |
US11/342,874 US7725249B2 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for congestion management |
US11/342,856 US20060212187A1 (en) | 2003-02-27 | 2006-01-31 | Scheduler and method for managing unpredictable local trains |
US11/342,857 US20060212188A1 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for automatic selection of alternative routing through congested areas using congestion prediction metrics |
US11/342,816 US20060212183A1 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for estimating train location |
US11/342,875 US7797087B2 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for selectively disabling train location reports |
US11/342,853 US7937193B2 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for coordinating railway line of road and yard planners |
US12/153,948 US8380373B2 (en) | 1994-09-01 | 2008-05-28 | System and method for dispatching by exception |
US12/907,677 US8589057B2 (en) | 2003-02-27 | 2010-10-19 | Method and apparatus for automatic selection of alternative routing through congested areas using congestion prediction metrics |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US44984903P | 2003-02-27 | 2003-02-27 | |
US10/785,059 US20040172175A1 (en) | 2003-02-27 | 2004-02-25 | System and method for dispatching by exception |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/438,901 Continuation-In-Part US7539624B2 (en) | 1994-09-01 | 2003-05-16 | Automatic train control system and method |
Related Child Applications (9)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/342,875 Continuation-In-Part US7797087B2 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for selectively disabling train location reports |
US11/342,853 Continuation-In-Part US7937193B2 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for coordinating railway line of road and yard planners |
US11/342,874 Continuation-In-Part US7725249B2 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for congestion management |
US11/342,855 Continuation-In-Part US20060212186A1 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for scheduling maintenance of way |
US11/342,857 Continuation-In-Part US20060212188A1 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for automatic selection of alternative routing through congested areas using congestion prediction metrics |
US11/342,816 Continuation US20060212183A1 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for estimating train location |
US11/342,856 Continuation-In-Part US20060212187A1 (en) | 2003-02-27 | 2006-01-31 | Scheduler and method for managing unpredictable local trains |
US11/342,854 Continuation-In-Part US20060212185A1 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for automatic selection of train activity locations |
US12/153,948 Continuation US8380373B2 (en) | 1994-09-01 | 2008-05-28 | System and method for dispatching by exception |
Publications (1)
Publication Number | Publication Date |
---|---|
US20040172175A1 true US20040172175A1 (en) | 2004-09-02 |
Family
ID=32908718
Family Applications (5)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/785,057 Active 2025-12-25 US7512481B2 (en) | 2003-02-27 | 2004-02-25 | System and method for computer aided dispatching using a coordinating agent |
US10/785,059 Abandoned US20040172175A1 (en) | 1994-09-01 | 2004-02-25 | System and method for dispatching by exception |
US11/342,816 Abandoned US20060212183A1 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for estimating train location |
US12/081,267 Expired - Fee Related US7715977B2 (en) | 2003-02-27 | 2008-04-14 | System and method for computer aided dispatching using a coordinating agent |
US12/153,948 Expired - Fee Related US8380373B2 (en) | 1994-09-01 | 2008-05-28 | System and method for dispatching by exception |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/785,057 Active 2025-12-25 US7512481B2 (en) | 2003-02-27 | 2004-02-25 | System and method for computer aided dispatching using a coordinating agent |
Family Applications After (3)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/342,816 Abandoned US20060212183A1 (en) | 2003-02-27 | 2006-01-31 | Method and apparatus for estimating train location |
US12/081,267 Expired - Fee Related US7715977B2 (en) | 2003-02-27 | 2008-04-14 | System and method for computer aided dispatching using a coordinating agent |
US12/153,948 Expired - Fee Related US8380373B2 (en) | 1994-09-01 | 2008-05-28 | System and method for dispatching by exception |
Country Status (2)
Country | Link |
---|---|
US (5) | US7512481B2 (en) |
CA (2) | CA2459213A1 (en) |
Cited By (43)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20070106434A1 (en) * | 2005-11-07 | 2007-05-10 | Galbraith Robert E Ii | User interface for railroad dispatch monitoring of a geographic region and display system employing a common data format for displaying information from different and diverse railroad CAD systems |
US20070219680A1 (en) * | 2006-03-20 | 2007-09-20 | Kumar Ajith K | Trip optimization system and method for a train |
US20070233364A1 (en) * | 2006-03-20 | 2007-10-04 | Ajith Kuttannair Kumar | Trip Optimization System and Method for a Vehicle |
US20070239880A1 (en) * | 2006-04-05 | 2007-10-11 | Qwest Communications International Inc. | Translation of messages between media types |
US20080065282A1 (en) * | 2006-09-11 | 2008-03-13 | Wolfgang Daum | System and method of multi-generation positive train control system |
US20080109124A1 (en) * | 2006-11-02 | 2008-05-08 | General Electric Company | Method of planning the movement of trains using pre-allocation of resources |
US20080154692A1 (en) * | 2006-03-14 | 2008-06-26 | Prescott Logan | System and method for rail yard process monitoring |
WO2008042516A3 (en) * | 2006-10-02 | 2008-08-07 | Gen Electric | System and method for optimizing parameters of multiple rail vehicles operating over multiple intersecting railroad networks |
US20080264359A1 (en) * | 2007-04-30 | 2008-10-30 | Marsh Gregory A | System, method, and computer readable media for controlling cooling in a diesel fueled power generation unit |
EP1987321A2 (en) * | 2006-01-31 | 2008-11-05 | General Electric Company | Method and apparatus for coordinating railway line of road and yard planners |
US20090099825A1 (en) * | 2007-10-12 | 2009-04-16 | General Electric Company | System and method for a simulation based movement planner |
US20090287530A1 (en) * | 2008-05-16 | 2009-11-19 | Hitachi, Ltd | Plan execution control apparatus, plan execution control method, and plan execution control program |
US20110118899A1 (en) * | 2009-11-13 | 2011-05-19 | Brooks James D | Method and system for independent control of vehicle |
US8126601B2 (en) | 2006-03-20 | 2012-02-28 | General Electric Company | System and method for predicting a vehicle route using a route network database |
AU2007210230B2 (en) * | 2006-01-31 | 2012-04-26 | General Electric Company | Method and apparatus for automatic selection of alternative routing through congested areas using congestion prediction metrics |
US8234023B2 (en) | 2009-06-12 | 2012-07-31 | General Electric Company | System and method for regulating speed, power or position of a powered vehicle |
US8249763B2 (en) | 2006-03-20 | 2012-08-21 | General Electric Company | Method and computer software code for uncoupling power control of a distributed powered system from coupled power settings |
US8290645B2 (en) | 2006-03-20 | 2012-10-16 | General Electric Company | Method and computer software code for determining a mission plan for a powered system when a desired mission parameter appears unobtainable |
US8370007B2 (en) | 2006-03-20 | 2013-02-05 | General Electric Company | Method and computer software code for determining when to permit a speed control system to control a powered system |
US8370006B2 (en) | 2006-03-20 | 2013-02-05 | General Electric Company | Method and apparatus for optimizing a train trip using signal information |
US8401720B2 (en) | 2006-03-20 | 2013-03-19 | General Electric Company | System, method, and computer software code for detecting a physical defect along a mission route |
US20130116865A1 (en) * | 2011-11-03 | 2013-05-09 | Jared COOPER | System and method for changing when a vehicle enters a vehicle yard |
US20130131909A1 (en) * | 2011-11-03 | 2013-05-23 | General Electric Company | System and method for changing when a vehicle enters a vehicle yard |
US8473127B2 (en) | 2006-03-20 | 2013-06-25 | General Electric Company | System, method and computer software code for optimizing train operations considering rail car parameters |
US8521345B2 (en) | 2011-12-28 | 2013-08-27 | General Electric Company | System and method for rail vehicle time synchronization |
US8768543B2 (en) | 2006-03-20 | 2014-07-01 | General Electric Company | Method, system and computer software code for trip optimization with train/track database augmentation |
US8788135B2 (en) | 2006-03-20 | 2014-07-22 | General Electric Company | System, method, and computer software code for providing real time optimization of a mission plan for a powered system |
US8924049B2 (en) | 2003-01-06 | 2014-12-30 | General Electric Company | System and method for controlling movement of vehicles |
US9156477B2 (en) | 2006-03-20 | 2015-10-13 | General Electric Company | Control system and method for remotely isolating powered units in a vehicle system |
US9201409B2 (en) | 2006-03-20 | 2015-12-01 | General Electric Company | Fuel management system and method |
US9233696B2 (en) | 2006-03-20 | 2016-01-12 | General Electric Company | Trip optimizer method, system and computer software code for operating a railroad train to minimize wheel and track wear |
US9266542B2 (en) | 2006-03-20 | 2016-02-23 | General Electric Company | System and method for optimized fuel efficiency and emission output of a diesel powered system |
US20160071049A1 (en) * | 2011-11-15 | 2016-03-10 | Amazon Technologies, Inc. | Brokering services |
US9527518B2 (en) | 2006-03-20 | 2016-12-27 | General Electric Company | System, method and computer software code for controlling a powered system and operational information used in a mission by the powered system |
US9669851B2 (en) | 2012-11-21 | 2017-06-06 | General Electric Company | Route examination system and method |
US9682716B2 (en) | 2012-11-21 | 2017-06-20 | General Electric Company | Route examining system and method |
US9689681B2 (en) | 2014-08-12 | 2017-06-27 | General Electric Company | System and method for vehicle operation |
US9834237B2 (en) | 2012-11-21 | 2017-12-05 | General Electric Company | Route examining system and method |
WO2018036759A1 (en) * | 2016-08-23 | 2018-03-01 | Siemens Aktiengesellschaft | Prediction of the run of a train |
US10308265B2 (en) | 2006-03-20 | 2019-06-04 | Ge Global Sourcing Llc | Vehicle control system and method |
CN110228507A (en) * | 2019-05-10 | 2019-09-13 | 北京交通大学 | A kind of automatic train regulation control method based on event triggering |
US10569792B2 (en) | 2006-03-20 | 2020-02-25 | General Electric Company | Vehicle control system and method |
US11208125B2 (en) * | 2016-08-08 | 2021-12-28 | Transportation Ip Holdings, Llc | Vehicle control system |
Families Citing this family (56)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7512481B2 (en) * | 2003-02-27 | 2009-03-31 | General Electric Company | System and method for computer aided dispatching using a coordinating agent |
US7725249B2 (en) * | 2003-02-27 | 2010-05-25 | General Electric Company | Method and apparatus for congestion management |
US7747362B2 (en) | 2005-12-30 | 2010-06-29 | Canadian National Railway Company | System and method for computing rail car switching solutions by assessing space availability in a classification track on the basis of block pull time |
US7792616B2 (en) | 2005-12-30 | 2010-09-07 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard including logic to re-switch cars for block size |
US7818101B2 (en) | 2005-12-30 | 2010-10-19 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard using an iterative method |
US8060263B2 (en) | 2005-12-30 | 2011-11-15 | Canadian National Railway Company | System and method for forecasting the composition of an outbound train in a switchyard |
US7596433B2 (en) | 2005-12-30 | 2009-09-29 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard with partially occupied classification track selection logic |
US8055397B2 (en) | 2005-12-30 | 2011-11-08 | Canadian National Railway Company | System and method for computing rail car switching sequence in a switchyard |
US7546185B2 (en) | 2005-12-30 | 2009-06-09 | Canadian National Railway Company | System and method for computing railcar switching solutions using an available space search logic assigning different orders of preference to classification tracks |
US7565228B2 (en) | 2005-12-30 | 2009-07-21 | Canadian National Railway Company | System and method for computing railcar switching solutions in a switchyard using empty car substitution logic |
US7751952B2 (en) | 2005-12-30 | 2010-07-06 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard including logic to re-switch cars for arrival rate |
US7657348B2 (en) | 2005-12-30 | 2010-02-02 | Canadian National Railway Company | System and method for computing rail car switching solutions using dynamic classification track allocation |
US7742849B2 (en) | 2005-12-30 | 2010-06-22 | Canadian National Railway Company | System and method for computing car switching solutions in a switchyard using car ETA as a factor |
US7742848B2 (en) | 2005-12-30 | 2010-06-22 | Canadian National Railway Company | System and method for computing rail car switching solutions in a switchyard including logic to re-switch cars for block pull time |
US7457691B2 (en) | 2005-12-30 | 2008-11-25 | Canadian National Railway Company | Method and system for computing rail car switching solutions in a switchyard based on expected switching time |
CN100372720C (en) * | 2006-03-24 | 2008-03-05 | 北京全路通信信号研究设计院 | Device and method for making dispatch plan of railway |
CA2551467A1 (en) * | 2006-07-04 | 2008-01-04 | University Of New Brunswick | System and method for optimizing linehaul operations |
US8214091B2 (en) * | 2007-10-18 | 2012-07-03 | Wabtec Holding Corp. | System and method to determine train location in a track network |
US8510180B2 (en) * | 2008-10-06 | 2013-08-13 | Skybitz, Inc. | System and method for increasing asset utilization using satellite aided location tracking |
US8065255B2 (en) * | 2008-11-13 | 2011-11-22 | Oracle International Corporation | Management of sub-problems in a dynamic constraint satisfaction problem solver |
EP2244064B1 (en) * | 2009-04-23 | 2015-09-30 | Vodafone IP Licensing limited | Method for providing time table information |
US8612071B2 (en) | 2009-10-23 | 2013-12-17 | Integrated Transportation Technologies, L.L.C. | Synchronized express and local trains for urban commuter rail systems |
FR2958248B1 (en) * | 2010-04-01 | 2012-06-15 | Alstom Transport Sa | METHOD FOR MANAGING THE MOVEMENT OF VEHICLES ON A RAILWAY NETWORK AND ASSOCIATED SYSTEM |
US20120203402A1 (en) * | 2011-02-07 | 2012-08-09 | International Business Machines Corporation | Intelligent Railway System for Preventing Accidents at Railway Passing Points and Damage to the Rail Track |
JP5310766B2 (en) * | 2011-03-28 | 2013-10-09 | ソニー株式会社 | POSITION CORRECTION DEVICE, POSITION CORRECTION METHOD, PROGRAM, AND POSITION CORRECTION SYSTEM |
US9008933B2 (en) | 2011-05-09 | 2015-04-14 | General Electric Company | Off-board scheduling system and method for adjusting a movement plan of a transportation network |
US8805605B2 (en) | 2011-05-09 | 2014-08-12 | General Electric Company | Scheduling system and method for a transportation network |
US8477067B2 (en) * | 2011-06-24 | 2013-07-02 | Thales Canada Inc. | Vehicle localization system |
US8818584B2 (en) | 2011-12-05 | 2014-08-26 | General Electric Company | System and method for modifying schedules of vehicles |
US8655518B2 (en) | 2011-12-06 | 2014-02-18 | General Electric Company | Transportation network scheduling system and method |
US9235991B2 (en) | 2011-12-06 | 2016-01-12 | General Electric Company | Transportation network scheduling system and method |
KR101781208B1 (en) * | 2011-12-08 | 2017-09-22 | 한국전자통신연구원 | Apparatus and Method for Controlling Frequency for railway wireless communication |
US8571723B2 (en) | 2011-12-28 | 2013-10-29 | General Electric Company | Methods and systems for energy management within a transportation network |
US10741859B2 (en) | 2012-04-02 | 2020-08-11 | Hydrogenics Corporation | Fuel cell start up method |
AU2013205954B2 (en) * | 2012-05-29 | 2015-09-24 | Tata Consultancy Services Limited | A system and method for vehicle movement modeling in a railway network |
RU2508218C1 (en) * | 2012-07-19 | 2014-02-27 | Открытое акционерное общество "Научно-исследовательский и проектно-конструкторский институт информатизации, автоматизации и связи на железнодорожном транспорте" (ОАО "НИИАС") | Train control system |
US9168936B2 (en) | 2012-11-13 | 2015-10-27 | Wabtec Holding Corp. | System and method of transforming movement authority limits |
AU2013270604A1 (en) * | 2012-12-14 | 2014-07-03 | Technological Resources Pty. Limited | A rail network management system |
CA2891151C (en) | 2014-05-19 | 2023-07-04 | Siddhartha Sengupta | System and method for generating vehicle movement plans in a large railway network |
US9561811B2 (en) * | 2014-12-19 | 2017-02-07 | Progress Rail Locomotive Inc. | Railroad control system having onboard management |
US9499183B2 (en) * | 2015-02-23 | 2016-11-22 | Mitsubishi Electric Research Laboratories, Inc. | System and method for stopping trains using simultaneous parameter estimation |
CN105480263A (en) * | 2015-11-30 | 2016-04-13 | 中国神华能源股份有限公司 | Train dispatching optimization method and system |
CA3030588A1 (en) * | 2016-08-12 | 2018-02-15 | Hatch Ltd. | System and method for optimizing a rail system |
CN106476857B (en) * | 2016-10-19 | 2018-06-22 | 北京交通大学 | A kind of rail traffic dispatching and command system and method |
CN108116448A (en) * | 2016-11-30 | 2018-06-05 | 河南蓝信科技股份有限公司 | One kind is shunt protective survey method and its system |
US10950066B2 (en) * | 2017-02-15 | 2021-03-16 | Mitsubishi Electric Corporation | Control transmission device, maintenance communication device, and train maintenance system |
RU2651333C1 (en) * | 2017-03-24 | 2018-04-19 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Московский государственный университет путей сообщения Императора Николая II" МГУПС (МИИТ) | Method of trains movement regulation on the transfer without floating light-flowers and rail circuits |
CN109774747B (en) * | 2017-11-14 | 2021-04-27 | 交控科技股份有限公司 | Line resource control method, intelligent vehicle-mounted controller and object controller |
US11288624B2 (en) * | 2018-08-09 | 2022-03-29 | Blackberry Limited | Method and system for yard asset management |
CN111434558B (en) * | 2019-01-15 | 2022-06-24 | 宝山钢铁股份有限公司 | Locomotive short-circuit open control method based on locomotive operation instruction |
CN112441085B (en) * | 2019-08-30 | 2022-03-18 | 比亚迪股份有限公司 | Vehicle operation diagram compiling and processing method, computer equipment and storage medium |
CN112287058B (en) * | 2020-11-05 | 2021-06-15 | 重庆市规划和自然资源信息中心 | Working method for intelligently detecting land red line through cloud computing |
CN112396909A (en) * | 2020-12-03 | 2021-02-23 | 卫宁 | Real device of instructing of railway dispatching commander |
EP4056451A1 (en) * | 2021-03-10 | 2022-09-14 | Siemens Mobility SAS | Method and system for regulating guided vehicles headways |
CN113147838B (en) * | 2021-04-02 | 2022-08-26 | 卡斯柯信号有限公司 | Automatic vehicle adding method for operation recovery of subway sudden accident |
CN113581261B (en) * | 2021-09-07 | 2022-09-20 | 东北大学 | Comprehensive performance evaluation system for high-speed railway stage adjustment plan |
Citations (68)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3575594A (en) * | 1969-02-24 | 1971-04-20 | Westinghouse Air Brake Co | Automatic train dispatcher |
US3734433A (en) * | 1967-10-19 | 1973-05-22 | R Metzner | Automatically controlled transportation system |
US3794834A (en) * | 1972-03-22 | 1974-02-26 | Gen Signal Corp | Multi-computer vehicle control system with self-validating features |
US3839964A (en) * | 1969-11-04 | 1974-10-08 | Matra Engins | Installation for transportation by trains made of different types of carriages |
US3895584A (en) * | 1972-02-10 | 1975-07-22 | Secr Defence Brit | Transportation systems |
US3944986A (en) * | 1969-06-05 | 1976-03-16 | Westinghouse Air Brake Company | Vehicle movement control system for railroad terminals |
US4099707A (en) * | 1977-02-03 | 1978-07-11 | Allied Chemical Corporation | Vehicle moving apparatus |
US4122523A (en) * | 1976-12-17 | 1978-10-24 | General Signal Corporation | Route conflict analysis system for control of railroads |
US4361300A (en) * | 1980-10-08 | 1982-11-30 | Westinghouse Electric Corp. | Vehicle train routing apparatus and method |
US4361301A (en) * | 1980-10-08 | 1982-11-30 | Westinghouse Electric Corp. | Vehicle train tracking apparatus and method |
US4610206A (en) * | 1984-04-09 | 1986-09-09 | General Signal Corporation | Micro controlled classification yard |
US4669047A (en) * | 1984-03-20 | 1987-05-26 | Clark Equipment Company | Automated parts supply system |
US4791871A (en) * | 1986-06-20 | 1988-12-20 | Mowll Jack U | Dual-mode transportation system |
US4843575A (en) * | 1982-10-21 | 1989-06-27 | Crane Harold E | Interactive dynamic real-time management system |
US4883245A (en) * | 1987-07-16 | 1989-11-28 | Erickson Jr Thomas F | Transporation system and method of operation |
US4926343A (en) * | 1985-02-28 | 1990-05-15 | Hitachi, Ltd. | Transit schedule generating method and system |
US4937743A (en) * | 1987-09-10 | 1990-06-26 | Intellimed Corporation | Method and system for scheduling, monitoring and dynamically managing resources |
US5038290A (en) * | 1988-09-13 | 1991-08-06 | Tsubakimoto Chain Co. | Managing method of a run of moving objects |
US5063506A (en) * | 1989-10-23 | 1991-11-05 | International Business Machines Corp. | Cost optimization system for supplying parts |
US5177684A (en) * | 1990-12-18 | 1993-01-05 | The Trustees Of The University Of Pennsylvania | Method for analyzing and generating optimal transportation schedules for vehicles such as trains and controlling the movement of vehicles in response thereto |
US5222192A (en) * | 1988-02-17 | 1993-06-22 | The Rowland Institute For Science, Inc. | Optimization techniques using genetic algorithms |
US5229948A (en) * | 1990-11-03 | 1993-07-20 | Ford Motor Company | Method of optimizing a serial manufacturing system |
US5237497A (en) * | 1991-03-22 | 1993-08-17 | Numetrix Laboratories Limited | Method and system for planning and dynamically managing flow processes |
US5265006A (en) * | 1990-12-14 | 1993-11-23 | Andersen Consulting | Demand scheduled partial carrier load planning system for the transportation industry |
US5289563A (en) * | 1990-03-08 | 1994-02-22 | Mitsubishi Denki Kabushiki Kaisha | Fuzzy backward reasoning device |
US5311438A (en) * | 1992-01-31 | 1994-05-10 | Andersen Consulting | Integrated manufacturing system |
US5331545A (en) * | 1991-07-05 | 1994-07-19 | Hitachi, Ltd. | System and method for planning support |
US5332180A (en) * | 1992-12-28 | 1994-07-26 | Union Switch & Signal Inc. | Traffic control system utilizing on-board vehicle information measurement apparatus |
US5335180A (en) * | 1990-09-19 | 1994-08-02 | Hitachi, Ltd. | Method and apparatus for controlling moving body and facilities |
US5365516A (en) * | 1991-08-16 | 1994-11-15 | Pinpoint Communications, Inc. | Communication system and method for determining the location of a transponder unit |
US5390880A (en) * | 1992-06-23 | 1995-02-21 | Mitsubishi Denki Kabushiki Kaisha | Train traffic control system with diagram preparation |
US5420883A (en) * | 1993-05-17 | 1995-05-30 | Hughes Aircraft Company | Train location and control using spread spectrum radio communications |
US5437422A (en) * | 1992-02-11 | 1995-08-01 | Westinghouse Brake And Signal Holdings Limited | Railway signalling system |
US5463552A (en) * | 1992-07-30 | 1995-10-31 | Aeg Transportation Systems, Inc. | Rules-based interlocking engine using virtual gates |
US5467268A (en) * | 1994-02-25 | 1995-11-14 | Minnesota Mining And Manufacturing Company | Method for resource assignment and scheduling |
US5487516A (en) * | 1993-03-17 | 1996-01-30 | Hitachi, Ltd. | Train control system |
US5541848A (en) * | 1994-12-15 | 1996-07-30 | Atlantic Richfield Company | Genetic method of scheduling the delivery of non-uniform inventory |
US5623413A (en) * | 1994-09-01 | 1997-04-22 | Harris Corporation | Scheduling system and method |
US5745735A (en) * | 1995-10-26 | 1998-04-28 | International Business Machines Corporation | Localized simulated annealing |
US5801943A (en) * | 1993-07-23 | 1998-09-01 | Condition Monitoring Systems | Traffic surveillance and simulation apparatus |
US5825660A (en) * | 1995-09-07 | 1998-10-20 | Carnegie Mellon University | Method of optimizing component layout using a hierarchical series of models |
US5823481A (en) * | 1996-10-07 | 1998-10-20 | Union Switch & Signal Inc. | Method of transferring control of a railway vehicle in a communication based signaling system |
US5828979A (en) * | 1994-09-01 | 1998-10-27 | Harris Corporation | Automatic train control system and method |
US5836529A (en) * | 1995-10-31 | 1998-11-17 | Csx Technology, Inc. | Object based railroad transportation network management system and method |
US5850617A (en) * | 1996-12-30 | 1998-12-15 | Lockheed Martin Corporation | System and method for route planning under multiple constraints |
US6032905A (en) * | 1998-08-14 | 2000-03-07 | Union Switch & Signal, Inc. | System for distributed automatic train supervision and control |
US6115700A (en) * | 1997-01-31 | 2000-09-05 | The United States Of America As Represented By The Secretary Of The Navy | System and method for tracking vehicles using random search algorithms |
US6125311A (en) * | 1997-12-31 | 2000-09-26 | Maryland Technology Corporation | Railway operation monitoring and diagnosing systems |
US6144901A (en) * | 1997-09-12 | 2000-11-07 | New York Air Brake Corporation | Method of optimizing train operation and training |
US6250590B1 (en) * | 1997-01-17 | 2001-06-26 | Siemens Aktiengesellschaft | Mobile train steering |
US6351697B1 (en) * | 1999-12-03 | 2002-02-26 | Modular Mining Systems, Inc. | Autonomous-dispatch system linked to mine development plan |
US6377877B1 (en) * | 2000-09-15 | 2002-04-23 | Ge Harris Railway Electronics, Llc | Method of determining railyard status using locomotive location |
US6393362B1 (en) * | 2000-03-07 | 2002-05-21 | Modular Mining Systems, Inc. | Dynamic safety envelope for autonomous-vehicle collision avoidance system |
US6405186B1 (en) * | 1997-03-06 | 2002-06-11 | Alcatel | Method of planning satellite requests by constrained simulated annealing |
US6459965B1 (en) * | 2000-11-22 | 2002-10-01 | Ge-Harris Railway Electronics, Llc | Method for advanced communication-based vehicle control |
US20030183729A1 (en) * | 1996-09-13 | 2003-10-02 | Root Kevin B. | Integrated train control |
US6637703B2 (en) * | 2000-12-28 | 2003-10-28 | Ge Harris Railway Electronics Llc | Yard tracking system |
US6654682B2 (en) * | 2000-03-23 | 2003-11-25 | Siemens Transportation Systems, Inc. | Transit planning system |
US20040093196A1 (en) * | 1999-09-24 | 2004-05-13 | New York Air Brake Corporation | Method of transferring files and analysis of train operational data |
US6766228B2 (en) * | 2001-03-09 | 2004-07-20 | Alstom | System for managing the route of a rail vehicle |
US6789005B2 (en) * | 2002-11-22 | 2004-09-07 | New York Air Brake Corporation | Method and apparatus of monitoring a railroad hump yard |
US6799100B2 (en) * | 2000-05-15 | 2004-09-28 | Modular Mining Systems, Inc. | Permission system for controlling interaction between autonomous vehicles in mining operation |
US20040267415A1 (en) * | 2003-06-27 | 2004-12-30 | Alstom | Method and apparatus for controlling trains, in particular a method and apparatus of the ERTMS type |
US6853889B2 (en) * | 2000-12-20 | 2005-02-08 | Central Queensland University | Vehicle dynamics production system and method |
US20050107890A1 (en) * | 2002-02-22 | 2005-05-19 | Alstom Ferroviaria S.P.A. | Method and device of generating logic control units for railroad station-based vital computer apparatuses |
US20050192720A1 (en) * | 2004-02-27 | 2005-09-01 | Christie W. B. | Geographic information system and method for monitoring dynamic train positions |
US7006796B1 (en) * | 1998-07-09 | 2006-02-28 | Siemens Aktiengesellschaft | Optimized communication system for radio-assisted traffic services |
US20060074544A1 (en) * | 2002-12-20 | 2006-04-06 | Viorel Morariu | Dynamic optimizing traffic planning method and system |
Family Cites Families (34)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2033654A1 (en) | 1969-07-09 | 1971-01-14 | Westinghouse Electric Corp , East Pittsburgh, Pa (V St A) | Control of vehicle systems |
GB1321054A (en) | 1969-07-09 | 1973-06-20 | Westinghouse Electric Corp | Control of vehicle systems |
JPS5984663A (en) | 1982-11-02 | 1984-05-16 | 川崎重工業株式会社 | Device and method of controlling operation of train |
GB2209980B (en) * | 1987-09-18 | 1992-06-03 | Silk Engineering | A portable machine tool |
GB8810923D0 (en) | 1988-05-09 | 1988-06-15 | Westinghouse Brake & Signal | Railway signalling system |
CA1332975C (en) | 1988-09-28 | 1994-11-08 | Andrew Marsden Long | System for energy conservation on rail vehicles |
US4975865A (en) | 1989-05-31 | 1990-12-04 | Mitech Corporation | Method and apparatus for real-time control |
JPH03127161A (en) * | 1989-10-13 | 1991-05-30 | Hitachi Ltd | Coordinating system for plural consoles |
JP3234925B2 (en) | 1990-01-17 | 2001-12-04 | 株式会社日立製作所 | Train control device |
US5121467A (en) | 1990-08-03 | 1992-06-09 | E.I. Du Pont De Nemours & Co., Inc. | Neural network/expert system process control system and method |
US5129605A (en) * | 1990-09-17 | 1992-07-14 | Rockwell International Corporation | Rail vehicle positioning system |
JPH0516810A (en) * | 1991-07-17 | 1993-01-26 | Nippon Signal Co Ltd:The | Ctc control operation and ctc controller |
GB2263993B (en) | 1992-02-06 | 1995-03-22 | Westinghouse Brake & Signal | Regulating a railway vehicle |
US5364047A (en) | 1993-04-02 | 1994-11-15 | General Railway Signal Corporation | Automatic vehicle control and location system |
JP3213459B2 (en) | 1993-10-20 | 2001-10-02 | 三洋電機株式会社 | Non-aqueous electrolyte secondary battery |
US7539624B2 (en) | 1994-09-01 | 2009-05-26 | Harris Corporation | Automatic train control system and method |
US6459964B1 (en) * | 1994-09-01 | 2002-10-01 | G.E. Harris Railway Electronics, L.L.C. | Train schedule repairer |
US7092894B1 (en) | 1994-09-01 | 2006-08-15 | Harris Corporation | Cost reactive scheduler and method |
WO1998034825A1 (en) * | 1997-02-07 | 1998-08-13 | Ge-Harris Railway Electronics, L.L.C. | A system and method for automatic train operation |
US20110208567A9 (en) * | 1999-08-23 | 2011-08-25 | Roddy Nicholas E | System and method for managing a fleet of remote assets |
RU2158963C1 (en) * | 1999-12-21 | 2000-11-10 | Закрытое акционерное общество "ИСТ ЛАЙН-ХЭНДЛИНГ" | Method of operational tracking and control of ground airport transport facilities |
US6546371B1 (en) * | 1999-12-30 | 2003-04-08 | Ge-Harris Railway Electronics, L.L.C. | Train corridor scheduling process including various cost functions associated with railway operations |
US6873962B1 (en) * | 1999-12-30 | 2005-03-29 | Ge-Harris Railway Electronics Llc | Train corridor scheduling process |
US6753784B1 (en) * | 2001-03-28 | 2004-06-22 | Meteorlogix, Llc | GIS-based automated weather alert notification system |
US6574547B2 (en) * | 2001-09-27 | 2003-06-03 | International Business Machines Corporation | Use of vehicle permissions to control individual operator parameters in a hierarchical traffic control system |
US6609061B2 (en) * | 2001-09-27 | 2003-08-19 | International Business Machines Corporation | Method and system for allowing vehicles to negotiate roles and permission sets in a hierarchical traffic control system |
JP3723766B2 (en) * | 2001-12-04 | 2005-12-07 | 株式会社日立製作所 | Train control method and apparatus |
US6666411B1 (en) * | 2002-05-31 | 2003-12-23 | Alcatel | Communications-based vehicle control system and method |
US7283897B2 (en) * | 2002-05-31 | 2007-10-16 | Quantum Engineering, Inc. | Method and system for compensating for wheel wear on a train |
US6799097B2 (en) | 2002-06-24 | 2004-09-28 | Modular Mining Systems, Inc. | Integrated railroad system |
US6865454B2 (en) * | 2002-07-02 | 2005-03-08 | Quantum Engineering Inc. | Train control system and method of controlling a train or trains |
US6959233B2 (en) * | 2002-10-10 | 2005-10-25 | Westinghouse Air Brake Technologies Corporation | Automated voice transmission of movement authorities in railroad non-signaled territory |
US6631322B1 (en) * | 2002-12-06 | 2003-10-07 | General Electric Co. | Method and apparatus for vehicle management |
US7512481B2 (en) * | 2003-02-27 | 2009-03-31 | General Electric Company | System and method for computer aided dispatching using a coordinating agent |
-
2004
- 2004-02-25 US US10/785,057 patent/US7512481B2/en active Active
- 2004-02-25 US US10/785,059 patent/US20040172175A1/en not_active Abandoned
- 2004-02-27 CA CA002459213A patent/CA2459213A1/en not_active Abandoned
- 2004-02-27 CA CA002459212A patent/CA2459212A1/en not_active Abandoned
-
2006
- 2006-01-31 US US11/342,816 patent/US20060212183A1/en not_active Abandoned
-
2008
- 2008-04-14 US US12/081,267 patent/US7715977B2/en not_active Expired - Fee Related
- 2008-05-28 US US12/153,948 patent/US8380373B2/en not_active Expired - Fee Related
Patent Citations (74)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3734433A (en) * | 1967-10-19 | 1973-05-22 | R Metzner | Automatically controlled transportation system |
US3575594A (en) * | 1969-02-24 | 1971-04-20 | Westinghouse Air Brake Co | Automatic train dispatcher |
US3944986A (en) * | 1969-06-05 | 1976-03-16 | Westinghouse Air Brake Company | Vehicle movement control system for railroad terminals |
US3839964A (en) * | 1969-11-04 | 1974-10-08 | Matra Engins | Installation for transportation by trains made of different types of carriages |
US3895584A (en) * | 1972-02-10 | 1975-07-22 | Secr Defence Brit | Transportation systems |
US3794834A (en) * | 1972-03-22 | 1974-02-26 | Gen Signal Corp | Multi-computer vehicle control system with self-validating features |
US4122523A (en) * | 1976-12-17 | 1978-10-24 | General Signal Corporation | Route conflict analysis system for control of railroads |
US4099707A (en) * | 1977-02-03 | 1978-07-11 | Allied Chemical Corporation | Vehicle moving apparatus |
US4361300A (en) * | 1980-10-08 | 1982-11-30 | Westinghouse Electric Corp. | Vehicle train routing apparatus and method |
US4361301A (en) * | 1980-10-08 | 1982-11-30 | Westinghouse Electric Corp. | Vehicle train tracking apparatus and method |
US4843575A (en) * | 1982-10-21 | 1989-06-27 | Crane Harold E | Interactive dynamic real-time management system |
US4669047A (en) * | 1984-03-20 | 1987-05-26 | Clark Equipment Company | Automated parts supply system |
US4610206A (en) * | 1984-04-09 | 1986-09-09 | General Signal Corporation | Micro controlled classification yard |
US4926343A (en) * | 1985-02-28 | 1990-05-15 | Hitachi, Ltd. | Transit schedule generating method and system |
US4791871A (en) * | 1986-06-20 | 1988-12-20 | Mowll Jack U | Dual-mode transportation system |
US4883245A (en) * | 1987-07-16 | 1989-11-28 | Erickson Jr Thomas F | Transporation system and method of operation |
US4937743A (en) * | 1987-09-10 | 1990-06-26 | Intellimed Corporation | Method and system for scheduling, monitoring and dynamically managing resources |
US5222192A (en) * | 1988-02-17 | 1993-06-22 | The Rowland Institute For Science, Inc. | Optimization techniques using genetic algorithms |
US5038290A (en) * | 1988-09-13 | 1991-08-06 | Tsubakimoto Chain Co. | Managing method of a run of moving objects |
US5063506A (en) * | 1989-10-23 | 1991-11-05 | International Business Machines Corp. | Cost optimization system for supplying parts |
US5289563A (en) * | 1990-03-08 | 1994-02-22 | Mitsubishi Denki Kabushiki Kaisha | Fuzzy backward reasoning device |
US5335180A (en) * | 1990-09-19 | 1994-08-02 | Hitachi, Ltd. | Method and apparatus for controlling moving body and facilities |
US5229948A (en) * | 1990-11-03 | 1993-07-20 | Ford Motor Company | Method of optimizing a serial manufacturing system |
US5265006A (en) * | 1990-12-14 | 1993-11-23 | Andersen Consulting | Demand scheduled partial carrier load planning system for the transportation industry |
US5177684A (en) * | 1990-12-18 | 1993-01-05 | The Trustees Of The University Of Pennsylvania | Method for analyzing and generating optimal transportation schedules for vehicles such as trains and controlling the movement of vehicles in response thereto |
US5237497B1 (en) * | 1991-03-22 | 1998-05-26 | Numetrix Lab Ltd | Method and system for planning and dynamically managing flow processes |
US5237497A (en) * | 1991-03-22 | 1993-08-17 | Numetrix Laboratories Limited | Method and system for planning and dynamically managing flow processes |
US5331545A (en) * | 1991-07-05 | 1994-07-19 | Hitachi, Ltd. | System and method for planning support |
US5365516A (en) * | 1991-08-16 | 1994-11-15 | Pinpoint Communications, Inc. | Communication system and method for determining the location of a transponder unit |
US5311438A (en) * | 1992-01-31 | 1994-05-10 | Andersen Consulting | Integrated manufacturing system |
US5437422A (en) * | 1992-02-11 | 1995-08-01 | Westinghouse Brake And Signal Holdings Limited | Railway signalling system |
US5390880A (en) * | 1992-06-23 | 1995-02-21 | Mitsubishi Denki Kabushiki Kaisha | Train traffic control system with diagram preparation |
US5463552A (en) * | 1992-07-30 | 1995-10-31 | Aeg Transportation Systems, Inc. | Rules-based interlocking engine using virtual gates |
US5332180A (en) * | 1992-12-28 | 1994-07-26 | Union Switch & Signal Inc. | Traffic control system utilizing on-board vehicle information measurement apparatus |
US5487516A (en) * | 1993-03-17 | 1996-01-30 | Hitachi, Ltd. | Train control system |
US5420883A (en) * | 1993-05-17 | 1995-05-30 | Hughes Aircraft Company | Train location and control using spread spectrum radio communications |
US5801943A (en) * | 1993-07-23 | 1998-09-01 | Condition Monitoring Systems | Traffic surveillance and simulation apparatus |
US5467268A (en) * | 1994-02-25 | 1995-11-14 | Minnesota Mining And Manufacturing Company | Method for resource assignment and scheduling |
US5623413A (en) * | 1994-09-01 | 1997-04-22 | Harris Corporation | Scheduling system and method |
US6154735A (en) * | 1994-09-01 | 2000-11-28 | Harris Corporation | Resource scheduler for scheduling railway train resources |
US5794172A (en) * | 1994-09-01 | 1998-08-11 | Harris Corporation | Scheduling system and method |
US5828979A (en) * | 1994-09-01 | 1998-10-27 | Harris Corporation | Automatic train control system and method |
US5541848A (en) * | 1994-12-15 | 1996-07-30 | Atlantic Richfield Company | Genetic method of scheduling the delivery of non-uniform inventory |
US5825660A (en) * | 1995-09-07 | 1998-10-20 | Carnegie Mellon University | Method of optimizing component layout using a hierarchical series of models |
US5745735A (en) * | 1995-10-26 | 1998-04-28 | International Business Machines Corporation | Localized simulated annealing |
US5836529A (en) * | 1995-10-31 | 1998-11-17 | Csx Technology, Inc. | Object based railroad transportation network management system and method |
US20030183729A1 (en) * | 1996-09-13 | 2003-10-02 | Root Kevin B. | Integrated train control |
US5823481A (en) * | 1996-10-07 | 1998-10-20 | Union Switch & Signal Inc. | Method of transferring control of a railway vehicle in a communication based signaling system |
US5850617A (en) * | 1996-12-30 | 1998-12-15 | Lockheed Martin Corporation | System and method for route planning under multiple constraints |
US6250590B1 (en) * | 1997-01-17 | 2001-06-26 | Siemens Aktiengesellschaft | Mobile train steering |
US6115700A (en) * | 1997-01-31 | 2000-09-05 | The United States Of America As Represented By The Secretary Of The Navy | System and method for tracking vehicles using random search algorithms |
US6405186B1 (en) * | 1997-03-06 | 2002-06-11 | Alcatel | Method of planning satellite requests by constrained simulated annealing |
US6144901A (en) * | 1997-09-12 | 2000-11-07 | New York Air Brake Corporation | Method of optimizing train operation and training |
US20030105561A1 (en) * | 1997-09-12 | 2003-06-05 | New York Air Brake Corporation | Method of optimizing train operation and training |
US6587764B2 (en) * | 1997-09-12 | 2003-07-01 | New York Air Brake Corporation | Method of optimizing train operation and training |
US6125311A (en) * | 1997-12-31 | 2000-09-26 | Maryland Technology Corporation | Railway operation monitoring and diagnosing systems |
US7006796B1 (en) * | 1998-07-09 | 2006-02-28 | Siemens Aktiengesellschaft | Optimized communication system for radio-assisted traffic services |
US6032905A (en) * | 1998-08-14 | 2000-03-07 | Union Switch & Signal, Inc. | System for distributed automatic train supervision and control |
US20040093196A1 (en) * | 1999-09-24 | 2004-05-13 | New York Air Brake Corporation | Method of transferring files and analysis of train operational data |
US6351697B1 (en) * | 1999-12-03 | 2002-02-26 | Modular Mining Systems, Inc. | Autonomous-dispatch system linked to mine development plan |
US6393362B1 (en) * | 2000-03-07 | 2002-05-21 | Modular Mining Systems, Inc. | Dynamic safety envelope for autonomous-vehicle collision avoidance system |
US6654682B2 (en) * | 2000-03-23 | 2003-11-25 | Siemens Transportation Systems, Inc. | Transit planning system |
US6799100B2 (en) * | 2000-05-15 | 2004-09-28 | Modular Mining Systems, Inc. | Permission system for controlling interaction between autonomous vehicles in mining operation |
US6377877B1 (en) * | 2000-09-15 | 2002-04-23 | Ge Harris Railway Electronics, Llc | Method of determining railyard status using locomotive location |
US6459965B1 (en) * | 2000-11-22 | 2002-10-01 | Ge-Harris Railway Electronics, Llc | Method for advanced communication-based vehicle control |
US6853889B2 (en) * | 2000-12-20 | 2005-02-08 | Central Queensland University | Vehicle dynamics production system and method |
US6637703B2 (en) * | 2000-12-28 | 2003-10-28 | Ge Harris Railway Electronics Llc | Yard tracking system |
US6766228B2 (en) * | 2001-03-09 | 2004-07-20 | Alstom | System for managing the route of a rail vehicle |
US20050107890A1 (en) * | 2002-02-22 | 2005-05-19 | Alstom Ferroviaria S.P.A. | Method and device of generating logic control units for railroad station-based vital computer apparatuses |
US6789005B2 (en) * | 2002-11-22 | 2004-09-07 | New York Air Brake Corporation | Method and apparatus of monitoring a railroad hump yard |
US6856865B2 (en) * | 2002-11-22 | 2005-02-15 | New York Air Brake Corporation | Method and apparatus of monitoring a railroad hump yard |
US20060074544A1 (en) * | 2002-12-20 | 2006-04-06 | Viorel Morariu | Dynamic optimizing traffic planning method and system |
US20040267415A1 (en) * | 2003-06-27 | 2004-12-30 | Alstom | Method and apparatus for controlling trains, in particular a method and apparatus of the ERTMS type |
US20050192720A1 (en) * | 2004-02-27 | 2005-09-01 | Christie W. B. | Geographic information system and method for monitoring dynamic train positions |
Cited By (60)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8924049B2 (en) | 2003-01-06 | 2014-12-30 | General Electric Company | System and method for controlling movement of vehicles |
US20070106434A1 (en) * | 2005-11-07 | 2007-05-10 | Galbraith Robert E Ii | User interface for railroad dispatch monitoring of a geographic region and display system employing a common data format for displaying information from different and diverse railroad CAD systems |
EP1987321A2 (en) * | 2006-01-31 | 2008-11-05 | General Electric Company | Method and apparatus for coordinating railway line of road and yard planners |
AU2007210229B2 (en) * | 2006-01-31 | 2013-03-14 | General Electric Company | Method and apparatus for coordinating railway line of road and yard planners |
AU2007210230B2 (en) * | 2006-01-31 | 2012-04-26 | General Electric Company | Method and apparatus for automatic selection of alternative routing through congested areas using congestion prediction metrics |
EP1987321A4 (en) * | 2006-01-31 | 2011-05-18 | Gen Electric | Method and apparatus for coordinating railway line of road and yard planners |
US20080154692A1 (en) * | 2006-03-14 | 2008-06-26 | Prescott Logan | System and method for rail yard process monitoring |
US7974774B2 (en) | 2006-03-20 | 2011-07-05 | General Electric Company | Trip optimization system and method for a vehicle |
US8788135B2 (en) | 2006-03-20 | 2014-07-22 | General Electric Company | System, method, and computer software code for providing real time optimization of a mission plan for a powered system |
US8126601B2 (en) | 2006-03-20 | 2012-02-28 | General Electric Company | System and method for predicting a vehicle route using a route network database |
US9733625B2 (en) * | 2006-03-20 | 2017-08-15 | General Electric Company | Trip optimization system and method for a train |
US10569792B2 (en) | 2006-03-20 | 2020-02-25 | General Electric Company | Vehicle control system and method |
US9527518B2 (en) | 2006-03-20 | 2016-12-27 | General Electric Company | System, method and computer software code for controlling a powered system and operational information used in a mission by the powered system |
US9266542B2 (en) | 2006-03-20 | 2016-02-23 | General Electric Company | System and method for optimized fuel efficiency and emission output of a diesel powered system |
US9233696B2 (en) | 2006-03-20 | 2016-01-12 | General Electric Company | Trip optimizer method, system and computer software code for operating a railroad train to minimize wheel and track wear |
US10308265B2 (en) | 2006-03-20 | 2019-06-04 | Ge Global Sourcing Llc | Vehicle control system and method |
US8473127B2 (en) | 2006-03-20 | 2013-06-25 | General Electric Company | System, method and computer software code for optimizing train operations considering rail car parameters |
US9201409B2 (en) | 2006-03-20 | 2015-12-01 | General Electric Company | Fuel management system and method |
US8751073B2 (en) | 2006-03-20 | 2014-06-10 | General Electric Company | Method and apparatus for optimizing a train trip using signal information |
US8903573B2 (en) | 2006-03-20 | 2014-12-02 | General Electric Company | Method and computer software code for determining a mission plan for a powered system when a desired mission parameter appears unobtainable |
US8768543B2 (en) | 2006-03-20 | 2014-07-01 | General Electric Company | Method, system and computer software code for trip optimization with train/track database augmentation |
US8401720B2 (en) | 2006-03-20 | 2013-03-19 | General Electric Company | System, method, and computer software code for detecting a physical defect along a mission route |
US9156477B2 (en) | 2006-03-20 | 2015-10-13 | General Electric Company | Control system and method for remotely isolating powered units in a vehicle system |
US8249763B2 (en) | 2006-03-20 | 2012-08-21 | General Electric Company | Method and computer software code for uncoupling power control of a distributed powered system from coupled power settings |
US8290645B2 (en) | 2006-03-20 | 2012-10-16 | General Electric Company | Method and computer software code for determining a mission plan for a powered system when a desired mission parameter appears unobtainable |
US8370007B2 (en) | 2006-03-20 | 2013-02-05 | General Electric Company | Method and computer software code for determining when to permit a speed control system to control a powered system |
US8370006B2 (en) | 2006-03-20 | 2013-02-05 | General Electric Company | Method and apparatus for optimizing a train trip using signal information |
US20070233364A1 (en) * | 2006-03-20 | 2007-10-04 | Ajith Kuttannair Kumar | Trip Optimization System and Method for a Vehicle |
US20070219680A1 (en) * | 2006-03-20 | 2007-09-20 | Kumar Ajith K | Trip optimization system and method for a train |
US8725326B2 (en) | 2006-03-20 | 2014-05-13 | General Electric Company | System and method for predicting a vehicle route using a route network database |
US20070239880A1 (en) * | 2006-04-05 | 2007-10-11 | Qwest Communications International Inc. | Translation of messages between media types |
US20080065282A1 (en) * | 2006-09-11 | 2008-03-13 | Wolfgang Daum | System and method of multi-generation positive train control system |
US8082071B2 (en) * | 2006-09-11 | 2011-12-20 | General Electric Company | System and method of multi-generation positive train control system |
WO2008042516A3 (en) * | 2006-10-02 | 2008-08-07 | Gen Electric | System and method for optimizing parameters of multiple rail vehicles operating over multiple intersecting railroad networks |
US20080109124A1 (en) * | 2006-11-02 | 2008-05-08 | General Electric Company | Method of planning the movement of trains using pre-allocation of resources |
US8433461B2 (en) * | 2006-11-02 | 2013-04-30 | General Electric Company | Method of planning the movement of trains using pre-allocation of resources |
JP2010513112A (en) * | 2006-12-18 | 2010-04-30 | ゼネラル・エレクトリック・カンパニイ | System and method for optimizing vehicle travel |
WO2008076486A2 (en) * | 2006-12-18 | 2008-06-26 | General Electric Company | Trip optimization system and method for a vehicle |
WO2008076486A3 (en) * | 2006-12-18 | 2008-08-07 | Gen Electric | Trip optimization system and method for a vehicle |
US20080264359A1 (en) * | 2007-04-30 | 2008-10-30 | Marsh Gregory A | System, method, and computer readable media for controlling cooling in a diesel fueled power generation unit |
US7533636B2 (en) | 2007-04-30 | 2009-05-19 | General Electric Company | System, method, and computer readable media for controlling cooling in a diesel fueled power generation unit |
US20090099825A1 (en) * | 2007-10-12 | 2009-04-16 | General Electric Company | System and method for a simulation based movement planner |
US9073562B2 (en) * | 2007-10-12 | 2015-07-07 | General Electric Company | System and method for a simulation based movement planner |
US20090287530A1 (en) * | 2008-05-16 | 2009-11-19 | Hitachi, Ltd | Plan execution control apparatus, plan execution control method, and plan execution control program |
US8650060B2 (en) * | 2008-05-16 | 2014-02-11 | Hitachi, Ltd. | Plan execution control apparatus, plan execution control method, and plan execution control program |
US8234023B2 (en) | 2009-06-12 | 2012-07-31 | General Electric Company | System and method for regulating speed, power or position of a powered vehicle |
US20110118899A1 (en) * | 2009-11-13 | 2011-05-19 | Brooks James D | Method and system for independent control of vehicle |
US9623884B2 (en) * | 2009-11-13 | 2017-04-18 | General Electric Company | Method and system for independent control of vehicle |
US9156483B2 (en) * | 2011-11-03 | 2015-10-13 | General Electric Company | System and method for changing when a vehicle enters a vehicle yard |
US20130116865A1 (en) * | 2011-11-03 | 2013-05-09 | Jared COOPER | System and method for changing when a vehicle enters a vehicle yard |
US20130131909A1 (en) * | 2011-11-03 | 2013-05-23 | General Electric Company | System and method for changing when a vehicle enters a vehicle yard |
US20160071049A1 (en) * | 2011-11-15 | 2016-03-10 | Amazon Technologies, Inc. | Brokering services |
US8521345B2 (en) | 2011-12-28 | 2013-08-27 | General Electric Company | System and method for rail vehicle time synchronization |
US9682716B2 (en) | 2012-11-21 | 2017-06-20 | General Electric Company | Route examining system and method |
US9834237B2 (en) | 2012-11-21 | 2017-12-05 | General Electric Company | Route examining system and method |
US9669851B2 (en) | 2012-11-21 | 2017-06-06 | General Electric Company | Route examination system and method |
US9689681B2 (en) | 2014-08-12 | 2017-06-27 | General Electric Company | System and method for vehicle operation |
US11208125B2 (en) * | 2016-08-08 | 2021-12-28 | Transportation Ip Holdings, Llc | Vehicle control system |
WO2018036759A1 (en) * | 2016-08-23 | 2018-03-01 | Siemens Aktiengesellschaft | Prediction of the run of a train |
CN110228507A (en) * | 2019-05-10 | 2019-09-13 | 北京交通大学 | A kind of automatic train regulation control method based on event triggering |
Also Published As
Publication number | Publication date |
---|---|
US7715977B2 (en) | 2010-05-11 |
CA2459213A1 (en) | 2004-08-27 |
US8380373B2 (en) | 2013-02-19 |
US20040172174A1 (en) | 2004-09-02 |
US20080201027A1 (en) | 2008-08-21 |
CA2459212A1 (en) | 2004-08-27 |
US7512481B2 (en) | 2009-03-31 |
US20060212183A1 (en) | 2006-09-21 |
US20090143927A1 (en) | 2009-06-04 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US8380373B2 (en) | System and method for dispatching by exception | |
US7725249B2 (en) | Method and apparatus for congestion management | |
US20060212187A1 (en) | Scheduler and method for managing unpredictable local trains | |
US7734383B2 (en) | Method and apparatus for planning the movement of trains using dynamic analysis | |
CN110222990B (en) | Train whole-course scheduling method and system based on traffic flow calculation | |
CN111353705B (en) | Urban rail transit multi-field route management system and comprehensive management and control system | |
US7813846B2 (en) | System and method for railyard planning | |
Nielsen | Rolling Stock Rescheduling in Passenger Railways: Applications in short-term planning and in disruption management | |
Lüthi | Improving the efficiency of heavily used railway networks through integrated real-time rescheduling | |
Liu et al. | The design and simulation of an autonomous system for aircraft maintenance scheduling | |
Shakibayifar et al. | An integrated rescheduling model for minimizing train delays in the case of line blockage | |
US8965605B2 (en) | System and method for vehicle movement modeling in a railway network | |
Kroon et al. | Algorithmic support for railway disruption management | |
Cavone et al. | Railway disruption: a bi-level rescheduling algorithm | |
US20060212186A1 (en) | Method and apparatus for scheduling maintenance of way | |
US7797087B2 (en) | Method and apparatus for selectively disabling train location reports | |
Kisielewski | The system of IT support for logistics in the rail transport | |
Suhl et al. | Requirement for, and design of, an operations control system for railways | |
AU2011250792B2 (en) | System and method for dispatching by exception | |
AU2004202559A1 (en) | System and method for dispatching by exception | |
CN1715114B (en) | Dispatching system and method according to abnormal | |
Ferrucci et al. | Introduction to tour Planning: Vehicle routing and related problems | |
JPH04118358A (en) | Train operational regulating system | |
Ahuja et al. | An optimization-based approach for locomotive planning | |
Harker et al. | Management and information systems components of a successful ATCS |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: GENERAL ELECTRIC COMPANY, NEW YORK Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:WILLS, MITCHELL SCOTT;PHILP, JOSEPH WESLEY;JULICH, PAUL M.;AND OTHERS;REEL/FRAME:016008/0199 Effective date: 20040224 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |