U.S. patent application number 10/785059 was filed with the patent office on 2004-09-02 for system and method for dispatching by exception.
Invention is credited to Julich, Paul M., Maceo, Joanne Margaret, Philp, Joseph Wesley, Roney, Christopher P., Smith, Brian Scott, Wills, Mitchell Scott.
Application Number | 20040172175 10/785059 |
Document ID | / |
Family ID | 32908718 |
Filed Date | 2004-09-02 |
United States Patent
Application |
20040172175 |
Kind Code |
A1 |
Julich, Paul M. ; et
al. |
September 2, 2004 |
System and method for dispatching by exception
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.
Inventors: |
Julich, Paul M.;
(Indialantic, FL) ; Wills, Mitchell Scott;
(Melbourne, FL) ; Maceo, Joanne Margaret;
(Rockledge, FL) ; Philp, Joseph Wesley;
(Indialantic, FL) ; Smith, Brian Scott;
(Melbourne, FL) ; Roney, Christopher P.;
(Melbourne, FL) |
Correspondence
Address: |
Patrick D. McPherson
Esquire, Duane Morris LLP
Suite 700
1667 K Street, N.W.
Washington
DC
20006
US
|
Family ID: |
32908718 |
Appl. No.: |
10/785059 |
Filed: |
February 25, 2004 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60449849 |
Feb 27, 2003 |
|
|
|
Current U.S.
Class: |
701/19 ;
246/2R |
Current CPC
Class: |
B61L 27/12 20220101;
B61L 27/16 20220101; G06Q 10/047 20130101; G06Q 10/06 20130101;
B61L 27/0027 20130101; B61L 27/0022 20130101; B61L 2205/04
20130101; B61L 27/0016 20130101; G06Q 10/08 20130101; B61L 27/14
20220101 |
Class at
Publication: |
701/019 ;
246/002.00R |
International
Class: |
G06F 017/00 |
Claims
What is claimed:
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.
Description
[0001] This application claims the benefit of U.S. Provisional
Application 60/449,849 filed on Feb. 27, 2003.
BACKGROUND
[0002] 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.
[0003] 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.
[0004] 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.
[0005] 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.
[0006] 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
[0007] 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.
[0008] 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.
[0009] 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.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is a simplified pictorial representation of one
embodiment of the present invention for use with a rail network
divided into control areas
[0011] FIG. 2 is a simplified functional block diagram of the
automated dispatcher of FIG. 1.
DETAILED DESCRIPTION OF THE DRAWINGS
[0012] 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.
[0013] 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.
[0014] 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.
[0015] 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
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.
[0016] 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.
[0017] 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.
[0018] 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 the
centralized 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.
[0019] 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.
[0020] 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 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. The
information can be provided automatically from external electronic
systems without any action required from the dispatcher.
[0021] 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 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. Based on the predicted events,
the automated dispatcher can generate a task list identifying
specific actions to be taken by the dispatcher in the task list
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.
[0022] 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.
[0023] 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.
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 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.
[0024] 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 in form 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 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. 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.
[0025] 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.
[0026] 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.
[0027] 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 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. 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 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.
[0028] 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.
[0029] 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. 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.
[0030] 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.
[0031] 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 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. In addition, 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
[0032] 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 by interactive 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.
[0033] The interactive display may also facilitate communications
between the dispatcher and the trains and other resources via
communications link 150. 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 through interactive 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.
[0034] 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. 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 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.
[0035] 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.
[0036] In addition, the interactive display modules 250 and 255 may
also facilitate planning by allowing the reservation of resources
for the future. Typically, 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. By
providing the movement planner with information in advance of its
requirement, 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.
[0037] 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.
[0038] 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
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