U.S. patent application number 15/134661 was filed with the patent office on 2016-11-03 for system, method and apparatus for managing railroad operations and assets using frequently acquired, path oriented, geospatial and time registered, sensor mapped data.
The applicant listed for this patent is ROGER LAVERNE JOHNSON. Invention is credited to ROGER LAVERNE JOHNSON.
Application Number | 20160318530 15/134661 |
Document ID | / |
Family ID | 57204203 |
Filed Date | 2016-11-03 |
United States Patent
Application |
20160318530 |
Kind Code |
A1 |
JOHNSON; ROGER LAVERNE |
November 3, 2016 |
SYSTEM, METHOD AND APPARATUS FOR MANAGING RAILROAD OPERATIONS AND
ASSETS USING FREQUENTLY ACQUIRED, PATH ORIENTED, GEOSPATIAL AND
TIME REGISTERED, SENSOR MAPPED DATA
Abstract
According to the present invention a system and method is
provided for managing both fixed and moving railroad assets for
increasing payload throughout and operational efficiency, and
enhancing public and worker safety. Moreover, according to the
present invention, security is providing thereby enhancing
operational efficiency and reducing the cost of risk mitigation.
The present invention is accomplished through the use of
computerized hardware and software utilizing mobile railway
platform-acquired, path-oriented, geospatially aligned, sensor
mapped multi-phenomena data together with high frequency path
monitoring. According to the present invention, augmented reality,
spatial awareness and databases may be incorporated along with
large scale databases, so that railroad assets, both moving and
non-moving, are monitored and compared with historical conditions
to ascertain changes indicative of problem states.
Inventors: |
JOHNSON; ROGER LAVERNE;
(ARROYO SECO, NM) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
JOHNSON; ROGER LAVERNE |
ARROYO SECO |
NM |
US |
|
|
Family ID: |
57204203 |
Appl. No.: |
15/134661 |
Filed: |
April 21, 2016 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62155114 |
Apr 30, 2015 |
|
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61L 23/04 20130101;
B61L 25/025 20130101; B61L 2205/04 20130101; B61L 27/0088 20130101;
B61L 27/0005 20130101 |
International
Class: |
B61L 23/04 20060101
B61L023/04; B61L 27/04 20060101 B61L027/04; B61L 25/02 20060101
B61L025/02; B61L 27/00 20060101 B61L027/00 |
Claims
1. A complimentary overlay system for monitoring and controlling
the progress and condition of a moving transportation object
wherein said system comprises: a. one or more sensory data
collection devices for gathering information indicative of
environmental conditions surrounding said transportation object as
it moves through space and time; b. a geo-location and time-clock
device associated with said transportation object for indicating
position and time data relative to said transportation object as it
moves through space and time; c. a correlation module for combining
said sensory data with said position and time data of said
transportation object into combined reference data; d. a memory
storage medium for storing said reference data indicative of a path
of motion of said transportation object, including said sensory
information and said position and time data, wherein said memory
storage medium includes data indicative of said reference data
corresponding to a path movement of said transportation between two
points without occurrence of any safety concerns that could impact
transportation object integrity; e. a real time data acquisition
monitor associated with said transportation object wherein real
time sensory information obtained from said sensory collection
device and real time position data obtained from said geo-location
device are compared with previously collected said sensory
information and previously collected said position data to
determine if conditions in the proximity of said moving
transportation object have changed between data collection times to
an extent whereby an unsafe condition exists whereby said unsafe
condition may effect transportation object integrity; and f.
wherein said combined reference data is subsequently accessed
continuously as said moving transportation object moves through
space and compared with any of earlier collected said combined
reference data to determine if an unsafe condition exists so as to
impede movement of said transportation object in a manner without
impacting transportation object integrity.
Description
[0001] This application is an original non-provisional patent
application claiming the priority benefit of provisional patent
application Ser. No. 62/155,114 filed on Apr. 30, 2015, the
contents of which are incorporated herein by reference.
BACKGROUND OF THE INVENTION
[0002] The present invention relates to a mobile, multi-phenomena
sensor based computer hardware, software and firmware system that
can be used to manage the movement and maintenance of railroad
assets. Owners, operators and government regulators of existing and
planned railroad infrastructure are searching for ways to use
advanced sensor, computer, and network communication technology to
increase operational efficiency, to improve safety and security,
and to reduce the cost of risk mitigation. An example of this
effort is the current US Government mandated system development and
integration effort underway known as Positive Train Control.
[0003] Current railroad systems are comprised of: a physical
network of roadbed paths and waysides, rail-and-tie tracks, and
switches; and a multiplicity of vehicles (trains and other
specialized mobile platforms) which transport material goods,
people, and specialized monitoring and maintenance equipment from
point to point via the rails of the physical network.
[0004] Unlike other transport systems such as aircraft, watercraft
and automotive vehicles, the mobile transport assets of a railroad
are restricted to forward and reverse motion on the path defined by
the rails. As a result, the systems currently used to control
traffic on these paths and to assure fixed asset integrity of these
paths, deal with conditions located in a specified proximity of the
track path.
[0005] Currently, the mapping and monitoring of railroad waysides,
roadbeds, and tracks are accomplished using specialized vehicles
which gather and process the desired data and then store and
forward it to remote systems for processing and evaluation. The
frequency of monitoring and mapping specific track path proximity
of interest is limited by track availability and the operational
cost of specialized vehicles & equipment.
[0006] The current system for real time management of railway
traffic, Centralized Train Control, uses voice communication
between human operators of Mobile Rail Platforms as well as fixed
site command and control personnel. This approach suffers from a
variety of opportunities for human error and has resulted in the
use of machine position-location systems such as Global Positioning
System technology in the anticipated Positive Train Control system.
These systems are referred to as Positive Train Location sensors. A
specific sensor has been developed to combine inputs from several
global positioning satellite systems with inputs from inertial
guidance and wheel-speed/direction sensors to calculate the
position-location. It is expected that this approach will
significantly reduce the occurrence of machine position-location
errors due to the distortion or denial of satellite positioning
system input data. However, there is still a need for a
comprehensive system that integrates centralized train control with
positive train control using real-time sensor mapping to improve on
current railway asset management.
SUMMARY OF THE INVENTION
[0007] The present invention is a system that is designed to be a
complementary system overlay, called the 5.sup.TH Rail System. This
system is designed to enhance both the existing Centralized Train
Control system as well as the Positive Train Control effort.
[0008] The primary embodiment of the present invention is a
complementary system overlay, called the 5.sup.TH Rail System. This
system is designed to enhance both the existing Centralized Train
Control system as well as the Positive Train Control effort. One of
the main features is a system apparatus and software/firmware
application intended to acquire and utilize information associated
with the geo-spatial position of the fixed elements of a Railroad
Track Network. The system depends upon a precisely defined,
geospatial path, whose location runs parallel to the centerline of
rails 1 and 2, known as the load bearing rails. Some railroad
systems utilize additional rails, 3 and 4, to supply electrical
energy to and return electrical current from railroad transport
vehicles. The additional rail, designated as a path oriented
information rail known as the 5.sup.TH Rail. A specific geo-spatial
location on this path is referred to as a 5.sup.TH Rail
Address.
[0009] Another embodiment of present invention uses off-track and
on-track railway mobile platforms, to support high frequency
recording of the geospatial position and the physical state of
Railroad Track Network paths, elements, and other physical features
within the proximity of interest, or Spatial Cylinder of Awareness
("SCA") as defined by the geometrical axis of the 5.sup.th Rail.
This on-board system uses multi-phenomena sensor arrays and
computer servers on-board the mobile platforms. Combined with
cloud-based data services, the system can manage the receipt,
storage, analysis, augmentation and playback of this railroad path
related, multi-phenomena sensor mapped information, resulting in
increased mapping resolution and monitoring frequency. The present
invention is designed to significantly improve the current methods
of managing both fixed and moving railroad assets with the purpose
of increasing payload throughput, increasing public and worker
safety, and reducing the expense of risk mitigation.
[0010] Yet another embodiment of the present invention uses a
variety of on-board presentation devices to support various user
interface activities, combined with network interface technology,
this is the User PAC. Using a variety of cloud based computer
processing, storage and network management services to support
various system activities such as: Storing and processing the
spatial cylinder of awareness data from the Sensor-PAC and
Server-PAC; Supporting the development, testing, storage and
distribution of software and firmware applications; Path Oriented
database systems & software for managing the APPS Library; and
image data acquisition and distribution. Using a communication
technology network allows the present invention to operate with all
existing and planned railway communication, Software Defined
Networks and Wide Band Software Defined Radios.
[0011] Yet another embodiment of the present invention are the data
records ("data-frames") that compose the maps for a specified
railway network link, acquired using an array of multi-phenomena
sensors (the "Sensor-PAC"). The sensors are located on a mobile
platform and mounted at fixed, precisely defined, geo-located
positions. Each sensor registers its image data frames in 4D (i.e.
3-space and time) relative to the coordinates of the 5.sup.TH Rail
axis. Each image data-frame includes: a specific network ID; the
location co-ordinates or address; a 4 pi steradian; a sensor image
of the railway track proximity; and the time the image data was
registered. In addition to the image data, each data-frame also
includes meta-data, such as the sensor type and setting, the
railway platform configuration and condition, and other relevant
environmental factors.
[0012] An additional embodiment of the present invention is the use
of a "path oriented" database approach to store, process and
retrieve image data frames, image data packets, and collections
(aka maps) in both the Server-PACs and cloud storage to form the
collective database. This approach enables highly efficient data
access, transfer and processing of image data frames throughout a
highly distributed system with a wide variety of legacy components.
The "path oriented" nature of the system involves large amounts of
storing, processing and streaming blocks of sequential data in the
form of videos or movies. The system processing architecture and
memory access approach have been designed to accommodate this
requirement. Image data can be searched and retrieved from the
system memory and viewed in real time, single image or sequential
images in variable speeds or time lapse. The image can be enhanced
or augmented and stored for future access.
BRIEF DESCRIPTION OF DRAWINGS
[0013] FIG. 1 diagrams the relationship of the major components of
current and future railway systems.
[0014] FIG. 2 and FIG. 3 are images displaying the method of
defining the spatial cylinder of awareness and the spatial volume
of interest along a network of track paths from separate
view-points.
[0015] FIG. 4 diagrams the general architecture of the distributed
system, the primary components of the system, and the network
connections between these components.
[0016] FIG. 5 is a diagram of the relationship between the mobile
platforms and the Sensor-PAC.
[0017] FIG. 6 diagrams how the Sensor-PAC in conjunction with the
on-board Server-PAC manages the acquisition, storage, and on-board
processing of spatial cylinder of awareness data-frames.
[0018] FIG. 7 diagrams the relationship of the User PAC to the
Mobile Rail Platform and the Server-PAC.
[0019] FIG. 8 and FIG. 9 are images of operator display
configurations that support Augmented Reality in the locomotive cab
(on the mobile railway platform).
[0020] FIG. 10 is an image of a hand-held Display Configuration
that Supports Maintenance Planning
[0021] FIG. 11 is an image of a Command & Control Display
Console Configuration that Supports Remote Mobile Railway Platforms
Operations Using Enhance Imagery & Augmented Reality.
[0022] FIG. 12 diagrams the general case where the User-PAC is
remotely located from the Mobile Rail Platform.
[0023] FIG. 13 is a diagram of how the 5.sup.th Rail System Railway
Information Services System uses a variety of cloud based computer
processing, storage and network management services to support the
various system activities.
[0024] FIG. 14 diagrams the 5.sup.th Rail System approach to naming
the switch connections.
[0025] FIG. 15 diagrams the Point of Location for railroad switches
and ties.
[0026] FIG. 16 diagrams the key components of the information
format in the spatial cylinder of awareness data packet.
[0027] FIG. 17 is an image showing a case where the 5.sup.TH Rail
or Spatial Cylinder of Awareness axis is parallel to and coincident
with the centerline between the bottoms of rails 1 and 2 (i.e. on
the top surface of the ties).
[0028] FIG. 18 is an image diagram showing the front of Train
5.sup.TH Rail address Spatial Cylinder of Awareness Centerline
Forward & Down
[0029] FIG. 19 is an image diagram showing the front of train
5.sup.TH Rail address Spatial Cylinder of Awareness Centerline
Forward to Horizon
[0030] FIG. 20 is an image of the method that uses image data
matching of fixed assets and/or fixed critical features in the
Spatial Cylinder of Awareness to determine the position-location of
Railroad Track Network Mobile Rail Platforms.
[0031] FIG. 21 is an image of the method that uses fixed assets
and/or fixed critical feature counting in the Spatial Cylinder of
Awareness to determine the position-location of Railroad Train
Network Mobile Rail Platforms.
PREFERRED EMBODIMENT
[0032] FIG. 1 diagrams major components of the current and future
railway systems as well as the integration of the present invention
into the current railway system. The present invention, the 5th
Rail System ("5RS") encompasses the Spatial Cylinder of Awareness
("SCA") that is made up of trains or mobile railway units, the
railroad track network, rail specialized equipment as well as rail
personnel. The SCA is integrated into railway wireless data
services, which can communicate with network data services that
include the Network Operations Center ("NOC") and the Back Office
System ("BOS") through 5RS. The communication of data is then
integrated into existing Positive Train Control ("PTC") and
Centralized Train Control ("CTC") systems. FIG. 1 outlines how the
present invention is necessary to the future of Positive Train
Control.
[0033] FIG. 2 and FIG. 3 are images displaying the variations in
the "proximity of interest" along the path. This geospatial volume
of interest can be viewed as a "Spatial Cylinder of Awareness" (or
SCA) in which a track path (the 5.sup.TH Rail) defines the
geometrical axis. At any point along this path, a variable length,
variable angle radial vector R.sub.CA, whose origin remains on and
orthogonal to this axis, maps out a Planar Area of Interest (or
PAI). A Cylindrical Volume of Interest (or CVI) can then be
obtained by integrating the planes of interest along the Spatial
Cylinder of Awareness axis.
[0034] The 5.sup.th Rail System is a distributed sensor, computer,
and network based information system structured to support the
acquisition, storage, retrieval, analytic processing, augmentation
and playback of path oriented and position located sensor-mapped
data associated with the management of fixed and mobile assets of
railroad networks. The unique aspects of the 5.sup.th Rail System
are associated with the components, methods, apparatus, and
software/firmware used in this design. FIG. 4 diagrams the general
architecture of the distributed system, the primary components of
the system, and the network connections between these components.
The present invention, the 5th Rail System ("5RS") provides
services that seamlessly share data in real time with the Network
Operations Center ("NOC") and Back Office System ("BOC), the
existing railway systems of Centralized Train Control ("CTC") and
Positive Train Control ("PTC") and the data being collected in the
Railroad Track Network ("RTN") within the Spatial Cylinder of
Awareness ("SCA"). The present invention allows the data to be
collected, managed, analyzed and stored through one integrated
system that combines the three main departments of Railroad asset
management.
[0035] In FIG. 5, mobile platform sensors are mounted so that their
3D position relative to the 5.sup.TH Rail of a Railroad Track
Network ("RTN") is precisely known at all times. An assembly or
array of mobile sensors along with the associated platform mounting
apparatus is referred to as the Sensor-PAC or sensor payload. The
system uses a variety of on-board and person-carried computer
servers to support a variety of data processing, storage and
communication activities. These mobile servers and the associated
network interface technology are referred to as the Server-PAC. The
Sensor-PAC in conjunction with the on-board Server-PAC manages the
acquisition, storage, and on-board processing of Spatial Cylinder
of Awareness ("SCA") data-frames. The 5.sup.th Rail System
Sensor-PAC/Server-PAC ("5RS SSU-PAC) combination is designed to
acquire and store all of the multi-spectral data frames and
associated meta-data during a single traverse of a track path or
link by a single Railroad Track Network ("RTN") mobile platform.
Benefits that result from using this approach include but are not
limited to: [0036] (1) Increasing payload throughput and reducing
the cost of monitoring the Spatial Cylinder of Awareness. [0037] By
attaching this equipment to the FOT and EOT of trains providing
both scheduled freight and passenger service, it is expected that
significant improvements can be achieved in the areas of payload
throughput and the cost of monitoring the Spatial Cylinder of
Awareness. [0038] Current systems that acquire multi-spectral data
do so one channel per traverse via specially designed High-Rail
vehicles and maintenance equipment. This approach creates
additional traffic on the rails thus reducing track availability
and it requires additional capital equipment. By using scheduled
trains, the data can be taken on every traverse of the Spatial
Cylinder of Awareness without incurring the capital, maintenance
and operational costs of using a specialized fleet of mobile
platforms. [0039] (2) Increasing the efficiency of processing and
storing sensor data-frames [0040] Additional system level benefits
are also anticipated in the area of post processing the
multi-spectral data. Since the entire array of data acquisition
sensors are carried on the same mobile platform, tasks requiring
time, location and data registration of the data-frames will be
significantly reduced since data from the various spectral channels
are "time and location aligned" as they are acquired and
stored.
[0041] FIG. 6 diagrams how each sensor in the Sensor-PAC samples or
images its respective phenomena on a time and/or location clock
basis, forms a data payload word consisting of: a frame of sensed
data and; the associated meta-data generated by the specific sensor
for that specific sample or image. This data payload word is then
communicated to the associated Server-PAC and stored in 5.sup.th
Rail Database section of memory. This data word can then be further
processed by the Server-PAC and/or communicated to the 5.sup.th
Rail System ("5RS") Cloud Services section of the 5.sup.th Rail
database for further processing and archive storage. The Server-PAC
contains processors and memories suitable for receiving and storing
real-time raw sensor payload data words as will as post processed,
path oriented baseline data maps from the 5.sup.th Rail System
Cloud Services section of the 5.sup.th Rail Database. On-board
processing functions such as image enhancement, differencing and
matching, would be supported in real-time with results being
presented to on-board operators via the User-PAC and communicated
to Cloud based Network Operations Center and Back Office System
services. Forwarding specified raw and processed data to and
receiving data from on-board operators, remote data
processing/storage centers, and remote operators is accomplished
via both existing and anticipated railway data communication assets
and systems located on-board the mobile platforms, wayside data
communication assets, and railway system-wide communication Network
Operations Center and Back Office System services.
[0042] The 5.sup.th Rail System uses a variety of on-board and
person-carried computer servers to support a variety of data
processing, storage and communication activities. These mobile
servers and the associated network interface technology are
referred to as the Server-PAC. FIG. 6 diagrams a mobile railway
platform with both the server-PAC and sensor-PAC onboard. The
Sensor-PAC in conjunction with the on-board Server-PAC manages the
acquisition, storage, and on-board processing of Spatial Cylinder
Awareness data-frames. The 5.sup.th Rail System
Sensor-PAC/Server-PAC ("5RS SSU-PAC) combination is designed to
acquire and store all of the multi-spectral data frames and
associated meta-data during a single traverse of a track path or
link by a single railroad track network mobile platform. This
method results in the following system improvements: [0043] (1)
Increasing payload throughput and reducing the cost of monitoring
the spatial cylinder of awareness ("SCA"): By attaching this
equipment to the front ("FOT") and back ("EOT") of trains providing
both scheduled freight and passenger service, it is expected that
significant improvements can be achieved in the areas of payload
throughput and the cost of monitoring the Spatial Cylinder of
Awareness. Current systems that acquire multi-spectral data do so
one channel per traverse via specially designed High-Rail vehicles
and maintenance equipment. This approach creates additional traffic
on the rails thus reducing track availability and it requires
additional capital equipment. By using scheduled trains, the data
can be taken on every traverse of the spatial cylinder of awareness
without incurring the capital, maintenance and operational costs of
using a specialized fleet of mobile platforms. [0044] (2)
Increasing the efficiency of processing and storing sensor
data-frames: Additional system level benefits are also anticipated
in the area of post processing the multi-spectral data. Since the
entire array of data acquisition sensors are carried on the same
mobile platform, tasks requiring time, location and data
registration of the data-frames will be significantly reduced since
data from the various spectral channels are "time and location
aligned" as they are acquired and stored. [0045] (3) Increasing the
update frequency of baseline sensor data maps: By using this
approach, the baseline sensor data maps used to monitor the fixed
assets of the railway path can be updated automatically and on a
daily basis. This will improve the ability to accomplish early
identification of changes that may provide "an early warning"
relative to potential infrastructure failures or obstructions.
[0046] FIG. 7 diagrams the fixed site and Mobile Railroad Platform
user consoles consist of standard existing and anticipated
human/computer interface devices such as desk and console mounted
workstations, displays (alpha-numeric and graphic), audio out and
actuation devices (e.g. keyboards, buttons, switches, mouse &
track pad and audio). Person carried, hand held User-PAC
configurations consist of existing and anticipated user displays,
keyboards and other ancillary devices packaged in handheld and/or
wearable format, e.g. smart phones, pads, laptops, watches and
other similar configurations. The data from the 5.sup.th Rail
System User-PAC can be accessed on both a fixed interface system or
on portable, hand-held devices.
[0047] The following set of images shows four different
utilizations of 5.sup.th Rail System sensor based technology
through various operator display configurations that support
augmented reality in a locomotive cab, hand-held and remote control
environments. FIG. 8 shows an example of real time track status
reporting using a movable visor display configuration that supports
virtual signaling and safety alerts. Using the 5.sup.th rail system
visor screen, the railway track ahead highlights and defines
various important assets that could otherwise be overlooked. FIG. 9
is an example of a heads-up display configuration that supports
virtual signaling and safety alerts, with more information about
the track ahead regardless of obstructions or weather conditions
that might impede visibility. FIG. 10 is an image of a hand held
display configuration tool that supports maintenance planning by
allowing the user to see beyond the limitations of objects. This
system allows the user to see through objects using 5.sup.th rail
system sensor based technology. By combining certain features of
Augmented Reality systems with the 5.sup.th Rail System allows
users and/or sensors to "point at objects" and request related
data. Similarly, this combination will allow users and/or
autonomous vehicles to be "pointed to" or shown a path that will
lead to a destination. FIG. 11 shows an image of the command and
control display console configuration that supports mobile railway
platform using enhanced imagery and augmented reality.
[0048] The 5.sup.TH Rail System supports use cases where a User-PAC
can be located remote from its associated Mobile Railway Platform.
FIG. 12 illustrates the general case where the User-PAC is remotely
located from the MRP. These cases include but are not limited to
the following: Front and back of a locomotive; on and off track
high-rail vehicles; analysis and maintenance equipment; remotely
operated vehicles; autonomous vehicles; and dismounted persons.
[0049] The 5RS Railway Information Services System consists of four
primary segments: a fleet of 5RS SSU-PACs aboard specific MRPs; 5RS
Railway Cloud Computer Services; Railway data network and wireless
data services, and; the distributed 5RS Data Base. The primary
function of this system is to use existing and emerging computer,
communication and sensor technology to: frequently acquire the RTN
SCA "relevant reality" data; create and store the spatial cylinder
of awareness data maps in the 5RDB for further analysis,
processing, and application; distribute and present these maps and
analytic results "anytime . . . anywhere" in response to customer
queries using existing and anticipated railway data communication
channels and user interfaces equipment. FIG. 13 diagrams how the
5.sup.th Rail System Railway Information Services System uses a
variety of cloud based computer processing, storage and network
management services to support the various system level activities.
These activities include but are not limited to: [0050] 2 Storing
the Spatial Sensor of Awareness sensor data maps acquired by and
pre-processed by a Sensor-PAC and its associated Server-PAC [0051]
3 Post processing Spatial Sensor of Awareness sensor data maps for
to support operational, maintenance and management functions [0052]
4 Supporting the development, testing, storage and distribution of
software and firmware applications [0053] 5 Path Oriented database
systems & software for managing APPS Library [0054] 6 Image
data processing, archiving & data distribution (5.sup.TH Rail
Data Base)
[0055] FIG. 14 is a diagram of present invention's approach to
naming switch connections. A railroad switch is technically a
mechanical router that determines the path of a railroad transport
vehicle when it traverses the switch. In the 5.sup.th Rail System,
assigning the "handedness" connection numbers for a specific switch
("SW") is accomplished as follows: Stand on the Link ("TS") that is
connected to the "facing points" of the switch. This track
connection is designated as SW.sub.CF. Remaining in this same
position and facing the switch, note the "trailing points"
connection of the switch that diverge to your left. This connection
is designated as SW.sub.CL. The "trailing points" connection of the
switch that diverge to the right is designated as SW.sub.CR.
[0056] A specific Switch ("SW") ID names a unique switch in the
Railroad Track Network ("RTN"). Each named switch has three
uniquely named Switch-to-Link ("SW" to "TS") connectors. They are
named the (1) the "Facing Connector" or SW.sub.CF(ID)=1; the
"Trailing Left Connector" or Switch.sub.CL(ID)=2; and the "Trailing
Right Connector" or SW.sub.CR(ID)=3. A switch can support only four
types of vehicle motion: (1) from SW.sub.CF to SW.sub.CL (2) from
SW.sub.CL to SW.sub.F (3) from SW.sub.CF to SW.sub.CR and (4) from
SW.sub.CR to SW.sub.CF. Motions (1) and (3) are called diverging
and (2) and (4) are called converging. Vehicle motions that are not
allowed are (5) from SW.sub.CL to SW.sub.CR and (6) from SW.sub.CR
to SW.sub.CL. To support a diverging motion it is required that the
switch be set into one of two possible diverging states. To support
a converging motion, a specific switch state is generally not
required. It is possible to combine a "switch name with a connector
name" in a manner that results in the use of a single address field
by adding the ID of a specific switch to one of its switch
connector ID's (1, 2 or 3). For example, if SW ID's are chosen to
be only decimal numbers that are a multiple of 4, a combined ID can
be generated to designate a unique switch and a unique connector on
that switch as shown below. This approach uses the term node
connection ("SWC") ID to designate both a unique switch and a
specific connector on that switch.
[0057] SWC ID's are generated as follows: (1) the "Facing
connector" or SWC(ID)=SW(ID)+1; (2) the "Trailing Left connector"
or SW.sub.c(ID)=SW(ID)+2; and (3) the "Trailing Right connector" or
SW.sub.c(ID)=SW(ID)+3 where the SW ID's are decimal numbers that
are multiples of 4.
Example
SW(ID)=20
[0058] SW(20) identifies a unique physical switch in the RR
network.
[0059] SWC(21) identifies the "Facing connector" of SW(20)
[0060] SWC(22) identifies the "Trailing Left connector" of
SW(20).
[0061] SWC(23) identifies the "Trailing Right connector" of
SW(20).
[0062] To resolve the SW(ID) from a given SW.sub.c(ID), divide the
SW.sub.c(ID) by 4 and subtract the remainder from the SW.sub.c(ID).
Using this scheme, the planned and actual path or route that a
railroad transport vehicle takes when moving from a point of origin
to a point of destination in an RTN can be described by the
sequential series of SWC ID's that the vehicle traverses in going
from an origin to a destination.
[0063] A unique TS address can be generated by using the double
field address comprise of the two switch connections associated
with the TS, e.g. SWC(ID.sub.A),SWC(ID.sub.B). This can also be
written as TS Address=|ID.sub.A|ID.sub.B|. Thus, if one calls out a
specific TS address or ID, it can be used to resolve the identity
of the corresponding SW and SWC connections. In this approach, the
sequence of the SWC addresses in the combined address field
provides an indication of the direction of traverse. The first ID
is the "from" SW (or SWC} and the second ID is the "to" SW (or
SWC).
[0064] Each TS contains a uniformly spaced series of ties or tie
positions throughout the length of the path. The total number of
ties contained within a specific TS is dependent on the length of
the TS and the tie spacing standards used during the construction
of the TS. In this element addressing scheme, a TP(ID) names a
unique tie within a specified TS(ID). In general, the TP(ID)s are
numerical and run sequentially in increasing or decreasing order
from one end of the TS to the other end of the TS.
[0065] To write the address or ID of a specific tie or tie position
in the railroad track network, one use a triple field address
format. The addresses or ID names left to right are (1) the "from"
SWC, (2) the "to" SWC, and (3) the specific TP within the TS
specified by double field address (1) and (2).
In summary, all elements of a railroad track network are given
unique network addresses or ID's using the following protocol:
[0066] SW Address=|A decimal number which is a multiple of 4|
[0067] SWC Address=|SW Address+SW connector No. (1, 2 or 3) [0068]
TS Address=|SWC Address|SWC Address| [0069] TP Address=|SWC
Address|SWC Address|Tie No. 1-N|
[0070] Each element of a railroad track network has the potential
of being geo-located within the associated spatial sensor of
awareness using a variety of precision surveying schemes. In the
cases where the location coordinates for a specific element have
been acquired and are available, they can be stored in the
meta-data field associated with that element. The format most
commonly used is the WGS 84 reference frame. Since many of the
elements have irregular shapes and dimensions that are much larger
than the precision of geo-location, a Point of Location ("POL") on
the element (or object) is specified on the data map image. FIG. 15
shows an image of a fixed primary POL that can be identified on or
within the platform. The platform POL is used to spatially
reference the POL's of all the sensors on the platform. This
approach allows a mobile platform sensor Point Of Being ("POB") to
be calculated using an spatial cylinder of awareness axis POL and
the platform primary POL.
[0071] FIG. 16 diagrams the key components of the 5.sup.th Rail
System ("5RS") spatial cylinder of awareness ("SCA") data-frames
(or data records) that make up the 5RS SCA multi-phenomena data
maps for a specified Railroad Track Network ("RTN") link are
acquired using an array of multi-phenomena sensors or Sensor-PAC.
The Sensor-PAC is mounted on a Railroad track network mobile
platform that traverses the Spatial Cylinder of Awareness paths of
a Railroad Track Network. The individual sensors that comprise a
Sensor-PAC are mounted at fixed, precisely defined, geo-located
positions on or within the mobile platform. This allows each
sensing element in the array to precisely reference (or
address/register) each of its image data frames in 4D (i.e. 3-space
and time) relative to the coordinates of the 5.sup.TH Rail (or
Spatial Cylinder of Awareness axis) at the time of data
acquisition. A Sensor-PAC supports a variety of sensor
technologies. These sensors support spatial cylinder of awareness
views that include but are not limited to: Wayside, roadbed &
track view (forward and rear); downward view of the switch, rail
and tie; side views and (upward) ceiling views.
[0072] The system and associated methods, apparatus and
software/firmware applications acquire and utilize information
associated with the geo-spatial position of the fixed elements of a
Railroad Track Network. To support this requirement, the system
depends upon a precisely defined, geospatial path, shown in FIG.
17, where the location runs parallel to (but not necessarily
coincident with) the centerline of rails 1 and 2. Rails 1 and 2 are
the load bearing rails of all past, currently existing, and planned
Railroad Track Networks. Some railroad systems utilize additional
rails, noted as 3 and 4, to supply electrical energy to and return
electrical current from railroad transport vehicles. To support the
features of the 5.sup.th Rail System, design this additional rail
has been designated "a path oriented information rail" and is
referred to as the 5.sup.TH Rail. A geo-spatial location on this
path is referred to as a 5.sup.TH Rail Address.
[0073] Examples of image data packet formats are shown in FIGS. 18
and 19 in two different viewing angles on the Mobile Railroad
Platform. The various sensors input the data relevant to the image
in the Spatial Cylinder of Awareness. The geographical fixed assets
(or elements) of the physical track system (roadbed paths and
waysides, ties, rails and switches) can be represented by a network
graph of interconnected nodes (the switches), links (the track
segments that connect two switches), and tie positions associated
with each link. FIG. 18 and FIG. 19 show how each Switch, link, and
tie are given a unique network address or name, i.e. an element ID.
Using this approach and terminology, any specific physical Railroad
Track Network can be represented by creating a network graph using
the specifically identified set of geo-spatially fixed nodes, links
and ties that support the movement of mobile assets on that
specific system.
[0074] FIGS. 20 and 21 are images that display the method that uses
fixed assets and/or fixed critical feature counting in the Spatial
Cylinder of Awareness to determine the position-location of
Railroad Train Network Mobile Rail Platforms. Using a Sensor Type
at the Point Of Being such as illustrated in FIGS. 20 and 21, a
sequential series of data frames for a specific Link are acquired,
5.sup.th Rail Address addressed, formatted into a data map, and
stored in the 5.sup.th Rail Data Base. This data map, which is
referred to as a spatial cylinder of awareness base-line map, is
acquired so that an image of each sequential tie (a fixed asset) in
the link is included. This can be accomplished with a sensor that
captures an image every 19.5 inches or less (the inter-tie spacing)
as it traverses the link from the point of location of switch.sub.F
to the point of location of switch.sub.T. Specifically in the data
map shown in FIG. 21, a count of the tie addresses or ID's
associated with the specific link is established and recorded. In
the data map shown in FIG. 20, a fixed assets location clock can be
created and then used during subsequent traverses of the link to
trigger a spatial cylinder of awareness image data frame comparison
process.
[0075] In a subsequent traverse of this Link shown in FIG. 21, a
sensor at the same Point Of Being on a Mobile Rail Platform will
acquire sequential image data frames that include each individual
Tie. Using a software/firmware light intensity spot photometer to
examine each image as it is acquired in real time, each Tie can be
counted and identified (from 0 to N) as the Link is traversed.
Using this as a real time Tie counter, the position-location of a
Mobile Rail Platform's SOL is known in terms of a specific Tie
location or 5.sup.th Rail Address. The light intensity vs. time
output of the spot photometer can also be recorded during a
traverse. In the 5.sup.th Rail System this data stream or graph
when plotted as light intensity vs. location is referred to as a
Tie Location Clock.
[0076] The explanation given above is based upon being able to
measure the light intensity variation obtained using a HD-VIS video
rate sensor. Since Railroad Track Network roadbed conditions can
vary due to the presence of snow and/or other debris conditions,
the signal-to-noise ratio of a Tie Location Clock obtained with a
HD-VIS sensor may not be sufficient to determine an accurate
location. In these cases it may be necessary to use one or more
alternate sensor technologies that can penetrate the masking
material and provide a reliable Tie Location Clock under all
operating conditions. In a manner similar to using the Ties, other
identified fixed assets or fixed critical features within the
Spatial Cylinder of Awareness, that are recorded on Spatial
Cylinder of Awareness base-line image data maps, can be used to
locate an Mobile Rail Platform relative to a specific 5.sup.th Rail
Address. A location clock for these assets or features, a Fixed
Assets Location Clock, can be established and recorded for each
Link in the 5.sup.th Rail Database.
[0077] In a subsequent traverse of the Link shown in FIG. 20, a
sensor at the same Point of Being on a Mobile Rail Platform will
acquire sequential image data frames that include an image of each
sequential fixed asset/critical feature in the Link. Using
software/firmware image processing algorithms based in the Mobile
Rail Platform's Server-PAC, each new Spatial Cylinder of Awareness
image data frame can be compared with the corresponding base-line
Spatial Cylinder of Awareness image data frame. The image
processing algorithms can support the following functions. These
functions include but are not limited to: [0078] Position-location
of the Mobile Rail Platform [0079] Position-location of a fixed
asset/critical feature [0080] Absence or presence of a fixed
asset/critical feature [0081] Change detection of critical features
via image differencing [0082] Object identification via feature
recognition and image matching, e.g. Tie and switch ID's [0083]
Virtual Signaling (with support of Augmented Reality functions)
[0084] Passenger entertainment (with support of Augmented Reality
functions) [0085] Tie and switch counting [0086] Velocity of mobile
platforms on a railroad path [0087] Remote controlled and
autonomous mobile platforms [0088] Track, roadbed, and wayside
inspection
[0089] Assume that for a specific link, a tie location clock or
fixed asset location clock exists. Since the geo-location of each
tie or fixed asset in the link sequence is known and available to
the Server-PAC via the baseline tie and/or fixed asset map,
analyzing the real-time tie and/or fixed asset sensor input
relative to the stored baseline tie or fixed asset map can provide
the current speed of the mobile rail platform on the path.
[0090] The 5.sup.th Rail System manages sensor data maps by
developed an address scheme based on using a Point Of Location
("POL") combined with path-related, pre-existing objects that are
fixed in position relative to the earth's surface (or center) and
have a very low probability of moving in 3-space relative to their
initial or planned position. In a railroad track network, the
rails, ties and wayside are critical features. In path oriented
systems, there are two primary ways to discern a location, (1)
traverse the path and periodically use a Global Positioning System
("GPS") to calculate your location, or (2) periodically look at the
physical environment around your location and match it to a
previously generated map of that physical environment along the
path. The map will contain images of unique markers or features
along the path and their respective locations in 3-space and
relative to neighboring markers or features. Method (1) is in
current use by the railroads but is subject to unreliability.
However method (2) functions as a more reliable solution by
frequently generating appropriate path-oriented, physical
environment baseline maps and using these maps to compare the real
time imagery being collected by every Mobile Rail Platform during a
traverse towards the imagery shown in the data-map.
[0091] The 5.sup.th Rail System functions as a multi-purpose media
recording, storage and retrieval system. Baseline sensor data maps
and real-time image sequences that are generated by the 5.sup.th
Rail System are displayed as sequential image frames along the
path. The data frames are acquired using sensors that are time-base
clocked or location-based clocked. In the context of existing
systems, these sensor data maps are presented in a motion picture
format, and can be played in real time while moving in the
direction and space that the data map was first recorded. The
database machinery is capable for the efficient storage and
retrieval of these data maps based on the need to respond to
real-time search algorithm queries needs, to look and behave
exactly like the technology being used to currently store and
deliver video and audio to the, on-demand consumer market. The
organization of the 5.sup.th Rail System can take considerable
advantage of "big data" machinery designed, developed and used by
current on-demand streaming media providers. Many of the software
tools used by the entertainment industry to edit and deliver mass
quantities of video and sound can be used or adapted for use in the
5.sup.th Rail System.
* * * * *