U.S. patent application number 14/954004 was filed with the patent office on 2017-06-01 for diagnostic system for a rail vehicle.
This patent application is currently assigned to Electro-Motive Diesel, Inc.. The applicant listed for this patent is Electro-Motive Diesel, Inc.. Invention is credited to David Matthew Roenspies, Alexander Shubs, JR..
Application Number | 20170151970 14/954004 |
Document ID | / |
Family ID | 58778058 |
Filed Date | 2017-06-01 |
United States Patent
Application |
20170151970 |
Kind Code |
A1 |
Shubs, JR.; Alexander ; et
al. |
June 1, 2017 |
Diagnostic System for a Rail Vehicle
Abstract
A visual diagnostic system for a rail vehicle having multiple
assets is disclosed. The visual diagnostic system may have a data
interface configured to receive a message from a wayside unit. The
message may indicate that at least one of the multiple assets is
experiencing an issue. The data interface may also be configured to
receive geo-information and configuration-information. The system
further includes a controller configured to determine, from the
geo-information and the configuration-information, a geographic
location of each of the multiple assets. The controller is further
configured to determine, from the received message and the
determined geographic location of each of the multiple assets,
which of the multiple assets is experiencing the issue. The
controller is further configured to render for display in a user
interface a visual representation of the rail vehicle with an
identification of the at least one of the multiple assets
experiencing the issue.
Inventors: |
Shubs, JR.; Alexander;
(Chicago, IL) ; Roenspies; David Matthew; (Elburn,
IL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Electro-Motive Diesel, Inc. |
LaGrange |
IL |
US |
|
|
Assignee: |
Electro-Motive Diesel, Inc.
LaGrange
IL
|
Family ID: |
58778058 |
Appl. No.: |
14/954004 |
Filed: |
November 30, 2015 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61L 25/028 20130101;
B61L 2205/04 20130101; B61L 15/0027 20130101; B61L 27/0077
20130101; B61L 25/025 20130101; B61L 27/0094 20130101; B61L 15/0081
20130101 |
International
Class: |
B61L 27/00 20060101
B61L027/00; B61L 25/02 20060101 B61L025/02 |
Claims
1. A visual diagnostic system for a rail vehicle having multiple
assets, comprising: a data interface configured to: receive a
message from a wayside unit, wherein the message indicates that at
least one of the multiple assets is experiencing an issue; receive
geo-information associated with a geographic location of the rail
vehicle; and receive configuration-information associated with an
arrangement of the multiple assets in the rail vehicle; and a
controller in communication with the data interface, the controller
being configured to: determine, from the gee-information and the
configuration-information, a geographic location of each of the
multiple assets determine, from the received message and the
determined geographic location of each of the multiple assets,
which of the multiple assets is experiencing the issue; and render
for display in a user interface a visual representation of the rail
vehicle with an identification of the at least one of the multiple
assets experiencing the issue.
2. The visual diagnostic system of claim 1, wherein the message
indicates that a dimension of the at least one of the multiple
assets extends beyond a predetermined value.
3. The visual diagnostic system of claim 1, wherein the message
indicates that the at least one of the multiple assets is dragging
an article below the rail vehicle.
4. The visual diagnostic system of claim 1, wherein the data
interface is further configured to receive the geo-information from
multiple sources, and the controller is further configured to
combine the geo-information from the multiple sources when
determining the geographic location of each of the multiple
assets.
5. The visual diagnostic system of claim 1, wherein the data
interface is further configured to receive the geo-information from
at least one of: a Global Positioning System (GPS) located on the
rail vehicle, an Automatic Equipment Identification (AEI) system,
an Automatic Train Protection (ATP) system, and a video monitoring
system.
6. The visual diagnostic system of claim 1, wherein the data
interface is configured to receive the configuration-information
from multiple sources, and the controller is further configured to
combine the configuration-information from the multiple sources
when determining the geographic location of each asset of the rail
vehicle.
7. The visual diagnostic system of claim 1, wherein the data
interface is configured to receive the configuration-information
from at least one of: an electronically controlled pneumatic (EPP
braking system, a train scheduling system, an Automatic Equipment
Identification (AEI) system, and a video monitoring system.
8. The visual diagnostic system of claim 1, wherein the controller
is located on-board the rail vehicle, and the user interface is
displayed on an on-hoard screen.
9. The visual diagnostic system of claim 1, wherein the controller
is located at a remote location, and the user interface is
displayed on a mobile terminal device.
10. The visual diagnostic system of claim 1, wherein: the message
includes a timestamp associated with the issue; the geo-information
includes timestamps of signals with data about the geographic
location of the rail vehicle; and the controller is further
configured to determine which of the multiple assets experienced
the issue using the timestamp associated with the issue and the
timestamps of the signals.
11. The visual diagnostic system of claim 1, wherein the message
includes geo-information associated with the wayside unit.
12. The visual diagnostic system of claim 1, wherein the
identification of the at least one asset includes information about
a type of the issue.
13. The visual diagnostic system of claim 1, wherein the
identification of the at least one asset includes one or more
details about the at least one of the multiple assets.
14. The visual diagnostic system of claim 1, wherein: the data
interface is further configured to receive a plurality of messages
from a plurality of wayside units; and the controller is further
configured to render for display in the user interface
identification of at least two of the multiple assets experiencing
different issues.
15. The visual diagnostic system of claim 1, wherein the controller
is further configured to render for display in the user interface
prognostic information associated with a selected asset of the
multiple assets.
16. A method for providing visual information on a rail vehicle
having multiple assets, comprising: receiving a message from a
wayside unit indicating that at least one of the multiple assets
has experienced an issue; receiving geo-information associated with
a geographic location of the rail vehicle; receiving
configuration-information associated with an arrangement of the
multiple assets in the rail vehicle; determining, from the
geo-information and the configuration-information, a geographic
location of each of the multiple assets; determining, from the
received message and the determined geographic location of each of
the multiple assets, which of the multiple assets is experiencing
the issue; and rendering for display in a user interface a visual
representation of the rail vehicle with an identification of the at
least one of the multiple assets experiencing the issue.
17. The method of claim 16, wherein the message indicates that a
dimension of the at least one of the multiple assets extends beyond
a predetermined value.
18. The method of claim 16, wherein the message indicates that the
at least one of the multiple assets is dragging an article below
the rail vehicle.
19. The method of claim 16, wherein the message includes
geo-information associated with wayside unit.
20. A computer programmable medium having executable instructions
stored thereon for completing a method of providing visual
information on a rail vehicle having multiple assets, the method
comprising: receiving a message from a wayside unit indicating that
at least one of the multiple assets has experienced an issue;
receiving geo-information associated with a geographic location of
the rail vehicle; receiving configuration-information associated
with an arrangement of the multiple assets in the rail vehicle;
determining, from the geo-information and the
configuration-information, a geographic location of each of the
multiple assets; determining, from the received message and the
determined geographic location of each of the multiple assets,
which of the multiple assets is experiencing the issue; and
rendering for display in a user interface a visual representation
of the rail vehicle with an identification of the at least one of
the multiple assets experiencing the issue.
Description
TECHNICAL FIELD
[0001] This disclosure relates generally to a diagnostic system
and, more particularly, to a visual diagnostic system for providing
information on specific assets of a rail vehicle.
BACKGROUND
[0002] A railroad network includes a network of tracks that is used
by a large number of rail vehicles. The operation of rail vehicles
can be monitored by a remote off-board controller (also sometimes
referred to as the "back office"). The off-board controller
monitors the operation of rail vehicles using large amounts of data
received from each rail vehicle and from stationary wayside units
positioned at fixed locations throughout the railroad network. The
ability to analyze and interpret these large amounts of data has
the potential to be of great value in monitoring the condition of
the rail vehicles.
[0003] Usually rail vehicles have multiple assets, for example, a
train may have locomotive and non-locomotive vehicles linked
together as one. Each asset includes multiple components that are
susceptible to wear and breakdown resulting from everyday use. The
rail vehicles and wayside unit are typically equipped with sensors
for measuring various operating conditions. However, it is
difficult to correlate the large amounts of retrieved data with the
identity of the corresponding assets. Therefore, many prior systems
only consider abnormal conditions where out-of-range operating
values are detected.
[0004] One system that attempts to facilitate information use from
wayside units is described in U.S. Pat. No. 8,245,983 (the '983
patent) that issued to Gilbertson, on Aug. 21, 2012. The '983
patent discloses a system for communicating information between a
wayside unit and an on-board train operator. The '983 patent aims
to minimize radio congestion by providing a wayside system and an
on-board communication device configured to transmit/receive
wayside data via a dispatch voice channel.
[0005] Although the system of the '983 patent may help the train
operator to utilize the data from the wayside unit, it may be
limited. Specifically, the system of the '983 patent may be
effective in a situation where the back office is overloaded with
data and not capable of informing an individual train with relevant
data. However, large amounts of data may still be lost. As a
result, potential issues can be overlooked and the option of taking
preemptive actions diminishes.
[0006] The disclosed visual diagnostic system is directed to
overcoming one or more of the problems set forth above.
SUMMARY
[0007] In one aspect, the present disclosure is directed to a
visual diagnostic system for a rail vehicle having multiple assets.
The visual diagnostic system may include a data interface
configured to receive a message from a wayside unit, wherein the
message indicates that at least one of the multiple assets is
experiencing an issue. The data interface may further be configured
to receive geo-information associated with a geographic location of
the rail vehicle, and to receive configuration-information
associated with an arrangement of the multiple assets in the rail
vehicle. The visual diagnostic system may also include a controller
in communication with the data interface. The controller may be
configured to determine, from the geo-information and the
configuration-information, a geographic location of each of the
multiple assets. The controller may also be configured to
determine, from the received message and the determined geographic
location of each of the multiple assets, which of the multiple
assets is experiencing the issue. The controller may further be
configured to render for display in a user interface a visual
representation of the rail vehicle with an identification of the at
least one of the multiple assets experiencing the issue.
[0008] In another aspect, the present disclosure is directed to a
method for providing visual information on a rail vehicle having
multiple assets. The method may include receiving a message from a
wayside unit indicating that at least one of the multiple assets
has experienced an issue. The method may also include receiving
geo-information associated with a geographic location of the rail
vehicle, and receiving configuration-information associated with an
arrangement of the multiple assets in the rail vehicle. The method
may further include determining, from the geo-information and the
configuration-information, a geographic location of each of the
multiple assets, and, determining, from the received message and
the determined geographic location of each of the multiple assets,
which of the multiple assets is experiencing the issue. The method
may also include rendering for display in a user interface a visual
representation of the rail vehicle with an identification of the at
least one of the multiple assets experiencing the issue.
[0009] In yet another aspect, the present disclosure is directed to
a computer programmable medium having executable instructions
stored thereon for completing a method of providing visual
information on a rail vehicle having multiple assets. The method
may include receiving a message from a wayside unit indicating that
at least one of the multiple assets has experienced an issue. The
method may also include receiving geo-.information associated with
a geographic location of the rail vehicle, and receiving
configuration-information associated with an arrangement of the
multiple assets in the rail vehicle. The method may further include
determining, from the geo-information and the
configuration-information, a geographic location of each of the
multiple assets, and, determining, from the received message and
the determined geographic location of each of the multiple assets,
which of the multiple assets is experiencing the issue. The method
may also include rendering for display in a user interface a visual
representation of the rail vehicle with an identification of the at
least one of the multiple assets experiencing the issue.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is a schematic illustration of a rail vehicle and a
visual diagnostic system, according to embodiments of the present
disclosure;
[0011] FIGS. 2-5 are schematic representations of exemplary
disclosed graphical user interfaces (GUIs) that may be used in
conjunction with the visual diagnostic system of FIG. 1; and
[0012] FIGS. 6-7 are flowcharts showing exemplary processes for
providing visual information according to embodiments of the
present disclosure.
DETAILED DESCRIPTION
[0013] FIG. 1 is a schematic diagram of a visual diagnostic system
1.00 for a rail vehicle, such as a train 102 traveling along a
railroad network. Train 102 may include multiple assets 104, such
as any number of locomotives and non-locomotive rail vehicles
linked together. In the example illustrated in FIG. 1, train 102
includes a single powered locomotive 106 (e.g., an
electrical-powered car, a diesel-powered car, or another type of
car configured to power train 102) and three wagons 108 (e.g., a
passenger car, a cargo container car, or another type of car
capable of traveling on the railroad network). The railroad network
may include any type of transportation pathway (e.g., railroad
tracks, subway rails, or trolley tracks) on which train 102 may
travel.
[0014] System 100 may include one or more components that cooperate
to collect, communicate, process, and display information about the
operational status of train 102. The operational status of train
102 may include the operational status of assets 104 and the
operational status of the components of assets 104. System 100 may
include an on-board system located on train 102 for directly
monitoring the operation and condition of train 102. For example,
the on-board system may include an on-board controller 110, a
memory device 112, a data interface 114, a user interface 116, and
a plurality of sensors 118. The various components in the on-board
system may be coupled by one or more communication buses or signal
lines. Additionally or alternatively, system 100 may include an
off-board system located in a back office for monitoring the
operation and condition of train 102. The off-board system may, for
example, include an off-board controller 120, a memory device 122,
a data interface 124, and a user interface 126. The various
components in the back office may also be coupled by one or more
communication buses or signal lines. It is contemplated that system
100 may include additional or different components than those
illustrated in FIG. 1.
[0015] On-board controller 110 and off-board controller 120 may
execute computer programs, applications, methods, processes, or
other software to perform embodiments described in the present
disclosure. The term "controller" may include any physical device
having an electrical circuit that performs a logic operation on
inputs. For example, on-board controller 110 and off-board
controller 120 may include one or more integrated circuits,
microchips, microcontrollers, processors, microprocessors, all or
part of a central processing unit (CPU), graphics processing unit
(GPU), digital signal processor (DSP), field programmable gate
array (FPGA), or other circuits suitable for executing instructions
or performing logic operations.
[0016] Memory devices 112 and 122 may store information associated
with operation and condition of train 102. The term "memory device"
may include any non-transitory computer readable medium suitable
for storing digital data or program code. Examples include random
access memory (RAM), read-only memory (ROM), volatile memory,
nonvolatile memory, hard drives, CD ROMs, DVDs, flash drives,
disks, and any other known physical storage medium. Memory devices
112 and 122 may include multiple structures, such a plurality of
memories or computer-readable storage mediums located at train 102
or at a remote location. Memory devices 112 and 122 can store
instructions for execution by on-board controller 110 and/or
off-board controller 120, including instructions for causing them
to perform steps consistent with embodiments of the present
disclosure herein. As used herein, the term "and/or" means one or
the other or both (e.g., A and/or B means A or B or both A and
B).
[0017] Data interfaces 114 and 124 may facilitate communications
regarding the operational status of train 102. The term "data
interface" includes any device configured to receive digital data
from one or more sources. Data interfaces 114 and 124 may include
hardware and/or software that enables receiving and/or transmitting
data messages through a wireless communication link. 128 or a wired
communication link 130. Wireless communications link 128 may
include satellite, cellular, infrared, and any other type of
wireless communications technology. Wireless communications link
128 may enable two-ways communication between on-board controller
110, off-board controller 120, wayside units 132, and a mobile
terminal device 134. Data interfaces 114 and 124 may use one or
more communication protocols to exchange data through wireless
communication link 128. For example, data interfaces 114 and 124
may use Transmission Control Protocol (TCP), Internet Protocol
(IP), TCP/IP, User Datagram Protocol (UDP), Internet Control
Message Protocol (ICMP), or any other communication protocol.
[0018] In some embodiments, data interfaces 114 and 124 may receive
geo-information associated with a geographic location of train 102,
and configuration-information associated with an arrangement of
multiple assets 104 in train 102. The term "geo-information" may
include any position information associated with train 102. For
example, geo-information may include coordinates or geographic
location of at least of one of assets 104 relative to navigational
devices such as satellites or other stations broadcasting
navigational information, its time relative to such navigational
broadcast stations, its relative distance from an MID device,
and/or its altitude. The term "configuration-information" may
include any information associated with the arrangement of train
102. For example, the information may include the number of assets
104 in train 102, the order of multiple assets 104 within train
102, characterizing details of each of multiple assets 104 (e.g.,
ID number, length, color, size, and type), and more.
[0019] Data interfaces 114 and 124 may receive the geo -information
from one or more sources and forward it to on-board controller 110
and/or off-board controller 120. On-board controller 110 and/or
off-board controller 120 may use the received geo-information to
determine the geographic location of each of assets 104 of train
102. For example the geo-information may be received from at least
one of the following systems:
[0020] A Global Positioning System (GPS)--In some cases, a GPS
sensor may be located on locomotive 106 or any other asset 104 to
determine its location. The determined location of a single asset
104 may be used as representative of the location of train 102.
Additionally, when coupled with the configuration-information, the
location of a single asset 104 can be used by on-board controller
110 and/or off-board controller 120 to determine the locations of
every other asset within train 102. In other embodiments, any or
all assets 104 may be fitted with GPS sensors in order to determine
the locations of those assets 104 directly.
[0021] An Automatic Equipment Identification (AEI) system--In some
cases, at least some of assets 104 may include RFID tags, and
system 100 may have a direct or indirect access to one or more
wayside units 132 that include RFID readers. These wayside units
may be deployed at fixed, known locations along a railway. As train
102 passes these wayside units, the RFID readers may scan and
recognize the identification information of passing assets 104.
Knowledge of the, time of the asset identification as well as the
geographic location of wayside units 132 enables a determination of
the location of a particular asset 104 at a specific time.
Additionally, when coupled with the configuration-information, the
location of the particular asset 104 at the specific time can be
used to determine the locations of all other assets 104 in train
102 at the specific time.
[0022] An Automatic Train Protection (ATP) system--In some cases,
system 100 may have a direct or indirect access to an electronic
transponder (e.g., balises, beacons, or antennas) that may be part
of wayside unit 132. The electronic transponder may be designed to
notify train 102 of its exact location, the distance to the next
signal, and can warn of any speed restrictions or special
conditions, such as curves and gradients. A receiver on a
particular asset 104 on train 102 may pick up the signal from the
electronic transponder and, using its known location, enable the
determination of the location of the particular asset 104
comprising the receiver at the time of communication with the
electronic transponder. The ATP system provides a high level of
accuracy, as the reading range may be limited to about 0.75 m. A
successful communication with the electronic transponder may
indicate a location of the particular asset 104 within about 1.5 m
accuracy.
[0023] A video monitoring system--In some cases, system 100 may
have a direct or indirect access to at least one camera that
captures passing rail vehicles, such as train 102. Various image
processing algorithms may be applied to associated video feeds to
determine locations of assets 104 of passing train 102. The at
least one camera may be installed at a fixed geographic location,
e.g., wayside unit 132. Alternatively, the at least one camera may
be included on moving assets 104 with a OPS sensor. The information
from the video feeds may enable a determination of the location of
all assets 104 when train 102 passes the at least one camera.
[0024] Data interfaces 114 and 124 may also receive, the
configuration-information from one or more sources and forward it
to on-board controller 110 and/or off-board controller 120.
On-board controller 110 and/or off-board controller 120 may use the
received configuration-information to determine the geographic
location of each asset 104 of train 102. For example the
configuration-information may be received from at least one of the
following systems:
[0025] An electronically controlled pneumatic (EPC) braking
system--In some cases, system 100 may have a direct or indirect
access to the ECP braking system of train 102. The ECP braking
system may serve as a meaningful source of information for
determining and tracking the configuration of train 102. Because
the ECP braking system has the ability to communicate with each of
multiple assets 104 and confirm that all assets 104 are present,
the ECP braking system may be used to determine the ordering of
assets 104.
[0026] A train scheduling system--In some cases, system 100 may
have a direct or indirect access to a scheduling database that
stores details about deployed trains 102 and their associated
assets 104. The train scheduling system may keep track of any
changes to the configuration-information of trains 102 included in
the scheduling database.
[0027] An AEI system--The AEI system described above may also be
used to determine the configuration-information of train 102. For
example, the AEI system may monitor tag readings and determine the
identification of assets 104 along with the order of those assets
104 within train 102.
[0028] A video monitoring system--The video monitoring system
described above may also be used to determine the
configuration-information of train 102. For example, the video
monitoring system may apply image processing algorithms to identify
assets 104 and the order of those assets 104 within train 102.
[0029] In some embodiments, the geo-information may be received
from multiple sources (e.g., at least two independent systems, at
least three independent systems). In addition, the
configuration-information may also be received from multiple
sources (e.g., at least two independent systems, at least three
independent systems). On-board controller 110 and/or off-board
controller 120 may separately aggregate the geo-information and the
configuration-information from the different sources. Such
aggregation may increase the confidence level in a determined
location and configuration of train 102, especially where one or
more data sources is temporary unavailable (e.g., out-of-range; not
supported in a certain area of track, etc.). The aggregation can
also reduce a response time for determining or updating a
determined location and arrangement of train 102. For example, some
sources of information (e.g., UPS, AEI system, etc.) may provide
information useful for determining location and/configuration only
at certain periodic (or even sporadic) rates. To fill in the gaps,
different indicators of location and/or configuration from multiple
sources may be relied upon to update location and configuration
determinations more regularly than a single source may allow.
[0030] In other embodiments, data interfaces 114 and 124 may also
receive messages and data streams from wayside units, such as
wayside units 132. These messages and data streams may be
communicated to on-board controller 110 and/or off-board controller
120 via data interfaces 114 and 124 for subsequent processing and
analysis. The term "wayside unit" may include a portion of
software, a portion of hardware, or a combination thereof that
transmits a signal to a controller about a condition of a rail
vehicle. For example, wayside unit 132 may include or be part of a
hot bearing detector, a dragging equipment detector, a shifted load
detector, a sliding wheel detector, or a wide-load detector. The
messaged received from wayside unit 132 may indicate that at least
one of assets 104 is experiencing an issue. For example, one
message may indicate that a dimension of the at least one of assets
104 extends beyond a predetermined value. Another message may
indicate that at least one of assets 104 is dragging an article
below train 102. The data streams received from wayside unit 132
may include values of a plurality of parameters measured by wayside
unit 132. For example, the data streams may include values of at
least one of the following parameters: a bearing temperature, a
wheel temperature, and a brake temperature. Additionally, the data
streams may include values from a plurality of wayside units 132
physically separated from each other. For example, the data stream
may include values from more than 10 wayside units 132, more than
50 wayside units 132, or more than 100 wayside units 132.
[0031] In yet other embodiments, data interfaces 114 and 124 may
also receive signals from sensors 118. Sensors 118 may be
distributed throughout train 102 and configured to gather data from
various components, and subsystems of train 102. Some sensors 118
may be associated with specific components of train 102, for
example, an engine, a generator, wheels, traction motors, a fuel
supply, and more. Sensors 118 may monitor pressures, temperatures,
volumes, voltages, currents, forces, speeds, and other parameters,
and generate signals indicative of values of the parameters.
Additionally, these signals may also indicate an operational status
of sensors 118. In one aspect, the integrity, strength, and nature
of the signals received from sensors 118 may indicate whether the
respective components and/or subsystems are functioning properly.
For example, different signal intensity thresholds may indicate a
good condition, a moderate condition, a poor condition, a failed
condition, etc. These signals may be communicated to on-board
controller 110 and/or off-board controller 120 via data interfaces
114 and 124 for subsequent processing and analysis.
[0032] On-board controller 110 and off-board controller 120 may use
all or some of the messages, data streams, and signals received at
data interfaces 114 and/or 124 to determine prognostic information
associated with specific assets 104. The term "prognostic
information" may include any information associated with the
operational status of a specific asset 104, or any information
associated with the operational status of a specific component of
asset 104. In some embodiments, the prognostic information may
include an identification of which of assets 104 is experiencing an
issue. In one example, the issue may be that a dimension of at
least one of assets 104 extends beyond a predetermined value (also
known as being out-of-gauge). In another example, the issue may be
that at least one of assets 104 is dragging an article (e.g., a
wire, chain, piece of debris, etc.) below train 102. In other
embodiments, the prognostic information may include presentation of
measured data. This includes, for example, presentation of values
of at least one of the following parameters: a bearing temperature,
a wheel temperature, and a brake temperature. Accordingly, system
100 may provide prognostic information regarding a current and a
past operational status of one or more components of specific asset
104. Thus, rathers than just providing an indication to a user that
a component is operating outside a normal limit, system 100 can
provide a user with visual information showing that the component
is trending toward an operational issue such as a malfunction.
[0033] Consistent with embodiments of the present disclosure,
on-board controller 110 and/or off-board controller 120 may render
for display the prognostic information in user interface 116, 126.
Additionally or alternatively, on-board controller 110 and/or
off-board controller 120 may render for display the prognostic
information in a user interface 136. The term "user interface"
includes any hardware and software by which a user may interact
with the on-board controller 110 and/or off-board controller 120,
and the means by which the on-board controller 110 and/or off-board
controller 120 may convey information to the user. In some
embodiments, user interfaces 116, 126, and 136 may include an input
device (for example, a keyboard, a touch screen, a microphone, and
a camera). Accordingly, user interfaces 116, 126, and 136 may
receive input from the input device, and generate corresponding
command signals in response to the input. These command signals may
be communicated to on-board controller 110 and/or off-board
controller 120 for processing. The input may include a selection of
a specific asset 104 or a specific component. The input may also
include additional information to be incorporated in determining
the prognostic information. This includes, for example, the last
time a component was replaced, visual impairments, and more.
[0034] User interfaces 116, 126, and 136 may also include an output
device (for example, a speaker or a screen). Accordingly, user
interfaces 116, 126, and 136 may audibly or visually convey at
least part of the prognostic information to different users. In
some embodiments, user interfaces 116, 126, and 136 may display a
visual representation of a rail vehicle, such as train 102. The
term "visual representation of a rail vehicle" may include a
combination of numbers and letters, a list of multiple assets 104,
or a graphical representation of at least one asset 104. In some
embodiments, user interfaces 116, 126, and 1.36 may be part of one
or more computing systems that interact with users. The one or more
computing systems may include, for example, a laptop computer, a
tablet, a smartphone, a control panel, and other computing systems
known in the art.
[0035] FIGS. 2-5 are schematic representations of exemplary
disclosed graphical user interfaces (GUIs) that may be used in
conjunction with system 100. FIGS. 2 and 4 illustrate a GUI 200
that may be displayed on user interface 126 being located at the
back office. FIGS. 3 and 5 illustrate a GUI 300 that may be
displayed on user interface 136 being part of mobile terminal
device 134. A GUI that is displayed on an on-board screen being
part of user interface 116 is not shown, but in several aspects it
may be similar to GUI 300.
[0036] As shown in FIG. 2, GUI 200 may include one or more
selectable lists to allow the user to choose the information to be
presented on display area 202. For example, GUI 200 may include a
trains list 204 and an assets list 206. The user may select a train
102 or an asset 104 from trains list 204 and assets list 206.
Thereafter, GUI 200 may present prognostic information regarding
the selected train 102 or selected asset 104. In some aspects, an
attention list 208 may also be provided in GUI 200 to show specific
trains 102 and/or specific assets 104 that require the user's
attention.
[0037] Trains list 204 may show every train 102 associated with the
back office. The user may select one or more trains 102 in trains
list 204. By selecting a particular train 102 in trains list 204,
prognostic information associated with the selected train 102 may
be shown on display area 202. The user may filter the results shown
in trains list 204 based on their loading status (i.e., unloaded,
loaded, and all). In the example illustrated in FIG. 2 train number
MAC00001 was previously selected.
[0038] Assets list 206 may show multiple assets 104 associated with
a selected train 102. In one example, assets list 206 may include
any number of locomotives 106, wagons 108, and/or wayside units 132
associated with a particular train 102. Assets list 206 may include
a warning icon adjacent at least one asset 104. The warning icon
adjacent a particular asset 104 may be used as an identification
that this particular asset 104 is experiencing an issue. By
selecting an asset 104 in assets list 206, GUI 200 may present
prognostic information associated with the selected asset 104 in
display area 202. In the example illustrated in FIG. 2, wagon No.
7532 and wagon No. 1864 have warning icons, and wagon No. 7532 was
selected by the user.
[0039] Attention list 208 may show at least one train 102 that
requires the user's attention. For example, attention list 208 may
display any train 102 with at least one asset 104 currently
experiencing a fault condition. By using the information received
at data interfaces 114 and/or 124, on-board controller 110 and/or
off-board controller 120 may determine that a particular train 102
has one or more assets 104 currently experiencing an issue, such as
a fault condition. Accordingly, these trains 102 may be displayed
on attention list 208 to draw the user's attention to trains 102
experiencing fault conditions. For example, as shown in FIG. 2,
because train No. MAC0001 has one or more assets 104 experiencing
at least one fault condition, train No. MAC0001 is displayed in
attention list 208. The user may then be able to select the
respective trains 102 on attention list 208 to show more prognostic
information about the selected train 102 in GUI 200.
[0040] In some aspects, by selecting a particular train 102 from
trains list 204 or attention list 208, GUI 200 may show data
related to the selected train 102 in display area 202. Display area
202 may include an asset summary region 210, a button 212, an
electronic map 214, a train summary region 216, and an asset
graphical representation 218.
[0041] Asset summary region 210 may show prognostic information
associated with assets 104 of a previously-selected train 102 that
require the user's attention. Alternatively, asset summary region
210 may show prognostic information associated only with an asset
104 previously selected on assets list 206. In the example
illustrated in FIG. 2, asset summary region 210 may include
prognostic information in the form of an identification that a
dimension of wagon No. 7532 extends beyond a predetermined value.
Asset summary region 210 does not include a warning regarding wagon
No. 1864 because, in this example, the user previously selected
wagon No. 7532.
[0042] Electronic map 214 may be a two or three-dimensional
graphical representation of the railroad network, with the location
of train 102 marked on the representation. On-board controller 110
and/or off-board controller 120 may be configured to automatically
generate and/or update the representation of the railroad network,
including the location of train 1.02, in real time during operation
of train 102. In some aspects, electronic map 214 may alternatively
associate a different color with each train 102 depending on its
operational status. For example, if train 102 is experiencing an
issue, train 102 may be shown in red. Or, if train 102 has a risk
of experiencing at least one fault condition, but is not currently
experiencing a fault condition, train 102 may be shown in yellow.
Further, if train 102 is experiencing normal conditions, train 102
may be shown in green. It is contemplated that electronic map 214
may alternatively associate other known visual indicators with
trains 102 to help the user to identify the operational status of
each train 102 on electronic map 214.
[0043] Train summary region 216 may display data relating to a
selected train 102. In some embodiments, the data may be extracted
from a plurality of databases. As shown in FIG. 2, the data may
include, for example, a train identification ("Train ID"), a list
of locomotives 106 associated with train 102, the number of wagons
108 associated with train 102, the overall weight of train 102, the
overall length of train 102, the consist type associated with train
102, the direction of train 102, the source of train 102, the
destination of train 102, the estimated time of arrival ("ETA") of
train 102, and/or a crew associated with train 102. FIG. 2
illustrates an exemplary set of display data relating to train No.
MAC0001 at one moment in time. However, it is contemplated that the
information in train summary region 216 may be updated in real-time
via on-board controller 110 and/or off-board controller 120.
[0044] Asset graphical representation 218 may be used to present at
least part of assets 104. In one embodiment, asset graphical
representation 218 may be configured to illustrate the asset
selected in assets list 206 and at least one more adjacent asset
104. In the example illustrated in FIG. 2, the selected asset is
wagon No. 7532 and asset graphical representation 218 illustrates
locomotive No. 4401 and wagon No. 7532. Asset graphical
representation 218 may enable the user to browse between
representations of all the assets of train 102 and to select one of
them. The selection of an asset 104 in asset graphical
representation 218 may have the same result as pressing button 212
(described below). In another embodiment, asset graphical
representation 218 may be configured to illustrate only the asset
selected in assets list 206. This embodiment is especially relevant
when the user interface has a size-limited output device, such as a
smartphone.
[0045] FIG. 3 illustrates a case with the same details as described
above, as it presented in a smartphone associated with a user being
an operator of train No. MAC0001. In this example the user selected
to receive prognostic information on wagon No. 1864, not on wagon
No. 7532. GUI 300, as depicted in FIG. 3, includes another version
of assets list 206, asset summary region 210, and asset graphical
representation 218. Train summary region 216 and electronic map 214
are not shown hi FIG. 3, but may be accessed using buttons 302 and
304. After selecting wagon No. 1864 in assets list 206, prognostic
information in the form of a warning was presented in asset summary
region 210. The warning indicates that a dragging condition has
been detected for wagon No. 1864.
[0046] In some embodiments, prognostic information in the form of
an indication, such as warnings, may be presented automatically to
the user, i.e., without selection of an asset 104 in assets list
206. For example, the warnings: "Alarm: Out-of-Gauge has been
detected on wagon 7532" and "Alarm: Dragging Condition has been
detected on wagon 1864" may be provided automatically to the user
after on-board controller 110 and/or off-board controller 120
determine that one of assets 104 is experiencing an issue.
Accordingly, prognostic information in general, and issues related
to warnings specificity, may be delivered as push notifications,
text messages, email messages, or voice messages.
[0047] As shown in FIG. 3, asset summary region 210 may include a
button 306 for physically finding asset 104 experiencing the issue.
By pressing button 306, mobile terminal 134 may provide the user
guidance to the current estimated location of selected asset 104.
Mobile terminal 134 may use its own GPS sensor and the current
estimated location of selected asset 104, as determined by on-board
controller 110 and/or off-board controller 120. For example, upon
pressing button 306 a map application may be opened in mobile
terminal 134, and the estimated coordinates of asset 104 currently
experiencing the issue are used as the destination. This function
enables quick locating of an asset experiencing an issue, such as
dragging an article or being out-of-gauge.
[0048] GUI 300 also include a version of button 212. Button 212 may
have dual functionality based on status of selected asset 104. The
first function happens when selected asset 104 is currently
experiencing an issue (e.g., dragging an article or being
out-of-gauge). In this case, pressing button 212 may provide
additional details on the issue or additional details about the
asset 104 experiencing the issue. The additional details about
selected asset 104 (e.g., the type of asset 104, the color of asset
104, the ID number of asset 104, the distance of asset 104 from the
locomotive, and more) may assist the user to physically identify
asset 104 experiencing the issue. The second function happens when
selected asset 104 is not currently experiencing an issue. In this
case pressing button 212 may provide additional prognostic
information on selected asset 104.
[0049] FIG. 4 shows GUI 200 when locomotive No. 4401 is selected in
assets list 206, and button 212 is pressed to retrieve additional
prognostic information. GUI 200 may include a plurality of tabs
400, each including prognostic information for a different
subsystem of selected asset 104. In this example, GUI 200 includes
the following tabs: Wheels/Axles/Brakes, Engine, Fuel, ECP Brakes,
Air Brakes, Parking Brakes, Traction, and Electrical. The
prognostic information for each subsystem may be collected from
sensors 118 and/or wayside units 132. GUI 200 further includes
asset graphical representation 218 of selected asset 104 that
include a component graphical representation 402 and a results
region 404.
[0050] Component graphical representation 402 may be a schematic
top view of various components of selected asset 104. For example,
component graphical representation 402 may show the wheel
configuration of selected asset 104. In some embodiments, component
graphical representation 402 may associate a different color with
each component depending on its operational status. For example, if
one wheel is experiencing at least one operational issue (such as a
malfunction), it may be shown in red. If another wheel is still
operating within normal ranges, but is trending toward an
operational issue, it may be shown in yellow. And if a wheel is
experiencing normal conditions, it may be shown in green. It is
contemplated that component graphical representation 402 may
alternatively or additionally associate other known visual
indicators with the different component to help the user to
identify the operational status of each component of selected asset
104. In the example illustrated in FIG. 4, wheel 406 has a
different pattern than the rest of wheels.
[0051] Results region 404 may include different types of data
representation associated with the prognostic information collected
from sensors 118 and/or wayside units 132. The different types of
data representation may include a chart, a graph, a slider bar, a
text box, an image, and more. The user may have the option to
change the type of data representation. In the example shown in
FIG. 4, a chart is used for presenting the brake temperature
readings per wheel. In some embodiments, the data representation in
results region 404 may be updated in real-time to include the most
recent values of parameters included in data streams received from
wayside units 132. The chart in FIG. 4 includes the results front
the last foes measurements for all of the wheels of selected asset
104. Other types of data representation, such as the one
illustrated in FIG. 5, may show more than the last four
measurements results.
[0052] In FIG. 5, GUI 300 show results region 404 with a different
type of data representation, which shows measurements results from
the last year. GUI 300 includes another version of component
graphical representation 402 and results region 404. Component
graphical representation 402 may enable the user to select any
component associated with prognostic information collected from
sensors 118 and/or wayside units 132. Alternatively, the user may
use a combo box 500, which may open a list of all the available
components, to select one component of interest. In the example
illustrated in FIG. 5, wheel 406 was selected from component
graphical representation 402. By selecting a certain component, GUI
300 may present prognostic information associated with the selected
component in results region 404. In some embodiments, every type of
component may be associated with a default type of data
representation. In the example shown in FIG. 5, a graph is used for
presenting the temperature of selected wheel 406.
[0053] Consistent with embodiments of the present disclosure, GUI
300 may present prognostic information aggregated from a plurality
of data streams. The plurality of data streams may be collected
over a period of time and/or received from a plurality of wayside
units 132. The user may use a combo box 502 to change the time
period for presenting the aggregated prognostic information. In
some embodiment, every type of component may be associated with a
default time period. As shown in FIG. 5, having GUI 300 presenting
historical values of parameters may provide important insights
regarding the operational status of the selected component. For
example, assuming 350 degrees is a maintenance threshold value.
Wheel 406 may not be recognized as having a malfunction because
none of the values recorded in wayside units 132 were above 350
degrees. However, system 100 may analyze the aggregated prognostic
information to identify that wheel 406 is likely to experience a
malfunction in the near future.
[0054] One skilled in the art will realize that the processes
illustrated in this description may be implemented in a variety of
ways and include other modules, programs, applications, scripts,
processes, threads, or code sections that may all functionally
interrelate with each other to accomplish the individual tasks
described above for each module, script, and daemon. For example,
these programs modules may be implemented using commercially
available software tools, using custom object-oriented code written
in the C++ programming language, using applets written in the Java
programming language, or may be implemented with discrete
electrical components or as one or more hardwired application
specific integrated circuits (ASIC) that are custom designed for
this purpose.
[0055] The described implementation may include a particular
network configuration but embodiments of the present disclosure may
be implemented in a variety of data communication network
environments using software, hardware, or a combination of hardware
and software to provide the processing functions.
INDUSTRIAL APPLICABILITY
[0056] The disclosed visual diagnostic system may be applicable to
any transportation network, including subways, trolleys, and
railroads. The disclosed visual diagnostic system may increase
efficiency in collecting, analyzing, and visually identifying the
operational status of assets 104, in particular, the disclosed
visual diagnostic system may allow a user to easily identify assets
104 experiencing an issue and/or components of assets 104 likely to
experience a malfunction in the near future. The disclosed visual
diagnostic system may also display graphical representations of
trains 102 and/or assets 104 experiencing fault conditions to allow
the user to respond to the fault conditions in an efficient manner.
Two exemplary operations of the disclosed visual diagnostic system
will now be described.
[0057] FIG. 6 illustrates a flowchart of a process 600 for
providing identification of an asset experiencing an issue. Process
600 begins at step 602, when data interface 114 and/or data
interface 124 receives a message from wayside unit 132. The message
may be received through wireless communication link 128 or through
wired communication link 130. In some embodiments, the message may
indicate that at least one of assets 104 is experiencing an issue.
In a first example, the message indicates that a dimension of at
least one of assets 104 extends beyond a predetermined value (also
known as being out-of-gauge). In a second example, the message
indicates that at least one of assets 104 is dragging an article
(e.g., a wire, chain, piece of debris, etc.) below train 102.
[0058] At step 604, data interface 114 and/or data interface 124
may receive geo-information associated with a geographic location
of a rail vehicle, such as train 102. As described above, the
geo-information may be received from at least one of: a GPS located
on the rail vehicle, an AEI system, an ATP system, and a video
monitoring system. Additionally, in some embodiments, the
geo-information may be received from multiple sources. The
geo-information received from the multiple sources may be combined
to increase the confidence level when determining the geographic
location of multiple assets 104 of train 102.
[0059] At step 606, data interface 114 and/or data interface 124
may receive configuration-information associated with an
arrangement of multiple assets 104 in the rail vehicle, such as
train 102. As described above the configuration-information may be
received from at least one of an EPC braking system, a train
scheduling system, an AEI system, and a video monitoring system.
Additionally, in sonic embodiments, the configuration-information
may be received from multiple sources. The
configuration-information received from the multiple sources may be
combined to increase the confidence level when determining the
arrangement of assets 104 in train 102.
[0060] At step 608, on-board controller 110 and/or off-board
controller 120 may determine, from the geo-information and the
configuration-information, a geographic location of each of
multiple assets 104 of the rail vehicle, such as train 102. To
determine the geographic location of each of assets 104, the
geo-information may include at least one geographical location of
one asset 104 and the configuration-information may include at
least the order of assets 104 and their length. In some
embodiments, the geo-information may be derived from measurements
of the geographic location of only part of assets 104. In this
embodiments, a knowledge of the time in which the measurements took
place may be used in determining the geographic location of all of
assets 104.
[0061] At step 610, on-board controller 110 and/or off-board
controller 120 may determine, from the received message and the
determined geographic location of each of multiple assets 104,
which of multiple assets 104 is experiencing the issue. In some
embodiments, the message may include geo-information associated
with wayside unit 132. In other embodiments, the message may
include a timestamp associated with the issue, and the
geo-information includes timestamps of signals with data about the
geographic location of train 102. Accordingly, on-board controller
110 and/or off-board controller 120 may determine which of assets
104 experienced the issue using the timestamp associated with the
issue and the timestamps of the signals. The following simplified
example may illustrate these embodiments. Train No. MAC0001, which
is described in FIG. 2, has 4 locomotives and 240 wagons. Assuming
only the first locomotive has a UPS sensor, and at moment t.sub.1 a
wayside unit located at point x.sub.1 measures that one of the
assets is experiencing an issue. The geo-information indicates
that, at moment the first locomotive was located at point x.sub.2
that is 400 feet ahead of point x.sub.1. Using the
configuration-information of train No. MAC0001, on-board controller
110 and/or off-board controller 120 may determine which asset was
located 400 feet behind the first locomotive in moment t.sub.1, and
this asset would be the one experiencing the issue.
[0062] At step 612, on-board controller 110 and/or off-board
controller 120 may render for display in a user interface a visual
representation of the rail vehicle with identification of the at
least one of multiple assets 104 experiencing the issue. In some
embodiments, the identification of the at least one asset 104 may
include an indicator (e.g., an icon), for example the warning sign
in asset graphical representation 218. In other embodiments, the
identification of the at least one asset 104 may include
information about a type of the issue, for example the warning in
asset summary region 210. In addition, the identification of an
asset 104 may include one or more details about the asset 104, for
example the type of asset 104, the color of asset 104, the ID
number of asset 104, the distance of asset 104 from the locomotive,
and more. In case a plurality of messages are received from a
plurality of wayside units, on-board controller 110 and/or
off-board controller 120 may render for display identifications of
at least two of multiple assets 104 experiencing different issues.
For example, assets list 206 includes two icons that identify
assets 104 as experiencing different issues.
[0063] FIG. 7 illustrates a flowchart of a process 700 for
providing prognostic information associated with the operational
status train 102, and visual information about train 102 having
multiple assets 104. Process 700 begins at step 702, when data
interface 114 and/or data interface 124 receive a data stream from
wayside unit 132 or from a plurality of wayside units 132
physically separated from each other. The data stream may be
received through wireless communication link 128 or through wired
communication link 130. In some embodiments, the data stream
includes values of a plurality of parameters measured made by
wayside unit 132. For example, the data stream may include values
of at least one of the following parameters: a bearing temperature,
a wheel temperature, and a brake temperature. Data interface 114
and/or data interface 124 may also be configured to receive one or
more additional data streams, and to aggregate the information in
the data streams to identify changes in the operational status for
each of assets 1.04 over a period of time.
[0064] Steps 704-708 are similar in nature to steps 604-608. At
step 710, on-board controller 110 and/or off-board controller 120
may determine prognostic information associated with an operational
status of each asset 104 of train 102. The determination of the
prognostic information may be based on the received data stream and
the determined geographic location of each of multiple assets 104.
In the example illustrated in FIG. 4, the prognostic information
includes brake temperature readings for all the wheels of a
specific asset 104. In some embodiments, the data stream may
include timestamps associated with the measured parameters (for
example, the time in which wayside unit 132 measured the
parameters) and the geo-information includes timestamps of signals
with data about the geographic location of train 102. In these
embodiments, on-board controller 110 and/or off-board controller
120 may determine the operational status of each asset 104 of the
rail vehicle using the timestamps associated with measured
parameters and the timestamps of the signals.
[0065] At step 712, on-board controller 110 and/or off-board
controller 120 may render for display in a user interface a visual
representation of train 102 with the prognostic information
associated with the operational status for each asset of train 102.
In some embodiments, the prognostic information includes a current
operational status of all bearings of at least one of multiple
assets 104. In other embodiments, the prognostic information
includes a current operational status and/or historical operational
status of all bearings, wheels, or brakes of at least one of assets
104. In other embodiments, on-board controller 110 and/or off-board
controller 120 may receive a selection of a specific component. And
upon receiving the selection, on-board controller 110 and/or
off-board controller 120 may render for display historical values
for specific parameters associated with the selection.
[0066] It will be apparent to those skilled in the art that various
modifications and variations can be made to the disclosed system
100 and the illustrated GUI 200 and 300. Other embodiments will be
apparent to those skilled in the art from consideration of the
specification and practice of the disclosed parts of the system. It
is intended that the specification and examples be considered as
exemplary only, with a true scope being indicated by the following
claims and their equivalents.
* * * * *