U.S. patent application number 16/123284 was filed with the patent office on 2019-03-07 for system for operation of trains by operators not physically present on the train.
This patent application is currently assigned to Transportation Technology Center, Inc.. The applicant listed for this patent is Transportation Technology Center, Inc.. Invention is credited to Thomas Edward Nast, Ryan Philip Sheehan.
Application Number | 20190071102 16/123284 |
Document ID | / |
Family ID | 65517244 |
Filed Date | 2019-03-07 |
United States Patent
Application |
20190071102 |
Kind Code |
A1 |
Sheehan; Ryan Philip ; et
al. |
March 7, 2019 |
SYSTEM FOR OPERATION OF TRAINS BY OPERATORS NOT PHYSICALLY PRESENT
ON THE TRAIN
Abstract
A system enables operation and control of railroad trains by
remotely-located train operators. A centralized communication
management server facilitates and manages virtual links between
trains to be controlled and the appropriate remote train operators.
The server routes train health and status information from each
train as gathered by a locomotive control unit to the appropriate
remote operator. The server also routes locomotive video, audio,
train dynamics information, and other sensory data as gathered by
the locomotive control unit from each train to the appropriate
remote operator. Operator commands from each remote operator are
routed by the server to the locomotive control unit in the
appropriate train. The locomotive control unit executes received
remote operator commands via conventional locomotive systems and
interfaces. The locomotive control unit works with existing
locomotive systems to bring a train to a safe and orderly stop in
the event communication with the remote operator is lost.
Inventors: |
Sheehan; Ryan Philip;
(Pueblo West, CO) ; Nast; Thomas Edward; (Peyton,
CO) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Transportation Technology Center, Inc. |
Pueblo |
CO |
US |
|
|
Assignee: |
Transportation Technology Center,
Inc.
Pueblo
CO
|
Family ID: |
65517244 |
Appl. No.: |
16/123284 |
Filed: |
September 6, 2018 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62555312 |
Sep 7, 2017 |
|
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|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61L 3/127 20130101;
B61L 23/041 20130101; B61C 17/12 20130101; B61L 25/025 20130101;
B61L 25/04 20130101 |
International
Class: |
B61C 17/12 20060101
B61C017/12; B61L 25/04 20060101 B61L025/04; B61L 25/02 20060101
B61L025/02 |
Goverment Interests
GOVERNMENT LICENSE RIGHTS
[0002] This invention is based upon work sponsored by the Federal
Railroad Administration of the U.S. Department of Transportation.
The invention was made with government support and the government
has certain rights in the invention.
Claims
1. A system for operation and control of railroad trains by
remotely-located train operators, said system comprising: control
stands for each train operator, each control stand having controls
for operation of a train and a display for showing information
regarding the status of the train; a server in communication with
the control stands; locomotive control units on each train in
communication with the server, each locomotive control unit having
sensors monitoring the status of the train and communicating sensor
data to the server, and controls controlling operation of the train
in response to operation commands received from the server; and
wherein the server provides authentication of a train operator at a
control stand with respect to a selected train, and establishes a
virtual link routing communications between the select train and
the train operator, thereby enabling the train operator to remotely
control operation of the train using the controls of the operator's
control stand and display sensor data from the selected train.
2. The system of claim 1 further comprising a communications
segment providing wireless communications between the server and
the locomotive control units.
3. The system of claim 1 wherein the control stand and server
further comprises means for providing audio communications between
the train operator and railroad personnel.
4. The system of claim 1 wherein the server further comprises means
for providing a handover of control of a train between train
operators without stopping the train.
5. The system of claim 1 wherein the sensor data comprises video
from the train.
6. The system of claim 1 wherein the sensor data comprises
information on train dynamics.
7. The system of claim 1 wherein the locomotive control unit
further comprises means for bringing the train to a stop if
communications with the operator's control stand is lost.
8. A method for operating railroad trains by remotely-located train
operators comprising: providing a server in communication with a
plurality of control stands having controls for operation of a
train by a train operator and a display for showing information
regarding the status of the train; providing a locomotive control
unit on each locomotive in communication with the server via a
communications segment, said locomotive control unit being
interfaced to control operation of the train and receive data from
sensors regarding the status of the train; authenticating a train
operator at a control stand with respect to a selected train to
define a virtual link routing communications between the control
stand of the train operator and the selected train; communicating
operation commands from the control stand of the train operator to
the locomotive control unit of the linked train to control
operation of the linked train; and communicating sensor data from
the train to the control stand of the linked train operator
indicating the status of the train.
9. The method of claim 8 wherein communications between the server
and the locomotive control units comprises a wireless
communications segment.
10. The method of claim 8 wherein the control stand and server
further provide audio communications between the train operator and
railroad personnel.
11. The method of claim 8 wherein the server further provides a
handover of control of a train between train operators without
stopping the train.
12. The method of claim 8 wherein the sensor data comprises video
from the train.
13. The method of claim 8 wherein the sensor data comprises
information on train dynamics.
14. The method of claim 8 wherein the locomotive control unit
further comprises means for bringing the train to a stop if
communications with the operator's control stand is lost.
Description
RELATED APPLICATION
[0001] The present application is based on and claims priority to
the Applicant's U.S. Provisional Patent Application 62/555,312,
entitled "System For Operation Of Trains By Operators Not
Physically Present On The Train," filed on Sep. 7, 2017.
BACKGROUND OF THE INVENTION
[0003] Field of the Invention
[0004] The present invention relates generally to the field of
systems for controlling operation of railroad trains. More
specifically, the present invention discloses a system for
controlling main-line operation of one or more trains by operators
who are not physically present on the train(s).
[0005] Background
[0006] Traditionally, railroad trains have required at least one
train operator located in the locomotive to control operation of
the train. The prior art in this field include wired and wireless
control systems that enable a train operator in one locomotive to
remotely control other locomotives in the same train. The prior art
also includes a number of systems based on radio communications or
communications via the rail for remote control of rail vehicles,
although such systems are most commonly used on light rail, subway
and shuttle vehicles, or for controlling locomotive within
railyards. However, nothing in the prior art teaches or suggests a
system for remote operation of trains having the architecture and
method of operation of the present invention.
SUMMARY OF THE INVENTION
[0007] This invention provides a system for controlling railroad
trains by remotely-located train operators. Each locomotive
initiates communication and registers with a centralized
communication management server. Similarly, each remote operator
initiates a communication with the server and establishes a virtual
link with a locomotive. The server then facilitates and manages
virtual links between trains to be controlled and the appropriate
remote train operators. The server routes train health and status
information from each train as gathered by a locomotive control
unit to the appropriate remote operator. The server also routes
locomotive video, audio, train dynamics information, and other
sensor data as gathered by the locomotive control unit from each
train to the appropriate remote operator. Operator commands from
each remote operator are routed by the server to the locomotive
control unit in the appropriate train. The locomotive control unit
executes received remote operator commands via conventional
locomotive systems and interfaces. The locomotive control unit
works with existing locomotive systems to bring a train to a safe
and orderly stop in the event communication with the remote
operator is lost.
[0008] These and other advantages, features, and objects of the
present invention will be more readily understood in view of the
following detailed description and the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] The present invention can be more readily understood in
conjunction with the accompanying drawings, in which:
[0010] FIG. 1 is a diagram illustrating the FOL system
relationships with the train operator (TO), locomotive and railroad
employees.
[0011] FIG. 2 is a diagram of the FOL locomotive onboard
architecture.
[0012] FIG. 3 is a diagram showing overall FOL system
architecture.
[0013] FIG. 4 is a diagram illustrating the FOL system data flow
from the point of view of the train operator.
[0014] FIG. 5 is an activity diagram showing the process for
locomotive system initialization and registration.
[0015] FIG. 6 is an activity diagram showing the process for train
operator registration and the remote locomotive control loop.
DETAILED DESCRIPTION OF THE INVENTION
[0016] System Overview.
[0017] The present system enables control and operation of trains
engaged in line-of-road revenue-service operation by train
operators (TO) that are not physically present on the train. The
present invention is a Flexible Operator Location (FOL) system
offering railroads flexibility in the location from which trains
are controlled. The TOs controlling the FOL-equipped trains may be
located at a centralized control center, or at some other remote,
or a "flexible" location. The FOL system provides TOs with the
information and control capability necessary to operate trains in
accordance with railroad operating rules and federal regulations
that stipulate safe train handling practices. The FOL is not a
standalone system; rather, it operates in conjunction with railroad
safety systems, such as Positive Train Control (PTC), and
efficiency enhancement systems, such as Energy Management Systems
(EMS), to meet railroad operational and efficiency
requirements.
[0018] The primary function of the FOL system is to provide a TO
with the capability to control a train during line-of-road
operation (i.e., main-line, revenue-service operation) from a
remote location. The FOL system provides sufficient capability to
allow the train operator to comply with railroad operating rules
and practices during line-of-road operations. The FOL system
provides sufficient capability for the TO to satisfy operating
responsibilities defined by railroad operating practices and
operating policies (e.g., special instructions, timetables,
hazardous materials instructions, air brake and train handling
instructions, and general orders). FIG. 1 illustrates the FOL
system's use case diagram detailing the TO's interactions with the
FOL system. The TO, the primary user of the FOL system, must be
able to control, interact and monitor the locomotive, while
maintaining communication with additional railroad employees.
[0019] The FOL system enables an operator to operate a train from a
centralized location and is expected to improve both safety and
operational efficiency. Multiple safety improvements are possible
by implementing the proposed system. First, the proposed system
provides railroads the ability to swap crews at any time,
irrespective of train location, reducing fatigue and overtime
hours. Secondly, the proposed system provides railroads the ability
to use a higher quality communication link amongst railroad users
than the often-distorted 160 MHz voice radios. Finally, the
proposed system allows for improved crew oversight and potential
automation of certain functions.
[0020] The ability to change crews at any time will also improve
operational efficiency by increasing system capacity by reducing
the time lost to support current crew change policies. Additional
cost reductions can be expected from crew travel, lodging,
per-diem, crew held-away and other costs to support continuous
revenue-service operations.
[0021] The following is a description of the changes required for
revenue-service FOL system operations, including capability
changes, communication changes, interface changes, personnel
changes, and operational changes. The FOL system interfaces with
existing and to-be-developed onboard systems to provide an operator
in a centralized location the ability to safely operate a
locomotive per railroad operating rules and policies. In this mode
of operation, the FOL system is the link between the TO and the
locomotive, allowing the TO to control and monitor the status of a
locomotive from a centralized location with little to no cab
presence.
[0022] The onboard FOL system relays information between the TO and
locomotive through a backhaul and wireless communication network.
The video feed and the locomotive controls and indications operate
on a communication network that considers stringent latency
requirements and manages throughput limitations. Information is
transmitted over the backhaul network for the TO to monitor and
control in accordance with the railroad's operating rules.
[0023] A TO 10 controlling a locomotive 12 interfaces with the TO
control stand 42 instead of the locomotive cab. The control stand
42 provides the TO 10 with the status and control interfaces
necessary to safely operate the locomotive 12 in accordance with
the operating rules. The FOL system 20 provides the TO 10 with the
locomotive's streaming sensory information, including video 36 and
audio, as needed to allow the TO 10 to perform duties as defined by
railroad operating practices and policies.
[0024] The onboard FOL system 30 architecture is shown in FIG. 2.
Each locomotive is equipped with FOL locomotive equipment (or
locomotive control unit). The locomotive control unit includes an
onboard FOL computer (OFC) 32 and interfaces with other locomotive
onboard systems. As shown in FIG. 2, the Energy Management System
(EMS) 37 assists with train control through automation of throttle,
dynamic brake, and asynchronous control of the distributed power
system. The EMS 37 can be enhanced to include the control of
automatic and independent air brake and engine controls (e.g.,
isolate, engine start/stop) with the goal of providing automation
of movement from zero speed start to zero speed stop. The FOL
Communication Manager 34 manages routing of FOL messages through
one or more communication networks. The Locomotive Command Control
Module (LCCM) 35 provides an interface to support command and
control of locomotive and train systems such as the train line, cab
controls, electronic air brake (EAB) system, Distributed Power
(DP), and Automatic Engine Start Stop (AESS) controls (e.g., via a
Locomotive Interface Gateway, or LIG 33). The Positive Train
Control (PTC) system 38 is a safety system that prevents train to
train collisions, train overspeed derailments, encroachment of
trains into established work zones, and train movement through a
switch in the incorrect position. The onboard FOL computer (OFC) 32
includes a number of onboard FOL components that accumulate
locomotive health and status information to be reported to the TO,
and distribute TO commands to appropriate onboard control systems.
A number of sensors 39 are used to provide additional operating
information for safe train handling.
[0025] Conventional train operation is performed by train crews
located in the lead locomotive of the train, whereas the FOL system
20 allows trains to be controlled by TOs 10a-10c that are not
physically present on the train 12a-12c. This results in
differences between the responsibilities of conventional train
crews and a remote TO 10. In particular, responsibilities assigned
to a train crew that requires a physical presence on a train cannot
be performed by a TO 10 controlling a train 12 via the FOL system
20. Some of the duties performed by conventional train crews that
cannot be performed by a TO 10 may be performed by train-borne, or
wayside sensors and automated systems that process and
automatically react to sensor data. Over-the-road support personnel
perform duties that require presence on or near a FOL-controlled
train that cannot otherwise be performed by sensors and systems on
the locomotive. The use of the FOL system 20 will not impact the
overall management of train movement over the railroad. The FOL
system 20 does affect the roles and responsibilities of personnel
operating individual trains. Railroads will need revised operating
rules and policies to define the role of TOs and over-the-road
support personnel when trains are operated with the FOL system.
This includes changes to responsibilities of personnel supporting
operations in the event of a FOL system failure.
[0026] Functional Description of the FOL System.
[0027] The following section is to provide an operational
understanding of the present FOL system 20. The purpose of the FOL
system 20 is to allow trains 12a-12c involved in line of road
operations to be controlled by operators 10a-10c at remote
locations. The FOL system 20 integrates with existing locomotive
systems and railroad infrastructure to provide functions necessary
to allow TOs 10a-10c to safely and efficiently operate trains
12a-12c from a remote location. The FOL system 20 provides, or
interacts with other locomotive systems, including the
operator-to-locomotive control loop data, locomotive-to-operator
feedback loop data, locomotive operator assistance and locomotive
automation functions, to allow train operation consistent with
railroad operating rules and operating practices. The functions of
the FOL system 20 are divided into the following function groups:
(1) FOL system management functions; (2) train control functions;
and (3) train monitoring functions.
[0028] The FOL system management functions are responsible for
system health and managing sessions between authorized TOs 10a-10c
and properly conditioned and configured FOL-equipped locomotives
12a-12c. FOL system management functions include user
authentication, segment initialization, system maintenance, and TO
link management.
[0029] User authentication is the process by which personnel are
verified to be authorized to access FOL system functions. This
dynamically establishes a virtual link between a TO 10a-10c at a
control stand 42a-42c and a select train 12a-12c with two-way
communications via the server 44. The FOL system implements
multi-level access privileges that only allow users access to FOL
functions that their user class is authorized to use. User classes
include train operators, yard personnel, utility workers, and
maintenance personnel. User authentication may be implemented by
the FOL system 20, or by an ancillary system that manages
authentication of multiple railroad systems (i.e. a railroad
authentication system may manage user authentication for FOL as
well as other systems, such as PTC).
[0030] System initialization is the set of processes by which FOL
segments are prepared for operation. Segment initialization
processes include but are not limited to: verification of segment
hardware integrity; verification of segment operating system
integrity; verification of segment software integrity; startup of
segment software components; verification of segment configurable
parameters; verification of connectivity of components within the
segment; and verification of the interface with communication
segment. Successful completion of a system segment instance is
necessary before it can operate in the FOL system.
[0031] System maintenance is the set of functions that support
system diagnostics and aid in keeping systems segment software and
configuration updated. System maintenance functions include but are
not limited to segment data logging, segment event logging,
software update functions, software configuration functions, and
remote diagnostics.
[0032] TO link management is the set of processes that manage the
application-to-application connection between TOs and trains
operating with the FOL system. TO link management functions ensure
that each FOL operated train 12a-12c is receiving instructions from
a single TO 10a-10c. TO link management also provides mechanisms
for handover of control of a FOL train 12a-12c between two TOs
without stopping the train (e.g., at shift changes).
[0033] Train control functions provide the control and feedback
processes necessary for train operation by a TO 10 at a remote
location. FOL train control functions provide the TO 10 with direct
train control and assisted train control. Direct train control and
assisted train control are not separate modes of operation, but are
used in conjunction with one another in a manner consistent with
conventional train control by a train crew physically present on a
locomotive.
[0034] Direct train control functions provide the TO 10 the ability
to interact with locomotive control systems in a manner consistent
with a train crew physically present on a locomotive. These
locomotive systems include throttle, dynamic brake, train brake,
locomotive independent brake, sand, locomotive alarms, distributed
power control, and PTC.
[0035] Assisted train control functions provide a TO 10 with tools
to optimize train handling efficiency and safety. These functions
allow train-borne systems, such as EMS, to manage train control
settings (e.g., a throttle and brakes) to reach and maintain target
speeds set by the TO. Assisted train control functions may also
automatically react to dynamic conditions that require immediate
changes to train control system settings.
[0036] Train monitoring functions provide the TO 10 and train-borne
assisted train control systems with information about the train 12
and the train operating environment that is not directly in the
command and control loop of the train. FOL train monitoring
functions are provided by sensor systems which provide streams of
information or alarms when conditions require a response from the
TO or the FOL system. FOL train monitoring information may be
provided by train-borne sensor systems and by wayside sensor
systems. Sensor systems integrated with the FOL system may include,
but are not limited to: (1) Low-latency locomotive video streams
capable of providing views to the front, sides, and rear of the
locomotive cab as needed to allow a TO to operate a train safely
and efficiently; (2) Low-latency locomotive audio streams of
locomotive cab environment; (3) Low-latency wayside video providing
real time views of critical sites, such as highway/rail interfaces,
that a train is approaching; (4) Train dynamics monitor that
provides information on train impacts and vibrations that indicate
conditions requiring a TO to adjust train handling; and (5)
On-track obstruction hazard detection that provides information or
alarms on objects fouling the track that may represent a hazard to
a train.
[0037] The FOL system 20 is used to support line-of-road operations
where the railroad operating infrastructure is available to support
FOL system requirements. FOL requirements on railroad
infrastructure include: (1) PTC wayside infrastructure; (2) data
communication infrastructure to support FOL command and control
functions; and (3) wireless infrastructure suitable for near
real-time video streaming of locomotive and wayside video (e.g.
5G).
[0038] System Segments.
[0039] A potential FOL system architecture is shown in FIG. 3. The
FOL onboard segment 30 is centered around the OFC 32 and provides
the interface to monitor the locomotive 12 status and conduct the
control functions performed by the TO 10. FOL onboard functions may
include the following: (1) gathering locomotive system information
available to the local operator and streaming this information to
the TO; (2) gathering sensory information needed for safe train
operation and streaming this information to the TO; (3) gathering
PTC information and sending it to the TO; (4) providing a PTC
system interface for the TO 10 to interact with the PTC onboard
system 38; (5) gathering standard locomotive alarms and sending
them to the TO; (6) accepting TO command messages and communicating
TO commands to the locomotive control systems; (7) monitoring
locomotive system health, or obtain locomotive system health
information from appropriate locomotive subsystems; (8) providing a
fail-safe mechanism for onboard system-initiated controlled train
stop; and (9) providing a mechanism for TO-initiated emergency
brake application.
[0040] The FOL communication segment 50 links the TO 10 to the
onboard FOL system 20 through a backhaul and wireless network.
Overall communication latency and throughput need to be suitable to
support FOL operations. Information to be transported via the
communication network include, but are not limited to TO-initiated
throttle changes, TO-initiated brake applications, TO-defined speed
targets, sensor information with an emphasis on video requirements,
system health messages, locomotive/consist status, PTC
alerts/acknowledgements, and system initialization and user
authentication messages.
[0041] The backhaul network routes FOL system messages between
wayside base stations and the TO Control Stand (TOCS) 42.
Sufficient design characteristics will be implemented to support
the high-volume of streaming messages transmitted between all FOL
locomotives 12a-12c and control stands 42a-42c in operation.
Locomotive and wayside locations can be equipped with wireless
communication networks to support the bi-directional throughput
requirements for control/system messages and streaming video,
audio, and sensor feeds. Control/system messages and streaming
sensor feeds may have separate communication networks to reduce
latency and limit bandwidth consumption.
[0042] The components within the FOL back office segment 40 include
the FOL server 44 and TOCSs 12a-12c that will provide the TO 10
with an operational interface to the FOL system 20 during
line-of-road operations, as illustrated in FIG. 5. The FOL server's
primary function is to manage and route locomotive system
information between the TOCS 42 and FOL locomotive 12. The FOL
server 44 performs the following functions: (1) authentication of
users; (2) authentication of FOL locomotive platform; (3)
verification of FOL locomotive software; (4) verification of FOL
locomotive 12 conditioning; (5) management of operator/locomotive
linking; (6) management of locomotive handover between operators
(i.e., "hot-swap" of operators at end of shift); and (7) routing of
messages between operators 10a-10c and linked locomotives
12a-12c.
[0043] The TOCS 42a-42c provides the Human Machine Interface (HMI)
for the TO 10 to monitor and control the FOL system 20. Control
stand 42 includes displays and interfaces that make locomotive
audio, video, sensor data and system information, and critical
operating and system alerts readily available for the TO 10 to make
any necessary control changes (e.g., speed adjustments, PTC
responses, brake applications, etc.) to the FOL-controlled
locomotive 12. The TOCS 42 also provides the TO 10 with an
interface to the railroad 160 MHz voice radio network 46, and other
voice communication network as defined by the implementing
railroad, to comply with railroad operating rules and practices and
provide the ability to communicate with railroad personnel 14
including, but not limited to, train dispatchers, yardmasters,
employees in charge (EICs), talker defect detectors, and other
nearby locomotives. TOCS functions include providing user input
controls suitable for the locomotive control, user interaction with
the PTC system 38, and train operation. Locomotive control may
include emulation of conventional locomotive cabstand to support
direct control of the locomotive by the operator as well as a user
interface to allow the operator to set train speed targets and
train stop targets for train control managed by the locomotive
energy management system 37. Other TOCS functions include, but are
not limited to: providing locomotive and train system feedback
displayed in a manner consistent with locomotive onboard displays;
providing real-time FOL locomotive video display as necessary to
satisfy railroad operating rules and regulatory requirements;
providing real-time FOL locomotive audio as necessary to satisfy
railroad operating rules and regulatory requirements; providing
additional locomotive sensor or locomotive environment sensory
information as needed to support operational safety and efficiency
requirements; providing user interface to control FOL locomotive
video footage as necessary to satisfy railroad operating rules and
regulatory requirements; 160 MHz voice radio interface 46; and
other voice communication as defined by the deploying railroad.
[0044] The FOL communication networks 50 route messages between the
TOCS 42 and OFC 32. Locomotive information, control messages, and
video feeds are managed to support the high-throughput, low-latency
needs of the system. FIG. 4 illustrates the system's data flow from
the TO point-of-view. The TOCS 42 will be authenticated to receive
information from a specific FOL locomotive 12a-12c. This
authentication is used by the FOL server 44 to properly route FOL
onboard information to the correct TOCS 42a-42c. FIG. 5 is an
activity diagram showing the process for locomotive system
initialization and registration. FIG. 6 is an activity diagram
showing the process for train operator registration and the remote
locomotive control loop.
[0045] The above disclosure sets forth a number of embodiments of
the present invention described in detail with respect to the
accompanying drawings. Those skilled in this art will appreciate
that various changes, modifications, other structural arrangements,
and other embodiments could be practiced under the teachings of the
present invention without departing from the scope of this
invention as set forth in the following claims.
* * * * *