U.S. patent application number 16/111376 was filed with the patent office on 2020-02-27 for on demand autonomous rail transport.
The applicant listed for this patent is The Charles Stark Draper Laboratory, Inc.. Invention is credited to Troy B. Jones.
Application Number | 20200062287 16/111376 |
Document ID | / |
Family ID | 69584408 |
Filed Date | 2020-02-27 |
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United States Patent
Application |
20200062287 |
Kind Code |
A1 |
Jones; Troy B. |
February 27, 2020 |
On Demand Autonomous Rail Transport
Abstract
In an embodiment, a method (and system) includes dispatching and
routing, by a dispatch and routing controller, and responsive to a
received user request, a highly-automated trainset. The
highly-automated trainset has one or more cars attached to a
highly-automated locomotive. The method (and system) dispatches the
highly-automated locomotive from a first location to a second
location over a train track. The method (and system) provides, at
the second location, a notification indicating readiness for
loading of cargo onto the one or more cars. The method (and system)
loads at least one of the one or more cars with the cargo at the
second location. Further responsive to the received user request,
the method (and system) dispatches and routes, by the dispatch and
routing controller, the highly-automated trainset from the second
location to a third location over the train track.
Inventors: |
Jones; Troy B.; (Cambridge,
MA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
The Charles Stark Draper Laboratory, Inc. |
Cambridge |
MA |
US |
|
|
Family ID: |
69584408 |
Appl. No.: |
16/111376 |
Filed: |
August 24, 2018 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61L 27/0011 20130101;
B61D 1/00 20130101; B61L 27/0022 20130101; G06Q 10/083 20130101;
B61L 27/0027 20130101; B61L 27/0038 20130101; B61D 3/00 20130101;
G06Q 50/28 20130101; B61L 27/04 20130101; G06Q 10/063 20130101 |
International
Class: |
B61L 27/00 20060101
B61L027/00; B61D 1/00 20060101 B61D001/00; B61D 3/00 20060101
B61D003/00 |
Claims
1. A method comprising: responsive to a received user request
associated with cargo, dispatching and routing, by a dispatch and
routing controller, a highly-automated trainset having one or more
cars attached to a highly-automated locomotive from a first
location to a second location over a train track; providing, at the
second location, a notification indicating readiness for loading of
cargo onto the one or more cars; enabling loading of at least one
of the one or more cars with the cargo at the second location; and
further responsive to the received user request, dispatching and
routing, by the dispatch and routing controller, the
highly-automated trainset from the second location to a third
location over the train track.
2. The method of claim 1, further comprising: coordinating transfer
of at least a portion of the cargo or at least one car of the one
or more cars between the highly-automated locomotive and another
locomotive.
3. The method of claim 1, wherein the first location is an initial
location along the train track, the second location is a pickup
location along the train track, and the third location is a rail
delivery location along the train track.
4. The method of claim 1, wherein the one or more cars include any
of a freight car or a passenger car.
5. The method of claim 1, wherein the routing is further based upon
one or more other locomotives.
6. The method of claim 1, wherein the routing is based upon one or
more of the following characteristics: a current utilization or
capacity of the train track; using a portion of the train track
that is less utilized than another portion of the train track;
avoidance of traffic congestion; a weight of the one or more cars;
a volume of the one or more cars; a weight of the cargo; a volume
of the cargo; a destination of the cargo; a location of the cargo;
a transit time; an arrival time; a scheduled departure time; and a
capability of the highly-automated locomotive including any of
power, speed, braking range, and sensing range.
7. The method of claim 6, wherein the routing is further based upon
at least one of the characteristics as associated with one or more
other locomotives.
8. The method of claim 1, further comprising: coordinating transfer
of the cargo from the third location to a fourth location.
9. The method of claim 8, wherein the fourth location is a
destination location indicated by the received user request.
10. A system comprising: a processor; and a memory with computer
code instructions stored therein, the memory operatively coupled to
said processor such that the computer code instructions configure
the processor to implement: a dispatch and routing controller
configured to: dispatch and route, responsive to a received user
request associated with cargo, by the dispatch and routing
controller, a highly-automated trainset having one or more cars
attached to a highly-automated locomotive from a first location to
a second location over a train track; provide, at the second
location, a notification indicating readiness for loading of cargo
onto the one or more cars; enable loading of at least one of the
one or more cars with the cargo at the second location; and
dispatch and route, further responsive to the received user
request, by the dispatch and routing controller, the
highly-automated trainset from the second location to a third
location over the train track.
11. The system of claim 10, wherein the dispatch and routing
controller is further configured to coordinate transfer of at least
a portion of the cargo or at least one car of the one or more cars
between the highly-automated locomotive and another locomotive.
12. The system of claim 10, wherein the first location is an
initial location along the train track, the second location is a
pickup location along the train track, and the third location is a
rail delivery location along the train track.
13. The system of claim 10, wherein the one or more cars include
any of a freight car or a passenger car.
14. The system of claim 10, wherein the dispatch and routing
controller is further configured to route based upon one or more
other locomotives.
15. The system of claim 10, wherein the dispatch and routing
controller is further configured to route based upon one or more of
the following characteristics: a current utilization or capacity of
the train track; using a portion of the train track that is less
utilized than another portion of the train track; avoidance of
traffic congestion; a weight of the one or more cars; a volume of
the one or more cars; a weight of the cargo; a volume of the cargo;
a destination of the cargo; a location of the cargo; a transit
time; an arrival time; a scheduled departure time; and a capability
of the highly-automated locomotive including any of power, speed,
braking range, and sensing range.
16. The system of claim 15, wherein the dispatch and routing
controller is further configured to route based upon at least one
of the characteristics as associated with one or more other
locomotives.
17. The system of claim 10, wherein the dispatch and routing
controller is further configured to coordinate transfer of the
cargo from the third location to a fourth location.
18. The system of claim 17, wherein the fourth location is a
destination location indicated by the received user request.
19. A computer program product comprising: a non-transitory
computer-readable medium configured to store instructions for
transporting one or more cars via a highly-automated locomotive,
the instructions, when loaded and executed by a processor, cause
the processor to: dispatch and route, responsive to a received user
request associated with cargo, by a dispatch and routing
controller, a highly-automated trainset having the one or more cars
attached to the highly-automated locomotive from a first location
to a second location over a train track; provide, at the second
location, a notification indicating readiness for loading of cargo
onto the one or more cars; enable loading of at least one of the
one or more cars with the cargo at the second location; and
dispatch and route, further responsive to the received user
request, by the dispatch and routing controller, the
highly-automated trainset from the second location to a third
location over the train track.
20. The computer program product of claim 19, wherein the processor
is further configured to coordinate transfer of at least a portion
of the cargo or at least one car of the one or more cars between
the highly-automated locomotive and another locomotive.
Description
BACKGROUND
[0001] Trains (also known as "trainsets") include locomotives and
railroad cars, and are used for land transport of people and cargo.
Trains have substantial capacity for such land transport and are
useful in modern society.
SUMMARY
[0002] Embodiments of the present disclosure are directed to
computer methods, systems, and program products for transporting
one or more cars via a highly-automated locomotive. A
highly-automated locomotive may be fully automated or may be
partially-automated and partially-manually operated.
[0003] In an embodiment, a method includes dispatching and routing
responsive to a received user request, by a dispatch and routing
controller, a highly-automated trainset (also referred to as
"train" or a "consist" herein). The user request may include, but
is not limited to including, a pickup location, cargo load size or
type, or destination. A highly-automated trainset may be fully
automated (e.g., autonomous) or may automate one or more operations
of a train while having at least one operation performed manually
(e.g., by a user).
[0004] The highly-automated trainset has one or more cars attached
to a highly-automated locomotive. The highly-automated locomotive
is dispatched from a first location to a second location over a
train track. The method provides, at the second location, a
notification (e.g., application notification signal, lighting,
sign, or other means of providing information to a user) indicating
readiness for loading of cargo onto the one or more cars. The
method enables loading at least one of the one or more cars with
the cargo at the second location. Further responsive to the
received user request, the method dispatches and routes, by the
dispatch and routing controller, the highly-automated trainset from
the second location to a third location over the train track.
[0005] In an embodiment, a system includes a processor and a memory
with computer code instructions stored therein. The memory is
operatively coupled to said processor such that the computer code
instructions configure the processor to implement a dispatch and
routing controller. The dispatch and routing controller is
configured to dispatch and route, by a dispatch and routing
controller, responsive to a received user request associated with
cargo, a highly-automated trainset having one or more cars attached
to a highly-automated locomotive from a first location to a second
location over a train track. The dispatch and routing controller is
configured to provide, at the second location, a notification
indicating readiness for loading of cargo onto the one or more
cars. The dispatch and routing controller is configured to enable
loading at least one of the one or more cars with the cargo at the
second location. The dispatch and routing controller is configured
to dispatch and route, further responsive to the received user
request, by the dispatch and routing controller, the
highly-automated trainset from the second location to a third
location over the train track.
[0006] In an embodiment, a computer program product includes a
non-transitory computer-readable medium configured to store
instructions for transporting one or more cars via a
highly-automated locomotive. The instructions, when loaded and
executed by a processor, cause the processor to dispatch and route,
by a dispatch and routing controller, responsive to a received user
request associated with cargo, a highly-automated trainset having
the one or more cars attached to the highly-automated locomotive
from a first location to a second location over a train track. The
instructions are further configured to provide, at the second
location, a notification indicating readiness for loading of cargo
onto the one or more cars. The instructions are further configured
to enable loading at least one of the one or more cars with the
cargo at the second location. The instructions are further
configured to dispatch and route, further responsive to the
received user request, by the dispatch and routing controller, the
highly-automated trainset from the second location to a third
location over the train track.
[0007] In an embodiment, the system, method, and computer program
product coordinate transfer of at least a portion of the cargo or
at least one car of the one or more cars between the
highly-automated locomotive and another locomotive.
[0008] In an embodiment, the first location is an initial location
along the train track, the second location is a pickup location
along the train track, and the third location is a rail delivery
location along the train track.
[0009] In an embodiment, the one or more cars include any of a
freight car or a passenger car.
[0010] In an embodiment, the routing is further based upon one or
more other locomotives.
[0011] In embodiments, the routing is based upon one or more of the
following characteristics: a current utilization or capacity of the
train track using a portion of the train track that is less
utilized than another portion of the train track, avoidance of
traffic congestion, a weight of the one or more cars, a volume of
the one or more cars; a weight of the cargo, a volume of the cargo,
a destination of the cargo, a location of the cargo, a transit
time, an arrival time, a scheduled departure time, and a capability
of the highly-automated locomotive including any of power, speed,
braking range, and sensing range. In an embodiment, avoidance of
traffic congestion may include but is not limited to include (a)
avoidance of other rail traffic based on utilization of the train
track or (b) avoidance of vehicle traffic where one or more roads
cross the train track.
[0012] In embodiments, the routing is further based upon at least
one of the characteristics as associated with the one or more other
locomotives. In embodiments, the routing is performed between the
highly-automated locomotive and the one or more other locomotives.
In embodiments, the routing improves efficiency, based on other
pending pickups and drop-offs, by leaving at least one car of the
one or more cars in an intermediate location, such as a siding, and
allowing another less-busy locomotive to pick up the at least one
car of the one or more cars for delivery.
[0013] In an embodiment, two or more locomotives join together for
pulling heavy loads.
[0014] Embodiments may coordinate transfer of the cargo from the
third location to a fourth location.
[0015] In embodiments, the fourth location may be a destination
location indicated by the received user request.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] The foregoing will be apparent from the following more
particular description of example embodiments, as illustrated in
the accompanying drawings in which like reference characters refer
to the same parts throughout the different views. The drawings are
not necessarily to scale, emphasis instead being placed upon
illustrating embodiments.
[0017] FIGS. 1A-D are high-level block diagrams that collectively
illustrate an example embodiment of a system employed by the
present disclosure.
[0018] FIG. 2 is high-level block diagram illustrating an example
embodiment of a system employed by the present disclosure.
[0019] FIG. 3 is diagram illustrating the feature of braking range
according to an example embodiment of a system employed by the
present disclosure.
[0020] FIG. 4 is a flow diagram illustrating an example embodiment
of the present disclosure.
[0021] FIG. 5 illustrates a computer network or similar digital
processing environment in which embodiments of the present
disclosure may be implemented.
[0022] FIG. 6 is a diagram of an example internal structure of a
computer (e.g., client processor/device or server computers) in the
computer system of FIG. 5, according to some embodiments.
DETAILED DESCRIPTION
[0023] A description of example embodiments follows.
[0024] There are multiple problems with existing approaches to rail
transportation. First, trains do not commonly carry short haul
(e.g., less than 500 mile) freight because it is more economical to
use trucks for short haul freight using existing methods. Second,
current methods of operating trains of any size require a
full-sized locomotive operated by an engineer, which can increase
labor, maintenance, and fuel costs. Third, existing approaches do
not effectively utilize the entire rail network. Current methods
utilize about 30% of the rail network on a regular basis to
transport freight. Fourth, trucks are becoming prohibitively
expensive for short haul transportation because trucks operate on
federal and state funded highways that require increasing levels of
maintenance each year due to heavy use.
[0025] Current methods do not effectively overcome such problems
with rail transportation. Up until the 1960s, railroads carried
most freight in the U.S. including short and long haul freight.
However, after the 1960s, trucking began to overtake railroads as
the predominant approach to transportation of short haul freight
because trucks can be responsive to changing demands in schedule
and loads. Railroad companies currently concentrate their efforts
on transporting long haul massive freight, which requires a small
number of users to operate and provides a substantial profit
margin.
[0026] Although not an effective or realistic approach for rail
transportation, one approach is to build new tracks down the
medians of divided highways to carry freight on automated trains.
Although building new tracks is a valid way to move freight, it is
extremely costly to lay a lot of new specialized track and custom
train cars.
[0027] The disclosed approach in an embodiment uses existing
railroad track or existing cars to minimize costs. In another
embodiment, the disclosed approach uses high rail vehicles. High
rail vehicles may include one or more trucks (including but not
limited to pickup trucks) that may be retrofitted with wheels. The
retrofitted wheels may be small rail wheels. The high rail vehicles
may drive on roads or on the train track.
[0028] As such, embodiments of the present disclosure solve the
problems associated with existing approaches.
[0029] In an embodiment, the present disclosure provides, as an
alternative to long chains, individual car-sized trains that
include a highly-automated locomotive and one or more train cars.
Such highly-automated locomotives are dispatched and controlled via
wireless networks, and are sent to a rail-accessible destination. A
user application (e.g., mobile user application) interfaces with a
dispatch and routing controller to forward a user request for rail
transport of cargo from a user and receive updates and
notifications of the user requests.
[0030] In an embodiment, the dispatch and routing controller
dispatches a highly-automated train that includes a
highly-automated locomotive (e.g., a "locomotive") pulling one or
more rail cars to a destination on the rail network. Once at the
pickup location, the locomotive informs the user or other
individuals that it is ready to load, and remains at the pickup
location while the requesting user loads the cargo. Once loaded,
the locomotive confirms it is safe to leave for the destination
location, and the locomotive begins to the destination where the
process is reversed for unloading.
[0031] Such highly-automated locomotives may be implemented by
modifying existing locomotives with or building new locomotives
that include sensors to detect the presence of people, cars,
trains, or other objects on the tracks for safety. In an
embodiment, such highly-automated locomotives are lightweight by
train standards and move at slow speeds. In an embodiment, the
highly-automated locomotive executes automated short distance stops
to avoid collisions with detected people, cars, trains, or other
objects on the tracks. The locomotive transmits data back to the
dispatch to ask for guidance as needed from human supervisors.
[0032] According to embodiments, components of the proposed
approach include (1) highly-automated locomotives, and (2) a
centralized dispatch and routing controller that handles requests
for pickup and delivery. A benefit of the present disclosure is
that highly-automated locomotives can pull stock rail cars on
existing track.
[0033] Embodiments have multiple advantages compared with existing
approaches. The disclosed approach in an embodiment uses
highly-automated trains (comprising highly-automated locomotives
attached to one or more cars), thereby removing the requirement of
user-operated trains. In addition, given that the disclosed
approach in an embodiment operates on standard track and uses
existing cars, the disclosed approach in an embodiment does not
require the building of specialized new track or trains. Thus,
given that embodiments make use of existing track and cars, and do
not require manually-operated trains, embodiments substantially
reduce costs in multiple ways. Further, the disclosed approach in
an embodiment may be achieved without the high-level of complexity
required for self-driving cars. Self-driving cars require more
control for their operation because they do not operate on a fixed
track and have to detect or handle other types of collisions, such
as a side-to-side collision.
[0034] FIGS. 1A-D are high-level block diagrams that collectively
illustrate an example embodiment of a system employed by the
present disclosure.
[0035] FIG. 1A is a block diagram illustrating a first state of the
system 100. In an embodiment, through a user application (also
known as "app" herein) 102, the user 160 makes a request 162 to
dispatch and route a train associated with the user's cargo 130
(shown in FIGS. 1B-D to follow). The user request 162 may include,
but is not limited to including, a pickup location, cargo load size
or cargo type, or destination. As such, the system 100 includes a
dispatch and routing controller 132 that dispatches and routes 164,
responsive to the received user request 162, a highly-automated
trainset 106 from a first location 120 to a second location 122
over a train track 134. The highly-automated trainset 106 includes
one or more cars 108 attached to a highly-automated locomotive 110.
In embodiments, the one or more cars 108 include any of a freight
car or a passenger car.
[0036] FIG. 1B-I is a block diagram illustrating a second state of
the system 100. In an embodiment, the highly-automated trainset 106
notifies 150 the dispatch and routing controller 132 of its arrival
at the second location 122 from the first location 120. In turn,
the dispatch and routing controller 132 provides, at the second
location 122, a notification 150 (e.g., application notification
signal, lighting, sign, or other means of providing information) to
the user 160 through a user app 102, the notification 150
indicating readiness for loading of cargo 130 onto the one or more
cars 108 attached to the highly-automated locomotive 110.
[0037] Next, according some embodiments, the cargo may be loaded
(i) by a user or (ii) by a truck and driver as shown and described
to follow.
[0038] As such, in some embodiments, as shown in FIG. 1B-I, (i) the
user 160, either manually or via a forklift 188, other machinery,
or other means known to one skilled in the art, loads at least one
of the one or more cars 108 with the cargo 130 at the second
location 122. Then, the user 160 notifies, via cargo load
completion signal 168 sent by the user application 102, the
highly-automated trainset 106 or dispatch and routing controller
132 that the cargo 130 is loaded.
[0039] Alternatively, in some embodiments, as shown in FIG. 1B-II,
(ii) a driver or one or more trucks 190 loads the cargo 130 onto
the one or more cars 108 attached to the highly-automated
locomotive 110. As such, one or more trucks 190 or other non-rail
transport vehicles load the cargo 130 onto the one or more cars 108
attached to the highly-automated locomotive 110 at the second
location. Upon arrival of the highly-automated trainset 106 at the
second location 122, the highly-automated trainset 106 sends a
loading request 182 to the one or more trucks 190 through the user
application 102. Then, the one or more trucks 190 or one or more
drivers associated with the one or more trucks 190 loads the cargo
130 onto the highly-automated trainset 106.
[0040] FIG. 1C is a block diagram illustrating a third state of the
system 100. In an embodiment, the dispatch and routing controller
132 dispatches and routes 164, further responsive to the received
user request 162 of FIG. 1A, the highly-automated trainset 106 from
the second location 122 to a third location 124 of FIG. 1C over the
train track 134. Upon arrival at the third location 124, the
highly-automated trainset 106 notifies 150 the dispatch and routing
controller 132 of its arrival. The dispatch and routing controller
132 provides a confirmation 158 of arrival to the user 160 through
the user application 102. In another embodiment, the
highly-automated trainset 106 provides a notification 150 to the
dispatch and routing controller 132 prior to its arrival at the
third location 124, thereby providing an early confirmation 158 of
arrival at the third location 124 to the user 160 through the user
application 102. In some embodiments, the first location 120 is an
initial location along the train track 134, the second location 122
is a pickup location along the train track 134, and the third
location 124 is a rail delivery location along the train track
134.
[0041] FIG. 1D is a block diagram illustrating a fourth state of
the system 100. In an embodiment, the dispatch and routing
controller 132 dispatches and routes 164, further responsive to the
received user request 162 of FIG. 1A, the highly-automated trainset
106 from the third location 124 to a fourth location 126.
[0042] As shown in FIG. 1D, embodiments may coordinate transfer of
the cargo 130 from the third location 124 to a fourth location 126
via one or more trucks 190 or other non-rail transport vehicles
(e.g., delivery to destination facility or "last mile" delivery).
In embodiments, the fourth location 126 is a destination location
indicated by the user 160 or by the received user request 162 of
FIG. 1A. Upon arrival at the fourth location 126, the truck 190
notifies 150 the dispatch and routing controller 132 of its arrival
and provides a confirmation of arrival 158 at the fourth location
126 to the user 160 through the user application 102. Then, a
pickup service 180 picks up the cargo 130 and brings the cargo 130
to the user 160.
[0043] Although not illustrated by FIGS. 1A-D, some embodiments may
coordinate transfer of a portion of the cargo or at least one of
the one or more cars 108 between the highly-automated locomotive
110 and another locomotive.
[0044] FIG. 2 is high-level block diagram illustrating an example
embodiment of a system 200 employed by the present disclosure. The
system 200 includes a dispatch and routing controller 232
configured to issue a dispatch and routing instruction 264 to the
highly automated trainset 206, responsive to a user request 262
from the user 260. The request 262 is associated with cargo 230.
The user 260 enters the user request 262 via an application 202.
The dispatch and routing instruction 264 causes a highly-automated
trainset 206, having one or more cars 208 attached to a
highly-automated locomotive 210, to move from a first location to a
second location over a train track 234. The highly-automated
locomotive 210 provides, at the second location, a notification 250
to the dispatch and routing controller 232 of readiness of loading
for cargo 230.
[0045] The dispatch and routing controller 232 provides, at the
second location, a confirmation 258 to the user 260 indicating
either (1) readiness for loading of cargo 230 onto the one or more
cars 208 or (2) a confirmation 258 of arrival at the second
location or a confirmation 258 of cargo 230 being loaded. The
dispatch and routing controller 232 enables loading of at least one
of the one or more cars 208 with the cargo 230 at the second
location. The dispatch and routing controller 232 issues a second
dispatch and routing instruction 264, further responsive to the
received user request 262, that causes the highly-automated
trainset 206 to travel from the second location to a third location
over the train track 234. The dispatch and routing controller 232
coordinates transfer of the cargo 230 from the third location to a
fourth location through one or more trucks.
[0046] FIG. 3 is diagram illustrating sensor braking range
according to an example embodiment of a system 300 employed by the
present disclosure. In an embodiment, the routing is performed by
the dispatch and routing controller 132 of FIGS. 1A-D, 232 of FIG.
2, or 332 of FIG. 3. The routing is based upon one or more
characteristics 392 or capabilities 382.
[0047] In another embodiment, the dispatch and routing controller
132 performs routing based upon at least one of the characteristics
392 as associated with one or more other locomotives. The dispatch
and routing controller 132 performs routing based upon one or more
of the following characteristics 392: a current utilization or
capacity of the train track using a portion of the train track that
is less utilized than another portion of the train track, avoidance
of traffic congestion, a weight of the one or more cars, a volume
of the one or more cars; a weight of the cargo, a volume of the
cargo, a destination of the cargo, a location of the cargo, a
transit time, an arrival time, a scheduled departure time, and a
capability of the highly-automated locomotive including any of
power, speed, braking range, and sensing range.
[0048] In an embodiment, avoidance of traffic congestion may
include but is not limited to include (a) avoidance of other rail
traffic based on utilization of the train track or (b) avoidance of
vehicle traffic where one or more roads cross the train track, also
known as grade crossings. According to some embodiments, by knowing
whether a grade crossing is busy, the dispatch and routing
controller 132 may assign a risk of traffic congestion to a given
portion of the train track that indicates whether a car may be
nearby or on the train track, thereby avoiding traffic
congestion.
[0049] In embodiments, the dispatch and routing controller 132
performs routing based upon at least one of the characteristics 392
as associated with the one or more other locomotives. In
embodiments, the dispatch and routing controller 132 performs
routing between the highly-automated locomotive and the one or more
other locomotives. In embodiments, the dispatch and routing
controller 132 improves efficiency of routing, based on other
pending pickups and drop-offs, by leaving at least one car of the
one or more cars in an intermediate location, such as a siding, and
allowing another less-busy locomotive to pick up the at least one
car of the one or more cars for delivery.
[0050] In embodiments, the dispatch and routing controller 132
performs routing to swap cargo between locomotives. The swapped
cargo may include a complete car.
[0051] In embodiments, two or more locomotives join together for
pulling heavy (or heavier) loads or increasing effective transport
range. When joined, the dispatch and routing controller 132 may
assign the first locomotive to an active state and the second
locomotive to a passive state. Based upon a triggering event
determined by the dispatch and routing controller 132, the dispatch
and routing controller 132 may set the second locomotive to take
over, by setting the second locomotive to an active state and the
first locomotive to a passive state.
[0052] In some embodiments, the dispatch and routing controller 132
may apply a routing algorithm (such as solving a mathematical
optimization problem that achieves a goal, such as getting the
train to a destination) while considering (or improving or reducing
or minimizing) one or more cost functions while respecting one or
more constraints. The cost function may be based on the transit
time of the train or the fuel used by the train. The one or more
constraints may include (a) routing over the tracks, (b) not
exceeding one or more train speeds, or (c) having a given amount of
fuel or battery life. The routing algorithm (or optimizer) then may
then find the best available solution (to this mathematical
optimization problem) that considers (or improves or reduces or
minimizes) the transit time of the train or the fuel used by the
train.
[0053] The dispatch and routing controller 132 may perform routing
by any routing algorithm known to one skilled in the art. The
routing algorithm may include but is not limited to include
shortest path routing, graph routing, or any other routing
algorithm known to one skilled in the art.
[0054] The cost function may be any cost function known to one
skilled in the art, including but not limited to including time,
number of train stops, speed of train, latency, or dynamic costs
such as motion, time, velocity, or acceleration of the train, or
any other cost function known to one skilled in the art.
[0055] In an embodiment, FIG. 3 illustrates such a capability 382
(e.g., feature) of braking range. As illustrated in FIG. 3, a
highly-automated trainset 302 (also referred to as "train" herein)
may communicate (via its highly automated locomotive 310) one or
more capabilities 382 or one or more characteristics 392 to the
dispatch and routing controller 332. The dispatch and routing
controller 332 may send a train's route or speed 384 to the
highly-automated trainset 302 including a route and a corresponding
speed for the highly-automated trainset 302.
[0056] As illustrated in the non-limiting example 300 of FIG. 3, a
train 302 may have a sensor range 308 that corresponds with a
braking range 320. The train 302 has braking ranges that vary based
on its speed, with higher speeds corresponding to higher braking
ranges. Ideally, the train 302 has a sensor range that is at least
as long as the train's braking range, as shown by braking range
320. As such, if the train 302 detects a condition that requires
braking, the train 302 may successfully come to a stop if the train
302 is traveling at 35 mph or at a range within the sensor range
308, such as a 30 mph braking range 306. However, if the train 302
is traveling at a higher speed than 35 mph, such as 40 mph, the
train 302 may not be able to stop within the 40 mph braking range
304.
[0057] FIG. 3 illustrates an example of one of the characteristics
392 employed to determine routing or other instructions to the
train 302. Other characteristics 392 of the train 302 can also be
used to determine instructions, including but not limited to one or
more of the following characteristics 392 of the train 302: a
current utilization or capacity of the train track, using a portion
of the train track that is less utilized than another portion of
the train track, avoidance of traffic congestion, a weight of the
one or more cars, a volume of the one or more cars, a weight of the
cargo, a volume of the cargo, a destination of the cargo, a
location of the cargo, a transit time, an arrival time, a scheduled
departure time, and a capability 382 of the highly-automated
locomotive 310 including any of power, speed, braking range, and
sensing range. In addition, in embodiments, the routing of the
train 302 is further based upon at least one of the characteristics
392 as associated with one or more other locomotives.
[0058] FIG. 4 is a flow diagram illustrating an example embodiment
of the present disclosure. As illustrated in FIG. 4, the method 400
may dispatch and route, by a dispatch and routing controller, and
responsive to a received user request, a highly-automated trainset
(402). The highly-automated trainset includes one or more cars
attached to a highly-automated locomotive. The method 400
dispatches the highly-automated locomotive from a first location to
a second location over a train track. The method 400 provides, at
the second location, a notification indicating readiness for
loading of cargo onto the one or more cars (404). The method
enables loading, by a user or apparatus at the second location, at
least one of the one or more cars with the cargo at the second
location (406). Further responsive to the received user request,
the method 400 dispatches and routes, by the dispatch and routing
controller, the highly-automated trainset from the second location
to a third location over the train track (408). Optionally, the
method 400 coordinates transfer of cargo from the third location to
a fourth location (410).
[0059] FIG. 5 illustrates a computer network or similar digital
processing environment in which embodiments of the present
disclosure may be implemented. Client computer(s)/devices 50 (e.g.,
computing devices/display devices) and server computer(s) 60 (e.g.,
a Cloud-based service) provide processing, storage, and
input/output devices executing application programs and the like.
The client computer(s)/devices 50 (e.g., computing devices/display
devices) can also be linked through communications network 70 to
other computing devices, including other client devices/processes
50 and server computer(s) 60. The communications network 70 can be
part of a remote access network, a global network (e.g., the
Internet), a worldwide collection of computers, local area or wide
area networks, and gateways that currently use respective protocols
(TCP/IP, BLUETOOTH.TM., etc.) to communicate with one another.
Other electronic device/computer network architectures are
suitable.
[0060] FIG. 6 is a diagram of an example internal structure of a
computer (e.g., client processor/device 50 or server computers 60)
in the computer system of FIG. 5. Each computer 50, 60 includes a
system bus 79, where a bus is a set of hardware lines used for data
transfer among the components of a computer or processing system.
The system bus 79 is essentially a shared conduit that connects
different elements of a computer system (e.g., processor, disk
storage, memory, input/output ports, network ports, etc.) that
enables the transfer of information between the elements. Attached
to the system bus 79 is an I/O device interface 82 for connecting
various input and output devices (e.g., keyboard, mouse, displays,
printers, speakers, touchscreen etc.) to the computer 50, 60. A
network interface 86 allows the computer to connect to various
other devices attached to a network (e.g., network 70 of FIG. 5).
Memory 90 provides volatile storage for computer software
instructions 92 and data 94 used to implement an embodiment 100 of
the present disclosure (e.g., any of the dispatch and routing
controller, any sensor or sensors described herein, processor,
memory, or any other device, system, module, or controller
described herein). Disk storage 95 provides non-volatile storage
for computer software instructions 92 and data 94 used to implement
some embodiments of the present disclosure. Note, data 94 may be
the same between a client 50 and server 60, however, the type of
computer software instructions 92 may differ between a client 50
and a server 60. A central processor unit 84 is also attached to
the system bus 79 and provides for the execution of computer
instructions.
[0061] In one embodiment, the processor routines 92 and data 94 are
a computer program product (generally referenced 92), including a
computer readable medium (e.g., a removable storage medium such as
one or more DVD-ROM's, CD-ROM's, diskettes, tapes, etc.) that
provides at least a portion of the software instructions for the
disclosure system. Computer program product 92 may be installed by
any suitable software installation procedure, as is well known in
the art. In another embodiment, at least a portion of the software
instructions may also be downloaded over a cable, communication or
wireless connection. In other embodiments, the disclosure programs
are a computer program propagated signal product 107 (shown in FIG.
5) embodied on a propagated signal on a propagation medium (e.g., a
radio wave, an infrared wave, a laser wave, a sound wave, or an
electrical wave propagated over a global network such as the
Internet, or other network(s)). Such carrier medium or signals may
be employed to provide at least a portion of the software
instructions for the present disclosure routines/program 92.
[0062] Embodiments or aspects thereof may be implemented in the
form of hardware (including but not limited to hardware circuitry),
firmware, or software. If implemented in software, the software may
be stored on any non-transient computer readable medium that is
configured to enable a processor to load the software or subsets of
instructions thereof. The processor then executes the instructions
and is configured to operate or cause an apparatus to operate in a
manner as described herein.
[0063] Further, hardware, firmware, software, routines, or
instructions may be described herein as performing certain actions
or functions of the data processors. However, it should be
appreciated that such descriptions contained herein are merely for
convenience and that such actions in fact result from computing
devices, processors, controllers, or other devices executing the
firmware, software, routines, instructions, etc.
[0064] It should be understood that the flow diagrams, block
diagrams, and network diagrams may include more or fewer elements,
be arranged differently, or be represented differently. However,
the block and network diagrams illustrate embodiments of the
Applicant's system and method as well.
[0065] Accordingly, further embodiments may also be implemented in
a variety of computer architectures, physical, virtual, cloud
computers, or some combination thereof, and, thus, the data
processors described herein are intended for purposes of
illustration only and not as a limitation of the embodiments.
[0066] While this disclosure has been particularly shown and
described with references to example embodiments thereof, it will
be understood by those skilled in the art that various changes in
form and details may be made therein without departing from the
scope of the disclosure encompassed by the appended claims.
[0067] Some embodiments may provide one or more technical
advantages that may transform the behavior or data, provide
functional improvements, or solve a technical problem. In some
embodiments, technical advantages or functional improvements may
include but are not limited to improvement of efficiency, accuracy,
speed or other effects compared to the existing methods. Some
embodiments provide technical advantages or functional improvements
in that they overcome functional deficiencies of existing methods.
Some embodiments include technical advantages that include but are
not limited to performance improvement or scalability compared with
existing approaches.
[0068] According to some embodiments, other technical advantages or
functional improvements may include but are not limited to the
following. Some embodiments may provide a technical advantage or
functional improvement by using highly-automated trains, thereby
removing the requirement of user-operated trains, e.g., holding the
advantage of removing engineers from driving the trains keeping
operating costs low. In addition, given that the proposed solution
operates on standard track and uses existing cars, a technical
advantage of the proposed solution is that it does not require the
building of specialized new track or trains. Thus, given that
embodiments make use of existing track or cars, and do not require
manual operating trains, embodiments substantially reduce costs in
multiple ways. Further, it is a technical advantage that the
disclosed approach in an embodiment may be achieved without the
high-level of complexity required for self-driving cars that
require more control for their operation as they do not operate on
a fixed track and have to sense for or handle other types of
collisions, such as a side-to-side collision.
[0069] Some embodiments solve a technical problem, thereby
providing a technical effect, by one or more of the following. Some
embodiments may solve a technical problem, thereby providing a
technical effect, by using highly-automated trains, thereby
removing the requirement of user-operated trains, e.g., holding the
advantage of removing engineers from driving the trains keeping
operating costs low. In addition, given that the disclosed approach
in an embodiment operates on standard track and uses existing cars,
a technical effect of the disclosed approach in an embodiment is
that it does not require the building of specialized new track or
trains. Thus, given that embodiments make use of existing track or
cars, and do not require manual operating trains, embodiments
substantially reduce costs in multiple ways. Further, it is a
technical effect that the disclosed approach in an embodiment may
be achieved without the high-level of complexity required for
self-driving cars that require more control for their operation as
they do not operate on a fixed track and have to sense for or
handle other types of collisions, such as a side-to-side
collision.
[0070] The teachings of all patents, published applications and
references cited herein are incorporated by reference in their
entirety.
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