U.S. patent application number 16/206186 was filed with the patent office on 2020-06-04 for enforcing restricted speed rules utilizing track data and other data sources.
The applicant listed for this patent is Westinghouse Air Brake Technologies Corporation. Invention is credited to Jeffrey D. Kernwein, Shannon Struttmann.
Application Number | 20200172132 16/206186 |
Document ID | / |
Family ID | 70848346 |
Filed Date | 2020-06-04 |
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United States Patent
Application |
20200172132 |
Kind Code |
A1 |
Kernwein; Jeffrey D. ; et
al. |
June 4, 2020 |
Enforcing Restricted Speed Rules Utilizing Track Data and Other
Data Sources
Abstract
A system and method of dynamic train control for restricting the
speed of a train in a railway on an approach to a visual barrier
may include determining a stopping distance of a train to a visual
barrier upon detecting a presence of the visual barrier in the
railway, generating one or more stop target distances during an
approach to the visual barrier based on the speed of the train on
the approach to the visual barrier, and generating a warning for an
operator to reduce the speed of the train based on the train moving
within a warning distance associated with the stopping distance of
the one or more stop target distances associated with the visual
barrier.
Inventors: |
Kernwein; Jeffrey D.; (Cedar
Rapids, IA) ; Struttmann; Shannon; (Cedar Rapids,
IA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Westinghouse Air Brake Technologies Corporation |
Wilmerding |
PA |
US |
|
|
Family ID: |
70848346 |
Appl. No.: |
16/206186 |
Filed: |
November 30, 2018 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61L 23/041 20130101;
B61L 3/008 20130101; B61L 27/0038 20130101 |
International
Class: |
B61L 23/04 20060101
B61L023/04; B61L 3/00 20060101 B61L003/00; B61L 27/00 20060101
B61L027/00 |
Claims
1. A computer-implemented dynamic train control method for
restricting the speed of a train in a railway on an approach to a
visual barrier, comprising: determining a stopping distance to the
visual barrier upon detecting a presence of the visual barrier in
the railway; generating one or more stop target distances during
the approach to the visual barrier based on the speed of the train
on the approach to the visual barrier; and generating a warning for
an operator to reduce the speed of the train based on the train
moving to within a warning distance associated with the stopping
distance of the one or more stop target distances associated with
the visual barrier.
2. The computer-implemented method of claim 1, wherein generating
the warning for the operator further comprises: automatically
generating at least one updated stop target distance of the one or
more stop target distances outside the warning distance associated
with the stopping distance based on a current speed.
3. The computer-implemented method of claim 2, further comprising:
generating a speed profile from an initial stop target distance of
the one or more stop target distances for enforcing the speed of
the train on approach to the visual barrier; and monitoring the
train for a stop based on the visual barrier by monitoring at least
one of the one or more stop target distances, the speed profile,
the speed of the train on approach to the visual barrier, or at
least one warning distance associated with at least one stopping
distance in the approach to the visual barrier.
4. The computer-implemented method of claim 3, further comprising:
in response to generating an updated stop target distance,
monitoring the train based on the updated stop target distance of
the one or more stop target distances to maintain a stopping
distance within at least a warning distance of the visual barrier
until a clear path beyond the at least one visual barrier is
confirmed.
5. The computer-implemented method of claim 1, comprising:
detecting the visual barrier based on track data, sensor data, or
image data associated with a track in the railway; and predicting
an initial stopping distance on the approach to the visual barrier,
the stopping distance associated with at least one of a maximum
restricted speed for the train to stop within one-half the range of
vision, a maximum allowable speed, a speed limit, or a braking
curve.
6. The computer-implemented method of claim 1, wherein detecting
the visual barrier further comprises receiving or sensing one or
more images associated with the railway immediately in front of the
train.
7. The computer-implemented method of claim 1, comprising
maintaining the speed of the train on approach to the visual
barrier based on at least one of the one or more stop target
distances or a speed profile until a clear path beyond the visual
barrier is confirmed.
8. The computer-implemented method of claim 1, comprising:
detecting at least one visual barrier based on at least one of
wheel data, rail data, train position data, car position data,
train speed data, track data, track location data, track curvature
data, track profile data, track grade data, train weight data, car
weight data, train length data, car length data, environmental
data, or authority data.
9. The computer-implemented method of claim 1, wherein generating
the one or more stop target distances comprises determining a
position of the one or more stop target distances between the train
and the visual barrier.
10. A dynamic train control system for restricting the speed of a
train on approach to an upcoming visual barrier, comprising: one or
more processors programmed and/or configured to: determine a
stopping distance to the visual barrier upon detecting a presence
of the visual barrier in the railway; generate one or more stop
target distances during the approach to the visual barrier based on
the speed of the train on the approach to the visual barrier; and
generate a warning for an operator to reduce the speed of the train
based on the train moving to within a warning distance associated
with the stopping distance of the one or more stop target distances
associated with the visual barrier.
11. The dynamic train control system of claim 10, wherein the one
or more processors are configured to generate the warning for the
operator by: automatically generating at least one updated stop
target distance of the one or more stop target distances outside
the warning distance associated with the stopping distance based on
a current speed.
12. The dynamic train control system of claim 11, wherein the one
or more processors are configured to: generate a speed profile from
an initial stop target distance of the one or more stop target
distances for enforcing the speed of the train on approach to the
visual barrier; and monitor the train for a stop based on the
visual barrier by monitoring at least one of the one or more stop
target distances, the speed profile, the speed of the train on
approach to the visual barrier, or at least one warning distance
associated with at least one stopping distance in the approach to
the visual barrier.
13. The dynamic train control system of claim 12, wherein the one
or more processors are configured to: in response to generating an
updated stop target distance, monitor the train based on the stop
target distance of the one or more stop target distances to
maintain a stopping distance within at least a warning distance of
the visual barrier until a clear path beyond the at least one
visual barrier is confirmed.
14. The dynamic train control system of claim 10, wherein the one
or more processors are configured to: detect the visual barrier
based on track data, sensor data, or image data associated with a
track in the railway; and predict an initial stopping distance on
the approach to the visual barrier, the stopping distance
associated with at least one of a maximum restricted speed for the
train to stop within one-half the range of vision, a maximum
allowable speed, a speed limit, or a braking curve.
15. The dynamic train control system of claim 10, wherein the one
or more processors are configured to detect the visual barrier by
receiving or sensing one or more images associated with the railway
immediately in front of the train.
16. The dynamic train control system of claim 10, wherein the one
or more processors are configured to maintain the speed of the
train on approach to the visual barrier based on at least one stop
target distance of the one or more stop target distances or a speed
profile until a clear path beyond the visual barrier is
confirmed.
17. The dynamic train control system of claim 10 wherein the one or
more processors are configured to: detect at least one visual
barrier based on at least one of wheel data, rail data, train
position data, car position data, train speed data, track data,
track location data, track curvature data, track profile data,
track grade data, train weight data, car weight data, train length
data, car length data, environmental data, or authority data.
18. The dynamic train control system of claim 10, wherein the one
or more processors are configured to generate the one or more stop
target distances by determining a position of the one or more stop
target distances between the train and the visual barrier.
19. A computer program product comprising at least one
non-transitory computer-readable medium including program
instructions that, when executed by at least one processor, cause
the at least one processor to: determine a stopping distance to the
visual barrier upon detecting a presence of the visual barrier in
the railway; generate one or more stop target distances during the
approach to the visual barrier based on the speed of the train on
the approach to the visual barrier; and generate a warning for an
operator to reduce the speed of the train based on the train moving
to within a warning distance associated with the stopping distance
of the one or more stop target distances associated with the visual
barrier.
20. The computer program product of claim 19, wherein the one or
more instructions further cause the at least one processor to
generate the warning for the operator by: automatically generating
at least one updated stop target distance of the one or more stop
target distances outside the warning distance associated with the
stopping distance based on a current speed.
Description
BACKGROUND OF THE INVENTION
Field of the Invention
[0001] Disclosed embodiments relate generally to vehicle systems
and networks, such as railway systems, including trains travelling
in a track or railway network, and in particular to a method and
system for providing improved protection for trains operating at
restricted speed on approach to a visual barrier, such as in
connection with Positive Train Control (PTC) systems.
Description of Related Art
[0002] A railway operating authority is responsible for conducting
rail traffic safely along one or more track routes under its
control. The movement of one or more trains along a railway track
route can be governed in a variety of ways (e.g., signaled,
unsignaled, etc.). A railway operating authority may operate in one
or more of the vehicle systems and track networks that exist
throughout the world, and at any point in time, a plurality of
types of vehicles, such as, for example, cars, trucks, buses,
trains, and/or the like that are travelling throughout the vehicle
systems and track networks. With reference to trains travelling in
a track network, the locomotives of such trains are typically
equipped with, or operated by using, train control, communication,
and management systems, (e.g., Positive Train Control (PTC)
systems), such as, the I-ETMS.RTM. of Wabtec Corp.
[0003] Train control, communication, and management systems
responsible for conducting safe rail-traffic speed limits in the
United States are regulated by the Federal Railroad Administration.
For example, the primary foundation of restricted speed for all
rail carriers is found in the Code of Federal Regulations, dealing
with speed restriction, which requires "[a] speed that will permit
stopping within one-half the range of vision." Rail-traffic speeds
may be restricted based on one or more circumstances in the
railway, such as, for example, speed restrictions based on factors
including curvature, signaling, track condition, physical condition
of a train, presence of grade crossings, and/or the like.
SUMMARY OF THE INVENTION
[0004] In some non-limiting embodiments or aspects, provided are
dynamic train control systems, computer-implemented methods, and
computer program products for restricting the speed of a train in a
railway on an approach to a visual barrier. Preferably, provided
are improved systems, methods, and computer program products that
overcome certain deficiencies and drawbacks associated with
existing systems, methods, and computer program products for
restricting the speed of a train in a railway on an approach to a
visual barrier.
[0005] In a non-limiting embodiment or aspect, provided is a
computer-implemented dynamic train control method for restricting
the speed of a train in a railway on an approach to a visual
barrier. The method may include: determining a stopping distance to
the visual barrier upon detecting a presence of the visual barrier
in the railway; generating one or more stop target distances during
the approach to the visual barrier based on the speed of the train
on the approach to the visual barrier; and generating a warning for
an operator to reduce the speed of the train based on the train
moving to within a warning distance associated with the stopping
distance of the one or more stop target distances associated with
the visual barrier.
[0006] In a non-limiting embodiment or aspect, provided is a
computer-implemented dynamic train control system for restricting
the speed of a train on approach to an upcoming visual barrier. The
method including: one or more processors programmed and/or
configured to: determine a stopping distance to the visual barrier
upon detecting a presence of the visual barrier in the railway;
generate one or more stop target distances during the approach to
the visual barrier based on the speed of the train on the approach
to the visual barrier; and generate a warning for an operator to
reduce the speed of the train based on the train moving within a
warning distance associated with the stopping distance of the one
or more stop target distances associated with the visual
barrier.
[0007] In a non-limiting embodiment or aspect, provided is a
computer program product comprising at least one non-transitory
computer-readable medium including program instructions that, when
executed by at least one processor, cause the at least one
processor to: determine a stopping distance to the visual barrier
upon detecting a presence of the visual barrier in the railway;
generate one or more stop target distances during the approach to
the visual barrier based on the speed of the train on the approach
to the visual barrier; and generate a warning for an operator to
reduce the speed of the train based on the train moving within a
warning distance associated with the stopping distance of the one
or more stop target distances associated with the visual
barrier.
[0008] The present invention is neither limited to nor defined by
the above summary. Rather, reference should be made to the claims
for which protection is sought with consideration of equivalents
thereto.
[0009] Further preferred and non-limiting embodiments or aspects
will now be described in the following numbered clauses:
[0010] Clause 1: A computer-implemented dynamic train control
method for restricting the speed of a train in a railway on an
approach to a visual barrier, comprising: determining a stopping
distance to the visual barrier upon detecting a presence of the
visual barrier in the railway; generating one or more stop target
distances during the approach to the visual barrier based on the
speed of the train on the approach to the visual barrier; and
generating a warning for an operator to reduce the speed of the
train based on the train moving to within a warning distance
associated with the stopping distance of the one or more stop
target distances associated with the visual barrier.
[0011] Clause 2: The computer-implemented method according to
clause 1, wherein generating the warning for the operator further
comprises: automatically generating at least one updated stop
target distance of the one or more stop target distances outside
the warning distance associated with the stopping distance based on
a current speed.
[0012] Clause 3. The computer-implemented method according to
clauses 1 and 2, further comprising: generating a speed profile
from an initial stop target distance of the one or more stop target
distances for enforcing the speed of the train on approach to the
visual barrier; and monitoring the train for a stop based on the
visual barrier by monitoring at least one of the one or more stop
target distances, the speed profile, the speed of the train on
approach to the visual barrier, or at least one warning distance
associated with at least one stopping distance in the approach to
the visual barrier.
[0013] Clause 4: The computer-implemented method according to
clauses 1-3, further comprising: in response to generating an
updated stop target distance, monitoring the train based on the
updated stop target distance of the one or more stop target
distances to maintain a stopping distance within at least a warning
distance of the visual barrier until a clear path beyond the at
least one visual barrier is confirmed.
[0014] Clause 5: The computer-implemented method according to
clauses 1-4, comprising: detecting the visual barrier based on
track data, sensor data, or image data associated with a track in
the railway; and predicting an initial stopping distance on the
approach to the visual barrier, the stopping distance associated
with at least one of a maximum restricted speed for the train to
stop within one-half the range of vision, a maximum allowable
speed, a speed limit, or a braking curve.
[0015] Clause 6: The computer-implemented method according to
clauses 1-5, wherein detecting the visual barrier further comprises
receiving or sensing one or more images associated with the railway
immediately in front of the train.
[0016] Clause 7: The computer-implemented method according to
clauses 1-6, comprising maintaining the speed of the train on
approach to the visual barrier based on at least one of the one or
more stop target distances or a speed profile until a clear path
beyond the visual barrier is confirmed.
[0017] Clause 8: The computer-implemented method according to
clauses 1-7, comprising: detecting at least one visual barrier
based on at least one of wheel data, rail data, train position
data, car position data, train speed data, track data, track
location data, track curvature data, track profile data, track
grade data, train weight data, car weight data, train length data,
car length data, environmental data, or authority data.
[0018] Clause 9: The computer-implemented method according to
clauses 1-8, wherein generating the one or more stop target
distances comprises determining a position of the one or more stop
target distances between the train and the visual barrier.
[0019] Clause 10: A dynamic train control system for restricting
the speed of a train on approach to an upcoming visual barrier,
comprising: one or more processors programmed and/or configured to:
determine a stopping distance to the visual barrier upon detecting
a presence of the visual barrier in the railway; generate one or
more stop target distances during the approach to the visual
barrier based on the speed of the train on the approach to the
visual barrier; and generate a warning for an operator to reduce
the speed of the train based on the train moving to within a
warning distance associated with the stopping distance of the one
or more stop target distances associated with the visual
barrier.
[0020] Clause 11: The dynamic train control system according to
clause 10, wherein the one or more processors are configured to
generate the warning for the operator by: automatically generating
at least one updated stop target distance of the one or more stop
target distances outside the warning distance associated with the
stopping distance based on a current speed.
[0021] Clause 12: The dynamic train control system according to
clauses 10 and 11, wherein the one or more processors are
configured to: generate a speed profile from an initial stop target
distance of the one or more stop target distances for enforcing the
speed of the train on approach to the visual barrier; and monitor
the train for a stop based on the visual barrier by monitoring at
least one of the one or more stop target distances, the speed
profile, the speed of the train on approach to the visual barrier,
or at least one warning distance associated with at least one
stopping distance in the approach to the visual barrier.
[0022] Clause 13: The dynamic train control system according to
clauses 10-12, wherein the one or more processors are configured
to: in response to generating an updated stop target distance,
monitor the train based on the stop target distance of the one or
more stop target distances to maintain a stopping distance within
at least a warning distance of the visual barrier until a clear
path beyond the at least one visual barrier is confirmed.
[0023] Clause 14: The dynamic train control system according to
clauses 10-13, wherein the one or more processors are configured
to: detect the visual barrier based on track data, sensor data, or
image data associated with a track in the railway; and predict an
initial stopping distance on the approach to the visual barrier,
the stopping distance associated with at least one of a maximum
restricted speed for the train to stop within one-half the range of
vision, a maximum allowable speed, a speed limit, or a braking
curve.
[0024] Clause 15: The dynamic train control system according to
clauses 10-14, wherein the one or more processors are configured to
detect the visual barrier by receiving or sensing one or more
images associated with the railway immediately in front of the
train.
[0025] Clause 16: The dynamic train control system according to
clauses 10-15, wherein the one or more processors are configured to
maintain the speed of the train on approach to the visual barrier
based on at least one stop target distance of the one or more stop
target distances or a speed profile until a clear path beyond the
visual barrier is confirmed.
[0026] Clause 17: The dynamic train control system according to
clauses 10-16 wherein the one or more processors are configured to:
detect at least one visual barrier based on at least one of wheel
data, rail data, train position data, car position data, train
speed data, track data, track location data, track curvature data,
track profile data, track grade data, train weight data, car weight
data, train length data, car length data, environmental data, or
authority data.
[0027] Clause 18: The dynamic train control system according to
clauses 10-17, wherein the one or more processors are configured to
generate the one or more stop target distances by determining a
position of the one or more stop target distances between the train
and the visual barrier.
[0028] Clause 19: A computer program product comprising at least
one non-transitory computer-readable medium including program
instructions that, when executed by at least one processor, cause
the at least one processor to: determine a stopping distance to the
visual barrier upon detecting a presence of the visual barrier in
the railway; generate one or more stop target distances during the
approach to the visual barrier based on the speed of the train on
the approach to the visual barrier; and generate a warning for an
operator to reduce the speed of the train based on the train moving
to within a warning distance associated with the stopping distance
of the one or more stop target distances associated with the visual
barrier.
[0029] Clause 20. The computer program product according to clause
19, wherein the one or more instructions further cause the at least
one processor to generate the warning for the operator by:
automatically generating at least one updated stop target distance
of the one or more stop target distances outside the warning
distance associated with the stopping distance based on a current
speed.
BRIEF DESCRIPTION OF THE DRAWINGS
[0030] FIG. 1 illustrates a dynamic train control system for
restricting the speed of a train in a railway on an approach to a
visual barrier according to some non-limiting embodiments or
aspects;
[0031] FIG. 2 illustrates a flowchart of a non-limiting embodiment
or aspect of a process for dynamic train control; and
[0032] FIGS. 3A-3C illustrate an implementation of a non-limiting
embodiment or aspect of a process disclosed herein according to
some non-limiting embodiments or aspects.
DETAILED DESCRIPTION
[0033] It is to be understood that the present disclosure may
assume various alternative variations and step sequences, except
where expressly specified to the contrary. It is also to be
understood that the specific devices and processes illustrated in
the attached drawings, and described in the following
specification, are simply exemplary and non-limiting embodiments or
aspects. Hence, specific dimensions and other physical
characteristics related to the embodiments or aspects disclosed
herein are not to be considered as limiting.
[0034] For purposes of the description hereinafter, the terms
"end," "upper," "lower," "right," "left," "vertical," "horizontal,"
"top," "bottom," "lateral," "longitudinal," and derivatives thereof
shall relate to embodiments or aspects as they are oriented in the
drawing figures. However, it is to be understood that embodiments
or aspects may assume various alternative variations and step
sequences, except where expressly specified to the contrary. It is
also to be understood that the specific devices and processes
illustrated in the attached drawings, and described in the
following specification, are simply non-limiting exemplary
embodiments or aspects. Hence, specific dimensions and other
physical characteristics related to the embodiments or aspects
disclosed herein are not to be considered as limiting unless
otherwise indicated.
[0035] No aspect, component, element, structure, act, step,
function, instruction, and/or the like used herein should be
construed as critical or essential unless explicitly described as
such. Also, as used herein, the articles "a" and "an" are intended
to include one or more items, and may be used interchangeably with
"one or more" and "at least one." Furthermore, as used herein, the
term "set" is intended to include one or more items (e.g., related
items, unrelated items, a combination of related and unrelated
items, etc.) and may be used interchangeably with "one or more" or
"at least one." Where only one item is intended, the term "one" or
similar language is used. Also, as used herein, the terms "has,"
"have," "having," or the like, are intended to be open-ended terms.
Further, the phrase "based on" is intended to mean "based at least
partially on" unless explicitly stated otherwise.
[0036] As used herein, the terms "communication" and "communicate"
may refer to the reception, receipt, transmission, transfer,
provision, and/or the like of information (e.g., data, signals,
messages, instructions, commands, and/or the like). For one unit
(e.g., a device, a system, a component of a device or system,
combinations thereof, and/or the like) to be in communication with
another unit means that the one unit is able to directly or
indirectly receive information from and/or transmit information to
the other unit. This may refer to a direct or indirect connection
that is wired and/or wireless in nature. Additionally, two units
may be in communication with each other even though the information
transmitted may be modified, processed, relayed, and/or routed
between the first and second unit. For example, a first unit may be
in communication with a second unit even though the first unit
passively receives information and does not actively transmit
information to the second unit. As another example, a first unit
may be in communication with a second unit if at least one
intermediary unit (e.g., a third unit located between the first
unit and the second unit) processes information received from the
first unit and communicates the processed information to the second
unit. In some non-limiting embodiments or aspects, a message may
refer to a network packet (e.g., a data packet and/or the like)
that includes data. It will be appreciated that numerous other
arrangements are possible.
[0037] As used herein, the term "computing device" may refer to one
or more electronic devices that are configured to directly or
indirectly communicate with or over one or more networks. A
computing device may be a mobile or portable computing device, a
desktop computer, a server, and/or the like. Furthermore, the term
"computer" may refer to any computing device that includes the
necessary components to receive, process, and output data, and
normally includes a display, a processor, a memory, an input
device, and a network interface. A "computing system" may include
one or more computing devices or computers. An "application" or
"application program interface" (API) refers to computer code or
other data sorted on a computer-readable medium that may be
executed by a processor to facilitate the interaction between
software components, such as a client-side front-end and/or
server-side back-end for receiving data from the client. An
"interface" refers to a generated display, such as one or more
graphical user interfaces (GUI) with which a user may interact,
either directly or indirectly (e.g., through a keyboard, mouse,
touchscreen, etc.). Further, multiple computers, e.g., servers, or
other computerized devices, such as an autonomous vehicle including
a vehicle computing system, directly or indirectly communicating in
the network environment, may constitute a "system" or a "computing
system".
[0038] It will be apparent that the systems and/or methods
described herein can be implemented in different forms of hardware,
software, or a combination of hardware and software. The actual
specialized control hardware or software code used to implement
these systems and/or methods is not limiting of the
implementations. Thus, the operation and behavior of the systems
and/or methods are described herein without reference to specific
software code, it being understood that software and hardware can
be designed to implement the systems and/or methods based on the
description herein.
[0039] Some non-limiting embodiments or aspects are described
herein in connection with thresholds. As used herein, satisfying a
threshold may refer to a value being greater than the threshold,
more than the threshold, higher than the threshold, greater than or
equal to the threshold, less than the threshold, fewer than the
threshold, lower than the threshold, less than or equal to the
threshold, equal to the threshold, etc.
[0040] In some non-limiting embodiments or aspects, computing
systems may provide protection by determining speed restrictions
based on a train traversing an upcoming track network (e.g., the
track ahead of a train's direction of travel, etc.). However, the
circumstances surrounding the use of restricted speed may vary and
a maximum restricted speed may not be helpful in certain
circumstances where a determination and/or detection is needed or a
speed is needed that will permit stopping within one-half the range
of vision (e.g., in some cases traveling at a maximum restricted
speed will not permit stopping within one-half the range of vision
although it is used to determine a stopping distance, etc.). For
example, computing systems may not provide protection with respect
to unmonitored rail obstructions, undetected conditions in a track
network, and/or the like when under a speed restriction when
operating at a maximum restricted speed. As an example, computing
systems may not provide restricted speeds sufficient to permit
stopping within one-half the range of vision of a visual barrier
(e.g., sharp curves around which a train operator may not be able
to see around, the peak of a hill over which a vehicle operator may
not be able to see, or an unexpected vehicle in the track network,
etc.), may not provide or may not accurately and/or efficiently
provide enforcement of a speed for stopping within one-half the
range of vision of one or more visual barriers, obstructions, or
conditions, may not accurately and/or efficiently slow a train to
detect a visual barrier associated with the restricted speed, may
not efficiently slow a train to update and/or reassess the visual
barrier, and may not provide and/or obtain sufficient information
to assess a dangerous condition associated with the visual barrier.
Additionally and/or alternatively, computing systems may provide a
sufficient speed and/or a speed to obtain sufficient confirmation
of a visual barrier to efficiently and/or safely lift the visual
barrier (e.g., remove the restricted speed associated with the
visual barrier, etc.).
[0041] As disclosed herein, in some non-limiting embodiments or
aspects, a computer-implemented dynamic train control method for
restricting the speed of a train in a railway on an approach to a
visual barrier may include: determining a stopping distance to the
visual barrier upon detecting a presence of the visual barrier in
the railway; generating one or more stop target distances during
the approach to the visual barrier based on the speed of the train
on the approach to the visual barrier; and generating a warning for
an operator to reduce the speed of the train based on the train
moving within a warning distance associated with the stopping
distance of the one or more stop target distances associated with
the visual barrier. In this way, the dynamic train control system
and method may provide restricted speeds sufficient to permit
stopping within one-half the range of vision of a visual barrier,
sharp curves or other visually obstructed railway maneuvers, the
peak of a hill over which a vehicle operator may not be able to
see, or an unexpected vehicle in the track network. Additionally,
the dynamic train control system and method may accurately and/or
efficiently provide enforcement of restrictive speeds for stopping
within one-half the range of vision of one or more visual barriers,
obstructions, or conditions, may more accurately and/or efficiently
detect a visual barrier in the railway ahead, may more efficiently
and/or accurately update and/or reassess a visual barrier, may
obtain sufficient information to timely assess a dangerous
condition associated with the visual barrier, and/or confirm a
visual barrier to efficiently and safely lift the visual barrier
(e.g., remove the restricted speed associated with the visual
barrier, etc.).
[0042] Referring now to FIG. 1, FIG. 1 is a diagram of a
non-limiting embodiment or aspect of a dynamic train control system
100 in which systems and/or methods, described herein, can be
implemented. In some non-limiting embodiments or aspects of dynamic
train control method and system 100, train 10 includes a locomotive
12, one or more railcars 14, and an end of train railcar 16.
Systems and/or devices of dynamic train control method and system
100 can interconnect via wired connections, wireless connections,
or a combination of wired and wireless connections.
[0043] With continued reference to FIG. 1, some non-limiting
embodiments or aspects of dynamic train control systems and methods
100 described herein may be implemented on or in connection with an
on-board computer 102 of at least one locomotive 12 in train 10,
providing a communication device 102a, a display interface 102b,
and a train database 102c. In some non-limiting embodiments or
aspects, the on-board computer 102 may be located at any position
or orientation on the train. In some non-limiting embodiments or
aspects, the on-board computer 102 (e.g., on-board controller,
on-board PTC system, train management computer, and/or the like)
performs the calculations for dynamic train control.
[0044] In some non-limiting embodiments or aspects, on-board
computer 102 (which performs calculations for or within the
Positive Train Control (PTC) system, including navigation
calculations), includes, for example, a PTC On-Board System, a
communication device 102a or data radio (which may be used to
facilitate the communications between the on-board computer 102 in
one or more of the locomotives 12 of a train 10, communications
with a wayside device, e.g., signals, switch monitors, and the
like, and/or communications with a remote server 104 (e.g., a back
office server, a central controller, central dispatch, etc.)), a
display unit 102b which may be provided in the locomotive 12 to
visually display information and data to the operator, as well as
display information and data input by the user, a track database
102c (e.g., which may include track and/or train information and
data, such as information about track positions or locations,
switch locations or information, signal information, track heading
changes (e.g., curves, etc.), distance measurement (e.g., distance
measurements between track positions or locations, etc.), train
information (e.g., the number of locomotives, the number of cars,
the number of conventional passenger cars, the total length of the
train, etc.), the specific identification numbers of locomotives
where PTC equipment (e.g., an on-board computer 102) is located,
and the like), and a navigation system 106 (optionally including a
positioning system 106a (e.g., a Global Positioning System (GPS),
etc.), speed sensor 106b (e.g., a wheel tachometer, GPS, an
odometer differentiated in time, etc.), and/or at least one
inertial sensor 106c (e.g., a rotational sensor, an accelerometer,
a gyroscope, etc.) that is configured to measure the rate of the
heading change for the locomotive 10, such as a PTC-equipped
locomotive 12). In some non-limiting embodiments or aspects, at
least a portion of the information, e.g., received location data
and/or railway data, may be populated in or stored in at least one
central database 104a, such as a remote database accessible by or
through the remote server 104. Accordingly, the location data
and/or railway data is accessible throughout and useful within the
track network by any connected or communicative locomotive of any
travelling train (or other vehicle) for navigational or other
purposes.
[0045] In some non-limiting embodiments or aspects, on-board
computer 102 includes a PTC On-Board System. The on-board computer
102 may perform all on-board calculations for the PTC of the train
10, and in some non-limiting embodiments or aspects, the on-board
computer 102 determines its location, (e.g., the location of a
train 10, a locomotive 12, and/or a railcar 14 associated with the
PTC On-Board system, etc.), determines a location of a visual
barrier, (e.g., sharp curves around which a train operator would
not be able to see, a peak of a hill over which a train operator
may not see, an unexpected vehicle or condition such as fog, etc.),
and creates stop targets for the train 10 on its route when
operating at restricted speed.
[0046] In some non-limiting embodiments or aspects, on-board
computer 102 records a latest or current locomotive position of
locomotive 12 in the track network. For example, the train location
information can include the location or position of the train 10 in
the track network, the location or position of at least one
locomotive 12 in the track network, the location or position of the
at least one railcar 14 (RC) in the track network, the location or
position of a target (e.g., a visual barrier or a track heading
change, such as a curve in the track network), and the location or
position of the target with respect to the location or position of
the train 10 in the track network, the location or position of the
at least one locomotive 12 in the track network, or any combination
thereof. In some non-limiting embodiments or aspects, the train
location information can include current speeds of the train 10,
current accelerations of the train 10, a number of locomotives 12
in the trains 10, a number of railcars 14 in the train 10, a total
length of each of the train 10, or any combination thereof. In some
non-limiting embodiments or aspects, the on-board computer 102
determines train location at regular intervals.
[0047] In some non-limiting embodiments or aspects, train 10
includes sensor device 108 capable of obtaining sensor data
associated with a detected object in an environment surrounding the
train 10. For example, locomotive 12 of train 10 can include one or
more computing systems including one or more processors (e.g., one
or more servers, etc.) and one or more devices capable of obtaining
sensor data (e.g., one or more wide angle cameras, LIDAR, RADAR,
etc.). As an example, locomotive 12 includes one or more devices
(e.g., on-board computer 102, HOT device, EOT device, etc.) capable
of obtaining sensor data associated with a plurality of images in
an environment surrounding train 10 while controlling travel,
operation, and/or routing of train 10 based on information about
track positions or locations, visual barrier locations or
information, switch locations or information, signal information,
track heading changes, curves, distance measurements, train
information, the total length of the train, the specific
identification numbers of each locomotive and/or the like. In some
non-limiting embodiments or aspects, the one or more devices may
obtain sensor data associated with detecting images including a
visual barrier in an environment surrounding train 10 while
controlling travel and one or more functionalities associated with
dynamic control of train 10 on a route based on the sensor data,
track and/or train information and data, and/or the like, for
example, by controlling the one or more devices of train 10 to
detect sensor data in a geographic area based on track and/or train
information and data, and/or the like.
[0048] In some non-limiting embodiments or aspects, communication
network 110 includes one or more wired and/or wireless networks.
For example, communication network 110 includes a cellular network
(e.g., a long-term evolution (LTE) network, a third generation (3G)
network, a fourth generation (4G) network, a fifth generation (5G)
network, a code division multiple access (CDMA) network, etc.), a
public land mobile network (PLMN), a local area network (LAN), a
wide area network (WAN), a metropolitan area network (MAN), a
telephone network (e.g., the public switched telephone network
(PSTN)), a private network, an ad hoc network, an intranet, the
Internet, a fiber optic-based network, a cloud computing network,
and/or the like, and/or a combination of these or other types of
networks, such as electronic communication protocols and/or
algorithms may be used including, for example, TCP/IP (including
HTTP and other protocols), WLAN (including 802.11 and other radio
frequency-based protocols and methods), analog transmissions,
Global System for Mobile Communications (GSM), private wireless,
public wireless, 160/220/900 MHz VHF, WiFi, UHF 452-458 MHz, WiMAX,
omni-directional, and/or the like.
[0049] In some non-limiting embodiments or aspects, provided is a
dynamic train control system 100 for a train 10 having at least one
locomotive 12 (e.g., a control car, etc.). In some non-limiting
embodiments or aspects, the train 10 may include one or more second
locomotives 12 and/or one or more railcars 14. In some non-limiting
embodiments, the train 10 is traversing a track which may include a
visual barrier (e.g., a target), such as a sharp curve or other
visually obstructed railway maneuver, the peak of a hill over which
a vehicle operator may not be able to see, or an unexpected vehicle
or other position designated by a system, device, sensor, and/or
the like, in the track network. In some non-limiting embodiments or
aspects, the on-board computer 102 is positioned on or integrated
with one or more of the locomotives 12, and the on-board computer
102 is programmed or configured to implement or facilitate at least
one train action. Further, the one or more locomotives 12 are
equipped with the communication device 102a that is in direct or
indirect communication with the on-board computer 102 and
programmed or configured to receive, transmit, and/or process data
signals.
[0050] In some non-limiting embodiments or aspects, on-board
computer 102 determines when a visual barrier is obstructing a
route traversed by train 10 in the railway (e.g., coincides with a
geographical area of a railway including a route of train 10,
etc.). For example, in some non-limiting embodiments or aspects,
on-board computer 102 determines a visual barrier associated with a
track on a path extending out from ahead of the train 10. For
example, on-board computer 102 generates sensor data by controlling
sensor device 108 to detect a visual barrier (e.g., visual
recognition of an object, a condition, a visual range to an object,
etc.) in an environment surrounding the train 10. In some
non-limiting embodiments or aspects, on-board computer 102
determines a visual barrier based on track and/or train information
and data, and/or the like. Additionally, in some non-limiting
embodiments or aspects, on-board computer 102 generates sensor data
to detect a visual barrier and receives or obtains track data;
based on this information, the on-board computer 102 estimates a
location of the visual barrier, such as a location in advance of
the head of the train 10.
[0051] In some non-limiting embodiments or aspects, on-board
computer 102 determines a combination of dynamic stop targets and
speed profiles to enforce a safe speed (e.g., maintain a safe
speed, etc.) after detecting a visual barrier.
[0052] In some non-limiting embodiments or aspects, on-board
computer 102 determines dynamic stop targets by determining a
stopping distance 112, a warning distance 114, and/or a stop target
116 on an approach to a visual barrier (e.g., a target, etc.) in
the geographical area of the railway. For example, in some
non-limiting embodiments or aspects, on-board computer 102
determines a stopping distance 112 based on a speed limit (e.g., a
maximum allowable speed for the railroad's operating rules, etc.).
In some non-limiting embodiments or aspects, on-board computer 102
determines the stopping distance 112 at a location between a
location of the locomotive 12 (e.g., a head-end, etc.) and a
location of the visual barrier where a train 10 could stop if it
was travelling at a maximum allowable speed.
[0053] In some non-limiting embodiments or aspects, on-board
computer 102 generates an initial stop target distance 116
associated with stopping distance 112. For example, the stop target
distance 116 is determined at a distance (e.g., a distance
corresponding to the stopping distance 112, etc.) from the visual
barrier (e.g., between the train 10 and the visual barrier, etc.)
equal to the stopping distance 112 of train 10.
[0054] In some non-limiting embodiments or aspects, on-board
computer 102 determines a speed profile (e.g., a speed profile from
a stop target distance 116, a braking profile calculated as a speed
profile, etc.) from the stop target distance 116 (e.g., from an
initial stop target distance 116, etc.) associated with a
geographic area of the railway network between the stopping
distance 112 and the visual barrier. In some non-limiting
embodiments or aspects, on-board computer 102 may continuously
update the speed profile and/or the stop target distance 116 based
on updated train information. In some non-limiting embodiments or
aspects, for example, continuously determining the stop target
distance 116 as the train slows.
[0055] In some non-limiting embodiments or aspects, an operator may
control the train based on an indication of the speed profile.
[0056] In some non-limiting embodiments or aspects, as the train
starts slowing down, the stop target 116 is dynamically changing.
For example, the stop target distance 116 decreases and/or
converges upon the visual barrier as the train 10 continues to
slow. For example, as train 10 moves toward the visual barrier, the
distance between the stop target distance 116 and the visual
barrier continually decreases, and the train can move increasingly
closer to the visual barrier, thereby getting a closer and closer
view.
[0057] In some non-limiting embodiments or aspects, on-board
computer 102 determines a warning distance 114 associated with a
stopping distance 112 (e.g., a safety distance provided a specified
distance between the location of the train 10 and the location of
the visual barrier to ensure a train 10 may not exceed a stop
target 116 without slowing to an allowable speed for the railroad's
operating rules of stopping half the visual range of the visual
barrier, etc.). For example, a warning distance may be between the
train and the visual barrier to allow for a crew and/or operator to
read and respond to a warning prompt before the system enforces for
a target (e.g., between 45-75 seconds, half-way, etc.). In some
non-limiting embodiments or aspects, on-board computer 102
generates a dynamic stopping target when the train moves past a
warning distance 114 of the stop target distance 116. By way of
example, in some non-limiting embodiments or aspects, on-board
computer 102 determines an initial stop target 116, monitors the
train information (e.g., speed, position, etc.), and determines a
new stop target distance 116 only when the train moves into a
position where the warning distance 114 exceeds the initial stop
target 116. In some non-limiting embodiments or aspects, on-board
computer 102 determines a periodic update to the stop target
distance 116 (e.g., based on an interval, schedule, etc.), after
the train moves into a position where the warning distance 114
exceeds the initial stop target 116.
[0058] In some non-limiting embodiments or aspects, on-board
computer 102 generates an alert when the train moves into a
position where the warning distance 114 exceeds the initial stop
target distance 116. For example, on-board computer 102 generates a
warning that the current speed will soon be too fast to stop at
half the visual range of the visual barrier.
[0059] In some non-limiting embodiments or aspects, an operator may
control the train based on an indication from the dynamically
changing stop target distance 116.
[0060] In some non-limiting embodiments or aspects, any of the one
or more stop target distances 116 of the dynamically changing
stopping distance 112 are at a distance half the visual range of
the visual barrier.
[0061] In some non-limiting embodiments, on-board computer 102
provides an indication to an operator of locomotive 12 that the
train 10 must slow down as the distance between train 10 and the
visual barrier decreases. For example, on-board computer 102
provides an indication to an operator of locomotive 12 that the
train 10 must make a speed reduction (e.g., slow down, etc.) if the
train 10 is not reducing speed as the distance between train 10 and
the visual barrier decreases. In some non-limiting embodiments or
aspects, on-board computer 102 applies a braking action if the
train does not slow down (e.g., an operator of train 10 does not
slow the train, etc.).
[0062] In some non-limiting embodiments or aspects, on-board
computer 102 removes a visual barrier if locomotive 12 confirms the
visual barrier, such as, for example, by visually detecting,
viewing, inspection, and/or the like after the train moves
increasingly closer and increasingly slower in relation to the
visual barrier.
[0063] In some non-limiting embodiments, on-board computer 102
removes a visual barrier if locomotive 12 stops within a threshold
distance of the stop target distance 116.
[0064] In some non-limiting embodiments, on-board computer 102
determines a visual barrier based on one or more weather events
(e.g., a fog causing a white out to be detected by sensor device
108 while the train 10 is in a restricted speed target, a
snowstorm, rainstorm/thunderstorm, etc.). In some non-limiting
embodiments or aspects, on-board computer 102 may determine to
continue to enforce restricted speed rules for a visual barrier
(e.g. a visual range to a visual barrier, etc.) associated with the
one or more weather events. Alternatively, in some non-limiting
embodiments or aspects, on-board computer 102 continuously
recalculates one or more stop targets associated with a weather
based visual barrier caused by the one or more weather events
(e.g., sensor 108 may not accurately determine a visual range to a
visual barrier, and a maximum visual range to the visual barrier
may fluctuate (e.g., a visual barrier location may be dynamic
and/or fluctuating, etc.), as the train moves toward the one or
more weather events, etc.). In some non-limiting embodiments or
aspects, on-board computer 102 determines one or more stop targets
116 associated with the one or more weather events until acceptable
visibility in the weather event may be confirmed, or invoking a
minimum speed restriction to be introduced (e.g., a weather event
could potentially fluctuate in dense fog, preventing movement at
all).
[0065] In some non-limiting embodiments or aspects, on-board
computer 102 controls movement at a defined speed if a visual
barrier prevents train movement (e.g., lower than the maximum
restricted speed, etc.). In some non-limiting embodiments or
aspects, on-board computer 102 may receive and/or obtain an
indication of inclement weather (e.g., an operator may indicate
inclement weather conditions are present, etc.).
[0066] In some non-limiting embodiments or aspects, on-board
computer 102 generates an audible warning, a visual indication,
and/or a request for an acknowledgment input if the train 10 does
not slow down. For example, on-board computer 102 generates the
visual indication on display 102b and allows the train operator to
operate at a more restrictive speed and prevent a braking
application. For example, when the train encounters a segment of
track associated with a visual barrier over which one of the
initial stop target 116 is in force and the train 10 nevertheless
exceeds the speed restriction, the on-board computer 102 will
activate the audible warning device, visual warning device, and/or
the like. If the train operator does not initiate a service brake
application so that the train 10 comports with the speed profile,
the on-board computer 102 will automatically impose a brake
application to slow and/or stop the train 10.
[0067] Referring now to FIG. 2, FIG. 2 is a flowchart of a
non-limiting embodiment or aspect of a process 200 for dynamic
train control. In some non-limiting embodiments or aspects, one or
more of the steps of process 200 are performed (e.g., completely,
partially, etc.) by on-board computer 102, remote server 104,
and/or navigation system 106. In some non-limiting embodiments or
aspects, one or more of the steps of process 200 are performed
(e.g., completely, partially, etc.) by another device or a group of
devices separate from or including on-board computer 102 (e.g., one
or more processors of on-board computer 102, one or more processors
of communication device 102a, one or more processors of visual
display device 102b, one or more processors of train database 102c,
etc.), remote server 104 (e.g., one or more processors of remote
server 104, one or more processors of communication device, one or
more processors of visual display device, one or more processors of
central database 104a, etc.), the navigation system 106 (e.g., one
or more processors of navigation system 106, one or more processors
of positioning system 106a, one or more speed sensors 106b, one or
more inertial sensors 106c, etc.), and/or the one or more sensors
108.
[0068] As shown in FIG. 2, at step 202, process 200 includes
detecting a presence of visual barrier in the railway. For example,
in some non-limiting embodiments or aspects, the on-board computer
102 receives or obtains sensor data from the one or more sensors
108 as they detect a presence of a visual barrier in the
railway.
[0069] In some non-limiting embodiments or aspects, process 200
includes detecting the visual barrier based on track data, sensor
data, or image data associated with a track in the railway. For
example, detecting the visual barrier further comprises receiving
or sensing one or more images associated with the railway
immediately in front of the train 10. In some non-limiting
embodiments or aspects, on-board computer 102 detects the visual
barrier by receiving, classifying, or sensing one or more images
associated with the railway immediately in front of the train
10.
[0070] In another non-limiting embodiment or aspect, detecting a
presence of a visual barrier includes obtaining sensor data
associated with a detected object in an environment surrounding the
train 10. For example, locomotive 12 of the train 10 can include
one or more computing systems including one or more processors
(e.g., one or more servers, etc.) and one or more devices capable
of obtaining sensor data (e.g., one or more wide angle cameras,
LIDAR, RADAR, etc.). As an example, locomotive 12 includes one or
more other devices (e.g., on-board computer 102, HOT device, EOT
device, etc.) capable of obtaining sensor data associated with a
plurality of images in an environment surrounding train 10 while
controlling travel, operation, and/or routing of train 10 based on
information about track positions or locations, visual barrier
locations or information, switch locations or information, signal
information, track heading changes, curves, distance measurements,
train information, the total length of the train 10, the specific
identification numbers of each locomotive 12 and/or the like. In
some non-limiting embodiments, the one or more devices may obtain
sensor data associated with detected images including a visual
barrier in an environment surrounding train 10 while controlling
travel and one or more functionalities associated with dynamic
control of train 10 on a route based on the sensor data, track
and/or train information and data, and/or the like, for example, by
controlling the one or more devices of train 10 to detect sensor
data in a geographic area based on track and/or train information
and data, and/or the like.
[0071] As shown in FIG. 2, at step 204, process 200 includes
determining a stopping distance to the visual barrier. For example,
in some non-limiting embodiments or aspects, the on-board computer
102 determines a stopping distance 112 to the visual barrier upon
detecting a presence of the visual barrier in the railway. In some
non-limiting embodiments, the on-board computer 102 determines a
stopping distance 112 based on a maximum restricted speed to stop
in the railway.
[0072] In some non-limiting embodiments, process 200 includes
predicting an initial stopping distance 112 on the approach to the
visual barrier, the stopping distance 112 associated with at least
one of a maximum restricted speed for the train 10 to stop within
one-half the range of vision, a maximum allowable speed, a speed
limit, or a braking curve.
[0073] Process 200 includes predicting an initial stopping distance
112 based on receiving or sensing one or more images associated
with the railway immediately in front of the train 10.
[0074] Process 200 includes maintaining the speed of the train 10
on approach to the visual barrier based on at least one of the one
or more stop target distances 116 or a speed profile until a clear
path beyond the visual barrier is confirmed.
[0075] Process 200 includes detecting at least one visual barrier
based on at least one of wheel data, rail data, train position
data, car position data, train speed data, track data, track
location data, track curvature data, track profile data, track
grade data, train weight data, car weight data, train length data,
car length data, environmental data or authority data. In some
non-limiting embodiments or aspects, the stopping distance 112 is
determined for generating the one or more stopping distances 112
for determining a stop target distance 116 position of the one or
more stop target distances 116 between the train 10 and the visual
barrier.
[0076] As shown in FIG. 2, at step 206, process 200 includes
generating a stop target distance 116 to the visual barrier based
on the speed of the train 10 on the approach to a visual barrier.
For example, in some non-limiting embodiments or aspects, the
on-board computer 102 generates one or more stop target distances
116 during the approach to the visual barrier based on the speed of
the train on the approach to the visual barrier.
[0077] In some non-limiting embodiments or aspects, on-board
computer 102 automatically generates at least one updated stop
target distances 116 of the one or more stop target distances 116
outside the warning distance 114 associated with the stopping
distance 112 based on a current speed. For example, on-board
computer 102 automatically generates at least one updated stop
target distance 116 as the train's stopping distance changes, the
updated stop target 116 positioned at a distance that still enables
the train 10 to stop within half the visual range to a visual
barrier.
[0078] In some non-limiting embodiments or aspects, on-board
computer 102 generates a speed profile from an initial stop target
distance 116 of the one or more stop target distances 116 for
enforcing the speed of the train 10 on approach to the visual
barrier.
[0079] In some non-limiting embodiments or aspects, process 200
includes monitoring the train 10 for a stop, (e.g., a penalty stop,
an emergency stop, etc.) based on the visual barrier by monitoring
at least one of the one or more stop target distances 116, the
speed profile, the speed of the train 10 on approach to the visual
barrier, or at least one warning distance 114 associated with at
least one stopping distance 112 in the approach to the visual
barrier. For example, process 200 may include a penalty braking
(e.g., full service braking, etc.) for the stop, providing (e.g.,
then escalate, etc) to emergency braking (e.g., if determined
necessary, etc.). In some non-limiting embodiments or aspects, in
response to generating an updated stop target distance 116, process
200 includes monitoring the train 10 based on the updated stop
target distance 116 of the one or more stop target distances 116 to
maintain a stopping distance 112 within at least a warning distance
114 of the visual barrier until a clear path beyond the at least
one visual barrier is confirmed.
[0080] As shown in FIG. 2, at step 208, process 200 includes
generating an alert as the stopping distance 112 reaches the
warning distance 114 of the stop target distance 116 to the visual
barrier. For example, in some non-limiting embodiments or aspects,
the on-board computer 102 generates a warning for an operator to
reduce the speed of the train 10 based on the train 10 moving to
within a warning distance 114 associated with the stopping distance
112 of the one or more stop target distances 116 associated with
the visual barrier.
[0081] In some non-limiting embodiments or aspects, on-board
computer 102 generates an audible warning device, a visual
indication, and/or a request for an acknowledgment input if the
train 10 does not slow down. For example, on-board computer 102
generates the visual indication on display 102b and allows the
train operator to operate at a more restrictive speed and prevent a
braking application. For example, when the train 10 encounters a
segment of track associated with a visual barrier over which one of
the initial stop target 116 is in force and the train 10
nevertheless exceeds the speed restriction, the on-board computer
102 will activate the audible warning device, visual warning
device, and/or the like. If the train operator does not initiate a
service brake application so that the train 10 comports with the
speed profile, the on-board computer 102 will automatically impose
a brake application to slow and/or stop the train 10.
[0082] Referring now to FIGS. 3A-3C, FIGS. 3A-3C are diagrams of an
overview of a non-limiting embodiment or aspect of an
implementation 300 relating to one or more processes disclosed
herein. As shown in FIGS. 3A-3C, implementation 300 includes train
10, locomotive 12, one or more railcars 14, and end of train
railcar 16. Additionally, implementation 300 includes on-board
computer 302. In some non-limiting embodiments or aspects, on-board
computer 302 can be the same or similar to on-board computer 102.
In some non-limiting embodiments or aspects, train 10 includes
on-board computer systems that can be the same or similar to
on-board computer systems as is described in FIG. 1.
[0083] As shown by reference number 330 in FIG. 3A, in some
non-limiting embodiments or aspects, implementation 300 includes
determining stopping distance 312 at a maximum allowable speed for
the railroad's operating rule. For example, in some non-limiting
embodiments or aspects, on-board computer 302 determines a stopping
distance 312 at maximum allowable speed for the railroad's
operating rule.
[0084] As shown by reference number 340 in FIG. 3A, in some
non-limiting embodiments or aspects, implementation 300 includes
determining initial stop target 316 at a stopping distance 312 from
visual barrier. For example, in some non-limiting embodiments or
aspects, on-board computer 302 determines initial stop target 316
at a stopping distance 312 from visual barrier.
[0085] As shown by reference number 350 in FIG. 3A, in some
non-limiting embodiments or aspects, implementation 300 includes
generating a speed profile enforcing a slower approach speed to the
visual barrier. For example, in some non-limiting embodiments or
aspects, on-board computer 302 generates a speed profile enforcing
a slower approach speed to the visual barrier.
[0086] As shown by reference number 360 in FIG. 3B, in some
non-limiting embodiments or aspects, implementation 300 includes
determining the train 10 moves within warning distance 314 of the
initial stop target 316. For example, in some non-limiting
embodiments or aspects, on-board computer 302 determines the train
10 moves within warning distance 314 of the initial stop target
316.
[0087] As shown by reference number 370 in FIG. 3B, in some
non-limiting embodiments or aspects, implementation 300 includes
generating an alert that the current speed of train 10 is too fast
to stop at half the visual range of the visual barrier. For
example, on-board computer generates a visual display alert and/or
a visual sound alert to warn the train operator about the visual
range of the visual barrier in the track network.
[0088] As shown by reference number 380 in FIG. 3C, in some
non-limiting embodiments or aspects, implementation 300 includes
determining an updated stop target 316 at a current stopping
distance 312 from a visual barrier. For example, in some
non-limiting embodiments or aspects, an updated stop target 316 is
determined at a current stopping distance 312 from a visual
barrier.
[0089] As shown by reference number 390 in FIG. 3C, in some
non-limiting embodiments or aspects, implementation 300 includes
enforcing slower speeds of a speed profile until reaching the
visual barrier. For example, in some non-limiting embodiments,
slower speeds of a speed profile are enforced until reaching the
visual barrier by following the dynamic stop target 316 or the
speed profile.
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