Scheduling system and method for a transportation network

• US 8,805,605 B2
• Filed: 11/30/2011
• Issued: 08/12/2014
• Est. Priority Date: 05/09/2011
• Status: Active Grant

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Cooper, Jared, Wills, Mitchell Scott, Campbell, Kevin, McElroy, John, Li, Jian, Hancock, Bruce, Boyd, Sherri, Samuels, Mason, Denton, Paul, Eldredge, David, Dulmage, Scott
• Primary Examiner(s): Shafi, Muhammad
• Assistant Examiner(s): Malhotra, Sanjeev
• Application Number:
  US13/307,582
• Publication Number:
  US 20120290185A1
• Time in Patent Office: 986 Days
• Field of Search: 701/2, 701/19, 701/20, 701/117, 701/118, 701/213, 706/45, 705/7, 705/7.26, 246/5, 246/34.C, 246/121, 414/278, 455/41.2, 340/438, 340/908, 340/909, 600/301, 104/76
• US Class Current: 701/93
• CPC Class Codes: B61L 15/0027 Radio-based, e.g. using GSM-R
• CPC Class Codes: B61L 27/16 Trackside optimisation of vehicle or train operation

Abstract

A system is provided that includes a control unit configured to be disposed on-board at least one of a first vehicle or a second vehicle. The control unit also is configured to receive an updated time of an event involving the first vehicle and the second vehicle traveling in a transportation network. The control unit also is configured to change a speed of said at least one of the first vehicle or the second vehicle in response to the updated time to arrive at the event. A method is provided that includes, at one of a first vehicle or a second vehicle, receiving an updated time of an event involving the first vehicle and the second vehicle in a transportation network. The method also includes changing a speed of said one of the first vehicle or the second vehicle in response to the updated tune to arrive at the event.

Claims

1. A system comprising:

a control unit configured to be disposed on-board a first vehicle that is scheduled to travel along a main line route and to pull off of the main line route at a siding section route to allow a second vehicle to pass the first vehicle on the main line route during a movement event at a scheduled time, the control unit configured to receive an updated time of the movement event when the second vehicle is traveling behind a schedule of the second vehicle such that the second vehicle will arrive at a location of the movement event later than the scheduled time of the movement event; and

wherein the control unit is configured to reduce a speed of the first vehicle such that the first vehicle travels behind a schedule of the first vehicle in response to the updated time to arrive at the movement event, the control unit configured to reduce the speed of the first vehicle such that the first vehicle arrives at the location of the movement event later than the scheduled time of the movement event but prior to arrival of the second vehicle at the location of the movement event,

wherein the movement event is at least one of;

a convergence event that includes the first vehicle traveling along a first separate route section and the second vehicle traveling along a different, second separate route section with the first separate route section and the second separate route section converging into a converged route section, or

a divergence event that includes the first vehicle and the second vehicle traveling in a common direction along a common route section, the common route section diverging into a first separate route section and a second separate route section at a divergence point.

2. The system of claim 1, further wherein the control unit is configured to decrease the speed of the first vehicle to allow the second vehicle to lead the first vehicle along the converged route section.

3. The system of claim 1, wherein the control unit is configured to decrease the speed of the first vehicle to allow the second vehicle to pull off of the common route section onto the second separate route section before the first vehicle arrives at the divergence point.

4. The system of claim 1, wherein the control unit is configured to decrease the speed of the first vehicle to arrive at the movement event later than the first vehicle is scheduled to arrive at the movement event prior to decreasing the speed of the first vehicle.

5. The system of claim 1, further comprising an energy management system configured to be disposed on-board the first vehicle and to form a trip plan that dictates tractive efforts of the first vehicle, the energy management system configured to receive the updated time and revise the trip plan based on the updated time to form a revised trip plan,

wherein the control unit is configured to control movement of the first vehicle based on the revised trip plan.

6. The system of claim 1, wherein the control unit is configured to receive the updated time of the movement event from an off-board scheduling system.

7. The system of claim 1, further comprising an on-board scheduling system configured to be disposed on-board the first vehicle, the scheduling system configured to delay the scheduled time of the movement event to the updated time and to communicate the updated time to the first vehicle.

8. The system of claim 1, wherein the control unit is configured to determine a confidence parameter representative of a probability that slowing the movement of the yielding vehicle will not decrease a throughput parameter of a rail transportation network in which the yielding and passing vehicles are traveling with plural other vehicles, the throughput parameter representative of how closely the plural other vehicles traveling in the rail transportation network are traveling according to associated schedules of the plural other vehicles, wherein slowing the movement of the yielding vehicle occurs responsive to the confidence parameter remaining at or above a predetermined confidence threshold.

9. The system of claim 8, wherein the control unit is configured to determine the confidence parameter based on a closing distance between a current location of at least one of the yielding vehicle or the passing vehicle and the location at which the movement event is scheduled to occur, the confidence parameter being inversely related to the closing distance.

10. The system of claim 8, wherein the control unit is configured to determine the confidence parameter based on a number of alternate locations for performing the movement event that are disposed between a current location of at least one of the yielding vehicle or the passing vehicle and the location at which the movement event is scheduled to occur, the confidence parameter being inversely related to the number of alternate locations.

11. A method comprising:

on-board a first vehicle that is scheduled to pull off of a main line route onto a siding section route at a scheduled time of a movement event to allow a second vehicle to pass the first vehicle on the main line route during the movement event, receiving an updated time of the movement event that is later than the scheduled time of the movement event when the second vehicle is traveling behind a schedule of the second vehicle such that the second vehicle will arrive at a location of the movement event later than the scheduled time of the movement event; and

reducing a speed of the first vehicle such that the first vehicle travels behind a schedule of the first vehicle in response to the updated time to arrive at the movement event, the speed of the first vehicle reduced such that the first vehicle arrives at the location of the movement event later than the scheduled time of the movement event but prior to arrival of the second vehicle at the location of the movement event,

wherein the movement event is at least one of;

a convergence event that includes the first vehicle traveling along a first separate route section and the second vehicle traveling along a different, second separate route section with the first separate route section and the second separate route section converging into a converged route section, or

a divergence event that includes the first vehicle and the second vehicle traveling in a common direction along a common route section, the common route section diverging into a first separate route section and a second separate route section at a divergence point.

12. The method of claim 11, wherein changing the speed comprises decreasing the speed of the first vehicle to allow the second vehicle to lead the first vehicle along the converged route section.

13. The method of claim 11, wherein changing the speed comprises decreasing the speed of the first vehicle to allow the second vehicle to pull off of the common route section onto the second separate route section before the first vehicle arrives at the divergence point.

14. The method of claim 11, wherein changing the speed comprises decreasing the speed of the first vehicle so that the first vehicle arrives at the movement event later than the first vehicle was scheduled to arrive at the movement event prior to decreasing the speed.

15. The method of claim 11, wherein changing the speed comprises providing the updated time to an energy management system disposed on-board the first vehicle, revising by the energy management system of a trip plan of the first vehicle based on the updated time to form a revised trip plan, and controlling movement of the first vehicle based on the revised trip plan.

16. The method of claim 11, further comprising determining a confidence parameter representative of a probability that slowing the movement of the yielding vehicle will not decrease a throughput parameter of a rail transportation network in which the yielding and passing vehicles are traveling with plural other vehicles, the throughput parameter representative of how closely the plural other vehicles traveling in the rail transportation network are traveling according to associated schedules of the plural other vehicles, wherein slowing the movement of the yielding vehicle occurs responsive to the confidence parameter remaining at or above a predetermined confidence threshold.

17. The method of claim 16, wherein the confidence parameter is determined based on a closing distance between a current location of at least one of the yielding vehicle or the passing vehicle and the location at which the movement event is scheduled to occur, the confidence parameter being inversely related to the closing distance.

18. The method of claim 11, wherein the confidence parameter is determined based on a number of alternate locations for performing the movement event that are disposed between a current location of at least one of the yielding vehicle or the passing vehicle and the location at which the movement event is scheduled to occur, the confidence parameter being inversely related to the number of alternate locations.

19. A method comprising:

monitoring movement of first and second vehicles relative to respective first and second schedules of the first and second vehicles, the first and second vehicles scheduled to participate in a movement event at a scheduled time, the movement event including at least one of;

a pass event involving the first and second vehicles moving in a common direction along a main line route with the first vehicle pulling off of the main line route to a siding section route to allow the second vehicle to pass the first vehicle on the main line route,

a meet event involving the first and second vehicles moving in opposite directions along the main line route with the first vehicle pulling off of the main line route to the siding section route to allow the second vehicle to pass the first vehicle on the main line route,

a divergence event involving the first and second vehicle moving in the common direction along the main line route with the first vehicle pulling off of the main line route onto a first route after the second vehicle pulls off the main line route onto a different, second route, or

a convergence event involving the first vehicle moving on the first route toward the main line route and the second vehicle moving on the second route toward the main line route with the first vehicle moving from the first route onto the main line route before the second vehicle moves from the second route onto the main line route;

determining when the second vehicle is traveling behind the second schedule of the second vehicle and will not arrive at the movement event before the scheduled time of the movement event;

determining an updated time at which the second vehicle will arrive at a location at which the movement event is to occur; and

slowing the movement of the first vehicle so that the first vehicle travels behind the first schedule of the first vehicle and arrives at the location at which the movement event is to occur prior to the updated time of the movement event.

20. The method of claim 19, wherein the movement of the first vehicle is slowed such that a difference between the scheduled time of the movement event and the updated time of the movement event is greater than a difference between an actual time at which the first vehicle arrives at the location of the movement event and the updated time of the movement event.

21. The method of claim 19, wherein the movement event is at least one of the pass event or the meet event, and further comprising changing the first and second schedules of the first and second vehicles by slowing the movement of the first vehicle so that the second vehicle arrives first to the siding section and the second vehicle pulls off of the main line route onto the siding section to allow the first vehicle to pass the second vehicle along the main line route.

22. The method of claim 19, wherein the movement event is the convergence event, and further comprising changing the first and second schedules of the first and second vehicles by slowing the movement of the first vehicle so that the second vehicle arrives first to the main line route and the second vehicle pulls onto the main line route before the first vehicle.

23. The method of claim 19, wherein the movement event is the divergence event and the movement of the first vehicle is slowed so that the first vehicle remains at least a designated buffer distance away from the second vehicle while avoiding reducing in a throughput parameter of a rail transportation network in which the first and second vehicles are traveling.

24. The method of claim 19, further comprising determining a confidence parameter representative of a probability that slowing the movement of the first vehicle will not decrease a throughput parameter of a rail transportation network in which the first and second vehicles are traveling with plural other vehicles, the throughput parameter representative of how closely the plural other vehicles traveling in the rail transportation network are traveling according to associated schedules of the plural other vehicles, wherein slowing the movement of the first vehicle occurs responsive to the confidence parameter remaining at or above a predetermined confidence threshold.

25. The method of claim 24, wherein the confidence parameter is determined based on a closing distance between a current location of at least one of the first vehicle or the second vehicle and the location at which the movement event is scheduled to occur, the confidence parameter being inversely related to the closing distance.

26. The method of claim 24, wherein the confidence parameter is determined based on a number of alternate locations for performing the movement event that are disposed between a current location of at least one of the first vehicle or the second vehicle and the location at which the movement event is scheduled to occur, the confidence parameter being inversely related to the number of alternate locations.