Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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ROUTE WARRANT SYSTEM AND METHOD
FIELD
[0001] Embodiments of the subject matter disclosed herein relate to
determining route
warrants for vehicle systems traveling in a transportation network.
BACKGROUND
[0002] Transportation networks formed from many interconnected routes may
be
concurrently traveled by several different vehicles. For example, networks of
tracks may be
traveled by many trains at the same time. In order to ensure safe and timely
travel of the
trains, track warranties may be issued for the trains. The track warrants can
designate which
tracks and switches are to be traveled over by the trains at various times.
Typically, different
dispatch facilities control movement of trains in areas governed by the
different dispatch
facilities use different track warrants to control where and when the trains
move in the
respective areas.
[0003] Track warrants currently are generated by finding a direct line
between a starting
location and an ending location for a scheduled trip of a train. Using this
direct line, the
tracks and switches that are closest to this direct line are included in a
track warranty for the
trip of the train. Other lines or paths between the starting and ending
locations typically are
not considered.
[0004] Because many trains may need to concurrently travel in the same
network of
tracks, many different trains may have track warrants that include the same
tracks and/or
switches. In order to prevent the trains from colliding, the schedules of the
trains are
established so that some trains are forced to wait for a track in the warrants
of those trains is
clear. As a result, the consideration of only the tracks and switches that are
on or near the
direct line between starting and ending locations for the trip can pose many
scheduling
problems.
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BRIEF DESCRIPTION
[0005] In one embodiment, a method (e.g., for determining a route warranty
for one or
more vehicle systems) includes determining plural different paths for a trip
of a first vehicle
system from an origin location to a destination location in a transportation
network formed
from paths interconnected with each other at nodes, determining whether travel
by the first
vehicle system along the different routes fails one or more tests that
restrict how the first
vehicle system travels in the transportation network, and determining a route
warranty for the
first vehicle system based on the one or more tests. The route warranty
reserves one or more
of the paths for travel by the first vehicle system from the origin location
to the destination
location such that other vehicle systems are prevented from traveling on the
one or more of
the paths reserved by the route warranty.
[0006] In one embodiment, a system (e.g., for determining a route warranty
for one or
more vehicle systems) includes one or more processors configured to determine
plural
different routes for a trip of a first vehicle system from an origin location
to a destination
location in a transportation network formed from paths interconnected with
each other at
nodes. The one or more processors also are configured to determine whether
travel by the
first vehicle system along the different routes fails one or more tests that
restrict how the first
vehicle system travels in the transportation network. The one or more
processors also are
configured to determine a route warranty for the first vehicle system based on
the one or
more tests. The route warranty reserves one or more of the paths for travel by
the first
vehicle system from the origin location to the destination location such that
other vehicle
systems are prevented from traveling on the one or more of the paths reserved
by the route
warranty.
[0007] In one embodiment, a method (e.g., for determining a track warranty
for one or
more rail vehicle systems) includes determining plural different routes for a
trip of a rail
vehicle system from an origin location to a destination location in a
transportation network
formed from tracks interconnected with each other at switches, determining
whether travel by
the rail vehicle system along the different routes fails one or more tests
that restrict how the
rail vehicle system travels in the transportation network, and determining a
track warranty for
the rail vehicle system based on the one or more tests, the route warranty
reserving one or
more of the tracks and one or more of the switches for travel by the rail
vehicle system from
the origin location to the destination location such that other rail vehicle
systems are
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prevented from traveling on the one or more of the tracks and the one or more
of the switches
reserved by the track warranty.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] Reference is made to the accompanying drawings in which particular
embodiments and further benefits of the invention are illustrated as described
in more detail
in the description below, in which:
[0009] Figure 1 illustrates one embodiment of a route warranty system;
[0010] Figure 2 illustrates a vehicle system according to one embodiment;
[0011] Figure 3 illustrates a transportation network according to one
embodiment;
[0012] Figure 4 illustrates several via switches between routes according
to one example;
[0013] Figure 5 illustrates several via switches between routes according
to another
example;
[0014] Figure 6 illustrates several via switches between routes according
to another
example;
[0015] Figure 7 illustrates a switch between routes according to another
example;
[0016] Figure 8 illustrates switches and routes for another potential path
of the vehicle
system according to another example;
[0017] Figure 9 illustrates switches and routes for another potential path
of the vehicle
system shown in Figure 2 according to another example; and
[0018] Figures 10A and 10B illustrate a flowchart of one embodiment of a
method for
determining a route warrant for a vehicle system.
DETAILED DESCRIPTION
[0019] Embodiments of the inventive subject matter described herein relate
to methods
and systems for determining route warrants for vehicle systems. Route warrants
are used to
authorize vehicle systems (such as trains) to occupy routes, such as main
tracks located
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outside of the limits of rail yards. Different authorities (e.g., scheduling
systems, dispatchers,
etc.) dictate movement of the vehicle systems in different areas (which may or
may not
overlap with each other). The systems and methods described herein provide
validation logic
to authorize vehicle systems for passage along the routes while ensuring that
the limits of one
authority do not overlap with another authority.
[0020] In one aspect, the systems and methods described herein can
represent a
transportation network formed of several interconnected routes as a series of
associated nodes
connected through paths stored in one or more memory structures (e.g., tables,
lists, etc.).
The nodes can represent intersections between paths and/or switches at such
intersections.
With a starting location and final or next destination location for a trip of
a vehicle system
provided to the systems and methods, the systems and methods can identify the
nodes at or
near the starting and destination locations, and then search through the nodes
between these
starting and destination nodes to find one or more routes that the vehicle
system can traverse
to reach the destination location. The systems and methods can return an
indexed data set
that represents the paths found between the starting and destination nodes.
The systems and
methods may translate the lists of nodes between the logical route topology,
switches, and
named locations along the routes and/or near the nodes.
[0021] Tables (or other memory structures) can store and provide the
logical points (e.g.,
nodes) and the connections (e.g., routes) between the points. The nodes can be
associated
with a reference identification to a switch at or near the node, which can be
used to identify
physical location parameters associated for each route. The systems and
methods can use this
information to search through potential routes (e.g., paths and switches
between the starting
and destination locations) and nodes to determine whether a valid path exists
between the
nodes. The resulting data set from the search can include an indexed list of
nodes traversed
by the various routes. The physical location parameters can be used to
allocate the tracks and
switches associated with a selected path to a vehicle system in a route
warrant. This warrant
can assign the tracks and switches to the vehicle system during a trip of the
vehicle system to
ensure that no other vehicle systems occupy the same switch or same track
segment at the
same time as the vehicle system having the route warrant.
[0022] Figure 1 illustrates one embodiment of a route warranty system 100.
The system
100 is responsible for creation and validation of the warrants for several
vehicles traveling in
a transportation network formed by several interconnected routes. The system
100 includes
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one or more client workstations 102, which can represent one or more computing
devices,
such as one or more desktop computers, mobile computers (e.g., tablet
computers, smart
phones, etc.), that have one or more processors for performing the operations
described
herein. The system 100 supports simultaneous operation on multiple client
workstations 102,
which access a database server 104 for authority validation operations. The
database server
104 represents one or more memory structures, such as computer servers,
computer hard
drives, or the like. The database server 104 can store information used by the
client
workstations 102 to determine route warrants for different vehicle systems,
such as locations
of routes, nodes (e.g., intersections or switches), speed limits, and the
like. A communication
server 106 represents one or more memory structures and processors that enable
communication between the client workstations and the database server 104.
[0023] Figure 2 illustrates a vehicle system 200 according to one
embodiment. The
vehicle system 200 includes several vehicles 202, 204 that travel together
along a route. The
vehicles 202 can represent propulsion-generating vehicles, such as
locomotives.
Alternatively, the vehicles 202 can represent automobiles, marine vessels, or
the like. The
vehicles 204 can represent non-propulsion-generating vehicles, such as rail
cars, trailers, or
the like. The vehicles 202, 204 may be mechanically coupled with each other to
travel
together along a route, or may be separate from each other but communicate
with each other
to coordinate travel along a route.
[0024] Figure 3 illustrates a transportation network 300 according to one
embodiment.
The transportation network 300 is formed from several interconnected paths
302, such as
tracks, roads, or the like. The paths 302 intersect one another at several
nodes 304. The
nodes 304 can represent switches between the paths 302 or other intersections
between the
paths 302. The system 100 shown in Figure 1 can determine potential routes for
the vehicle
system 200 (shown in Figure 2) to travel from an origin location 306 in the
transportation
network 300 to a destination location 308 in the transportation network 300.
[0025] In order to create a route warrant for a trip of the vehicle system
200 from the
origin location 306 to the destination location 308, the client workstation
102 may identify
the origin and destination locations, and the database server 104 can
determine nodes 304 that
are at or near the origin location and the destination location. The origin
location may not be
at the exact same location as a node 304, and the database server 104 can
identify which node
304 is close or closest to the origin location and identify this node 304 as
the origin location
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306. Similarly, the database server 104 can identify which node 304 is close
or closest to the
destination location and identify this node 304 as the destination location
308.
[0026] The client workstation 102 and/or the database server 104 can then
search through
different combinations of paths 302 and nodes 304 in order to determine
different potential
routes from the origin location 306 to the destination location 308. Some of
these routes may
not extend along a straight line or may not represent the shortest possible
distance between
the origin and destination locations 306, 308 along the paths 302 and nodes
304.
[0027] For some types of vehicle systems 200 and paths 302, not all routes
between the
origin location 306 and destination location 308 may be traveled by the
vehicle systems 200.
For example, for rail vehicles, some paths 302 may restrict the direction in
which the vehicle
systems 200 travel, some switches may restrict the directions that the vehicle
systems 200 can
travel, or the like. Some paths 302 may already be reserved by other vehicle
systems 200 in
warrants for those vehicle systems 200. As a result, not all permutations of
combinations of
the paths 302 and nodes 304 can be used to form potential paths.
[0028] The client workstation 102 and/or the database server 104 can
examine the routes
that are determined in order to determine if any of the routes should be
eliminated as
possibilities for the trip of the vehicle system 200 from the origin location
306 to the
destination location 308. In one aspect, the client workstation 102 and/or the
database server
104 can perform a double via cross-over test on the routes to determine if any
of the routes
include the vehicle system 200 changing paths 302 by traveling over at least
one switch in
each of consecutive sets of two or more switches.
[0029] Figure 4 illustrates several via switches between routes according
to one example.
As shown in Figure 4, a first path 408 connects with a first switch 400, which
is connected
with second and third paths 410, 412 to a second switch 402. A fourth path 414
connects the
second switch 402 with a third switch 404, which is connected with fifth and
sixth paths 416,
418 to a fourth switch 406. The fourth switch 406 is connected with a seventh
path 420. The
switches 400, 402 are consecutive switches in a first set of switches and the
switches 404,
406 are consecutive switches in a second set of switches. The first and second
sets of
switches are consecutive along the route being examined. For example, a
vehicle system
traveling along the route will pass over at least one of the switches in the
first set and one or
more of the switches in the second set before traveling over any other
switches or sets of
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switches. The paths 408, 410, 412, 414, 416, 418, 420 may represent some of
the paths 302
shown in Figure 3 and the switches 400, 402, 404, 406 may represent some of
the nodes 304
shown in Figure 3.
[0030] In one embodiment, the client workstation 102 and/or database server
104 can
examine potential paths to determine if any of the paths include a double via
cross-over. A
double via cross-over occurs when a route includes a vehicle system 200
changing direction
and moving from one path to another path by passing over at least one switch
in each of
consecutive sets of switches. For example, if a route includes the vehicle
system 200
traveling on the path 408 to the switch 400, changing direction by crossing to
the path 412 via
the switch 400, traveling along the paths 412, 414, 418, and changing
direction by crossing
over to the path 420 via the switch 406, then such a route includes a double
via cross-over.
As another example, if a route includes the vehicle system 200 traveling on
the path 408 to
the switch 400, traveling on the path 410 to the switch 402, crossing over to
the path 414 via
the switch 402, crossing over to the path 416 via the switch 404, and then
traveling on the
paths 416, 420, then such a route includes a double via cross-over.
[0031] If a route includes a double via cross-over, then that route may be
eliminated from
the list of potential routes between the origin location 306 and the
destination location 308.
For example, an acceptable route may only include a single via cross-over in
one
embodiment. Alternatively, an acceptable route may include a larger number of
via cross-
overs. In another example, a route may include a double via cross-over so long
as the double
via cross-over does not violate any restrictions on directions of travel along
paths 408, 410,
412, 414, 416, 418, 420 and/or switches 400, 402, 404, 406. For example, the
path 410
and/or the route 416 may only allow travel in a right-to-left direction in
Figure 4. A route
that directs a vehicle system 200 to travel in a left-to-right direction in
Figure 4 along the path
410 and/or the path 416 may be eliminated from the list of potential routes.
[0032] Figure 5 illustrates several via switches between paths according to
another
example. Another test that can be performed on a potential routes includes a
direct path test.
In this test, the client workstation 102 and/or database server 104 examines
the paths and
switches of a route to determine if the route includes a direct, non-divergent
path or if the
route includes a possible divergent path. For example, if the route includes a
direct path
segment between two locations separated from each other by one or more
switches that
connect the direct path segment with a divergent path segment, then this test
can determine
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whether the route causes the vehicle system 200 to travel directly between the
two locations
along the direct path segment or whether the route causes the vehicle system
200 to not travel
directly between the two locations (e.g., by leaving the direct path segment
by crossing over a
switch, traveling over another path segment, and then returning to the direct
path segment by
crossing over another switch). The paths and switches shown in Figure 5 can
represent some
of the paths and nodes, respectively, shown in Figure 3.
[0033] In Figure 5, the route includes the vehicle system 200 traveling
along the path 412
to the path 414 via the switch 402, to the path 418 via the switch 404, and to
the path 420 via
the switch 406. Because this path does not include a divergent path, such as a
path that
moves from the path 414 to the path 416 via the switch 404 and then back to
the path 420 via
the switch 406, this route may still be an acceptable route. A route that
includes the divergent
path, however, may not be an acceptable route. For example, a route that
directs the vehicle
system 200 to leave the direct path along paths 414, 418, 420 for travel on
the path 416 may
be an unacceptable divergent route. The client workstation 102 and/or the
database server
104 may identify the divergent path by determining whether the route being
examined
includes two or more switches between two locations along the path, and the
path causes the
vehicle system to travel from one location, cross over one switch to leave a
path and travel
along a divergent path then cross over another switch to leave the divergent
path to travel to
the other location. Such a route may be eliminated from the list of potential
routes.
[0034] Figure 6 illustrates several via switches between paths according to
another
example. Another test that can be performed on a potential path includes an
unsupported
route test. In this test, the client workstation 102 and/or database server
104 examines the
paths and switches of a route to determine if the route includes a path that
the vehicle system
200 is not permitted to travel along. Some paths can have restrictions that
prevent certain or
all vehicle systems from traveling on the paths. For example, a vehicle system
200 may be
prevented from traveling along a path if the path is being repaired, if the
path has an upper
weight limit that is exceeded by the vehicle system 200, or the like. As
another example, if
the vehicle system 200 is an electric vehicle system 200 that is powered by an
overhead
catenary, an electrified rail, or the like, and a path does not have an
overhead catenary,
electrified rail, or other device for powering the vehicle system 200, then
the vehicle system
200 may not be permitted for travel on the route. As another example, if the
vehicle system
200 is carrying hazardous material and a route extends through an urban area
where such
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materials are prohibited, then the vehicle system 200 may not be permitted for
travel on the
route. If a route identified by the client workstation 102 and/or database
server 104 includes
a path that the vehicle system 200 is not permitted to travel along, then that
route may be
eliminated from the list of potential routes.
[0035] In Figure 6, a first path 600 connects with a first switch 602,
which is connected
with second and third paths 604, 606. The paths 604, 606 are connected with a
second switch
608, which is connected with a fourth path 610. The path 610 is connected with
a third
switch 612, which is connected with a fifth path 614. The fifth path 614 is
connected with a
fourth switch 616, which is connected with a sixth path 618. The paths and
switches shown
in Figure 6 can represent some of the paths and nodes, respectively, shown in
Figure 3.
[0036] The database server 104 may store restrictions associated with the
path 606, and
the client workstation 102 and/or database server 104 can determine if travel
along the path
606 in a potential route will violate any of the restrictions. If the path 606
has one or more
restrictions that prevent the vehicle system 200 from traveling on the path
606, then the client
workstation 102 and/or database server 104 can eliminate the route that
includes travel along
the path 606 from consideration. As a result, the route including the path 606
may be
discarded or otherwise removed from the list of potential routes. Another
route (e.g., that
does not include the path 606) may remain in the list of potential paths.
[0037] Figure 7 illustrates a switch 704 between paths according to another
example.
Another test that can be performed on a potential route includes an invalid
normal "Z"
reverse path test. In this test, the client workstation 102 and/or database
server 104 examines
the paths and switches of a route to determine if the route causes the vehicle
system 200 to
double back through a switch 704. For example, the switch 704 may include non-
intersecting
path segments 706, 710 joined by an intersecting segment 708. The intersecting
segment 708
may be the part of the switch 704 that moves to change where the vehicle
system 200 is
directed toward upon traveling over the switch 704. The paths and switches
shown in Figure
7 can represent some of the paths and nodes, respectively, shown in Figure 3.
[0038] A route that includes the switch 704 may direct the vehicle system
200 to enter
into the switch 704 along a first direction (e.g., from a path 700 onto the
segment 706), then
turn to at least partially reverse direction (e.g., switch from travel over
the segment 706 to
travel over the segment 708), then turn to at least partially reverse
direction again (e.g.,
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switch from travel over the segment 708 to travel over the segment 710), and
then exit the
switch 704 along a path 702. For example, the path may direct the vehicle
system 200 to
enter the switch 704 through the normal switch leg and exit through the
reverse switch leg, or
enter through the reverse switch leg and exit through the normal switch leg.
Because some
vehicle systems may be unable to travel in this manner, this path will be
excluded from the
list of potential paths. For example, rail vehicles may be unable to reverse
directions during
travel over the switch 704. As a result, the path shown in Figure 7 fails the
invalid normal
reverse path test and is excluded from the list of potential paths.
[0039] Figure 8 illustrates switches and paths for another potential route
of the vehicle
system 200 according to another example. Another test that can be performed on
a potential
route includes a via region test. In this test, the client workstation 102
and/or database server
104 examines how close multiple switches 804, 806, 808, 810 are to each other
and/or to a
station (e.g., a train station) to determine whether a route warrant can be
placed on the
switches 804, 806, 808, 810. A route warrant for one vehicle system 200 can
restrict travel
on the same paths and/or switches in the route warrant by other vehicle
systems. This test
seeks to avoid reserving too many switches and/or routes that are close to
each other and/or a
station for only a single vehicle system 200.
[0040] In the illustrated example, a first path 812 leads into a first via
region 800. The
first via region 800 includes several switches 804, 806 that are connected by
non-intersecting
paths 814, 816. The first via region 800 is connected with a second via region
802 by a path
818. The second via region 802 includes several switches 808, 810 connected by
non-
intersecting paths 820, 822. The second via region 802 also is connected with
a path 824.
The via regions 800, 802 may be defined as an area encompassing switches that
are within a
designated distance of each other (e.g., 5 kilometers, 10 kilometers, or
another distance)
and/or within a designated distance of a station (e.g., 5 kilometers, 10
kilometers, or another
distance). The paths and switches shown in Figure 8 can represent some of the
paths and
nodes, respectively, shown in Figure 3.
[0041] For those routes that extend through one or more via regions 800,
802, the client
workstation 102 and/or database server 104 can examine the via regions 800,
802 to
determine whether multiple paths 814, 816, 820, 822 extend through the via
regions 800, 802.
The client workstation 102 and/or database server 104 can look for the
multiple paths 814,
816, 820, 822 through the via regions 800, 802 and, if multiple paths 814,
816, 820, 822 are
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found, then the route may be a valid route and remain in the list of potential
routes. In the
example shown in Figure 8, each of the via regions 800, 802 has two non-
intersecting paths
814, 816, 820, 822 between the switches 804, 806, 808, 810. For example, the
via region 800
includes the paths 814, 816 between the switches 804, 806 and the via region
802 includes
the paths 820, 822 between the switches 808, 810.
[0042] The presence of the plural paths between the switches in a via
region 800, 802 can
mean that a route warrant can be issued for a vehicle system 200 that reserves
one of the
paths in the via regions 800, 802. For example, a routes that includes the
switch 804, one
(but not both) of the paths 814, 816, the switch 806, the path 818, the switch
808, one (but not
both) of the paths 820, 822, the switch 810, and the path 824 may be a valid
route because
reserving only one of the paths 814 or 816 and only one of the paths 820 or
822 in a route
warrant keeps the other paths 816 or 814 and the other path 822 or 820
available for travel by
another vehicle system. As a result, such a route would pass the via region
test. But, if only
a single route existed between the switches 804, 806 in the via region 800 or
if only a single
route existed between the switches 808, 810 in the via region 802, then a
route that includes
either of these single paths would fail the via region test. Such a route
would fail the test
because a route warrant that includes the route could create a traffic
bottleneck at or near the
via region 800, 802. As a result, the route would be excluded from the list of
potential routes.
[0043] Figure 9 illustrates switches and paths for another potential route
of the vehicle
system 200 according to another example. Another test that can be performed on
a potential
route includes a single via switch region test. In this test, the client
workstation 102 and/or
database server 104 examines whether any via region includes a single path
exiting out of or
entering into a switch within the via region. Such a route may create a
bottleneck in traffic if
a route warrant reserves the route for one vehicle system 200.
[0044] In the illustrated example, three via regions 900, 902, 904 are
provided. The via
region 900 includes two paths 906, 908 leading into a switch 910 and a single
path 912
leading out of the switch 910. The via region 902 includes three switches 914,
920, 926, with
the single path 912 leading into the switch 914, two paths 916, 918 extending
between the
switch 914 and the switch 920, two paths 922, 924 extending between the switch
922 and the
switch 926, and a single path 928 leading out of the switch 926. The via
region 904 includes
a switch 930 with the single path 928 leading into the switch 930 and two
paths 932, 934
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leading out of the switch 930. The paths and switches shown in Figure 9 may
represent the
paths 302 and nodes 304, respectively, shown in Figure 3.
[0045] For those routes that extend through one or more via regions 900,
902, 904, the
client workstation 102 and/or database server 104 can examine the paths in the
routes to
determine if any of the routes include a single route leading into and/or out
of a via region
900, 902, 904. These types of single paths can create traffic problems if the
single paths are
reserved in a route warrant for a vehicle system. For example, the client
workstation 102
and/or database server 104 may not want to reserve either of the paths 912,
928 in a route
warrant for the vehicle system 200 because doing so may create a bottleneck
behind the
reserved path 912, 928. Therefore, any route having a single route 912, 928
extending into or
out of a via region 900, 902, 904 would fail this test because a route warrant
that includes the
path could create a traffic bottleneck at or near the via region. As a result,
the route would be
excluded from the list of potential routes.
[0046] After searching through the multiple potential routes through
different
combinations of the paths and the nodes (e.g., the switches), and then
eliminating some routes
that fail one or more of the tests described herein, the client workstation
102 and/or database
server 104 may have a list of potential routes that will cause the vehicle
system 200 to travel
to the origin location to the destination location without violating the tests
on the various
paths. The client workstation 102 may present these routes to an operator of
the system 100,
such as in a list of routes. Each route may be represented by a list or table
of the switches
that the vehicle system 200 will travel through from the origin location to
the destination
location. Alternatively, the client workstation 102 may present these routes
in another
manner, such as on a map.
[0047] A route may be selected for the vehicle system 200, and one or more
other routes
may be selected for one or more other vehicle systems. The selected routes for
the vehicle
systems then become route warrants for the vehicle systems. The route warrants
may then be
communicated to one or more other locations for implementation. For example,
the route
warrants may be communicated to several different dispatch locations that
separately control
movements of vehicle systems within different areas of the transportation
network. These
different dispatch locations may all have the same route warrants so that all
dispatch locations
are aware of the movements of vehicle systems moving into and/or out of the
areas controlled
by the dispatch locations. Optionally, the route warrants may be used control
operation of the
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vehicle systems, switches, or the like. For example, the route warrants may be
communicated
to the vehicle systems for the vehicle systems to use in determining where the
vehicle
systems are to move and when the vehicle systems are to move throughout the
transportation
network. The route warrants may be communicated to the switches (or to systems
that
control operation of the switches) to cause the switches to change positions
and connect the
routes that are part of a route warrant for a vehicle system.
[0048] Figures 10A and 10B illustrate a flowchart of one embodiment of a
method 1000
for determining a route warrant for a vehicle system. The method 1000 may be
performed by
one or more embodiments of the system 100 shown and described herein. At 1002,
nodes
that are at or near an origin location and a destination location for a trip
of a vehicle system
are determined. These nodes may be a node that is closer to the origin
location than one or
more (or all) other nodes and a node that is closer to the destination
location than one or more
(or all) other nodes. At 1004, paths and other nodes that are between the
nodes of the origin
and destination locations are determined. These nodes can include switches and
the paths can
include the paths that connect the switches.
[0049] At 1006, various potential routes between the nodes of the origin
and destination
locations are determined. These routes represent different combinations of the
paths and
nodes that will cause a vehicle system to travel from the node at or near the
origin location to
the node that is at or near the destination location. These routes may include
one or more
routes that do not extend along a straight path between the nodes of the
origin and destination
locations.
[0050] At 1008, a value of i is set to one. The value of i is used to
iteratively examine
and test the potential routes. At 1010, a determination is made as to whether
the ith potential
route fails the double via cross-over test. As described above, this test
examines whether the
ith potential route causes a vehicle system to moving across two switches to
move between
two paths in violation of a direction of travel restriction of any path. If
the ith potential route
includes a double via cross-over, then that route may be eliminated from the
list of potential
routes between the origin location and the destination location. As a result,
flow of the
method 1000 can proceed toward 1024. But, if the ith potential route does not
include a
double via cross-over, then that route may remain in the list of potential
routes (subject to one
or more other tests). As a result, flow of the method 1000 can proceed toward
1012.
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[0051] At 1012, a determination is made as to whether the ith potential
route fails the
direct path test. As described above, this test examines whether the ith
potential route causes
a vehicle system to leave a first path, travel onto a divergent path, and then
return to the first
path (or a path that is an extension of the first path). For example, this
test can examine
whether the ith potential route needlessly extends the length of the trip by
having the vehicle
system diverge from a shorter route between two consecutive switches. If the
ith potential
route fails the direct path test, then that route may be eliminated from the
list of potential
routes between the origin location and the destination location. As a result,
flow of the
method 1000 can proceed toward 1024. But, if the ith potential route passes
the direct path
test, then that route may remain in the list of potential paths (subject to
one or more other
tests). As a result, flow of the method 1000 can proceed toward 1014.
[0052] At 1014, a determination is made as to whether the ith potential
route fails the
unsupported route test. As described above, this test examines whether the ith
potential route
causes a vehicle system to travel along a path that the vehicle system is not
permitted to
travel along. If the ith potential route fails the unsupported route test,
then that route may be
eliminated from the list of potential routes between the origin location and
the destination
location. As a result, flow of the method 1000 can proceed toward 1024. But,
if the ith
potential route passes the unsupported route test, then that route may remain
in the list of
potential route (subject to one or more other tests). As a result, flow of the
method 1000 can
proceed toward 1016.
[0053] At 1016, a determination is made as to whether the ith potential
route fails the
reverse path test. As described above, this test examines whether the ith
potential route causes
a vehicle system to double back through a switch. For example, if the route
causes the
vehicle system to travel through a switch, then turn back and travel through
the same switch
again before exiting the switch, then the route fails the reverse path test.
If the ith potential
route fails the reverse path test, then that route may be eliminated from the
list of potential
routes between the origin location and the destination location. As a result,
flow of the
method 1000 can proceed toward 1024. But, if the ith potential route passes
the reverse path
test, then that route may remain in the list of potential routes (subject to
one or more other
tests). As a result, flow of the method 1000 can proceed toward 1018.
[0054] At 1018, a determination is made as to whether the ith potential
route fails the via
region test. As described above, this test examines whether the ith potential
route includes a
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path that extends through a via region as the only path between switches in
the via region. If
the ith potential route fails the via region test, then that route may be
eliminated from the list
of potential route between the origin location and the destination location.
As a result, flow
of the method 1000 can proceed toward 1024. But, if the ith potential route
passes the via
region test, then that route may remain in the list of potential routes
(subject to one or more
other tests). As a result, flow of the method 1000 can proceed toward 1020.
[0055] At 1020, a determination is made as to whether the ith potential
route fails the
single via switch region test. As described above, this test examines whether
the ith potential
route extends through a via region having only a single route exiting out of
or entering into a
switch within the via region. If the ith potential route fails the single via
switch region test,
then that route may be eliminated from the list of potential routes between
the origin location
and the destination location. As a result, flow of the method 1000 can proceed
toward 1024.
But, if the ith potential route passes the single via switch region test, then
that route may
remain in the list of potential paths. As a result, flow of the method 1000
can proceed toward
1022.
[0056] At 1022, the route remains in the list of potential routes for
generating route
warrants. Once the ith route has passed the various tests, the route may be
used to generate a
route warrant for one or more vehicle systems. At 1024, however, the ith route
is eliminated
from being considered for generating a route warrant for one or more vehicle
systems. For
example, because the ith route failed one or more tests, the route may not be
suitable for
generating a route warrant. Following 1022 or 1024, flow of the method 1000
can proceed
toward 1026 in Figure 10B.
[0057] At 1026, the value of i is incrementally increased by one. This
allows for the next
potential route to be examined. Prior to examining the next potential route,
however, at 1028,
a determination is made as to whether the value of i is greater than the value
of N. For
example, if the value of i is more than the total number of potential route,
then the last route
may have been examined and there are no further routes to examine. As a
result, flow of the
method 1000 can proceed to 1030. But, if the value of i is not greater than N,
then one or
more additional potential routes may still need to be examined. As a result,
flow of the
method 100 can return to 1010 in Figure 10A.
CA 02931867 2016-06-01
[0058] At 1030, route warrants are assigned to one or more vehicle systems
based on the
remaining potential paths. For example, the list of potential routes that
passed the tests can
be displayed to an operator of the system 100. The operator may select a route
for
assignment to a vehicle system as a route warrant for that vehicle system.
This process may
be repeated for additional vehicle systems.
[0059] In one embodiment, a method (e.g., for determining a route warranty
for one or
more vehicle systems) includes determining plural different paths for a trip
of a first vehicle
system from an origin location to a destination location in a transportation
network formed
from paths interconnected with each other at nodes, determining whether travel
by the first
vehicle system along the different routes fails one or more tests that
restrict how the first
vehicle system travels in the transportation network, and determining a route
warranty for the
first vehicle system based on the one or more tests. The route warranty
reserves one or more
of the paths for travel by the first vehicle system from the origin location
to the destination
location such that other vehicle systems are prevented from traveling on the
one or more of
the paths reserved by the route warranty.
[0060] In one aspect, determining the plural different routes includes
determining at least
one route from the origin location to the destination location that is not one
or more of a
linear path or a shortest distance path along the routes from the origin
location to the
destination location.
[0061] In one aspect, the method also includes determining a first node in
the
transportation network that is closer to the origin location than one or more
other nodes of the
nodes in the transportation network and determining a second node in the
transportation
network that is closer to the destination location than one or more other
nodes of the nodes in
the transportation network, wherein the paths are determined for the trip from
the first node to
the second node.
[0062] In one aspect, the nodes represent switches at intersections between
the paths, and
the route warranty that is determined reserves the one or more of the routes
and one or more
of the switches for travel by the first vehicle system from the origin
location to the destination
location such that other vehicle systems are prevented from traveling on the
one or more of
the paths and the one or more of the switches reserved by the route warranty.
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[0063] In one aspect, determining whether the travel by the first vehicle
system along one
or more of the paths fails the one or more tests includes determining whether
the travel along
the one or more of the paths causes the first vehicle system to change
direction by traveling
over at least one switch in each of consecutive sets of switches in the one or
more of the
paths.
[0064] In one aspect, determining whether the travel by the first vehicle
system along one
or more of the routes fails the one or more tests includes determining whether
the travel along
the one or more routes causes the first vehicle system to travel along a first
path of the paths,
cross over a first switch to travel on a divergent path of the paths, and
cross over a subsequent
second switch to leave the divergent path and travel on a second path of the
paths that forms a
direct path between two locations with the first path.
[0065] In one aspect, determining whether the travel by the first vehicle
system along one
or more of the routes fails the one or more tests includes determining whether
travel along the
one or more routes causes the first vehicle system to travel on a first path
of the paths that has
one or more restrictions prohibiting travel on the first path by the first
vehicle system.
[0066] In one aspect, determining whether the travel by the first vehicle
system along one
or more of the routes fails the one or more tests includes determining whether
travel along the
one or more routes causes the first vehicle system to double back and change
direction
multiple times during travel over a single switch.
[0067] In one aspect, determining whether the travel by the first vehicle
system along one
or more of the routes fails the one or more tests includes determining whether
travel along the
one or more routes causes the first vehicle system to travel over a first path
of the paths that
extends between two consecutive switches that are connected only by the first
path.
[0068] In one aspect, a via region in the transportation network includes
two or more
switches that are one or more of within a designated distance of each other or
within the
designated distance of a vehicle station, and determining whether the travel
by the first
vehicle system along one or more of the routes fails the one or more tests
includes
determining whether travel along the one or more routes causes the first
vehicle system to
one or more of enter into or exit out of the via region along a first path of
the paths that is the
only path leading into or exiting out of the via region.
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CA 02931867 2016-06-01
[0069] In one aspect, the method also includes communicating the route
warranty to one
or more switches located at one or more of the nodes in the transportation
network and
automatically controlling positions of the one or more switches in order to
cause the first
vehicle system to travel along the one or more routes reserved by the route
warranty.
[0070] In one embodiment, a system (e.g., for determining a route warranty
for one or
more vehicle systems) includes one or more processors configured to determine
plural
different routes for a trip of a first vehicle system from an origin location
to a destination
location in a transportation network formed from paths interconnected with
each other at
nodes. The one or more processors also are configured to determine whether
travel by the
first vehicle system along the different routes fails one or more tests that
restrict how the first
vehicle system travels in the transportation network. The one or more
processors also are
configured to determine a route warranty for the first vehicle system based on
the one or
more tests. The route warranty reserves one or more of the paths for travel by
the first
vehicle system from the origin location to the destination location such that
other vehicle
systems are prevented from traveling on the one or more of the paths reserved
by the route
warranty.
[0071] In one aspect, the one or more processors are configured to
determine whether the
travel by the first vehicle system along one or more of the routes fails the
one or more tests
by determining whether the travel along the one or more of the routes causes
the first vehicle
system to change direction by traveling over at least one switch in each of
consecutive sets of
switches in the one or more of the routes.
[0072] In one aspect, the one or more processors are configured to
determine whether the
travel by the first vehicle system along one or more of the routes fails the
one or more tests
by determining whether the travel along the one or more routes causes the
first vehicle
system to travel along a first path of the paths, cross over a first switch to
travel on a
divergent path of the paths, and cross over a subsequent second switch to
leave the divergent
path and travel on a second path of the paths that forms a direct path between
two locations
with the first route.
[0073] In one aspect, the one or more processors are configured to
determine whether the
travel by the first vehicle system along one or more of the routes fails the
one or more tests
by determining whether travel along the one or more routes causes the first
vehicle system to
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CA 02931867 2016-06-01
travel on a first path of the paths that has one or more restrictions
prohibiting travel on the
first path by the first vehicle system.
[0074] In one aspect, the one or more processors are configured to
determine whether the
travel by the first vehicle system along one or more of the routes fails the
one or more tests
by determining whether travel along the one or more routes causes the first
vehicle system to
double back and change direction multiple times during travel over a single
switch.
[0075] In one embodiment, a method (e.g., for determining a track warranty
for one or
more rail vehicle systems) includes determining plural different routes for a
trip of a rail
vehicle system from an origin location to a destination location in a
transportation network
formed from tracks interconnected with each other at switches, determining
whether travel by
the rail vehicle system along the different routes fails one or more tests
that restrict how the
rail vehicle system travels in the transportation network, and determining a
track warranty for
the rail vehicle system based on the one or more tests, the route warranty
reserving one or
more of the tracks and one or more of the switches for travel by the rail
vehicle system from
the origin location to the destination location such that other rail vehicle
systems are
prevented from traveling on the one or more of the tracks and the one or more
of the switches
reserved by the track warranty.
[0076] In one aspect, determining whether the travel by the rail vehicle
system along one
or more of the routes fails the one or more tests includes one or more of:
determining whether
the travel along the one or more of the paths causes the rail vehicle system
to change
direction by traveling over at least one of the switches in each of
consecutive sets of the
switches in the one or more of the paths; determining whether the travel along
the one or
more paths causes the rail vehicle system to travel along a first track of the
tracks, cross over
a first switch of the switches to travel on a divergent track of the tracks,
and cross over a
subsequent second switch of the switches to leave the divergent track and
travel on a second
track of the tracks that forms a direct path between two locations with the
first track;
determining whether travel along the one or more paths causes the rail vehicle
system to
travel on a track route of the tracks that has one or more restrictions
prohibiting travel on the
first track by the rail vehicle system; determining whether travel along the
one or more paths
causes the rail vehicle system to double back and change direction multiple
times during
travel over a single switch of the switches; determining whether travel along
the one or more
paths causes the rail vehicle system to travel over a first track of the
tracks that extends
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between two consecutive switches of the switches that are connected only by
the first track;
and/or determining whether travel along the one or more paths causes the rail
vehicle system
to one or more of enter into or exit out of a via region along a first track
of the tracks that is
the only track leading into or exiting out of the via region.
[0077] In one aspect, the method also includes automatically controlling
positions of one
or more of the switches in order to cause the rail vehicle system to travel
along the one or
more tracks and the one or more switches reserved by the track warranty.
[0078] It is to be understood that the above description is intended to be
illustrative, and
not restrictive. For example, the above-described embodiments (and/or aspects
thereof) may
be used in combination with each other. In addition, many modifications may be
made to
adapt a particular situation or material to the teachings of the inventive
subject matter without
departing from its scope. While the dimensions and types of materials
described herein are
intended to define the parameters of the inventive subject matter, they are by
no means
limiting and are exemplary embodiments. Many other embodiments will be
apparent to one
of ordinary skill in the art upon reviewing the above description. The scope
of the inventive
subject matter should, therefore, be determined with reference to the appended
clauses, along
with the full scope of equivalents to which such clauses are entitled. In the
appended clauses,
the terms "including" and "in which" are used as the plain-English equivalents
of the
respective terms "comprising" and "wherein." Moreover, in the following
clauses, the terms
"first," "second," and "third," etc. are used merely as labels, and are not
intended to impose
numerical requirements on their objects. Further, the limitations of the
following clauses are
not written in means-plus-function format and are not intended to be
interpreted based on 35
U.S.C. 112, sixth paragraph, unless and until such clause limitations
expressly use the
phrase "means for" followed by a statement of function void of further
structure.
[0079] This written description uses examples to disclose several
embodiments of the
inventive subject matter and also to enable a person of ordinary skill in the
art to practice the
embodiments of the inventive subject matter, including making and using any
devices or
systems and performing any incorporated methods. The patentable scope of the
inventive
subject matter may include other examples that occur to those of ordinary
skill in the art.
Such other examples are intended to be within the scope of the clauses if they
have structural
elements that do not differ from the literal language of the clauses, or if
they include
CA 02931867 2016-06-01
equivalent structural elements with insubstantial differences from the literal
languages of the
clauses.
[0080] The foregoing description of certain embodiments of the inventive
subject matter
will be better understood when read in conjunction with the appended drawings.
To the
extent that the figures illustrate diagrams of the functional blocks of
various embodiments,
the functional blocks are not necessarily indicative of the division between
hardware
circuitry. Thus, for example, one or more of the functional blocks (for
example, processors
or memories) may be implemented in a single piece of hardware (for example, a
general
purpose signal processor, microcontroller, random access memory, hard disk,
and the like).
Similarly, the programs may be stand-alone programs, may be incorporated as
subroutines in
an operating system, may be functions in an installed software package, and
the like. The
various embodiments are not limited to the arrangements and instrumentality
shown in the
drawings.
[0081] As used herein, an element or step recited in the singular and
proceeded with the
word "a" or "an" should be understood as not excluding plural of said elements
or steps,
unless such exclusion is explicitly stated. Furthermore, references to "an
embodiment" or
"one embodiment" of the inventive subject matter are not intended to be
interpreted as
excluding the existence of additional embodiments that also incorporate the
recited features.
Moreover, unless explicitly stated to the contrary, embodiments "comprising,"
"including,"
or "having" an element or a plurality of elements having a particular property
may include
additional such elements not having that property.
[0082] Since certain changes may be made in the above-described systems and
methods
without departing from the spirit and scope of the inventive subject matter
herein involved, it
is intended that all of the subject matter of the above description or shown
in the
accompanying drawings shall be interpreted merely as examples illustrating the
inventive
concept herein and shall not be construed as limiting the inventive subject
matter.
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