Title: Intelligent communications, command, and control system for a land-based vehicle
Abstract: Method and communication system for a railroad train having at least one locomotive for automatically adjusting the communication system to provide effective communication of command data to control operation of the locomotive are provided. The system includes a transceiver on the locomotive. The system further includes at least one transceiver remote from the locomotive. A database may be provided for storing data relative to a plurality of communication schemes available to the communication system. A first monitor may be used for sensing a parameter indicative of the quality of the communications between the transceivers when the transceivers are operating under a first one of the available communication schemes and generating data indicative of communications quality. A processor in communication with the monitor and the database may be configured to select a second communication scheme when the quality of the communications provided by the first communication scheme is not satisfactory to ensure that the command data will be reliably communicated with respect to the locomotive.
Patent Number: 6,862,502 Issued on 03/01/2005 to Peltz, et al.
| Inventors:
|
Peltz; David M. (Melbourne, FL);
Smith; Eugene A. (Satellite Beach, FL);
Kraeling; Mark (Melbourne, FL);
Foy; Robert James (Melbourne, FL);
Peltonen; Glen Paul (Melbourne, FL);
Kellner; Steven Andrew (Melbourne, FL);
Bryant; Robert Francis (Palm Bay, FL);
Johnson; Don Keith (Palm Bay, FL);
Delaruelle; Dale Henry (Melbourne, FL)
|
| Assignee:
|
General Electric Company ()
|
| Appl. No.:
|
215207 |
| Filed:
|
August 8, 2002 |
| Current U.S. Class: |
701/19; 246/187C |
| Intern'l Class: |
G06F 019//00; G06F 007//00; B60L 023//00 |
| Field of Search: |
701/19,2,1,20
246/187 C,186
707/104.1
702/183,113,180
700/65
|
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| |
Primary Examiner: Black; Thomas G.
Assistant Examiner: Mancho; Ronnie
Attorney, Agent or Firm: Rowold, Esq.; Carl, Mora, Esq.; Enrique J.
Beusse, Brownlee, Wolter, Mora & Maire, P.A.
Parent Case Text
The present application claims the benefit of U.S. patent application Ser.
No. 60/381,110, filed May 15, 2002.
Claims
What is claimed is:
1. A communication system for a railroad train comprising at least one
locomotive for automatically adjusting the communication system to provide
effective communication of command data for control of the operation of
the locomotive, the system comprising:
a transceiver on the locomotive;
at least one transceiver remote from the locomotive, the transceiver
constituting part of a communication system;
a database storing data relative to a plurality of communication schemes
available to the communication system;
a first monitor for sensing a parameter indicative of the quality of the
communications between the transceivers when the transceivers are
operating under a first one of the available communication schemes and
generating data indicative of communications quality; and
a processor in communication with the monitor and the database for
selecting at least a second communication scheme when the quality of the
communications provided by the first communication scheme is not
satisfactory to ensure that the command data will be reliably communicated
with respect to the locomotive.
2. The communication system of claim 1 wherein the database includes data
indicative of predetermined choices for selecting each available
communications scheme.
3. The communication system of claim 1 wherein the processor for selecting
the second communications scheme is configured to evaluate the
communications quality of the first communication scheme.
4. The communication system of claim 1 wherein the processor for selecting
the second communications scheme is configured to evaluate the
communications quality of the first communications scheme relative to the
communications quality of the second communications scheme.
5. The communication system of claim 1 wherein the processor for selecting
the second communications scheme includes data for evaluating the
communications quality of the second communications scheme.
6. The communication system of claim 1 wherein, in the event the second
communications scheme is unable to provide satisfactory communication
quality, the processor is further configured to select another
communications scheme likely to provide satisfactory communications
quality.
7. The communication system of claim 1 wherein the database includes data
indicative of a plurality of distinct communication protocols available to
the communication system, and the processor further includes a module for
selecting a first communication protocol from the plurality of distinct
communication protocols based on the likelihood of the first protocol to
provide satisfactory communication quality.
8. The communication system of claim 7 wherein the protocol-selecting
module is further configured to select a second communication protocol
when the quality of the communications provided by the first communication
protocol is not satisfactory.
9. The communication system of claim 1 wherein the database includes data
indicative of a plurality of distinct frequencies available to the
communication system, and the processor further includes a module for
selecting a first one of the available frequencies based on the likelihood
of the first frequency to provide satisfactory communication quality.
10. The communication system of claim 9 wherein the frequency-selecting
module is further configured to select a second one of the available
frequencies when the quality of the communications provided by the first
frequency is not satisfactory.
11. The communication system of claim 1 wherein the database includes data
indicative of multiple communication devices distributed throughout the
train, and the processor includes a module for selecting a first
communication device from the multiple communication devices distributed
throughout the train, wherein said selection is based on determining which
respective communication device is likely to provide satisfactory
communication quality.
12. The communication system of claim 11 wherein the device-selecting
module is further configured to select a second one of the multiple
communication devices when the quality of the communications provided by
the first communication device is not satisfactory.
13. The communication system of claim 1 wherein the database includes data
indicative of a plurality of distinct message configurations, and the
processor includes a module for selecting a first one of the plurality of
distinct message configurations based on the likelihood of the first
message configuration to ensure reception of the command data throughout
the train.
14. The communication system of claim 13 wherein the module for selecting
the message configuration is further configured to select a second one of
the message configurations when the quality of the communications provided
by the first message configuration is not satisfactory.
15. The communication system of claim 14 wherein the message configuration
is selected from the group consisting of message data rate, message reply,
message repetition, and message encryption.
16. The communication system of claim 13 wherein each message includes code
configured to communicate to each transceiver a communication scheme to
switch to in the event of sudden communication loss.
17. The communication system of claim 1 wherein the database includes data
indicative of a plurality of distinct types of data communicable by the
communication system, and the processor includes a module for selecting a
first type of data to be communicated by the communication system, the
first type of data being selected from the plurality of distinct types of
data based on the likelihood of the first type of data in being
satisfactorily communicated by the communication system.
18. The communication system of claim 17 wherein the module for selecting
the data type to be transmitted is further configured to select a second
type of data when the quality of the communications obtained by the first
type of data is not satisfactory.
19. The communication system of claim 1 wherein the database includes data
indicative of a plurality of distinct types of data sources available to
the communication system, and the processor includes a module for
selecting a first one of the distinct types of data sources based on the
likelihood of the first type of data source to obtain satisfactory
communication quality.
20. The communication system of claim 19 wherein the module for selecting
the type of data source is further configured to select a second type of
data source when the quality of the communications obtained by the first
type of data source is not satisfactory.
21. The communication system of claim 1 wherein the database includes data
indicative of a plurality of distinct types of data targets available to
the communication system, and the processor includes a module for
selecting a first one of the distinct types of data targets based on the
likelihood of the first type of data target to obtain satisfactory
communication quality.
22. The communication system of claim 21 wherein the module for selecting
the type of data target is further configured to select a second type of
data target when the quality of the communications obtained by the first
type of data target is not satisfactory.
23. The communication system of claim 1 further comprising at least one
sensor for monitoring an environmental condition in the vicinity of the
train, and wherein the database for storing data relative to the plurality
of communication schemes associates the communication schemes with
environmental conditions of the train, with the processor being configured
to access said database for determining whether to change to a more
appropriate communications scheme in view of the monitored environmental
conditions.
24. The communication system of claim 1 further comprising at least one
sensor for monitoring an operational condition in the vicinity of the
train, and wherein the database for storing data relative to the plurality
of communication schemes associates the communication schemes with
operational conditions of the train, with the processor being configured
to access said database for determining whether to change to a more
appropriate communications scheme in view of the monitored operational
conditions.
25. A communication method for a railroad train comprising at least one
locomotive for automatically adjusting a communication system to provide
effective communication of command data for control of the operation of
the train, the method comprising:
providing a transceiver on a locomotive and at least one transceiver remote
from the locomotive, the transceiver constituting part of a communications
system;
directing command data via the communication system;
storing in a database data indicative of a plurality of communication
schemes available to the communication system;
sensing a parameter indicative of the quality of the communications sent
via the communications system;
generating data indicative of communications quality; and
selecting a second communication scheme when the quality of the
communications provided by the first communication scheme is not
satisfactory to ensure that the command data will be reliably communicated
with respect to the locomotive.
26. The communication method of claim 25 further including in the database
data indicative of predetermined choices for selecting each available
communications scheme.
27. The communication method of claim 25 wherein the selecting of the
second communications scheme comprises evaluating the communications
quality of the first communication scheme.
28. The communication method of claim 25 wherein the selecting of the
second communications scheme comprises evaluating the communications
quality of the first communications scheme relative to the communications
quality of the second communications scheme.
29. The communication system of claim 25 wherein the selecting of the
second communications scheme comprises evaluating the communications
quality of the second communications scheme.
30. The communication method of claim 25 wherein, in the event the second
communications scheme is unable to provide satisfactory communication
quality, selecting another communications scheme likely to provide
satisfactory communications quality.
31. The communication method of claim 25 further comprising storing data
indicative of a plurality of distinct communication protocols available to
the communication system, and selecting a first communication protocol
from the plurality of distinct communication protocols based on the
likelihood of the first protocol to provide satisfactory communication
quality.
32. The communication method of claim 31 further comprising selecting a
second communication protocol when the quality of the communications
provided by the first communication protocol is not satisfactory.
33. The communication method of claim 25 further comprising storing data
indicative data indicative of a plurality of distinct frequencies
available to the communication system, and selecting a first one of the
available frequencies based on the likelihood of the first frequency to
provide satisfactory communication quality.
34. The communication method of claim 33 further comprising selecting a
second one of the available frequencies when the quality of the
communications provided by the first frequency is not satisfactory.
35. The communication method of claim 25 further comprising storing data
indicative of multiple communication devices distributed throughout the
train, and selecting a first communication device from the multiple
communication devices distributed throughout the train, wherein said
selection is based on determining which respective communication device is
likely to provide satisfactory communication quality.
36. The communication method of claim 35 further comprising selecting a
second one of the multiple communication devices when the quality of the
communications provided by the first communication device is not
satisfactory.
37. The communication method of claim 25 further comprising storing data
indicative of a plurality of distinct message-repeating techniques, and
selecting a first one of the plurality of distinct message-repeating
techniques based on the likelihood of the first message-repeating
technique to ensure reception of the command data.
38. The communication method of claim 37 further comprising selecting a
second one of the message-repeating techniques when the quality of the
communications provided by the first message-repeating techniques is not
satisfactory.
39. The communication method of claim 25 further comprising storing data
indicative of a plurality of distinct message-reply techniques available
to the transceivers, and selecting a first one of the plurality of
distinct message-reply techniques based on the likelihood of the first
message-reply technique to ensure reception of the command data.
40. The communication method of claim 39 further comprising selecting a
second one of the message-reply techniques when the quality of the
communications provided by the first message-reply technique is not
satisfactory.
41. The communication method of claim 25 further comprising storing data
indicative of a plurality of distinct types of data communicable by the
communication system, and selecting a first type of data to be
communicated by the transceivers, the first type of data being selected
from the plurality of distinct types of data based on the likelihood of
the first type of data in being satisfactorily communicated by the
communication system.
42. The communication method of claim 41 further comprising selecting a
second type of data when the quality of the communications obtained by the
first type of data is not satisfactory.
43. The communication method of claim 25 further comprising storing data
indicative of a plurality of distinct types of data sources available to
the communication system, and selecting a first one of the distinct types
of data sources based on the likelihood of the first type of data source
to obtain satisfactory communication quality by the communication system.
44. The communication method of claim 43 further comprising selecting a
second type of data source when the quality of the communications obtained
by the first type of data source is not satisfactory.
45. The communication method of claim 25 further comprising storing data
indicative of a plurality of distinct types of data targets available to
the communication system, and selecting a first one of the distinct types
of data targets based on the likelihood of the first type of data target
to obtain satisfactory communication quality by the communication system.
46. The communication method of claim 25 further comprising monitoring an
environmental condition in the vicinity of the train, and wherein the
database for storing data relative to the plurality of communication
schemes associates the communication schemes with environmental conditions
of the train, the processor being configured to access said database for
determining whether to change to a more appropriate communications scheme
in view of the monitored environmental conditions.
47. The communication method of claim 25 further comprising monitoring an
operational condition in the vicinity of the train, and wherein the
database for storing data relative to the plurality of communication
schemes associates the communication schemes with operational conditions
of the train, the processor being configured to access said database for
determining whether to change to a more appropriate communications scheme
in view of the monitored operational conditions.
48. A communication system for a vehicle for selecting a preferred
communication scheme for providing reliable data communication to the
vehicle, the system comprising:
a first transceiver on the vehicle;
a second transceiver remote from the first transceiver in communication
with the first transceiver;
a first monitor for sensing a parameter in the communication system that
affects the quality of the communication between the transceivers;
a first database of communication schemes available to the transceivers;
a second database relating the parameter sensed by the monitor to
anticipated levels of communication quality for each communication scheme;
and
a processor in communication with the monitor, first database and second
database for selecting a preferred communication scheme to provide a
satisfactory level of communication quality for the parameter sensed by
the monitor, and for communicating the preferred communication scheme to
at least one of the transceivers.
49. The communication system of claim 48 wherein the processor prioritizes
the available communications schemes based on their anticipated levels of
communication quality for the parameter sensed by the monitor.
50. The communication system of claim 48 wherein the parameter sensed by
the monitor is selected from the group consisting of environmental and
operational conditions of the vehicle.
51. The communication system of claim 48 wherein the processor is
configured to provide substantially uninterrupted communication between
the transceivers when transitioning from any one of the available
communication schemes to another one of the communication schemes.
52. The communication system of claim 48 further comprising a second
monitor for sensing a parameter indicative of the quality of the
communications between the transceivers when the transceivers are
operating under a first one of the available communication schemes and
generating data indicative of communications quality.
53. The communication system of claim 52 wherein the processor prioritizes
the available communications schemes based on their actual levels of
communication quality relative to the anticipated levels of communication
quality for the parameter sensed by the first monitor.
54. The communication system of claim 50 further comprising a third
database for storing data relative to the plurality of communication
schemes associating the communication schemes with conditions of the
vehicle, the processor configured to access said database for determining
whether to change to a more appropriate communications scheme in view of
the conditions.
55. An intelligent communication, command and control system for a railroad
train comprising at least one locomotive, the system comprising:
a communication system configured to provide a plurality of communication
schemes for communicating command data usable for controlling operation of
the train;
control equipment configured to provide a plurality of control modes
responsive to command data communicated via the communication system;
a database storing data for associating the plurality of communication
schemes with the plurality of control modes based on the data
communication requirements of each respective control mode; and
a processor coupled to the database configured to match a communication
scheme with a control mode for reliable control of the operation of the
train in response to the command data communicated via the communication
system.
56. The control system of claim 55 wherein in the event the selected
communication scheme cannot reliably communicate the command data for any
selected control mode, the processor being further configured to select a
second control mode whose data communication requirements are likely to be
met by a presently available communication scheme.
57. The control system of claim 55 wherein in the event the selected
communication scheme cannot reliably communicate the command data for any
selected control mode, the processor being further configured to select a
second communication scheme likely to meet the communication requirements
of a presently related selected mode.
58. The control system of claim 55 wherein the communication equipment
comprises a first transceiver on the at least one locomotive, and a second
transceiver remote from the first transceiver in communication with the
first transceiver.
59. The control system of claim 58 further comprising a first monitor for
sensing a parameter in the communication equipment that affects the
quality of the communication between the transceivers.
60. The control system of claim 55 wherein the processor prioritizes the
available communications schemes based on their anticipated levels of
communication quality for the parameter sensed by the monitor, and further
based on the data communication requirements of the presently selected
control mode.
61. The control system of claim 55 wherein said database further includes
data for relating each communication scheme to environmental and/or
operational conditions of the train, the processor configured to access
said database for determining whether to change to a more appropriate
communications scheme in view of at least one of the following criteria:
said conditions, the communication quality being presently provided by the
communication scheme, and the data communication requirements of the
presently selected control mode.
Description
FIELD OF THE INVENTION
The present invention relates to a railroad communication system.
BACKGROUND OF THE INVENTION
The present invention is generally related to communication, command, and
control techniques, and, more particularly, to an intelligent
communications, command, and control system for a land-based vehicle, such
as a train with one or more locomotives, generally subject to variable
environmental and/or operational conditions.
Environmental conditions and railroad operating conditions may
independently or in combination impact the interaction of communications
equipment and railroad control equipment. Complete and up-to-date
information regarding environmental and operating conditions is desired
for optimizing the management of a railroad system.
Communications on a moving vehicle, such as a moving train, truck, autobus,
etc., are generally subject to a number of factors that can substantially
impact the quality of communications. Thus, it would be desirable to
measure the quality of communications. For example, such measurement may
be used for determining whether the quality is satisfactory, and, if not
satisfactory, for determining whether to adjust a communications scheme so
as not to lose communication, or for determining whether any other
communication scheme available in the vehicle may be more appropriate
under a given set of communication-degrading conditions.
Communications (e.g., data or voice communications) in a moving train need
to be reliable and accurate under a variety of changing operational and/or
environmental conditions to achieve any desired locomotive control
functionality, or to communicate with entities remote from the train, such
as dispatchers, or a center for remotely providing monitoring and
diagnostic services, or personnel in a rail yard or in loading/unloading
station, or wayside equipment, etc. Thus, it would be desirable to provide
a system configurable to provide a plurality of communication schemes, and
further configurable to automatically choose a communication scheme
appropriate to a given set of operational/environmental conditions.
It would be further desirable to provide a system configurable to provide a
plurality of control modes, and further configurable for automatically
choosing a control mode appropriate to a given set of
operational/environmental conditions and/or a given communication scheme.
BRIEF SUMMARY OF THE INVENTION
Generally, the present invention fulfills the foregoing needs by providing
in one aspect thereof a communication system for a railroad train
including at least one locomotive for automatically adjusting the
communication system to provide effective communication of command data to
control the operation of the locomotive. The system includes a transceiver
on the locomotive. The system further includes at least one transceiver
remote from the locomotive. The transceiver constitutes part of a
communication system. A database may be provided for storing data relative
to a plurality of communication schemes available to the communication
system. A first monitor may be used for sensing a parameter indicative of
the quality of the communications between the transceivers when the
transceivers are operating under a first one of the available
communication schemes and generating data indicative of communications
quality. A processor in communication with the monitor and the database
may be configured to select a second communication scheme when the quality
of the communications provided by the first communication scheme is not
satisfactory to ensure that the command data will be reliably communicated
with respect to the locomotive.
The present invention further fulfills the foregoing needs by providing in
another aspect thereof, a communication system for a vehicle for selecting
a preferred communication scheme for providing reliable data communication
to the vehicle. The system includes a first transceiver on the vehicle.
The system further includes a second transceiver remote from the first
transceiver in communication with the first transceiver. A monitor may be
used for sensing a parameter in the communication system that affects the
quality of the communication between the transceivers. A first database of
communication schemes may be available to the transceivers. A second
database may be configured for relating the parameter sensed by the
monitor to anticipated levels of communication quality for each
communication scheme. A processor in communication with the monitor, first
database and second database is configured for selecting a preferred
communication scheme to provide a satisfactory level of communication
quality for the parameter sensed by the monitor, and for communicating the
preferred communication scheme to at least one of the transceivers.
In yet another aspect thereof, the present invention provides an
intelligent communication, command and control system for a railroad train
including at least one locomotive. The system includes a communication
system configurable to provide a plurality of communication schemes for
communicating command data usable for controlling operation of the train.
The system further includes control equipment configurable to provide a
plurality of control modes responsive to command data communicated by the
communication system. A database may be configured to store data for
associating the plurality of communication schemes with the plurality of
control modes based on the data communication requirements of each
respective control mode. A processor may be coupled to the database
configured to match a communication scheme with a control mode for
reliable control of the operation of the train in response to the command
data communicated via the communication system.
BRIEF DESCRIPTION OF THE DRAWINGS
The features and advantages of the present invention will become apparent
from the following detailed description of the invention when read with
the accompanying drawings in which:
FIG. 1 is a block diagram representation of an exemplary intelligent
communication command system embodying aspects of the present invention.
FIG. 2 is a block diagram representation of a processor used by the system
of FIG. 1 for selecting an appropriate communication scheme.
FIG. 3 is a block diagram representation of a controller used by the system
of FIG. 1 for selecting an appropriate control mode.
FIG. 4 illustrates various exemplary communication schemes that may be used
by the system of FIG. 1.
FIG. 5 illustrates an exemplary embodiment of a communication command and
control system embodying aspects of the present invention as may be
configured for a railroad train having one or more locomotives for
automatically adjusting the communication system to provide effective
communication of command data to control operation of each locomotive.
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a block diagram representation of an exemplary intelligent
communication command system 10 including a first monitor or module 12 for
sensing communication quality by way of various communication statistics,
such as number of bits lost in a message, number of parity bit errors,
signal strength, dropouts, signal-to-noise ratio, fading, channel
capacity, etc. System 10 further includes respective monitors or modules
13 and 14 for sensing environment and operating conditions such as terrain
(hill, number of bends on the rail track, altitude), weather conditions
such as fog, rain, solar storms, equipment configuration, failing
equipment, multi-path effects, train equipment configuration, etc. In one
exemplary embodiment, the respective outputs from modules 12, 13 and 14
are received by a processor 16 including algorithms for selecting an
appropriate communication scheme and/or control mode for operating one or
more locomotives in a train. A database 18 includes data indicative of a
plurality of communication schemes available to a communication system 50
(FIG. 2), e.g., transceivers that provide communication of command data to
the train, such as a transceiver on a lead locomotive and additional
transceivers on the remainder of the train. It will be appreciated that
the transceivers need not each be on the train since in some applications
one or more of the transceivers may be external relative to the train. A
database 20 includes data indicative of locomotive operating conditions
and their impact on communications quality. A database 22 includes data
indicative of environmental conditions and their impact on communications
quality. A database 24 includes data indicative of a plurality of control
modes for operating the train. Block 26 may represent actions for
adjusting the communications system in response to signals supplied by
sensing modules 12, 13 and 14 in view of the data stored in databases 18,
20, and 22 for selecting an appropriate communication scheme and/or
control mode for operating the train. Further details in connection with
each of the constituents blocks illustrated in FIG. 1 are set forth in
respective sections below broadly titled to correspond to the operational
relationships performed by such blocks.
FIG. 2 is a block diagram representation of processor 16 used by system 10
for selecting an appropriate communication scheme. As shown in FIG. 2,
processor 16 is responsive to a plurality of input signals in order to
select a preferred communication scheme to provide a satisfactory level of
communication quality between the transceivers that make up communication
system 50. Examples of the input signals received by processor 16 may
include signals 30 configured to provide off-board communication, signals
31 configured to communicate with databases, e.g., on-board and/or
external databases, signals 32 from a communication quality sensor,
signals 33 from environmental sensors, signals 34 indicative of the
specific configuration of train equipment and/or software, signals 35 and
36 indicative of train operating conditions and operator inputs. FIG. 2
further illustrates exemplary actions that may be selected by processor 16
in connection with the communication schemes available to the transceivers
that make up communication system 50, such as communication media and/or
protocol selection, frequency selection, selection of specific
communication devices from multiple communication devices that may be
distributed throughout the train, selection of message configuration,
selection of the type of data to be communicated by the transceivers and
of targets/sources of communication, selection of message-repeating
techniques, selection of encryption, etc.
FIG. 3 is a block diagram representation of a controller 52 that may be
used by system 10 (FIG. 1) for selecting an appropriate control mode from
a plurality of available control modes in response to command data
communicated by the communications system 50 for controlling operation of
the train. Some of the control modes selectable by controller 30 may
include pneumatic braking control, dynamic braking control, engine
settings, tractive effort commands to the traction motors. As illustrated
in FIG. 4, the communication schemes may comprise many forms of
communication, such as remote communication from an external control
device, intra-consist communication, extra-consist communication, wireless
or wired communication, off-board and on-board communication. As will be
now appreciated by those skilled in the art, the communication schemes may
be configurable over frequencies generally allocated by the FCC for
railroad communication, (e.g., 500 Mhz). It will be understood that other
frequencies, such as those in the ISM (Industrial Scientific Medical)
band, or those used by satellite or cellular communication systems may be
utilized to carry out communications of data for controlling train
operation.
Sensing Environment and Operating Conditions
Overview
Environmental conditions and railroad operating conditions may
independently or synergistically impact the interaction of communications
equipment and railroad control equipment. Complete and current information
regarding environmental and operating conditions is desired for optimizing
the management of a railroad system.
Elaboration of Sensing Environment and Operating Conditions Aspects
Aspects of the present invention contemplate the use of one or more
databases (e.g., databases 20 and 22 in FIG. 1) of information regarding
both environmental and operating systems information. Such a database may
take a variety of forms, such as a centralized computer memory or a
dispersed grouping of memory elements interconnected via a network. Some
of the information stored in such a database may be essentially static,
such as information describing specific pieces of hardware in the railroad
system. Some of the information in the database may be dynamic, such as
weather information or the location of vehicles. Dynamic information may
be provided in the form of a real-time link to a current source of such
information. The railroad owner should maintain access security and data
redundancy in accordance with data management procedures deemed
appropriate.
The data stored in the database may be generally divided into two
categories: environmental information and railroad equipment information.
Environmental information may include information describing the general
geography and topography of the entire railroad system. The routing and
altitude along each section of track may be important for identifying
curves and hills that could affect communications system performance. The
presence and length of tunnels, bridges or other objects overhanging the
rail line may be identified. Information regarding man-made structures
proximate the rail line may be stored in the database. For example, the
location and operating frequencies of radio communications towers may be
important. The location and orientation of large metal structures such as
buildings or tanks that may create radio multi-path interference may be
stored in the database. Such information may be stored as
location-specific data, such as an exact location of a large building.
Alternatively, more generalized information may be stored, such as whether
an area is generally rural or urban. Important weather parameters may be
stored in the database or may be provided via a live link to such
information. Important weather parameters may include atmospheric
conditions such as the presence of fog, rain or lightning, and it may
further include astronomical conditions such as the presence of sunspots
or the position of the sun in the sky (i.e., night or day). For example, a
laser source may be configured to project a laser beam in the atmosphere
and a sensor may be used to determine how much laser light is scattered
back and in this manner one could get an indication of how humid the air
is, which may affect communication quality. In general, one could take
advantage of any sensing technique that would help determine environmental
conditions, using, for example, acoustic, optical, and radio frequency
measurements. For example, a sound source may be configured to send out a
sound wave and an acoustic sensor may be used to determine how much
acoustic energy is returned. This could allow estimating the density of
the atmosphere, or whether buildings are nearby, etc.
Areas that are served by geographically sensitive modes of communication
may be identified in the database, such as areas of satellite or cell
phone coverage, or the identification of such satellite or cell phone
provider in a particular area. The database may also include information
regarding the administrative or legislative environment of the railroad.
For example, if there are political or geographic areas having more or
less restrictive emissions requirements or noise limitations, these areas
may be recorded in the database for use in the railroad management
process.
Railroad equipment information may also be stored in the database of the
present invention. Such information may include the identification of
rolling stock, wayside equipment, repair facilities, refueling depots,
fuel inventories, transmitter and repeater locations, etc. The physical
location of such equipment may also be stored; in particular the location
of rolling stock may be periodically updated. The configuration of trains
may be stored, including the number, type and ordering of the cars and
locomotives, as well as the cargo weight. For operating trains, the
location, speed and direction may be stored and periodically updated. The
model or version of equipment may be associated with performance
parameters, such as the power level of a locomotive or the revision of a
software program.
The information in the database of the present invention may be obtained
and updated in a variety of ways. Static information may simply be
manually or automatically entered into the database, for example entering
the identification number and operating parameters of a new locomotive.
Even static information may be updated as necessary, such as when a
locomotive is upgraded to include new hardware or software that may affect
its operating parameters. Geographic information may be stored and then
displayed in the form of maps for use by a human operator, or may be
accessed in any other form useable by data processing equipment.
Dynamic information may be sensed and periodically downloaded to the
database. For example, the location of a train may be sensed via a global
positioning system (GPS) or via wayside equipment and the database may be
updated automatically on a periodic basis. The operability of
communications equipment such as transmitters and repeaters may be
periodically tested with an automatic testing regiment, and the status of
such equipment then stored in the database. Weather data may be provided
via local sensors (e.g., sensor module 13 in FIG. 1) associated
specifically with the railroad system, or it may be downloaded in any
available form from commercially available sources. Slow changing
information may be updated less often than rapidly changing information.
Vitally important information may be updated more often than information
having a lesser importance.
Existing on-board sensors (e.g., sensor module 14 in FIG. 1) may provide a
wealth of information regarding the operating status of a locomotive. Such
information may include speed, direction, fuel consumption, available fuel
volume, location, etc. Selected on-board information may be downloaded in
real-time or on a periodic basis to the database.
Wayside equipment may be used to sense important environmental and
operating conditions. Existing signals may be used or new sensors may be
added to detect parameters important to the interaction of the
communication and control equipment. For example, local electromagnetic
conditions may be affected by electrical storms, fog, rain, the
intermittent operation of nearby equipment, astronomical conditions, etc.
A wayside sensor may be used to detect the quality of a communication
channel in advance of the arrival of a train. That information may be
stored in the database and may be used by the system to anticipate the
quality of communications that will be available when the train arrives at
the area of the wayside sensor.
Dynamic system-wide requirements may be developed that have an impact on
the operation of the individual trains and locomotives. For example, a
security threat may be identified through private or governmental
channels. The existence of that threat may be loaded onto the database
manually or by automatic links to the private or governmental channels.
The level of software revisions being used on various pieces of
programmable equipment may be encoded into the software and may be
interrogated to provide associated information for the database. Such
information may be useful not only for determining what updates need to be
made, but also may be useful when managing the communications and
operating equipment for optimal railroad efficiency.
The system of the present invention may include an artificial intelligence
capability for using or updating the environmental and operating condition
information. When communication system failures prevent a scheduled update
of dynamic information, an algorithm may be used to estimate the actual
information on the basis of previous data trends. One or more neural
networks may be utilized to allow the system to recognize patterns and
trends in the environmental and operating condition information. Fuzzy
logic may be applied to the information in the database to guide the
railroad operator in making decisions based upon that data.
In summary, environmental and operating conditions may be sensed and
related information may be stored and used in a variety of manners to
optimize the operation of a railroad. Existing railroad sensor data,
commercially available data, and information derived from such data may be
stored, updated and used within the scope of the present invention.
Sensing Communication Quality
Overview
Wireless communications on a moving train are subject to a number of
factors that can substantially impact the quality of communications.
Aspects of the present invention contemplate measuring the quality of
communications, determining whether the quality is satisfactory, deciding
whether to adjust a communications scheme so as not to lose communication,
and testing any new communication for quality.
Elaboration of Sensing Communication Quality Aspects
Aspects of the present invention contemplate that the wireless
communications on the moving train may be performed through a variety of
communication media, such as radio-frequency, optical, acoustical,
magnetic, etc. Exemplary causes of loss of communications quality may be
as follows:
A. Terrain (e.g., hill, bend, trees, tunnel)
B. Weather (e.g., rain, fog, lighting)
C. Nearby sources of interference
D. Changing antenna orientation
E. Failed Communication Equipment, e.g., repeaters, etc.
F. Multipath Effects
G Distance between transmitting and receiving equipment
As will be appreciated by those skilled in the art, there are numerous ways
for measuring communications quality. The listing below should be
construed as an exemplary list of Communication Quality Indicators (CQI)
(e.g., signals 32 (FIG. 2)) that together or in various combinations may
be used for assessing the quality of a communications channel. The listing
below is not meant to be an exhaustive listing.
A. Number of lost bits in a message
B. Number of bit parity errors
C. Signal strength
D. Drop-outs (e.g., momentary loss of signal)
E. Signal to noise ratio
F. Fading
G. Channel capacity
A number of strategies or techniques may be selected for determining
satisfactory communications quality. For example, one may compare any
given communication quality indicator (CQI) against a condemning limit. In
some situations, one may observe any given CQI over a suitable period of
time and determine the presence of a trend in that CQI. One may then
project as to when the CQI is likely to reach an unacceptable value. In
one exemplary embodiment, a processor (e.g., processor 16 (FIG. 1)) may be
configured to read a number of measurements of the CQI and compute a
mathematical average before making an assessment of the quality of the
communication system. In some other situations, the processor may be
configured to impart an appropriate time delay between a first failed
reading of the CQI and obtaining another reading before making an
assessment of the quality of the communication system to see if the cause
of the failed reading is temporary one. Thus, it is contemplated that
various techniques will be used to avoid over-reacting to temporary
glitches or noise that may not warrant declaring a loss of communication
quality. Similarly, cross checks may be made to ensure reliability of one
or more CQIs to ensure that conditions that do warrant declaring a loss of
communication quality are not missed.
In one exemplary embodiment, the measurements for the various CQIs may be
processed to generate a single indicator, e.
