System and method for managing trains

Abstract

A method for managing trains includes, through operation of a processor in a train tracking and dispatch system configured via computer executable instructions included in a memory, generating on a display a graphical representation of a track network with track lines and multiple vehicles, receiving a user input comprising a selection of a subdivision or track line in the track network and a selection of vehicles from the multiple vehicles, generating and displaying route options for the vehicles, and calculating and displaying key performance indicators (KPIs) for each route option.

Description

[0001] SYSTEM AND METHOD FOR MANAGING TRAINS

[0002] Technical Field

[0003] Aspects of the present disclosure generally relate to the field of railway technology and traffic management, such as controlling, guiding and ensuring safety of traffic. More specifically, aspects relate to systems and methods for train tracking and train management including a dispatch system with a control grid. Traffic management and related systems and methods as used herein can be applied to systems and networks for vehicles, such as to trains, buses, airplanes, taxis etc.

[0004] Background Art

[0005] Traffic control and management systems are used to govern operation of traffic and associated traffic control equipment, such as traffic signals with signal plans. In an example of railway applications including trains, dispatchers plan and control train routes using a dispatch system. The dispatch system provides a means to monitor and track trains, control switches and signals to clear routes for trains, as well as issuing authorities for areas of track that are not controlled by signals. Objectives of a dispatcher include maximizing safe train throughput based on a given schedule, keeping on-track workers safe and handling exceptions safely and in a timely manner.

[0006] Movement authorities, herein also referred to as simply authorities, are given to trains to operate on controlled tracks. Prior to the use of signals and remotely controlled switches, authorities were generated by the dispatcher and delivered to the train crews. Such authorities can be for example form-based authorities, which are written or electronic forms granting permission for train movements. These forms detail the specific track sections a train can occupy, the time frame, and any special instructions. Specifically, in dark territory (track sections without signals and track circuits), current systems rely on form-based authorities issued for the trains to travel on certain track sections, often called track warrants or track warrant control. Signals simplify the authorities to the trains by providing signal indication in the field when the train is authorized to move. The dispatcher always plans ahead based on the train characteristics, for example where upcoming meets and passes will be. When operations change, which can happen quickly on the railway, the dispatcher’s job is to change the authorities / routes in a safe manner to implement a new plan. When changing a signal route, the dispatcher must process in his or her head which signals and switches to change to which positions. Afterwards, the dispatcher sets the signals and switches that reflect the new route of a train. This may lead to missed options, delayed responses, and partially ineffective responses.

[0007] Today, dispatching requires highly manual tasks and significant knowledge of the territories and subdivisions dispatchers are responsible for. It takes years to acquire that knowledge. There is little software-based assistance for dispatchers today to automate some of their tasks, at least partially.

[0008] Summary

[0009] Methods and systems for train tracking and dispatching are described herein. A first aspect of the present disclosure provides a method for managing trains, the method comprising through operation of at least one processor in a train tracking and dispatch system configured via computer executable instructions included in at least one memory: generating on a display a graphical representation of a track network with track lines and multiple vehicles, receiving a user input comprising a selection of a subdivision or track line in the track network and a selection of vehicles from the multiple vehicles, generating and displaying route options for the vehicles, and calculating and displaying key performance indicators (KPIs) for each route option.

[0010] A second aspect of the present disclosure provides a train management system comprising at least one memory and at least one processor, and a train management module configured, via the at least one processor and the at least one memory, to generate on a display a graphical representation of a track network with track lines and multiple vehicles, receive a user input comprising a selection of a subdivision or track line in the track network and a selection of vehicles from the multiple vehicles, generate and display route options for the vehicles, and calculate and display key performance indicators (KPIs) for each route option. A third aspect of the present disclosure provides a non-transitory computer readable medium that stores computer executable instructions, which, when executed by a computer, perform a method for train management as described herein.

[0011] Brief Description of the Drawings

[0012] FIG. 1 illustrates a schematic of trains in a train network in accordance with an exemplary embodiment of the present disclosure.

[0013] FIG. 2 illustrates a schematic of train operations in accordance with an exemplary embodiment of the present disclosure.

[0014] FIG. 3A and FIG. 3B illustrate a flow chart for a method for managing trains in accordance with an exemplary embodiment of the present disclosure.

[0015] FIG. 4, FIG. 5, FIG. 6 and FIG. 7 illustrate screenshots of a display of a user interface device in connection with an automated generation of route options based on a control grid in accordance with exemplary embodiments of the present disclosure.

[0016] FIG. 8 illustrates a block diagram of a train management system in accordance with an exemplary embodiment of the present disclosure.

[0017] FIG. 9 illustrates a diagram of a train management and control system in accordance with an exemplary embodiment of the present disclosure.

[0018] Detailed Description

[0019] To facilitate an understanding of embodiments, principles, and features of the present disclosure, they are explained hereinafter with reference to implementation in illustrative embodiments. In particular, they are described in the context of systems and methods for traffic management, for example in connection with train control and dispatch systems. The components and materials described hereinafter as making up the various embodiments are intended to be illustrative and not restrictive. Many suitable components and materials that would perform the same or a similar function as the materials described herein are intended to be embraced within the scope of embodiments of the present disclosure.

[0020] FIG. 1 illustrates a schematic of trains in a train network in accordance with an exemplary embodiment of the present disclosure.

[0021] The following embodiments and examples are described in connection with freight trains. However, it should be noted that the described systems and methods may be applicable to other types of railway vehicles, such as passenger trains, work trains, etc. Examples of trains include streetcars, light rail vehicles, automatic (airport) shuttles, metros, commuter trains, EMU (Electric Multiple Units), DMUs (Diesel Multiple Units), and high-speed trains etc.

[0022] With reference to FIG. 1 , trains 104 and 108 travel within a train network, wherein only a section 112 of the train network is shown. The train network section 112 is a small part of a much larger train network comprising many train tracks and railway components. The train 104 travels on track 116 and train 108 travels on track 120.

[0023] FIG. 1 illustrates a meet-pass scenario, herein also referred to as meet-pass-point or MPP. A meet-pass-point is a designated location on a single-track line (track 120) where two trains traveling in opposite directions can pass each other. This is essential for efficient train operations on single-track lines, where only one train can occupy a section of track at a time. In this example, the trains 104 and 108 travel in opposite directions, as shown by arrows 124, 126. The train 108 is on the main track 120, and train 104 is in a siding, which is the parallel track 116, where train 104 can wait while the train 108 passes.

[0024] Further, railway signals 128 and 132 are illustrated and displayed. The railroad industry employs wayside signals to inform train operators, and wayside maintainers, of various types of operational parameters. For example, colored wayside signal lights, such as signals 128 and 132, are often used to inform a train operator as to whether and how a train may enter a block of track associated with the wayside signal light. The lights (e. g., bulbs, LEDs) are called aspect, and the information conveyed by the signals (colored lights) are referred to as indications. One simple example is a three-color system known in the industry as Automatic Block Signaling (ABS), in which a red signal indicates that the block associated with the signal is occupied, a yellow signal indicates that the block associated with the signal is not occupied but the next block is occupied, and green indicates that both the block associated with the signal and the next block are unoccupied.

[0025] The train network can be visualized and displayed as a track map, for example on a screen or display coupled to a dispatch system. Of course, the train network is depicted in a schematic and simplified and / or abstract manner. Thus, symbols for the trains 104, 108 in route are shown to indicate the trains’ locations. A variation of a dispatch system will be described in more detail below, for example in connection with FIG. 2. In short, dispatch systems are used for train tracking, more specifically for overseeing and controlling routing of the trains 104, 108.

[0026] FIG. 2 illustrates a schematic of train operations in accordance with an exemplary embodiment of the present disclosure.

[0027] In general, train operations, such as freight train operations 200, require route planning and execution 204. Dispatch systems, such as dispatch system 208, are part of the route planning and execution. Train tracking 212, i.e., knowing where the trains are, is a key part of the dispatch system 208. Train operations 200 including route planning and execution 204, dispatch system 208 and train tracking 212 include manual and automated steps and processes.

[0028] In an example, the dispatch system 208 is a computer aided dispatch system, herein also referred to as CAD system 208. Typically, the CAD system 208 is operably coupled to a back-office server system (not illustrated), herein also referred to as BOS system, which is a storehouse for speed restrictions, track geometry and wayside signaling configuration databases. The CAD system 208 can be integrated in the BOS system. The CAD system 208 is configured to display and dispatch information, data and messages to other components or sub-systems, such as the BOS system. The CAD system 208 comprises a human-machine-interface (HMI), e.g., computer and display, and can be configured to display information, such as information / data collected by different components or equipment, for example on-board units of trains, wayside interface units, etc. Further, the CAD system 208 is configured such that information / data or commands can be entered manually by an operator, for further processing by the CAD system 208 and / or the BOS system. FIG. 3A and FIG. 3B illustrate a flow chart for a method 300 for managing trains in accordance with an exemplary embodiment of the present disclosure.

[0029] As noted above, due to the complexity of the train network and their dependencies, managing and dispatching trains requires significant time and may not lead to the most optimal decisions, particularly for routing trains. Such non-optimal decisions may cause unplanned delays for trains and loss of revenue for railroads. The method 300 is described with an example of meet-pass planning.

[0030] A train meet is a situation in railroading or rail transit operations in which a train traveling in one direction "meets" another train traveling in the opposite direction, either while traveling on parallel double or multiple tracks, or while stopping and waiting on a railroad siding for the other train to pass on a single track mainline. Such a scenario is illustrated in FIG. 1.

[0031] Determining time and location of where trains meet is paramount, particularly in single track sections to meet current operational requirements. Besides monitoring the track line display, one of the primary tasks of the dispatcher is planning train movements, e. g. where will the meet with the opposing train take place. With a single main line of a subdivision, sidings (a track adjacent and connected to the main track which is so designated in the timetable, general bulletin order (GBO) or operating bulletin) allow trains going in opposite directions to meet. Sidings have a specific length that fit the train such that the train in the siding is clear of the main track to allow the other train to pass. As the dispatcher can have many trains operating on the same subdivision at a time, this task takes significant planning time and effort for the dispatcher. The decision which train goes into which siding and when and in which sequence is based on many factors such as crew hours, length of trains, status / priority of trains and the dispatcher’s experience. Even with years of experience, the dispatcher may not select the most optimal route.

[0032] Currently, when a meet / pass occurs, the dispatcher looks at a track line to create a route plan to resolve the meet cognitively. It is partially based on experience, and partially situational. This takes significant time and may lead to a suboptimal route plan in terms of railroad specific key performance indicators. Key performance indicators are herein referred to as KPIs. Examples of KPIs are schedule status (time based), crew hours, and destination priority. In accordance with an exemplary embodiment of the present disclosure, the method 300 for managing trains includes features of automatically determining route options, wherein the route options are ranked by KPIs. Suggested route options can be modified, for example using authority marker(s) for each train. As used herein, an authority marker is a graphical device that is placed on the track line display to show start and end limits of a planned authority. New route options can be created, for example using authority marker(s) for each train. For each suggested route option, relevant KPIs, such as time, energy usage and costs are calculated and displayed. The route option can be ranked according to a defined KPI ranking. A route option can be selected from the suggested options. Live train position, track and switch information is displayed for the selected route option and specific assets are controlled and track blocking is applied.

[0033] While the method 300 is described as a series of acts that are performed in a sequence, it is to be understood that the method 300 may not be limited by the order of the sequence. For instance, unless stated otherwise, some acts may occur in a different order than what is described herein. In addition, in some cases, an act may occur concurrently with another act. Furthermore, in some instances, not all acts may be required to implement a methodology described herein. The method 300 is performed by a traffic management system as described herein, for example a traffic management system 800 described with reference to FIG. 8.

[0034] The computer implemented method 300 comprises multiple phases and acts or steps within each phase. The following is described in connection with a train management method and system. However, it should be noted that the methods and systems are not limited to train management but can also be applied to bus management, airplane management, taxi management etc.

[0035] Phase 1

[0036] In accordance with an embodiment of the present disclosure, act 310 includes phase 1 which comprises updating track areas with constraints within track network. A track network includes multiple track lines, subdivisions etc. as well as trains (or other vehicles) moving within the network. The track network is illustrated via a display (computer screen, HMI), for example in a dispatch and train management system, to a dispatcher or operator / user. For phase 1 , the method 300 comprises receiving a user input comprising a selection of a subdivision or track line in the track network. The subdivision or track line is selected for route planning, for example planning a meet / pass operation. More specifically, inputs 312 include:

[0037] Dispatcher / User input: selection of one or multiple track lines, subdivisions and trains; and applicable KPI ranking.

[0038] System inputs: timetable(s) for the selected subdivisions, track lines; train positions, switch positions, train characteristics, track characteristics for a current track line status, provided for example by sensors and sensor data; authority markers for a planned track line status; and rendered map of selected subdivision(s).

[0039] In phase 1 (310), train characteristics of the selected trains and characteristics of the tracks and / or sidings within the selected subdivision are checked and compared to identify constraints. A constraint refers to limitations or restrictions within the track network that affect train operations. Constraints can include exclusions (track areas / sidings that cannot be used) and track areas / sidings that can be used but are not recommended. Other examples are sidings that are not long enough, or sidings that are blocked for other reasons, for a certain train. Such constraints are identified and displayed, for example via a control grid. A control grid as used herein is a type of visualization or representation of a track network including subdivisions and sections of track lines. It is used in train management systems, e. g. dispatch system, to display and manage train routes, sidings, stations, etc. For example, the control grid helps in identifying tracks that are not usable or recommended for selected trains in certain scenarios. The control grid is shown and described in more detail with reference to FIG. 4 and FIG. 5.

[0040] Track areas within the selected subdivision or track line are updated with constraints. Examples of constraints are:

[0041] - Track availability, planned and unplanned work on tracks, siding length, platform tracks,

[0042] - Track conditions (e.g., temporary speed restrictions, track grade, weather conditions), Train characteristics (e.g., weight restrictions, high / wide equipment, train type, train priority, train length, crew hours, health status of train equipment, horsepower per ton needed for the track grade).

[0043] Outputs 314 of phase 1 include identification of tracks that are not usable for the selected trains, and identification of tracks that are not recommended for the selected trains. Further, when two or more trains are selected for meet-pass planning, the estimated train meet position is calculated. The outputs 314 are also displayed via the control grid. Phase 2

[0044] In accordance with an embodiment of the present disclosure, act 320 includes phase 2 which comprises generating route options, calculating KPIs for each route option and ranking route options according to KPI ranking.

[0045] The outputs 314 of phase 1 are input to phase 2, specifically tracks that are not usable for the selected trains, tracks that are not recommended for the selected trains, and the estimated train meet position. Another input 322 includes a list of key performance indicators as well as a ranking of the KPIs. Here the dispatcher / user can decide which KPI is most important, and which KPI(s) are less important.

[0046] Examples of key performance indicators are:

[0047] - train schedule status, fleet status (e. g., all intermodal trains), crew hours, equipment health, train priority (incl. executive priorities), energy consumption / costs.

[0048] In phase 2, different route options are generated and presented. These can be only one route option or several route options. Standard technologies can be used for calculating an optimal route, such as a rule-based constraint solver or a machine language (ML)-model. Over time, selected route options (with comments) are captured and saved to optimize the used ML-model or algorithm. The rules of the constraint-solver are modified, or selected options are used to train the ML-model.

[0049] Type of route options

[0050] Single train route options:

[0051] Routes including multiple consecutive signals,

[0052] Routes in dark territory using form-based train movement authorities,

[0053] Routes including multiple consecutive signals and in dark territory using form-based train movement authorities,

[0054] Routes integrating with yard queues (inbound and outbound); Multiple train route options:

[0055] Routes including multiple trains moving in the same direction and / or different directions, based on the train characteristics (all of the single train options apply).

[0056] Further in phase 2, KPIs per route option are calculated. Only some KPIs may be calculated, or all available KPIs may be calculated. A KPI ranking is applied to the calculated KPIs. All route options are ranked according to the KPI ranking. The KPIs and the ranked list of route options are displayed on the control grid. Output 324 of phase 2 includes route options, specifically a ranked list of route options, wherein the route options are ranked according to selected and ranked KPIs. Further, for each route option the actual KPIs are displayed.

[0057] Phase 3

[0058] In accordance with an embodiment of the present disclosure, act 330 includes phase 3 which comprises modifying an existing route option and / or entering a new route option which has not been provided or considered. Act 330 with phase 3 can be optional. The dispatcher / user may directly move from phase 2 to phase 4.

[0059] Outputs 324 of phase 2 are input into phase 3, including ranked list of route options including KPIs for each route option. The method and associated system provide guidance to the dispatcher to create or modify a route by: highlighting available options, disabling or indicating not available options, indicating not recommended options.

[0060] If the dispatcher or user modifies one or multiple existing route options, and / or creates one or more new route options, these modified and / or new route options are fed back into phase 3, see step 332. For the new route options, the KPIs are calculated, wherein the KPI ranking is applied to the calculated KPIs. All route options are ranked according to the KPI ranking. The KPIs and the ranked list of route options are displayed on the control grid. Output 334 comprises ranked route options with KPIs per route option. The output 334 is presented and displayed to the dispatcher / user. Phase 4

[0061] In an embodiment of the present disclosure, act 340 includes phase 4 which comprises selecting a route option from the list of ranked route options, based on output 334. One of the listed and ranked route options is selected, via a user input of the dispatcher. As an option, if the dispatcher selects an option that is not the #1 ranked route option, the dispatcher can provide and enter information / reason(s) why the option has been selected. The dispatcher submits the selected route option. Output 342 includes a selected route option, and optionally a reason for the selected route option.

[0062] Phase 5

[0063] In an embodiment of the present disclosure, action 350 includes phase 5 which comprises creating a new route plan built on a previous route plan within the track network. A plan or route plan includes a track line in the track network or a map of a path from one location to another. The new plan for the selected subdivision or track line connects to the preceding plan. The authority markers (start position) of the new plan are identical with the authority markers (end position) of the previous plan. In an example, the dispatcher locates the authority markers (end position) of this plan to advance the next meet-pass. Output 352 includes the new plan, which can be input into phase 2. The new plan is displayed. The new plan may be a stacked plan, which is a plan that consists of n plans.

[0064] FIG. 4, FIG. 5, FIG. 6 and FIG. 7 illustrate screenshots of a display of a user interface device in connection with an automated generation of route options based on a control grid in accordance with exemplary embodiments of the present disclosure.

[0065] FIG. 4 illustrates a first screenshot 410 of a display 400 of a user interface device, also referred to as graphical user interface (GUI) provided by a dispatch and train management system in connection with an automated generation of route options utilizing a control grid 420. The control grid 420 is a type of visualization or representation of a track network including subdivisions and sections of track lines. Specifically, the control grid 420 shows identification of a subdivision 430 named “Andrews”. Subdivision 430 can be selected via user input in section 440 named “Trains”. In section 440, subdivision or track lines as well as associated trains can be selected. In our example, subdivision “Andrews” and trains Q102 (southbound) and Q205 (northbound) are selected. Other sections comprise section 450 “Summaries”, section 460 “IM” and section 470 “Authority”.

[0066] Control grid 420 shows subdivision 430 including track line 432 and sidings 434. Further, the stations along the line 432, such as “Fletcher”, “McColl Connection”, “Clio” etc., and trains Q102 and Q205 are represented. Screenshot 410 relates to phase 1 of method 300 comprising updating a subdivision or track line with constraints. Thus, some sidings are excluded due to the characteristics of the selected trains. Further, FIG. 4 illustrates that the estimated meet point 436 of trains Q102 and Q205 has been calculated and is displayed.

[0067] FIG. 5 illustrates a second screenshot 510 of a display 500 of a user interface device, also referred to as GUI provided by a dispatch and train management system in connection with an automated generation of route options utilizing a control grid 520.

[0068] Screenshot 510 illustrates that the system has generated route options, calculated KPIs for each route option and ranked the route options according to a KPI ranking (phase 2 of method 300). An objective here is to find a most optimal route, based on selected KPIs, for the trains Q102 and Q205 to meet and pass each other. For our example, “Andrews: Option 1” is displayed in 530 and proposes that the trains meet and pass each other at station “Fletcher”. Further, “Andrews: Option 2” is displayed in 540 and proposes that the trains meet and pass each other at station “Clio”. For both options, the KPIs including time, energy usage and costs are calculated and displayed. The dispatcher or user now can select one of the options for a train route. Further, the dispatcher may add another option, via “Add option”, in case there is another option that has not been presented.

[0069] FIG. 6 and FIG. 7 illustrate third and fourth screenshots 610 and 710 of a display of a user interface device, also referred to as GUI provided by a dispatch and train management system in connection with an automated generation of route options utilizing a control grid.

[0070] FIG. 6 and FIG. 7 relate to phase 5 of method 300 comprising creating a new route plan built on a previous route plan within the track network. FIG. 7 shows plan 2, which is the new plan, built on previous plan 1 , shown in FIG. 6. Plan 1 in FIG. 6 illustrates the plan for the meet at ‘Mullins’ with trains Q102 and Q205, and also illustrates the planned move of train Q104 to station ‘Clio’ to meet train Q205, and the planned move of train Q207 into station ‘Eulonia’ to meet train Q102. With the control grid, multiple moves can be easily planned in one plan / display view.

[0071] Plan 2 in FIG. 7 shows the trains as if they have arrived at their destinations from plan 1 , and now allow the dispatcher / user to complete the routes for train Q102 to the south end of the route, e.g. sub, and Q205 to the north end of the route, e. g. sub. After the dispatcher / user has selected a route option, the system creates a route plan for the trains Q102 and Q205 within subdivision “Andrews” which is then implemented and communicated by the system to other participants and components of the train network / system.

[0072] The new plan 2 is based on plan 1. The authority markers (start position) of the new plan 2 are identical with the authority markers (end position) of the previous plan 1. In an example, the dispatcher locates the authority markers (end position) of this plan to advance the next meet-pass. In our example, the meet-pass 720 of the trains is at station “Mullins”.

[0073] FIG. 8 illustrates a block diagram of a train management system 800 in accordance with an exemplary embodiment of the present disclosure. In an exemplary embodiment of the present disclosure, the traffic management system 800 is configured to execute or perform for example the method 300 for managing trains as described with reference to FIG. 3A, FIG. 3B, FIG. 4, FIG. 5, FIG. 6 and FIG. 7.

[0074] The traffic management system 800 comprises a train management module 810 including a train management method or algorithm, that is configured, via processor 820 and memory 830, to receive input data 850 and generate an output with output data 860.

[0075] The system 800, more specifically the train management module 810 is configured to generate on a display a graphical representation of a track network with track lines and multiple vehicles, receive a user input comprising a selection of a subdivision or track line in the track network and a selection of vehicles from the multiple vehicles, generate and display route options for the vehicles, and calculate and display key performance indicators (KPIs) for each route option and ranking the route options according to the KPIs.

[0076] Further, the train management system 800 may employ a machine learning (ML) algorithm 840. As previously described, in phase 2 of method 300 (see FIG. 3), different route options are generated and presented. Standard technologies can be used for calculating an optimal route, such as a rule-based constraint solver or a machine language (ML)-model. Over time, selected route options (with comments) are captured to optimize the used technology. The rules of the constraint-solver are modified, or selected options are used to train the ML-model. Further, the train management module 810 is configured to execute train management including generation of route options, via a management algorithm / method 300 as described herein.

[0077] The module 810 may be embodied as software or a combination of software and hardware. The module 810 may be a separate module or may be an existing module programmed to perform a method 300 as described herein. For example, the module 810 may be incorporated, for example programmed, into a dispatch and train management / control system, by means of software. In another example, the module 810 may be a firmware plugin into an existing system.

[0078] The system 800 further comprises a user interface 870 with display. For example, control grid, subdivisions and track lines of a train network, generated route options, list of KPIs, and outputs as described with reference to the method 300 are displayed. Examples are the screenshots 410, 510, 610 and 710 illustrated in FIG. 4, FIG. 5, FIG. 6 and FIG. 7.

[0079] FIG. 9 illustrates a diagram of a train management and control system 900 in accordance with an exemplary embodiment of the present disclosure.

[0080] In an example, the train management and control system 900 is configured as positive train control (PTC) system. PTC is a system designed to prevent train-to-train collisions, derailments caused by excessive speeds, unauthorized train movements in work zones, and the movement of trains through switches left in the wrong position etc.

[0081] In an exemplary embodiment of the present disclosure, the management module 810, as described with reference to FIG. 8, can be an individual system and operably coupled to computer aided dispatch (CAD) system 950, or the module 810 can be integrated or implemented by the CAD system 950. In this case, the processor 820 and memory 830 are part of the CAD system 950. The management module 810 may be embodied as software or a combination of software and hardware. In an example, the traffic management module be installed, for example loaded or programmed, into the CAD system 950.

[0082] In general, PTC system 900 comprises back-office server system 910, herein also referred to as BOS system 910, an onboard unit 920 installed and operating in a locomotive of a train, herein also referred to as OBU 920, and a system of wayside interface units 930, herein also referred to as Wills 930. Further, system 900 comprises a communication network 940 configured to interface with the BOS system 910, the OBU 920, and the WIUs 930. The PTC system 900 enables real-time information sharing between the BOS system 910, the OBUs 920 of trains, and WIUs 930, regarding train movement, speed restrictions, train position and speed, and the state of signal and switch devices etc.

[0083] The OBU 920 monitors and controls train movement, for example if train operator (engineer) fails to respond to (audible) warnings. The OBU 920 is in communication with a positioning system 960 to determine the position of the train. The positioning system 960 can be for example the Global Positioning System, known as GPS, and the OBU 920 can comprise a GPS receiver. The WIUs 930 are crucial components for collecting, processing, and transmitting data from wayside devices such as track circuits and signals to the BOS system 910 and / or OBU 920, via communication network 940. Such wayside information can include for example switch positions, signal states etc.

[0084] The BOS system 910 is a storehouse for speed restrictions, track geometry and wayside signaling configuration databases. The BOS system 910 is operably coupled to the CAD system 950. The CAD system 950 can be integrated in the BOS system 910. The CAD system 950 is configured to display and dispatch information / data, i. e. messages, to other components or sub-systems, such as the BOS system 910. In an example, the CAD system 950 comprises a human-machine- interface (HMI), e. g. computer and screen, and can be configured to display information on the screen, such as information / data collected by the WIUs 930. Further, the CAD system 950 can be configured such that information / data can be entered, for example manually by an operator, for further processing by the CAD system 950 and / or the BOS system 910.

Claims

Claims1 . A method for managing trains, the method comprising, through operation of at least one processor in a train tracking and dispatch system configured via computer executable instructions included in at least one memory: generating on a display a graphical representation of a track network with track lines and multiple vehicles, receiving a user input comprising a selection of a subdivision or track line in the track network and a selection of vehicles from the multiple vehicles, generating and displaying a graphical representation of route options for the vehicles, and calculating and displaying key performance indicators (KPIs) for each route option.

2. The method of claim 1 , further comprising: ranking the route options according to a ranking of the KPIs.

3. The method of claim 1 or 2, further comprising: updating track areas of the selected subdivision or track line with constraints.

4. The method of claim 1 , 2 or 3, further comprising: receiving a user input comprising a selection of a route option from the displayed route options, and creating and displaying a graphical representation of a route plan based on the selected route option and integrating the route plan into the track network.

5. The method of any of the preceding claims 1 to 4, further comprising: receiving a user input comprising an additional route option and / or a modification of a route option.

6. The method of any of the preceding claims 1 to 5, wherein the generating of the route options is performed utilizing a machine learning algorithm or a rule-based optimization algorithm.

7. The method of any of the preceding claims 1 to 6, further comprising: storing the route plan created based on the selected route option back, and utilizing the route plan for generating future route options for the vehicles.

8. The method of claim 6, wherein the user input comprising the selection of the route option from the displayed route options, the user input comprising the additional route option and / or a modification of the route option, or user input comprising feedback is utilized as input for the machine learning algorithm.

9. The method of any of the preceding claims 1 to 8, wherein the KPIs are selected from a train schedule status, fleet status, crew hours, equipment health, train priority, processing time, energy consumption, energy costs, and a combination thereof.

10. The method of any of the preceding claims 1 to 9, further comprising: receiving input data comprising a timetable, train positions, switch positions, train characteristics, track characteristics, and authority markers.

11. A train management system comprising: at least one memory and at least one processor, and a train management module configured, via the at least one processor and the at least one memory, to generate on a display a graphical representation of a track network with track lines and multiple vehicles, receive a user input comprising a selection of a subdivision or track line in the track network and a selection of vehicles from the multiple vehicles, generate and display a graphical representation of route options for the vehicles, and calculate and display key performance indicators (KPIs) for each route option.

12. The train management system of claim 11 , wherein the train management module is further configured to rank the route options according to a KPI ranking.

13. The train management system of claim 11 or 12, further comprising: a graphical user interface configured to display the graphical representations of the track network with track lines and multiple vehicles, and route options for the vehicles.

14. The traffic management system of claim 11 , 12 or 13, wherein the train management module is further configured to rank the route options according to a ranking of the KPIs.

15. The traffic management system of any of the preceding claims 11 to 14, wherein the train management module is further configured to update track areas of the selected subdivision or track line with constraints.

16. The traffic management system of any of the preceding claims 11 to 15, wherein the train management module is further configured to receive a user input comprising a selection of a route option from the displayed route options, and to create and display a route plan based on the selected route option and integrate the route plan into the track network.

17. The traffic management system of any of the preceding claims 11 to 16, further comprising a machine learning algorithm or rule-based optimization algorithm for generation of the route options.

18. The traffic management system of any of the preceding claims 11 to 17, further comprising data interfaces for receiving input data comprising a timetable, train positions, switch positions, train characteristics, track characteristics, authority markers and the KPIs.

19. The traffic management system of any of the preceding claims 11 to 18, wherein the KPIs are selected from a train schedule status, fleet status, crew hours, equipment health, train priority, energy consumption, energy costs, and a combination thereof.

20. A non-transitory computer readable medium that stores computer executable instructions, which, when executed by a computer, perform a method for train management as claimed in claims 1 to 10.

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