Train Route Translation System for Alternate Paths
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Solution Overview
Problem
Existing Automatic Train Operation (ATO) systems struggle to accommodate alternate routes and three-dimensional rail terrain, as they rely on one-dimensional route representations, which are difficult to achieve and require accurate three-dimensional location determination, and face challenges with GPS signal loss and expensive inertial systems.
Innovation Solution
A method and apparatus for efficiently translating two- or three-dimensional routes into one-dimensional routes by logically dividing railway segments, controlling the train based on one-dimensional representations, determining and interlocking occupied segments, and passing segment information to the train, allowing operation in one-dimensional space.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If ATO systems use one-dimensional route representations, then the system complexity is reduced and ease of operation is improved, but the ability to accommodate alternate routes and three-dimensional rail terrain is lost
Solution Approach 1:
The patent applies dimensionality change by mapping three-dimensional geographic coordinates (latitude, longitude, elevation) onto a one-dimensional track reference system using mileposts and offset distances. This allows the system to represent complex 3D rail terrain and alternate routes within a simplified 1D framework that maintains ease of operation while accommodating versatility.
2Adaptability or versatility
If ATO systems use two- or three-dimensional space representation to accommodate alternate routes, then adaptability is improved, but the device complexity increases and location determination accuracy requirements increase
Solution Approach 1:
The patent transforms 3D location data into 1D track reference data by projecting geographic coordinates onto the track centerline and representing positions as milepost offsets. This dimensionality reduction simplifies the device complexity while maintaining the ability to represent alternate routes through the track reference data structure.
Solution Approach 2:
The patent creates a simplified copy of the three-dimensional rail terrain as a one-dimensional track reference system. Instead of working with complex 3D coordinates, the system uses a copied representation where positions are expressed as distances along the track from reference points, reducing computational complexity while preserving route information.
3Reliability
If GPS signal is lost, then the reliability of location determination decreases, but switching to inertial systems increases device complexity and cost
Solution Approach 1:
The patent introduces track reference data as an intermediary between the GPS location determination system and the train control system. By mapping GPS coordinates to milepost offsets using pre-computed track reference data, the system maintains reliability during GPS signal loss by reverting to the 1D track reference framework without requiring expensive inertial systems.
4Ease of operation
If continuous routes are plotted prior to departure in ATO systems, then the ease of operation is improved, but the ability to accommodate alternate route entries is lost
Solution Approach 1:
The patent makes the route representation dynamic by allowing the track reference data to be updated in real-time as trains approach control points with alternate routes. Instead of fixed pre-plotted routes, the system can dynamically assign different milepost offsets based on current traffic conditions and track availability, enabling alternate route entries while maintaining operational simplicity.
Data Source
AI summary
A method is provided for operating a train or rail vehicle along a railway which is logically divided into segments, and includes at least one control point presenting at least two possible paths that are exclusive of each other, each path including one or more segments. The method includes: (a) controlling the rail vehicle as it travels along the railway by reference to a one-dimensional representation of the segments prior to the control point; (b) determining which segment located immediately past the control point is to be occupied by the rail vehicle; (c) after the rail vehicle has traveled past the at least one control point, verifying which segment was occupied; (d) interlocking the occupied segment; (e) passing segment information to the rail vehicle; and (f) controlling the rail vehicle as it travels along the railway in reference to a one-dimensional representation of the segments past the control point.