BR102022017668A2 - ALERT SYSTEM AND METHOD - Google Patents

Abstract

A system is provided that includes at least one positioning system (118) that can detect a location or position of a vehicle (12, 14) or a portion of a group of vehicles (10) that includes the vehicle (12, 14). , at least one sensor (120) positioned on or associated with the vehicle (12, 14) that can generate sensor data of a particular parameter or condition and a controller (102) in communication with the sensor (120) and the control system positioning (118). The controller (102) may determine that a hazard event has occurred based, at least in part, on the sensor data and may communicate a hazard event notification based, at least in part, on the location data and the sensor data. to a remote server (108).

Description

Cross Reference to Related Patent Applications

[001] This application is a continuation in part of U.S. Patent Application No. US 16/557,408 (filed August 30, 2019), which is a continuation in part of U.S. Patent Application No. US 15 /062,459 (filed March 7, 2016, now US patent 10,479,380); is a continuation in part of U.S. Patent No. US 15/592,760, filed May 11, 2017; and is a continuation in part of U.S. Patent Application No. US 16/110,415 (filed August 23, 2018, now US Patent 10,919,551). U.S. Patent Application No. US 16/110,415 is a continuation of U.S. Patent Application No. US 14/032,710 (now US Patent 10,081,378), filed September 20, 2013, which claims priority of U.S. Provisional Patent Application No. US 61/703,531, filed September 20, 2012. All disclosures of these prior patent applications are incorporated herein by reference.

Background of the Invention Field of Invention

[002] Achievements of the subject matter disclosed in this document relate to a monitoring system and method for use with a vehicle.

Technique Discussion

[003] Some hazard event responders may not be aware of what types of hazardous materials can be transported in a transport vehicle. A transport vehicle operator may be required to follow an emergency response plan but may be incapacitated. Depending on the cause of the hazard event, the vehicle may be unable to send notifications that the hazard event has occurred. It may be desirable to have a different system and method than those currently available.

Summary of the Invention

[004] In one embodiment, there is provided a system that includes at least one positioning system that can detect a location or position of a vehicle or a portion of a group of vehicles that includes the vehicle, at least one sensor positioned or associated with the vehicle that can generate sensor data of a given parameter or condition and a controller in communication with the sensor and positioning system. The controller may determine that a hazard event has occurred based, at least in part, on the sensor data and may communicate a hazard event notification based, at least in part, on the location data and the sensor data to a server remote.

[005] In one embodiment, a method includes detecting at least one parameter or condition associated with a hazard event; detect a position or location of a vehicle at a time when the hazard event occurs; and selectively transmitting to a remote server a hazard event notification that is based at least partially on a detected parameter or condition and the position or location of the vehicle.

Brief Description of the Drawings

[006] The subject matter described herein includes descriptions of non-limiting embodiments, with reference to the attached drawings, in which below:

[007] Figure 1 illustrates a danger event warning system;

[008] Figure 2 illustrates a flowchart of a hazard event warning method; It is

[009] Figure 3 illustrates another flowchart of a hazard event warning method.

Detailed Description

[010] Embodiments of the subject matter disclosed in this document refer to a system that includes at least one positioning system that can detect a location or position of a vehicle or a portion of a group of vehicles that includes the vehicle, at least one sensor positioned on or associated with the vehicle that can generate sensor data of a given parameter or condition, and a controller in communication with the sensor and positioning system. The controller may determine that a hazard event has occurred at least in part based on the sensor data and may communicate a hazard event notification based at least in part on the location data and the sensor data to a remote server.

[011] In one embodiment, a method includes detecting at least one parameter or condition associated with a hazard event, detecting a position or location of a vehicle at a time of occurrence of the hazard event, and selectively transmitting a hazard event notification to a remote server. This notification is based, at least partially, on a detected parameter or condition and the position or location of the vehicle.

[012] Referring to Figure 1, a hazard event warning system 1000 for a group of vehicles may include a sensor 120, one or more communication devices 112, 116, 118, a positioning system 122 and a controller 102 The controller may represent an end-of-train (EOT) and/or head-of-train (HOT) computer 104 and/or a vehicle group controller 106. The computer and/or controllers may each or collectively represent hardware circuits. that include and/or are connected to one or more processors (e.g., one or more microprocessors, one or more field-programmable gate arrays, one or more integrated circuits, etc.). The communication devices may communicate with the sensor, the positioning system, the controller, and one or more remote servers 108. Alternatively, the controller may represent other hardware circuits that include and/or are connected to one or more processors, but are not included in or do not represent an EOT or HOT computer.

[013] As used in this document, the terms “communication”, “communicate” and “communicatively coupled” refer to the receipt, transmission or transfer of one or more signals, messages, commands or other type of data. For a unit or device to be in communication with another unit or device may include a unit or device being capable of receiving data from and/or sending data to the other unit or device. A communication may use a direct or indirect connection and may be wired and/or wireless in nature. Furthermore, multiple units or devices can communicate with each other, even though the transmitted data may be modified, processed, routed, etc., between the units or devices. For example, a first unit may communicate with a second unit even though the first unit passively receives data and does not actively transmit data to the second unit. As another example, a first unit may communicate with a second unit if an intermediate unit processes data from one unit and transmits processed data to the second unit. Other provisions are possible and depend on specific application circumstances. Suitable electronic communications protocols and/or algorithms may include TCP/IP (including HTTP and other protocols), WLAN (including 802.11 and other radio frequency-based protocols and methods), analog transmissions, and cellular networks. Suitable cellular networks may include Global System for Mobile Communications (GSM), Code Division Multiple Access (CDMA), Long-Term Evolution (LTE), Worldwide Interoperability for Microwave Access (WiMAX)) and/or the like. Other suitable communication modes may include low Earth orbit (LEO) satellite communications as well as optical data transmission systems.

[014] As used herein, a hazard event is an occurrence of which notification must be made in order to address the consequences or impact of the hazard event. Examples of hazardous events may include a derailment of a locomotive or railroad car, a car or truck accident, a ship running aground, spillage of cargo carried by a vehicle, an incapacitated operator (onboard or offboard) of a vehicle, a fire on board a vehicle, a rock slide, a landslide, a flood, tornado, hurricane, other weather conditions, etc. Other examples may include damage to a route over which a vehicle can travel (regardless of whether the vehicle is damaged or involved in the event). A bridge being washed and a stopped vehicle blocking the bridge are both obstacles, but the corrective action for each condition is different. Additionally, the risk event could be an increased probability of blocking based on location predictions and risk tolerance. For example, if a vehicle must travel on the route segment of a road that runs through a forest that is partially on fire, the vehicle and the road may be unblocked, but the road segment that travels through the forest may, under certain conditions, be unblocked. be classified as a hazardous event based on the risk level defined by the road or railway; the location, direction, and speed of the fire near the road route segment; and the location, direction and speed of the vehicle relative to the road route segment.

[015] The sensor can be positioned or associated with at least one vehicle in a group of vehicles. An example of a group of vehicles that can be coupled together is a train that includes one or more locomotives and cars, and in which the vehicles are mechanically and communicatively coupled. Another example is a platoon of road vehicles or aerial drones that can only be coupled communicatively. For example, communicatively coupled vehicles include vehicles that are not mechanically coupled, but that communicate with each other during the vehicle's movements, so that the vehicles can coordinate their movements with each other and move along one or more routes as a group of vehicles. A group of vehicles of a single vehicle is referred to herein simply as a vehicle, and the group of vehicles may include one or more vehicles that are at least communicatively coupled so that the movement of the group of vehicles is coordinated through the communicative coupling. Alternatively, the sensor may be outboard vehicles. For example, the sensor may be included in or in part of a track device that is fixed to the ground or otherwise stationary.

[016] Examples of sensors include an accelerometer, a pressure sensor, a thermocouple, a microphone, a camera and a rotational sensor. A sensor system may include a housing and a wireless communicator. The sensor system may include a power source, such as a battery, a solar cell, a piezoelectric stirrer, and the like. In one embodiment, the sensor may communicate with another sensor to pass messages to a controller, an EOT, a track device, and/or a remote server. The sensor may report that at least one parameter or condition associated with a hazard event has been detected or determined.

[017] A sensor can detect, measure or determine a parameter or condition associated with a hazardous event. The parameter or condition may be associated with one or more vehicles in the vehicle group, or the route, or track equipment that is proximate to the route, or an inspection unit that is inspecting a portion of the route or vehicle, or area or environmental information systems (such as weather alerts or emergency broadcasts). When referring to the route, adjacent and nearby route considerations are included. Examples of vehicle-related parameters or conditions associated with a hazard event include an acceleration event, a deceleration event, a brake line pressure, a vibration, a vehicle tilt, a vehicle speed, a component temperature of the vehicle and/or other similar conditions or parameters. Other suitable conditions or parameters may include deployment of an airbag, an optical signal, a lidar or radar signal, an acoustic event, deployment of brakes, a waveform signal generated by a traction motor (or the loss thereof) , a battery charge level, a battery temperature level, smoke detection, gas leak detection, fuel leak detection and lubricant leak detection. Acoustic events may include a certain configurable sound profile from a gunshot, the sound of broken glass, a human voice, sirens, and the like.

[018] Sensors located on or associated with a vehicle may be part of, may include, or may be connected to a controller, an EOT, a track device, a remote server, and/or a positioning device. A sensor may be attached or installed on a vehicle or vehicle accessory, such as a semi-trailer, trailer, automobile, marine vessel, locomotive, railcar, EOT, mining equipment, aircraft or other vehicle in the vehicle group.

[019] A suitable sensor system may have a fastener. Suitable fasteners may include a magnetic or adhesive pad in its housing or a mechanical clamp. In one embodiment, the sensor may include a mobile or stationary device that has capabilities for detecting or determining a vertical and/or lateral acceleration and/or other movement of the vehicle.

[020] The communication device may be on board a vehicle in the group of vehicles. The communication device can receive, process and/or transmit data. The positioning system may detect or determine a location or position of a vehicle in the group of vehicles and, by extension, the group of vehicles itself. The controller can be positioned or associated with a vehicle in the vehicle group. The controller can communicate with the sensor, communication device and positioning system. The controller may generate or receive a notification based at least partially on the parameter or condition detected or determined by the sensor. The controller may determine or receive a location or position of at least a portion of the group of vehicles based at least partially on the location or position detected or determined by the at least one positioning system. The controller may communicate notification of a hazard event between computers, to a remote server associated with a specified entity, to a back-office system (BOS), to an emergency management service, or to a combination of two or more of the same. In one embodiment, the controller may be an on-board computer. Suitable on-board computers may include a vehicle controller, an end-of-train (EOT) device, an Edge device (such as EdgeLINC™ from Wabtec Corporation), and the like.

[021] Figure 1 shows the hazard event warning system 1000. The system is an example for a railway scenario and includes a group of vehicles 10 which is a train. The train includes a first vehicle 12 which is a locomotive and one or more additional vehicles 14 which are cars. A controller may be located on or associated with the locomotive. The first vehicle may be referred to as a propulsion-generating vehicle (e.g., automobile, locomotive, truck, agricultural vehicle, mining vehicle, marine vessel, etc.), while additional vehicles may be referred to as non-propulsion-generating vehicles ( e.g. wagons, trailers, barges, etc.). While a rail vehicle system is shown in Figure 1, system 1000 may be used in connection with other types of vehicles.

[022] The controller may be part of, may include, or may be connected to another device and/or system with a separate function on the propulsion generating vehicle. The other functional device may be, for example, an Energy Management System (EMS), a network management system, a Positive Train Control (PTC) system, a head end unit (HEU) system, a Head of Train (HOT) device, a vehicle group management computer (e.g., consists), a distributed power system (such as Wabtec Corporation's LocoTROL™), a vehicle dispatch and route management system, and /or a locomotive cab unit system. In one embodiment, the controller is a device or system separate from the vehicle in which it is disposed rather than integrated into a system that is dedicated to another function.

[023] Suitable controllers may be a stationary device or a mobile device, such as an application-specific integrated device or a mobile device. Suitable mobile devices may include wearable electronics, a smartphone, laptop or tablet computer. In one embodiment, the processing and control device is an edge-based computing device. The controller may communicate with one or more EOT devices, one or more track devices, one or more remote servers, one or more sensors, and/or one or more positioning devices. In one embodiment, the controller is part of the EOT.

[024] Suitable remote servers may include a cloud-based computing platform. Depending on the application, wired and wireless communication can be used and the various devices, including the controller, can communicate through one or more communication devices. As an example of wired communication, communication can be accomplished using a vehicle power line that runs from the driver to the rear of a group of mechanically coupled vehicles. In one embodiment, the sensors may communicate with the EOT, controller and/or remote servers.

[025] The controller may receive a notification (e.g., an alert or other message) about the occurrence of one or more parameters or conditions detected or determined from a sensor. In various embodiments, the notification may come from an on-board device (e.g., the EOT device) and/or an off-board device (e.g., a track device). The controller may acknowledge receipt of a notification received from the EOT and/or off-board or trackside device. In one embodiment, the track device is a portable device carried by a person. In another embodiment, the track device is a device permanently or semi-permanently installed near the route or a feature on the route (such as an intersection, bridge, switch, and the like).

[026] A track device may include one or more transponders, transceivers or other information transmitter. The transponder may be powered or may be passive depending on specific application parameters. In one embodiment, there may be a plurality of passive transponders located along a vehicle route network, each including transponder data uniquely identifying a route segment or location where the transponder is positioned. Positioning may be strategic, such as near a designated portion of a trail, a switch, a boundary of a region, designated coordinates, and/or the like. The transponder data may include an identifier that is correlated with a location stored in a route database or a map. Additionally, transponders may be located throughout the route network, including adjacent to an intersection or a switch clearance point, or adjacent to a route segment that approaches a switch clearance point or intersection. The system can be used or coordinated with the control and movement of a vehicle, or a group of vehicles, by establishing boundaries or geofences that can be used for traffic control or the like.

[027] A suitable transponder may be a passive radio frequency identification (RFID) transponder (e.g. tag) and the signal receiving device may be an RFID reader that energizes the transponder to retrieve data stored therein. Other suitable transponders may include near field communication (NFC) tags, low power Bluetooth® devices and/or the like. In one embodiment, the sensor is an optical sensor that can interact with, for example, one or more printed data sources (e.g., a two-dimensional or three-dimensional barcode, a visual code, printed text, etc.). In such examples, the sensor (or an add-on device) may illuminate the printed data source (e.g., with an infrared light or other light source) and capture the data printed thereon as an image capture device. The controller may then decode and/or process the captured image to obtain the data encoded or printed therein.

[028] During operation, a notification regarding an occurrence of a parameter or condition detected or determined by the sensor may be received by the controller. The controller may communicate a hazard event notification to a remote server associated with a specified entity associated with a government agency, regulatory agency, or some other authority or entity and/or a remote server of a back-office system (BOS) ( for example, a central office associated with the vehicle group and/or responsible for a route network). In one embodiment, the controller may directly communicate a hazard event notification to the remote server.

[029] The controller may communicate a hazard event notification to a remote server associated with a specified entity other than the BOS associated with the vehicle group, and the controller may communicate to that specified entity by other methods. Other suitable methods may include one or more telephone calls, text messages, push notifications and/or the like. The controller may communicate with the remote server and/or back-office system instead of or in addition to the controller, or when the controller is out of communication with the controller.

[030] The controller may communicate notification of the hazard event to the remote BOS server associated with the vehicle group or the route network (or both), and the remote server may communicate notification of the hazard event to one or more other remote servers associated with one or more specified entities. The remote server can communicate the notification to other vehicles or groups of vehicles that are close to the location or position of the hazard event. The remote server may communicate the notification to other vehicles or groups of vehicles that are distant from the location or position of the hazard event, but are traveling toward or scheduled to travel toward the location or position of the hazard event. Optionally, the sensor can be part of the track device and communicate notification (or warning) of the danger to the vehicle(s). In another example, the sensor may be on board a vehicle and notification or warning of the hazard may be communicated to other vehicles and/or road devices. The remote server, vehicle, or roadside device can selectively notify other vehicles based on certain factors. Appropriate factors may include the amount of time elapsed between the occurrence of the hazard event and the approach of the other vehicles, whether the other vehicles are traveling on the same route as the hazard event (same tracks or same lane of a road) or just nearby a (a nearby set of tracks, or on the other side of a multi-lane road), the type of hazard event, the nature of any spilled cargo, the types of vehicles involved, the time of day or time of year, conditions weather and environmental conditions, and whether a response team has arrived at the location or position of the hazard event.

[031] The remote server of the specified entity may be selectively determined based on the circumstances of the hazard event. The controller and/or EOT may communicate a notification of the hazard event to a remote server associated with a specified entity other than the central office associated with the group of vehicles, in addition to or instead of communicating a notification of the hazard event to a remote server of the BOS associated with the vehicle group.

[032] A notification of a hazard event communicated by the controller may send an alert to users and first responders who have a software application installed on a mobile device. The alert may contain an event location, a material carried by the vehicle (e.g., as may be determined based on operator input to the controller, from a manifest provided to the controller, from an optical scan of associated cues to the material container, etc.), a quantity of material, media (e.g. photographs, images and/or video) and/or recommended actions to be taken in response to the hazard event. A notification of the hazard event communicated by the controller and/or EOT may include audio, graphic and/or video information. Audio and/or video information may be received through an input device associated with the controller, EOT or a mobile device and displayed thereon. As an example, audio and/or video information may be captured by a camera and/or microphone communicating with the controller and/or EOT. May be captured by a vehicle operator or crew member with a mobile device with a camera and/or microphone.

[033] A notification of the hazard event communicated by the controller may result in a route designation that a hazard event may exist or will exist (e.g., the vehicle is heading toward a fire, collision, obstacle, etc.), in a specific location. Information about hazard events can then be disseminated to other vehicles and groups of vehicles and/or operators of such groups of vehicles who can then adjust and respond accordingly.

[034] In one embodiment, the hazard event may be a predicted event. The hazard may not have occurred yet, but the conditions and/or locations detected may indicate that the hazard event is likely to occur. For example, the controller may examine the locations of groups of vehicles and detected conditions to determine that groups of vehicles are heading toward each other, are heading toward an obstacle, are heading toward another impassable situation (e.g., example, a washed bridge), etc. Although the hazard involving the group(s) of vehicles has not yet occurred, the detected conditions and locations indicate that the hazard event is most likely not to occur. The controller can then communicate notification to warn these groups of vehicles, other groups of vehicles, the dispatcher, trackside devices, etc., of the anticipated imminent hazard event.

[035] As another example, the controller may receive (e.g., from the operator, an off-board system or source, such as a weather reporting system) weather conditions that may indicate that the hazard is more likely to occur (e.g. , in relation to other meteorological conditions). For example, if there has been significant rainfall (e.g., more than a threshold amount, such as more than two inches of precipitation within twenty-four hours), earthquakes, temperature variations, or the like, the controller may determine that a landslide or rock slide is likely to happen (or more likely to happen). Even if the landslide or rockslide has not occurred, the controller can send a signal to another vehicle, a track device, the BOS or similar, to warn of the potential danger. This can help other vehicles collide or otherwise travel into danger.

[036] The controller may communicate notification of the hazard event before or after validation or invalidation, or may communicate notification without validation or invalidation. For example, in response to the detection of a parameter or condition, a vehicle group operator may be presented with an indication of the alert with options to validate (e.g., confirm) or invalidate (e.g., cancel) the alert. The controller can communicate notification of the hazard event to a remote server associated with the back-office system, another vehicle, or a roadside device before validation or invalidation. The controller may communicate the notification to the remote server associated with a specified entity, the other vehicle(s), and/or the roadside device after the alert is verified or after a specified period of time without any input. is received from the vehicle group operator. The notification can be communicated to the remote server associated with the back-office system after validation or expiration of the specified period of time.

[037] The controller may communicate notification of the hazard event to a remote BOS server associated with the vehicle group, another vehicle and/or the track device before validation or invalidation, and may again communicate notification of the hazard event validated to the BOS remote server, another remote server associated with a specified entity other than the central office associated with the vehicle group, another vehicle and/or the track device. By way of another non-limiting example, the controller may wait for validation or invalidation before communicating notification of the hazard event to a remote server associated with a specified entity and to the remote server of the back-office system associated with the vehicle group and /or to another remote server associated with another specified entity.

[038] After invalidating the occurrence of the hazard event, the controller may still communicate notification of the invalidated hazard event to the remote server of the back-office system associated with the group of vehicles for registration or other purposes.

[039] In the event that the occurrence of a hazard event is not validated or invalidated within a certain period of time, the controller may communicate notification of the hazard event to a remote server of the backoffice system associated with the group of vehicles and to the remote server associated with a specified entity other than the back-office system associated with the vehicle group.

[040] The controller may communicate notification of the hazard event to a remote server of a back-office system associated with the vehicle group prior to validation or invalidation and, after the hazard event is neither validated nor invalidated within a certain period of time, the controller may communicate notification of the unconfirmed hazard event to the remote server of the back-office system associated with the vehicle group and/or to another remote server associated with another specified entity.

[041] The hazard event identity may be sent to the remote server with the hazard event notification, or the hazard event identity may be sent separately. In one embodiment, the remote server may obtain information from social media sources that relate to the hazard event. For example, text, images or video of a hazard event may be posted on publicly available websites or mobile device applications, private websites or mobile device applications, or the like, where people can share the text, images and/or video . If this published information is stamped with the appropriate time and location to correspond to the occurrence of the hazard event, the content can be used to validate the occurrence, then the controller and/or BOS can download the text, images and/or the video. Additionally, images can be used to help determine the scope or size of the hazard event. The number of related social media posts can be used to help determine an affected population size and/or the scope of the area affected by the risk event.

[042] For validation, the controller may validate or invalidate the occurrence of a hazard event by communicating with a vehicle group operator and/or relying on other information. By way of example, a notification of at least one parameter or condition detected or determined by a second sensor may be used to validate the at least one parameter or condition detected or determined by a first sensor.

[043] In the case of validating or invalidating the occurrence of the hazard event based on communications with a vehicle group operator, the controller may include and/or be in communication with one or more input devices and/or one or more output devices. An input device may include, but is not limited to, a keyboard, mouse, joystick, audio input and/or video input. An input device may include a stationary input device and/or a mobile input device. By way of another non-limiting example, the stationary input device may include a mounted microphone and/or mounted camera. The mobile input device may include a portable telephone and/or portable camera. The input device may include a stationary input device and/or a mobile input device. The static and/or mobile output device may include an audio output device, such as a speaker and/or a display, and/or a video output device, such as a portable telephone or a portable display. The input device and the output device may be the same or separate devices and/or systems.

[044] The controller may validate or invalidate the occurrence of the hazard event based on communications with an operator of the vehicle group. The controller can validate or invalidate the occurrence of the hazard event by generating a prompt to an operator of the vehicle group through the output device. The controller may also request validation or invalidation from the operator of the occurrence of a hazardous event through the input device. If validation of the occurrence of the hazard event is received through the input device, the controller may communicate a notification of a hazard event to one or more remote servers as described above. If the occurrence of the hazard event is invalidated, the controller may or may not communicate a notification of an invalidated hazard event to the remote servers and may, in some examples, communicate the notification only to the remote server of the back-office system.

[045] If no validation or invalidation of the occurrence of the hazard event is received through the input device within a certain period of time, which may indicate operator unavailability, the controller may communicate a notification of a hazard event to the remote servers after certain conditions are met, such as a certain period of time for the operator to validate or invalidate the occurrence of the hazard event. The controller can determine the specified entity to contact based on whether the occurrence of the hazard is validated, invalidated, or unconfirmed.

[046] The controller may receive notification of an occurrence of a hazardous event from an operator of the group of vehicles through an input device with or without a parameter or condition being previously detected or determined by a sensor. In this case, the controller may communicate notification of the hazard event to a remote server of the back-office system associated with the vehicle group and/or may communicate notification of the hazard event to a remote server of another specified entity.

[047] The controller may include a database of hazard event categories. Risk event categories may include any risk event category that is required, encouraged, and/or accepted by a specified entity, such as a federal government authority, a state government authority, a local government authority, a central office associated with the vehicle group, another vehicle group, a central office associated with another vehicle group, a maintenance entity, a medical entity, a search and rescue entity, a state police, a local police, a safety-related agency national or any combination thereof. Hazard event categories may include a category for a vehicle collision event, for a vehicle derailment event, for vehicle failure, for route damage, for route congestion, for route blockage, and for predictive instances ( instead of real) of the precedent. The controller can determine the specified entity to contact based on the identity of the hazard event.

[048] The controller may include a database of certain hazard event severity categories. Severity categories may include any severity category that is required, encouraged, and/or accepted by a specified entity, such as a federal government authority, a state government authority, a local government authority, a central office associated with the vehicles, another group of vehicles, a central office associated with another group of vehicles, a maintenance entity, a medical entity, a search and rescue entity, a state police, a local police, a national security-related agency, or any combination of the same. For example, a severity category may be based on a number of cars affected by the hazard event, a location of the hazard event, a type of track at the location of the hazard event, a grade of earth at the location of the hazard event, and /or proximity to potentially affected people and/or structures at the location of the hazardous event. For example, severity categories may be based in part on a number of vehicles affected by the hazard event, which may be determined by a number of sensors that detect or determine at least one parameter or condition associated with a hazard event. In one embodiment, severity categories may be based in part on whether a vehicle remains upright (determined from at least one parameter or condition detected by a sensor). The controller may determine a specified entity to contact based on the severity of the hazard event. The hazard event severity can be sent to the remote server with the hazard event notification, or the hazard event severity can be sent separately.

[049] The controller may receive location data from a positioning device. The positioning device may be located or associated with a single vehicle of the vehicle group, one or more vehicles of the vehicle group, or a portion of the track. The positioning device may be part of, may include, or may be connected directly to a controller, or to an EOT, a track device, a remote server, and/or a sensor. The positioning device may be located in or on one or more vehicles in the vehicle group. Optionally, the positioning device may be outside the vehicle group (e.g., a stationary sensor that detects the presence or passage of the vehicle group by the positioning device (e.g., a camera, infrared sensor, etc.). The controller can determine the entity to be contacted based on the location of the hazard event occurrence. The controller can communicate the location of the group of vehicles and/or the occurrence of the hazard event to remote servers. Location data can be sent to the remote servers with notification of the hazard event, or location data can be sent separately.

[050] Suitable positioning devices may include one or more global positioning systems (GPS), axis counters, signal triangulation, wheel tachometers or other devices that generate output that can be used by the controller to determine or estimate location of a vehicle or group of vehicles. For example, axle counters can be attached to a route and count the number of axles that pass through the axle counters. An axis counter can be associated with a known location. In response to detecting the passage of multiple axles associated with a group of vehicles, the axle counter may output a data signal that indicates that the group of vehicles has passed the location of the axle counter. As another example, wheel tachometers can emit signals indicating how often the wheels or axles are turning. The controller may be provided with wheel sizes and at least one known location of the vehicle or group of vehicles. The controller can then calculate a location of the vehicle or group of vehicles based on the known location, how many wheel rotations have occurred based on the wheel tachometer output, and the wheel sizes. The positioning device may be part of, may include, or may be connected to a Global Positioning System (GPS) to detect or determine a location or position of at least a portion of the group of vehicles. The positioning device may determine the location based on a stationary marker, such as a mile marker, based on speed data, and/or based on information received from a roadway device. The positioning devices may communicate with one or more controllers, one or more end-of-vehicle group computers, one or more trackside computers, one or more remote servers, one or more sensors, and/or one or more positioning devices. additional.

[051] Optionally, the controller may determine the location of the vehicle or group of vehicles by communicating with a vehicle location server that is located outside the group of vehicles. The vehicle location server tracks and updates the location of one or more vehicles in a given area in real or near real time, although delay may occur in the update process and/or the vehicle may lose communication to prevent updating of from time to time. An example of a rail vehicle location server for a rail-based implementation may include a train location server optionally coupled to a positive train control (PTC) system. The train location server may record a most recent or current locomotive position of a locomotive equipped with a PTC Onboard System. The update may include information about the track network and locations where trains on the track network have requested voting. Polling and/or updating may be based on messages forwarded by a PTC messaging router. The vehicle location server may forward the train location information, including the current locomotive positions and the voting positions of each of the trains (TR) in the track network to each other train (TR) in the track network. The vehicle location server can selectively forward to propulsion generating vehicles that report operating at restricted speed. For example, train location information may include the location or position of the train (TR) on the track network, the location or position of at least one locomotive or control car (L) on the track network, the location or position of at least one locomotive or control car (L) on the track network, the location or position of at least one locomotive or control car (L) on the track network, the location or position of at least one train car (RC) on the track network, the location or position of a target location and the location or position of the target relative to the location or position of the train (TR) on the track network or the location or position of at least one locomotive or control car (L) on the track network. The target can be a switch location or a change of track direction, such as a curve or a hill, or another feature associated with the trail network. Suitable train location information may include current train speeds (TR), current train accelerations (TR), a number of locomotives (L) on trains (TR), a number of rail cars (RC) on trains (TR) , a total length of each of the trains (TR), or a combination of two or more thereof, the type of locomotive, the type of car, the type of target, the location of the target, operating parameters of the locomotive(s) (s), environmental conditions at the site, and the presence or absence of a hazard event. The vehicle location server can be queried, among other things, for the location of a vehicle or group of vehicles and update location information - a “last known address” and how long the vehicle was known to be at the location .

[052] The controller can access a database of communications determined to be made in the event of a hazardous event. The database of certain communications to be made may include any communication that is required, encouraged and/or accepted by a specified entity, such as a federal government authority, a state government authority, a local government authority, a central office associated with the vehicle group, another vehicle group, a central office associated with another vehicle group, a maintenance entity, a medical entity, a search and rescue entity, a state police, a local police, a safety-related agency national or any combination thereof. The determined communications database may include contact information for railroads and/or first responders.

[053] The determined communications database may select which of the specific entities to contact based on one or more circumstances related to the hazard event. One or more circumstances may include the category of the hazard event, the severity of the hazard event, and/or the location of the hazard event.

[054] The controller may include an event record in the form of a data storage device and/or system. The event log may record the occurrence of one or more parameters or conditions detected or determined by a sensor, one or more notifications based on one or more parameters or conditions detected or determined by the sensor, one or more validated hazard events, a or more invalidated hazard events and/or one or more hazard event notifications received from an operator of the vehicle group via an input device, but the event recording is not limited to the same.

[055] The controller may include a material storage profile in the form of a data storage device and/or system. The materials storage record may record the type of hazardous materials being transported, how much material is being transported, and/or how to appropriately respond to the hazard event for the given hazardous material, but at least a portion of the materials storage record is not limited to that. The material storage data can be sent to the remote server with notification of the hazard event, or a part of the material storage data can be sent separately.

[056] The EOT may be part of, may include, or may be connected to another device and/or system located in or associated with the vehicle. By way of non-limiting example, another device and/or system may include a smart vehicle end group device that includes an intermittent rear end device, a device and/or system that monitors brake line pressure, a device and/or a system that monitors accidental separation of the vehicle group and/or a device and/or system that transmits data to the locomotive. The EOT may be a separate device and/or system.

[057] The EOT may include, or communicate with, one or more controllers, one or more track computers, one or more remote servers, one or more positioning devices and/or one or more sensors. The EOT may communicate via one or more communication devices 114. The EOT may directly and/or indirectly receive notification of the occurrence of a parameter or condition detected or determined from a sensor. In the event that a notification regarding an occurrence of a parameter or condition detected or determined by the sensor can be received by the EOT, the EOT may communicate a hazard event notification to a controller, a track device and/or a server remote associated with a specified entity.

[058] In the event that the EOT communicates notification of the hazard event to the controller, the EOT may receive confirmation of receipt of the notification communicated from the EOT to the controller. The EOT may receive confirmation of receipt after communicating to the controller a request for confirmation of receipt of the notification. By way of another non-limiting example, the EOT may receive confirmation of receipt without or before communicating to the controller a request for confirmation of receipt of the notification.

[059] If the EOT does not receive confirmation of receipt of the hazard event notification communicated by the EOT to the controller, which may result from operator unavailability, the EOT may communicate a hazard event notification to a remote server associated with a specified entity after certain conditions are met, such as a certain period of time for the controller to confirm receipt of notification of the hazard event.

[060] The EOT may communicate a hazard event notification to a remote server associated with a specified entity before or without waiting to receive confirmation of receipt of the hazard event notification communicated by the EOT to the controller. A notification of a hazard event reported by the EOT can send an alert to users and first responders who have an alert app installed on their mobile device. The alert may contain an event location, a material transported, a quantity of material and/or recommended actions to be taken in response to the hazard event.

[061] The EOT may receive location data from the positioning device, which may be located or associated with a vehicle positioned at the rear of the group of vehicles relative to a direction of travel. Same for HOT, except the vehicle can be located at the front of the group of vehicles. Because the group of vehicles can change direction and vehicles within the group can be swapped with other vehicles or just removed or rearranged, EOT and HOT are discussed in relative terms. The EOT can communicate the location of the vehicle and thus the group of vehicles and/or the occurrence of the hazard event to the controller, a roadside device and/or a remote server. Location data can be sent to the controller, trackside device and/or remote server with notification of the hazard event. Location data may be sent to the controller, trackside device and/or remote server(s) separate from notification of the hazard event.

[062] The EOT/HOT system and sensor may be one or more of collision hardened, fireproof, water proof, electricity proof, EMP resistant, impact resistant, corrosion resistant and the like. By selecting resources based, at least in part, on application-specific parameters, the device can continue to function in the event of a hazard event to provide redundancy in the ability to communicate a notification of a hazard event, such as in case of loss of a controller in the vehicle.

[063] The hazard event warning system may include a track device located alongside or associated with a portion of a route. The route device may be part of, may include, or may be connected to another device and/or system located on or associated with the portion of the route. The track device may be part of, may include, or may be connected to a track data communication device and/or system and/or an automatic vehicle operation device and/or system. The track device may communicate with one or more controllers, one or more EOT/HOT, one or more remote servers, one or more sensors, and/or one or more positioning devices. The via device may communicate through one or more communication devices.

[064] The track device may receive a notification about the occurrence of a parameter or condition detected or determined from a sensor. In the event that a notification regarding the occurrence of a parameter or condition detected or determined by the sensor is received by the track device, the track device may communicate a hazard event notification to a controller, an EOT, an associated remote server to a specified entity and/or other vehicles.

[065] In the case where the track device communicates notification of the hazard event to the controller, the track device may receive confirmation of receipt of the notification communicated from the track device to the controller. The lane device may receive acknowledgment after communicating a notification acknowledgment request to the controller. The lane device may receive acknowledgment without or before communicating a request to acknowledge receipt of the notification to the controller.

[066] If the trackside device does not receive acknowledgment of receipt of notification of the hazard event communicated from the trackside device to the controller, which may result due to operator unavailability, the trackside device may communicate a hazard event notification to one or more remote servers.

[067] A notification of a hazard event communicated by the roadside device may send an alert to users and first responders who have an alert application installed on their mobile device. The alert may contain an event location, a material transported, a quantity of material and/or recommended actions to be taken in response to the hazard event. A notification of a hazardous event communicated by the lane device may result in a lane restriction so that other groups of vehicles are aware of the incident and take appropriate action.

[068] The track device may communicate a hazard event notification to one or more remote servers before or without waiting to receive confirmation of receipt of the hazard event notification communicated from the track device to the controller. In this circumstance, the controller may validate or invalidate the notification of the occurrence of the hazard event. The controller can also communicate the validation or invalidation of the notification of the occurrence of the hazard event to a remote server.

[069] The track device may receive location data from a positioning device, which may or may not be located on or associated with the portion of the track or route of the track device. The trackside device may communicate the location of the group of vehicles and/or the occurrence of the hazard event to the controller or to a remote server associated with a specified entity or to a remote server at a central office associated with the group of vehicles. Location data can be sent to the remote controller or server with notification of the hazard event. Location data can be sent to the controller or remote server separate from notification of the hazard event. The track device may facilitate indirect communication from the controller to the remote server or from the vehicle to the controller and/or the remote server by receiving and transmitting communications.

[070] In one embodiment, a remote cloud-based server may connect to another device and/or system with a separate function in the specified entity. The remote server may be part of, may include, or may be connected to a back-office system (BOS). The BOS may form associations with one or more of the vehicle group, a computer-aided dispatch system, and an electronic vehicle group management system and/or a vehicle network management system. A communication device can be coupled to the remote server.

[071] Remote servers may directly and/or indirectly receive notification about the occurrence of a parameter or condition detected or determined from one or more sensors. Remote servers may directly and/or indirectly receive notification of the occurrence of a parameter or condition detected or determined by the sensor of a controller, an EOT and/or a track device. Remote servers may acknowledge receipt of a notification received by direct or indirect communication to remote servers.

[072] When a notification regarding the occurrence of a parameter or condition detected or determined by the sensor is received by the remote server of the back-office system, the remote server may communicate a hazard event notification to another remote server associated with an entity specified other than the central office associated with the vehicle group. This notification can send an alert to users and first responders who have an alert app installed on their mobile device. The alert may contain an event location, an event start time, a type of material carried by the vehicle or group of vehicles, a quantity of material and/or recommended actions to be taken in response to the hazard event. The alert may include information about other first responders at the location of the hazard event or en route. For example, mobile devices carried by first responders may report mobile device locations to remote server(s). These locations can be used (for example, by the remote server) to determine which first responders are located at the event and/or which first responders have headers directed to the event. A notification of a hazardous event communicated by the remote servers may result in a speed restriction so that other vehicle operators and groups of vehicles are aware of the incident and take appropriate action. For example, in response to receiving notification, a remote server may send a warning signal to vehicles and groups of vehicles heading toward or within a designated distance (e.g., a stopping distance) of the event. This warning sign may instruct vehicles to manually or automatically reduce speed to no more than an upper speed limit. Optionally, a dispatcher can receive notification of the danger event and communicate the speed restriction.

[073] The specified entity other than the central office associated with the vehicle group may be determined based on the circumstances of the hazard event. By way of non-limiting example, a notification of the hazard event may be communicated to the remote server and the remote server of the back-office system may be configured to determine one or more specified entities to contact and communicate a notification of the hazard event to one or more other remote servers associated with one or more other specified entities. When the remote server communicates a hazard event notification to one or more other remote servers associated with a specified entity other than the central office associated with the vehicle group, the remote server may communicate with the specified entity by other methods, such as phone calls, text messages, Simple Network Management Protocol (SNMP) messages, or the like.

[074] The remote server may communicate notification of the hazard event to a remote server of another specified entity before or after validation or invalidation or without validation or invalidation. The occurrence of the hazard event may be validated before communicating notification of the hazard event to a remote server associated with a specified entity. In the event that the occurrence of a hazard event is neither validated nor invalidated, the remote server may communicate notification of the hazard event to another remote server associated with a specified entity.

[075] One or more of the remote servers may validate or invalidate the occurrence of a hazard event based, at least in part, on communication with an operator of a vehicle in the group of vehicles and/or comparing and contrasting other information. Other appropriate validation information may include receipt of a notification of the vehicle parameter or condition or the route parameter or condition.

[076] In one embodiment, the remote server can validate or invalidate the occurrence of the hazard event. In other words, the sensor can detect a possible hazardous event, and the next step is to confirm the occurrence before an additional response is taken. Validation, or invalidation, may be based, at least in part, on communications with an operator of a vehicle involved in the hazard event. The remote server may request validation or invalidation from the operator via an input device. If validation of the occurrence of the hazard event is received through the input device, then the remote server may communicate a notification of the hazard event to a remote server associated with a specified entity. If no validation or invalidation of the occurrence of the hazard event is received through the input device, which may result due to operator unavailability, the remote server may communicate a notification of a hazard event to a different remote server associated with an entity specified.

[077] The remote server may receive a notification of an occurrence of a hazardous event from an operator of the vehicle group through an input device associated with the locomotive or operator without receiving a notification about the occurrence of a detected parameter or condition or determined by the sensor. The remote server may also communicate notification of the hazard event to another remote server of another specified entity. By way of example, if a vehicle sensor detects a sudden stop indicative of an impact, the system may attempt to communicate with the operator. If the operator responds that there was no failure, the system does nothing. Otherwise, the system dispatches a repair and rescue and routes other vehicles around the location. If there is no response from the operator, the system sends emergency medical support.

[078] One or more of the remote servers may receive notification of a hazard event from an EOT or a track device. Notification can be received before or after validation of the occurrence of the hazard event.

[079] One or more of the remote servers may compile and/or store a database of hazard event categories. Hazard event categories may include, but are not limited to, any category of hazard events that is required, encouraged and/or accepted by a specified entity. Specified entities may include a federal government authority, a state government authority, a local government authority, a central office associated with the group of vehicles, a central office associated with another group of vehicles, a central office associated with a vehicle that is in a mixed group, a maintenance entity, a medical entity, a search and rescue entity, a state police, a local police, a homeland security-related agency, or a combination of two or more thereof. Hazard event categories may include one or more than one vehicle collision event, a vehicle derailment event, a vehicle component failure, damage to a route, blockage of a route (by the vehicle or another obstacle) or one of the above that occurred with another vehicle in the vehicle group or another route that is close to the instantaneous route. For example, a derailment can block not only the tracks a train is on, but also a set of routes that run alongside it.

[080] The controller may determine the specified entity to be contacted based, at least in part, on the category of the hazard event. The remote server associated with the vehicle group back-office system can communicate a hazard event identity with the hazard event notification, or the hazard event identity can be sent separately.

[081] One or more of the remote servers may include a database of certain hazard event severity categories. Severity categories may include any severity category that is required, encouraged, and/or accepted by a specified entity, such as a federal government authority, a state government authority, a local government authority, a central office associated with the vehicles, another group of vehicles, a central office associated with another group of vehicles, a maintenance entity, a medical entity, a search and rescue entity, a state police, a local police, a national security-related agency, or a combination of two or more of the same. For example, a severity may be based on a number of vehicles involved and affected by the hazard event, a location of the hazard event, a type of route at the location of the hazard event, a grade of earth at the location of the hazard event, and /or proximity to potentially affected people and/or structures at the location of the hazardous event. Severity may be based on a number of vehicles affected by the hazard event, which may be determined by a number of sensors that detect or determine at least one parameter or condition. Severity may be based on whether a vehicle remains upright, such as after a collision, which may be determined by a detected parameter or condition. The remote server can determine the specified entity to contact based on an identified severity of the hazard event. The remote server associated with the vehicle group back-office system can communicate the severity of the hazard event with the hazard event notification, or the severity of the hazard event can be sent separately.

[082] One or more of the remote servers may receive location data from the positioning device, which may be located or associated with the vehicle. The remote server can determine the specified entity to be contacted based on the location of the hazard event occurrence. The remote server may communicate the location of the vehicle, the group of vehicles and/or the occurrence of the hazard event to another remote server associated with another specified entity. The location data can be sent to the other remote server with the hazard event notification or can be sent separately.

[083] One or more of the remote servers may include a database of communications determined to be made in the event of a hazardous event. The database of certain communications to be made may include any communication that is required, encouraged and/or accepted by a specified entity, such as a federal government authority, a state government authority, a local government authority, a central office associated with the vehicle group, another vehicle group, a central office associated with another vehicle group, a maintenance entity, a medical entity, a search and rescue entity, a state police, a local police, a safety-related agency national or a combination of two or more of them. The designated communications database may include contact information for vehicle owners, insurers, and first responders so that the appropriate parties within the location or category and/or severity of the hazard event are contacted in the event of a hazard event. danger.

[084] The database of certain communications can be used to determine specific entities to contact based on one or more parameters or conditions related to the hazard event. This may include the category of the hazard event, the severity of the hazard event, and/or the location of the hazard event. One or more of the remote servers may include an event log in the form of a data storage device and/or system. The event log may record the occurrence of a parameter or condition detected or determined by a sensor, a notification based on a parameter or condition detected or determined by a sensor, a validated hazard event, an invalidated hazard event, and/or a notification of a hazard event received from an operator of the vehicle group via an input device.

[085] One or more of the remote servers may include a material storage profile or manifest in the form of a data storage device and/or system. The materials storage log may record the type of hazardous materials being transported, how much of the materials are being transported, and/or how to appropriately respond to the hazard event for the hazardous material in question. The remote server associated with a central office that is controlling the group of vehicles may communicate at least a portion of the material storage data with notification of the hazard event, or the portion of the material storage data may be sent separately. Please note that as used herein, “sent” may include postage for recovery. That is, information may be posted on an electronic website accessible by a user who retrieves it from that website.

[086] The hazard warning system may include a web portal. The web portal can be an interface through which users can define actions and configure the interface and route the interaction. The web portal can display alerts and report events. The content of push notifications may depend, at least in part, on the role of the users, such as whether the users are associated with a vehicle group or a first responder.

[087] Figure 2 illustrates a flowchart of a hazard event warning method. The flowchart may represent operations performed by the hazard event warning system, such as actions performed by and/or under the direction of the controller. At 202, at least one parameter or condition associated with a hazard event is monitored. At 204, data representing the parameter or condition is processed to detect the occurrence of the hazard event. If the hazard event is not detected, the method may return toward 202 so that the parameter or condition can continue to be monitored.

[088] If the hazard event is detected, the method may proceed towards 206. At 206, the location or position of the vehicle is determined. Once a hazard event has been previously detected, the location or position of the vehicle may be the location or position of the hazard event or may indicate the location or position of the hazard event. At 208, a notification is generated based on the parameter or condition and the location or position of the vehicle. At 210, the notification is communicated to a back-office server, a specified entity, or any other remote server and/or device.

[089] Figure 3 illustrates a flowchart of another hazard event warning method. The flowchart may represent operations performed by the hazard event warning system, such as actions performed by and/or under the direction of the controller. In 302, a brake pipe pressure is monitored in an EOT of a vehicle group. Other parameters or conditions may be monitored by other devices and systems. At 304, it is determined whether a hazardous event (e.g., derailment) has been detected based on the monitored brake pipe pressure. An alert is communicated to the controller at 306. After the alert is communicated to the controller, a determination is made at 308 as to whether an acknowledgment was received from the controller in response to the alert. If an acknowledgment is not received, the vehicle end group computer may assume that a communication error has occurred due to a derailment or other hazardous event and the method may proceed toward 318. At 318, a notification is generated. At 320, notification is communicated. Hazard event notification may include various types of information, including, for example, the detected parameter or condition, the position or location of the group of vehicles, the type of hazardous material being transported, a date and/or time, an identification of the vehicle and/or locomotive group and/or any other information available to the controller, vehicle end group computer or head end unit.

[090] The method can compare other sources of information to collaborate with the hazard event. If there are two sensors, for example, and only one registers an impact, the system may choose to increase the assessment of the validity of the hazard event. Likewise, if two vehicles are known to be close together, warnings can check with the second vehicle whether the second vehicle: collided with the first vehicle, noticed a hazard event, or was also otherwise involved in the hazard event.

[091] If an acknowledgment is received from the controller at 308, the method may proceed toward 309 and an indication of an alert is presented (e.g., visually and/or audibly) to an operator of the vehicle group. The indication may present the operator with one or more options. The operator is provided with an option to confirm the event or parameter or hazardous condition and an option to cancel the alert (for example, invalidate the event or parameter or hazardous condition). At 310, a determination is made whether the operator has confirmed the occurrence of a derailment or other hazardous event. If a confirmation is received from the operator, the method can proceed towards 318 and a hazard event notification is generated.

[092] If an acknowledgment is not received at 310 and the alert is canceled (e.g., at 312), the method may terminate or, in some non-limiting embodiments or aspects, may proceed to 318 to generate the notification. However, in such circumstances, notification transmitted on 320 may only be transmitted to a back-office system and further transmissions may be limited or not occur.

[093] For example, if a derailment is confirmed at 310, the notification generated at 318 may be communicated at 320 to a back-office server, various mobile devices, and a specified entity (e.g., a government or regulatory agency ). However, if the derailment is not confirmed at 310 and the alert is canceled at 312, the notification generated at 318 may be communicated only to the back-office system and one or more mobile devices for recording or other purposes, but not to the specified entity. If the derailment is not confirmed at 310 and the alert is not canceled at 312, then a determination is made at 314 as to whether a particular period of time has expired. If the period of time has elapsed without a response from the vehicle group operator, it may be assumed by default that a hazardous event has occurred and the method may proceed toward 318 and 320. In this circumstance, the notification generated at 318 may be communicated to the back-office system, multiple mobile devices, and/or a specified entity, as an example.

[094] In one embodiment, a hazard event warning system is provided that includes at least one sensor positioned or associated with the group of vehicles and configured to detect or monitor at least one parameter or condition; at least one communication device positioned or associated with the group of vehicles and programmed or configured to receive, process and/or transmit data; at least one positioning system programmed or configured to detect a location or position of at least a portion of the group of vehicles; and at least one computer positioned or associated with the group of vehicles and in communication with the at least one sensor, the at least one communication device and the at least one positioning system, wherein the at least computer is programmed or configured to: determining that a hazard event has occurred based at least partially on data generated by the at least one sensor; determining or receiving the location or position of the at least a portion of the vehicle group of the at least one positioning system; generating a hazard event notification based at least partially on the at least one condition and the location or position of the at least a portion of the vehicle group; and communicating the hazard event notification to at least one of a back-office system and at least one remote server associated with at least one specified entity.

[095] A computer-implemented dangerous event warning method is provided. A parameter or condition associated with a hazard event is detected, as well as a position or location of the group of vehicles with at least one positioning system. The occurrence of the hazard event may be based at least partially on a determination that a manual confirmation input is received from the vehicle group operator, a manual confirmation input is not received from the vehicle group operator within a period of determined time, or a communication error between a controller and at least one of a vehicle end group computer and the at least one sensor, or a combination thereof. A hazard event notification may be generated based at least partially on at least one condition and the position or location of the vehicle group; and transmitting the hazard event notification to at least one remote server.

[096] A hazard event warning system includes at least one sensor positioned or associated with the group of vehicles and configured to detect or determine at least one condition associated with a hazard event; at least one communication device positioned or associated with the group of vehicles and programmed or configured to receive, process and/or transmit data; at least one positioning system programmed or configured to detect or determine a location or position of at least a portion of the group of vehicles; and at least one computer positioned or associated with the group of vehicles and in direct or indirect communication with the at least one sensor, the at least one communication device and the at least one positioning system. The at least one computer may: generate or receive a notification based at least partially on at least one condition detected or determined by the at least one sensor; determining or receiving a location or position of at least a portion of the group of vehicles based at least partially on the location or position detected or determined by the at least one positioning system; and communicating a notification of a hazard event to at least one of the following: a controller located on or associated with at least one locomotive of the group of vehicles; a vehicle end group computer located on or associated with at least one car of the vehicle group; a remote server associated with a specified entity; or any combination thereof.

[097] In one embodiment, a method includes identifying a blocked or damaged location and responding thereto. The blocked or damaged location may be an intersection, or a particular segment of a route, or segments adjacent to it. Blocked can refer to an object that would interfere with movement through the location and can include full blocking or partial blocking. An example of a complete blockage might be a rockslide covering the route or a vehicle being stopped or disabled. Partial blockage could be snow, water, leaves or foliage. It may be possible to navigate to a partially locked (or not locked) location in a non-standard operating mode that is not a normal operating mode. Suitable non-standard modes of operation may include traveling slower than a speed limit may allow, using a lower speed higher torque gear set, driving on a bump or through a siding, and the like.

[098] The method can be implemented with a blocked intersection detection and notification system that includes a controller (which includes at least one processing device), a communication interface communicatively coupled to the controller, and a detection system. The controller may facilitate communications between the controller and at least one external device. The detection mechanism may be placed near a location, such as a rail crossing or an automobile intersection or a marine vessel crossing (e.g., the mouth of a harbor or river). The detection mechanism can communicate with the controller. The method includes periodically operating the detection mechanism. Evaluate signals from the detection mechanism to determine the presence or absence of a blockage within a defined area around an intersection of a road and a route. And periodically, but not continuously, provide information about the assessed real-time presence or absence of a lock to at least one external device at a location remote from the defined area. A monitoring organization can receive the assessed presence or absence of potential blockage at the remote location of the defined area and can analyze an assessed blockage in real time and perform a proportionate response. The assessment may include a degree of blockage, a type of blockage, or simply the presence or absence of the blockage.

[099] In one embodiment, a hazard event warning system includes at least one positioning system programmed or configured to detect a location or position of a vehicle or a portion of a group of vehicles that includes the vehicle. The system also includes at least one sensor positioned or associated with the vehicle and configured to generate sensor data of a particular parameter or condition. The system also includes a controller in communication with the sensor and the at least one positioning system. The controller is programmed or configured to determine that a hazard event has occurred or is predicted to occur based at least in part on sensor data and to communicate a hazard event notification to a remote server based at least in part , the location or position that is detected, and the sensor data.

[0100] The controller may be configured to communicate hazard event notification to one or more federal government authorities, a state government authority, a local government authority, a maintenance entity, a medical entity, a search entity and rescue, a state police, a local police, and/or a homeland security-related agency. The authority, police or agency receiving the notification can then dispatch or otherwise respond appropriately to the hazardous event being detected.

[0101] The at least one sensor may include one or more of a rotational sensor, a gyroscope, an accelerometer, a pressure sensor, a thermocouple, a smoke detector, or a combination of two or more thereof. Optionally, the at least one sensor may include a pressure sensor adapted to monitor brake pipe pressure and the train end device may be in communication with the pressure sensor and programmed or configured to determine that the risk event has occurred. based on a change in brake pipe pressure.

[0102] The vehicle may be a locomotive, the group of vehicles may be a train, and the controller may be a train end device, head end unit, or a train head device.

[0103] The controller may be configured to respond to a determination that the hazardous event has occurred or is expected to occur by displaying an alert to an operator of the vehicle. The controller can be configured to receive input from the operator confirming or invalidating the occurrence or prediction of the hazard event. For example, the operator may have additional information or insight into whether the hazard event actually occurred and/or whether conditions indicate that the hazard event actually occurred. The operator can refute or confirm the hazard event using this additional information or insights and respond accordingly to prevent or reduce false positive detection events.

[0104] The controller may be configured to direct communication of hazard event notification to the remote server in response to determining that one or more input requested from a vehicle operator is not received by the controller within a period of time. determined, requested input from the operator confirming the occurrence of the hazard event and/or a communication error has occurred with the controller. For example, if the controller does not receive input from an operator that confirms or refutes that the hazard event has occurred or is likely to occur (e.g., within a designated period of time after receipt of sensor data), the controller may communicate the notification as a safeguard or default action. This can prevent operator inattention or delay, operator error, or communication errors from interrupting notification communication. As another example, the controller may be configured to selectively notify a specified entity with hazard event notification based at least partially on the location or position of an occurrence of the hazard event, a category of the hazard event, a severity of the event of danger and/or an identity of a material being transported by the vehicle or group of vehicles.

[0105] The controller may be configured to communicate with a vehicle location server and obtain one or more of a vehicle location and a time at which the vehicle location was reported. This server may be a BOS as described in this document.

[0106] The sensor may be a tilt sensor and the controller may be configured to dispatch (or order the dispatch of) a repair and maintenance team to the location of the vehicle in response to the tilt sensor indicating that the vehicle is not in the vertical position. As another example, the sensor may be a smoke detector and/or a fire detector, and the controller may be configured to dispatch a firefighting team to the location of the vehicle in response to the fire detector detecting fire or the detector of smoke detect smoke.

[0107] Also provided herein is a system, method and apparatus for determining a location of a vehicle system, such as the location of the end of the vehicle system. The vehicle system may be formed from one vehicle, or two or more vehicles that are mechanically or logically coupled. Logically coupled vehicles include vehicles that communicate with each other to coordinate the vehicles' movements with each other so that the vehicle moves together as a group, even though the vehicles may not be mechanically connected to each other. The vehicle system may be a train formed from railway vehicles, or it may be formed from other types of vehicles such as automobiles, trucks, marine vessels, aircraft (e.g. manned or unmanned, drones, etc. ), agricultural vehicles, mining vehicles or other off-road vehicles.

[0108] The system may include a plurality of passive transponders located along a route network that each include transponder data uniquely identifying a route segment or location where the transponder is positioned, such as, but not limited to, , a portion of a route, a switch, a region, coordinates and/or the like. The transponder data may be any type of data that uniquely identifies a route segment or location and, in a preferred and non-limiting embodiment, includes a unique identifier that can be correlated with a route location from a route database. Furthermore, transponders may be located anywhere along a route network and may be located adjacent to a switch clearance point or adjacent to a route segment that approaches a switch clearance point. However, it will be appreciated that transponders can be positioned in other locations throughout the route network to control the movement of multiple vehicle systems, establishing boundaries that can be used to retain vehicle systems in a specific location for traffic control or similar.

[0109] A vehicle system may include an end-of-train (EOT) device disposed at one end of the vehicle system (e.g., at one end of a rear car) that includes a signal receiving device. The passive transponders and signal receiving device are configured so that when a train is traveling on a route, the signal receiving device activates and receives data from the stationary transponders. Thus, the transponders may be located on the route, adjacent to the route, or in sufficient proximity to the route so that the signal receiving device is capable of communicating with them. Using the transponder data stored in the transponders, an on-board computer in the vehicle system and/or the EOT device determines a location of the train and, particularly, a location of an end of the vehicle system relative to the route. By using passive transponders instead of active equipment, less maintenance is required.

[0110] Also provided is a method and system for transmitting instructions applicable in vehicle control systems such as PTC. The system and method verifies the normalization of the geographic back office server (G BOS) and the association of the vehicle system with the executable instruction data. The system and method generate data used by an on-board system to ensure that the G BOS provides correct executable instruction data to the correct vehicle systems. The system and method may create various types of error checking codes used to ensure that each executable instruction is correct when received by a vehicle system and to ensure that the vehicle system has the correct set of executable instructions. Enforceable instructions include mandatory directives, permissive enforceable instructions, restrictive enforceable instructions, enforceable instructions for a vehicle system, or any combination thereof.

[0111] The method and system can communicate executable instructions that mitigate hazards that may occur in transmitting executable instructions from dispatch systems through a BOS to a vehicle system. Preferably, a method and system is provided for transmitting executable instructions in PTC systems that affect a PTC Office-Locomotive Interface Control Document (ICD) and an on-board system and BOS segments of the PTC system, as well as introducing improved components for the BOS segment.

[0112] The method and system can ensure electronic delivery of an enforcement instruction (authority or bulletin) to the correct vehicle system and that the enforcement instruction is intact (e.g., not altered from when the enforcement instruction was generated by a dispatch system). This can avoid the need for redundant BOS segments to provide security assurance and protection against hardware and software errors.

[0113] One or more additional embodiments of the subject matter disclosed herein relate to systems and methods that can detect a hazard event and report the hazard to vehicles. The hazard event may be detected by components on board a first vehicle and a warning signal may be communicated from the first vehicle to one or more second vehicles that are nearby (e.g., within a threshold distance, such as ten kilometers) of danger. Optionally, the warning signal may be communicated to a track device which then communicates the warning signal (or another signal based on the warning signal) to the second vehicle(s). The first vehicle and/or the second vehicle may change an operating mode of the responsive vehicle(s) upon receipt of the warning signal from another vehicle or the track device. For example, the vehicle(s) may change an operating mode by slowing down, stopping, changing which route(s) the vehicle(s) travels, etc., to avoid the danger.

[0114] In one embodiment, the hazard event that is detected and for which vehicles are warned is a rock slide or landslide. For example, a first vehicle moving in a mountainous or rocky area may detect a rock slide, or a track device disposed on a mountain or side of a road may detect the rock slide. The first vehicle and/or track device may communicate the warning signal notifying others of the rockslide. This can help other vehicles avoid colliding with the rocks.

[0115] The sensor may be positioned or associated with at least one vehicle in a group of vehicles. An example of a group of vehicles that can be coupled together is a train that includes one or more locomotives and cars, and in which the vehicles are mechanically and communicatively coupled. Another example is a platoon of road vehicles or aerial drones that can only be coupled communicatively. For example, communicatively coupled vehicles include vehicles that are not mechanically coupled, but that communicate with each other during the vehicle's movements, so that the vehicles can coordinate their movements with each other and move along one or more routes as a group of vehicles. A group of vehicles of a single vehicle is referred to herein simply as a vehicle, and the group of vehicles may include one or more vehicles that are at least communicatively coupled so that the movement of the group of vehicles is coordinated through the communicative coupling.

[0116] Example sensors include an accelerometer, a pressure sensor, a thermocouple, a microphone, a camera, and a rotational sensor. A sensor system may include a housing and a wireless communicator. The sensor system may include a power source, such as a battery, a solar cell, a piezoelectric stirrer, and the like. In one embodiment, the sensor may communicate with another sensor to pass messages to a controller, an EOT, a track device, and/or a remote server. The sensor may report that at least one parameter or condition associated with a hazard event has been detected or determined.

[0117] A sensor may detect, measure, or determine a parameter or condition associated with a hazardous event. The parameter or condition may be associated with one or more vehicles in the vehicle group, or the route, or track equipment that is proximate to the route, or an inspection unit that is inspecting a portion of the route or vehicle, or area or environmental information systems (such as weather alerts or emergency broadcasts). When referring to the route, adjacent and nearby route considerations are included. Examples of vehicle-related parameters or conditions associated with a hazard event include an acceleration event, a deceleration event, a brake line pressure, a vibration, a vehicle tilt, a vehicle speed, a component temperature of the vehicle and/or other similar conditions or parameters. Other suitable conditions or parameters may include deployment of an airbag, an optical signal, a lidar or radar signal, an acoustic event, deployment of brakes, a waveform signal generated by a traction motor (or the loss thereof) , a battery charge level, a battery temperature level, smoke detection, gas leak detection, fuel leak detection and lubricant leak detection. Acoustic events may include a certain configurable sound profile from a gunshot, the sound of broken glass, a human voice, sirens, and the like.

[0118] Sensors located on or associated with a vehicle may be part of, may include, or may be connected to a controller, an EOT, a track device, a remote server, and/or a positioning device. A sensor may be attached or installed on a vehicle or vehicle accessory, such as a semi-trailer, trailer, automobile, marine vessel, locomotive, railcar, EOT, mining equipment, aircraft or other vehicle in the vehicle group.

[0119] A suitable sensor system may have a fastener. Suitable fasteners may include a magnetic or adhesive pad in its housing or a mechanical clamp. In one embodiment, the sensor may include a mobile or stationary device that has capabilities for detecting or determining a vertical and/or lateral acceleration and/or other movement of the vehicle.

[0120] The communication device may be on board a vehicle in the group of vehicles. The communication device can receive, process and/or transmit data. The positioning system may detect or determine a location or position of a vehicle in the group of vehicles and, by extension, the group of vehicles itself. The controller can be positioned or associated with a vehicle in the vehicle group. The controller can communicate with the sensor, communication device and positioning system. The controller may generate or receive a notification based at least partially on the parameter or condition detected or determined by the sensor. The controller may determine or receive a location or position of at least a portion of the group of vehicles based at least partially on the location or position detected or determined by the at least one positioning system. The controller may communicate notification of a hazard event between computers, to a remote server associated with a specified entity, to a back-office system (BOS), to an emergency management service, or to a combination of two or more of the same. In one embodiment, the controller may be an on-board computer. Suitable on-board computers may include a vehicle controller, an end-of-train (EOT) device, an Edge device (such as EdgeLINC™ from Wabtec Corporation), and the like.

[0121] Figure 1 shows the hazard event warning system 1000. The system is an example for a railway scenario and includes a group of vehicles 10 which is a train. The train includes a first vehicle 12 which is a locomotive and one or more additional vehicles 14 which are cars. A controller may be located on or associated with the locomotive. The first vehicle may be referred to as a propulsion-generating vehicle (e.g., automobile, locomotive, truck, agricultural vehicle, mining vehicle, marine vessel, etc.), while additional vehicles may be referred to as non-propulsion-generating vehicles ( e.g. wagons, trailers, barges, etc.). While a rail vehicle system is shown in Figure 1, system 1000 may be used in connection with other types of vehicles.

[0122] The controller may be part of, may include, or may be connected to another device and/or system with a separate function on the propulsion generating vehicle. The other functional device may be, for example, an Energy Management System (EMS), a network management system, a Positive Train Control (PTC) system, a head end unit (HEU) system, a Head of Train (HOT) device, a vehicle group management computer (e.g., consists), a distributed power system (such as Wabtec Corporation's LocoTROL™), a vehicle dispatch and route management system, and /or a locomotive cab unit system. In one embodiment, the controller is a device or system separate from the vehicle in which it is disposed rather than integrated into a system that is dedicated to another function.

[0123] Suitable controllers may be a stationary device or a mobile device, such as an application-specific integrated device or a mobile device. Suitable mobile devices may include wearable electronics, a smartphone, laptop or tablet computer. In one embodiment, the processing and control device is an edge-based computing device. The controller may communicate with one or more EOT devices, one or more track devices, one or more remote servers, one or more sensors, and/or one or more positioning devices. In one embodiment, the controller is part of the EOT.

[0124] Suitable remote servers may include a cloud-based computing platform. Depending on the application, wired and wireless communication can be used and the various devices, including the controller, can communicate through one or more communication devices. As an example of wired communication, communication can be accomplished using a vehicle power line that runs from the driver to the rear of a group of mechanically coupled vehicles. In one embodiment, the sensors may communicate with the EOT, controller and/or remote servers.

[0125] The controller may receive a notification (e.g., an alert or other message) about the occurrence of one or more parameters or conditions detected or determined from a sensor. In various embodiments, the notification may come from an on-board device (e.g., the EOT device) and/or an off-board device (e.g., a track device). The controller may acknowledge receipt of a notification received from the EOT and/or off-board or trackside device. In one embodiment, the track device is a portable device carried by a person. In another embodiment, the track device is a device permanently or semi-permanently installed near the route or a feature on the route (such as an intersection, bridge, switch, and the like).

[0126] A track device may include one or more transponders, transceivers, or other transmitter of information. The transponder may be powered or may be passive depending on specific application parameters. In one embodiment, there may be a plurality of passive transponders located along a vehicle route network, each including transponder data uniquely identifying a route segment or location where the transponder is positioned. Positioning may be strategic, such as near a designated portion of a trail, a switch, a boundary of a region, designated coordinates, and/or the like. The transponder data may include an identifier that is correlated with a location stored in a route database or a map. Additionally, transponders may be located throughout the route network, including adjacent to an intersection or a switch clearance point, or adjacent to a route segment that approaches a switch clearance point or intersection. The system can be used or coordinated with the control and movement of a vehicle, or a group of vehicles, by establishing boundaries or geofences that can be used for traffic control or the like.

[0127] A suitable transponder may be a passive radio frequency identification (RFID) transponder (e.g., tag) and the signal receiving device may be an RFID reader that energizes the transponder to retrieve data stored therein. Other suitable transponders may include near field communication (NFC) tags, low power Bluetooth® devices and/or the like. In one embodiment, the sensor is an optical sensor that can interact with, for example, one or more printed data sources (e.g., a two-dimensional or three-dimensional barcode, a visual code, printed text, etc.). In such examples, the sensor (or an add-on device) may illuminate the printed data source (e.g., with an infrared light or other light source) and capture the data printed thereon as an image capture device. The controller may then decode and/or process the captured image to obtain the data encoded or printed therein.

[0128] During operation, a notification regarding an occurrence of a parameter or condition detected or determined by the sensor may be received by the controller. The controller may communicate a hazard event notification to a remote server associated with a specified entity associated with a government agency, regulatory agency, or some other authority or entity and/or a remote server of a back-office system (BOS) ( for example, a central office associated with the vehicle group and/or responsible for a route network). In one embodiment, the controller may directly communicate a hazard event notification to the remote server.

[0129] The controller may communicate a hazard event notification to a remote server associated with a specified entity other than the BOS associated with the vehicle group, and the controller may communicate to that specified entity by other methods. Other suitable methods may include one or more telephone calls, text messages, push notifications and/or the like. The controller may communicate with the remote server and/or back-office system instead of or in addition to the controller, or when the controller is out of communication with the controller.

[0130] The controller may communicate notification of the hazard event to the remote BOS server associated with the vehicle group or route network (or both), and the remote server may communicate notification of the hazard event to one or more other remote servers associated with one or more specified entities. The remote server can communicate the notification to other vehicles or groups of vehicles that are close to the location or position of the hazard event. The remote server may communicate the notification to other vehicles or groups of vehicles that are distant from the location or position of the hazard event, but are traveling toward or scheduled to travel toward the location or position of the hazard event. The remote server can selectively notify based on certain factors. Appropriate factors may include the amount of time elapsed between the occurrence of the hazard event and the approach of the other vehicles, whether the other vehicles are traveling on the same route as the hazard event (same tracks or same lane of a road) or just nearby a (a nearby set of tracks, or on the other side of a multi-lane road), the type of hazard event, the nature of any spilled cargo, the types of vehicles involved, the time of day or time of year, conditions weather and environmental conditions, and whether a response team has arrived at the location or position of the hazard event.

[0131] The remote server of the specified entity may be selectively determined based on the circumstances of the hazard event. The controller and/or EOT may communicate a notification of the hazard event to a remote server associated with a specified entity other than the central office associated with the group of vehicles, in addition to or instead of communicating a notification of the hazard event to a remote server of the BOS associated with the vehicle group.

[0132] A notification of a hazard event communicated by the controller may send an alert to users and first responders who have a software application installed on a mobile device. The alert may contain an event location, a material carried by the vehicle (e.g., as may be determined based on operator input to the controller, from a manifest provided to the controller, from an optical scan of associated cues to the material container, etc.), a quantity of material, media (e.g. photographs, images and/or video) and/or recommended actions to be taken in response to the hazard event. A notification of the hazard event communicated by the controller and/or EOT may include audio, graphic and/or video information. Audio and/or video information may be received through an input device associated with the controller, EOT or a mobile device and displayed thereon. As an example, audio and/or video information may be captured by a camera and/or microphone communicating with the controller and/or EOT. May be captured by a vehicle operator or crew member with a mobile device with a camera and/or microphone.

[0133] A notification of the hazard event communicated by the controller may result in a route designation that a hazard event may or will exist (e.g., the vehicle is heading toward a fire, collision, obstacle, etc.), in a specific location. Information about hazard events can then be disseminated to other vehicles and groups of vehicles and/or operators of such groups of vehicles who can then adjust and respond accordingly.

[0134] In one embodiment, the hazard event may be a predicted event. The hazard may not have occurred yet, but the conditions and/or locations detected may indicate that the hazard event is likely to occur. For example, the controller may examine the locations of groups of vehicles and detected conditions to determine that groups of vehicles are heading toward each other, are heading toward an obstacle, are heading toward another impassable situation (e.g., example, a washed bridge), etc. Although the hazard involving the group(s) of vehicles has not yet occurred, the detected conditions and locations indicate that the hazard event is most likely not to occur. The controller can then communicate notification to warn these groups of vehicles, other groups of vehicles, the dispatcher, trackside devices, etc., of the anticipated imminent hazard event.

[0135] The controller may communicate notification of the hazard event before or after validation or invalidation, or may communicate notification without validation or invalidation. For example, in response to the detection of a parameter or condition, a vehicle group operator may be presented with an indication of the alert with options to validate (e.g., confirm) or invalidate (e.g., cancel) the alert. The controller may communicate notification of the hazard event to a remote server associated with the back-office system prior to validation or invalidation, and may communicate notification to the remote server associated with a specified entity after the alert is verified or after a certain period of time without any input being received from the vehicle group operator. It will be appreciated that the notification can be communicated to the remote server associated with the back-office system after validation or expiration of the given period of time.

[0136] The controller may communicate notification of the hazard event to a remote BOS server associated with the vehicle group prior to validation or invalidation, and may again communicate notification of the validated hazard event to the remote BOS server and/or the another remote server associated with a specified entity other than the central office associated with the vehicle group. By way of another non-limiting example, the controller may wait for validation or invalidation before communicating notification of the hazard event to a remote server associated with a specified entity and to the remote server of the back-office system associated with the vehicle group and /or to another remote server associated with another specified entity.

[0137] After the occurrence of the hazard event has been invalidated, the controller may still communicate notification of the invalidated hazard event to the remote server of the back-office system associated with the group of vehicles for registration or other purposes.

[0138] In the event that the occurrence of a hazard event is not validated or invalidated within a certain period of time, the controller may communicate notification of the hazard event to a remote server of the backoffice system associated with the group of vehicles and to the remote server associated with a specified entity other than the back-office system associated with the vehicle group.

[0139] The controller may communicate notification of the hazard event to a remote server of a back-office system associated with the vehicle group prior to validation or invalidation and, after the hazard event is neither validated nor invalidated within a certain period of time, the controller may communicate notification of the unconfirmed hazard event to the remote server of the back-office system associated with the vehicle group and/or to another remote server associated with another specified entity.

[0140] The hazard event identity may be sent to the remote server with the hazard event notification, or the hazard event identity may be sent separately. In one embodiment, the remote server may obtain information from social media sources that relate to the hazard event. For example, text, images or video of a hazard event may be posted on publicly available websites or mobile device applications, private websites or mobile device applications, or the like, where people can share the text, images and/or video . If this published information is stamped with the appropriate time and location to correspond to the occurrence of the hazard event, the content can be used to validate the occurrence, then the controller and/or BOS can download the text, images and/or the video. Additionally, images can be used to help determine the scope or size of the hazard event. The number of related social media posts can be used to help determine an affected population size and/or the scope of the area affected by the risk event.

[0141] For validation, the controller may validate or invalidate the occurrence of a hazard event by communicating with an operator of the vehicle group and/or relying on other information. By way of example, a notification of at least one parameter or condition detected or determined by a second sensor may be used to validate the at least one parameter or condition detected or determined by a first sensor.

[0142] In the case of validating or invalidating the occurrence of the hazard event based on communications with a vehicle group operator, the controller may include and/or be in communication with one or more input devices and/or one or more output devices. An input device may include, but is not limited to, a keyboard, mouse, joystick, audio input and/or video input. An input device may include a stationary input device and/or a mobile input device. By way of another non-limiting example, the stationary input device may include a mounted microphone and/or mounted camera. The mobile input device may include a portable telephone and/or portable camera. The input device may include a stationary input device and/or a mobile input device. The static and/or mobile output device may include an audio output device, such as a speaker and/or a display, and/or a video output device, such as a portable telephone or a portable display. The input device and the output device may be the same or separate devices and/or systems.

[0143] The controller may validate or invalidate the occurrence of the hazard event based on communications with an operator of the vehicle group. The controller can validate or invalidate the occurrence of the hazard event by generating a prompt to an operator of the vehicle group through the output device. The controller may also request validation or invalidation from the operator of the occurrence of a hazardous event through the input device. If validation of the occurrence of the hazard event is received through the input device, the controller may communicate a notification of a hazard event to one or more remote servers as described above. If the occurrence of the hazard event is invalidated, the controller may or may not communicate a notification of an invalidated hazard event to the remote servers and may, in some examples, communicate the notification only to the remote server of the back-office system.

[0144] If no validation or invalidation of the occurrence of the hazard event is received through the input device within a certain period of time, which may indicate operator unavailability, the controller may communicate a notification of a hazard event to the remote servers after certain conditions are met, such as a certain period of time for the operator to validate or invalidate the occurrence of the hazard event. The controller can determine the specified entity to contact based on whether the occurrence of the hazard is validated, invalidated, or unconfirmed.

[0145] The controller may receive notification of an occurrence of a hazardous event from an operator of the vehicle group via an input device with or without a parameter or condition being previously detected or determined by a sensor. In this case, the controller may communicate notification of the hazard event to a remote server of the back-office system associated with the vehicle group and/or may communicate notification of the hazard event to a remote server of another specified entity.

[0146] The controller may include a database of hazard event categories. Risk event categories may include any risk event category that is required, encouraged, and/or accepted by a specified entity, such as a federal government authority, a state government authority, a local government authority, a central office associated with the vehicle group, another vehicle group, a central office associated with another vehicle group, a maintenance entity, a medical entity, a search and rescue entity, a state police, a local police, a safety-related agency national or any combination thereof. Hazard event categories may include a category for a vehicle collision event, for a vehicle derailment event, for vehicle failure, for route damage, for route congestion, for route blockage, and for predictive instances ( instead of real) of the precedent. The controller can determine the specified entity to contact based on the identity of the hazard event.

[0147] The controller may include a database of certain hazard event severity categories. Severity categories may include any severity category that is required, encouraged, and/or accepted by a specified entity, such as a federal government authority, a state government authority, a local government authority, a central office associated with the vehicles, another group of vehicles, a central office associated with another group of vehicles, a maintenance entity, a medical entity, a search and rescue entity, a state police, a local police, a national security-related agency, or any combination of the same. For example, a severity category may be based on a number of cars affected by the hazard event, a location of the hazard event, a type of track at the location of the hazard event, a grade of earth at the location of the hazard event, and /or proximity to potentially affected people and/or structures at the location of the hazardous event. For example, severity categories may be based in part on a number of vehicles affected by the hazard event, which may be determined by a number of sensors that detect or determine at least one parameter or condition associated with a hazard event. In one embodiment, severity categories may be based in part on whether a vehicle remains upright (determined from at least one parameter or condition detected by a sensor). The controller may determine a specified entity to contact based on the severity of the hazard event. The hazard event severity can be sent to the remote server with the hazard event notification, or the hazard event severity can be sent separately.

[0148] The controller may receive location data from a positioning device. The positioning device may be located or associated with a single vehicle of the vehicle group, one or more vehicles of the vehicle group, or a portion of the track. The positioning device may be part of, may include, or may be connected directly to a controller, or to an EOT, a track device, a remote server, and/or a sensor. The positioning device may be located in or on one or more vehicles in the vehicle group. Optionally, the positioning device may be outside the vehicle group (e.g., a stationary sensor that detects the presence or passage of the vehicle group by the positioning device (e.g., a camera, infrared sensor, etc.). The controller can determine the entity to be contacted based on the location of the hazard event occurrence. The controller can communicate the location of the group of vehicles and/or the occurrence of the hazard event to remote servers. Location data can be sent to the remote servers with notification of the hazard event, or location data can be sent separately.

[0149] Suitable positioning devices may include one or more global positioning systems (GPS), axis counters, signal triangulation, wheel tachometers, or other devices that generate output that can be used by the controller to determine or estimate location of a vehicle or group of vehicles. For example, axle counters can be attached to a route and count the number of axles that pass through the axle counters. An axis counter can be associated with a known location. In response to detecting the passage of multiple axles associated with a group of vehicles, the axle counter may output a data signal that indicates that the group of vehicles has passed the location of the axle counter. As another example, wheel tachometers can emit signals indicating how often the wheels or axles are turning. The controller may be provided with wheel sizes and at least one known location of the vehicle or group of vehicles. The controller can then calculate a location of the vehicle or group of vehicles based on the known location, how many wheel rotations have occurred based on the wheel tachometer output, and the wheel sizes. The positioning device may be part of, may include, or may be connected to a Global Positioning System (GPS) to detect or determine a location or position of at least a portion of the group of vehicles. The positioning device may determine the location based on a stationary marker, such as a mile marker, based on speed data, and/or based on information received from a roadway device. The positioning devices may communicate with one or more controllers, one or more end-of-vehicle group computers, one or more trackside computers, one or more remote servers, one or more sensors, and/or one or more positioning devices. additional.

[0150] Optionally, the controller may determine the location of the vehicle or group of vehicles by communicating with a vehicle location server that is located outside the group of vehicles. The vehicle location server tracks and updates the location of one or more vehicles in a given area in real or near real time, although delay may occur in the update process and/or the vehicle may lose communication to prevent updating of from time to time. An example of a rail vehicle location server for a rail-based implementation may include a train location server optionally coupled to a positive train control (PTC) system. The train location server may record a most recent or current locomotive position of a locomotive equipped with a PTC Onboard System. The update may include information about the track network and locations where trains on the track network have requested voting. Polling and/or updating may be based on messages forwarded by a PTC messaging router. The vehicle location server may forward the train location information, including the current locomotive positions and the voting positions of each of the trains (TR) in the track network to each other train (TR) in the track network. The vehicle location server can selectively forward to propulsion generating vehicles that report operating at restricted speed. For example, train location information may include the location or position of the train (TR) on the track network, the location or position of at least one locomotive or control car (L) on the track network, the location or position of at least one locomotive or control car (L) on the track network, the location or position of at least one locomotive or control car (L) on the track network, the location or position of at least one train car (RC) on the track network, the location or position of a target location and the location or position of the target relative to the location or position of the train (TR) on the track network or the location or position of at least one locomotive or control car (L) on the track network. The target can be a switch location or a change of track direction, such as a curve or a hill, or another feature associated with the trail network. Suitable train location information may include current train speeds (TR), current train accelerations (TR), a number of locomotives (L) on trains (TR), a number of rail cars (RC) on trains (TR) , a total length of each of the trains (TR), or a combination of two or more thereof, the type of locomotive, the type of car, the type of target, the location of the target, operating parameters of the locomotive(s) (s), environmental conditions at the site, and the presence or absence of a hazard event. The vehicle location server can be queried, among other things, for the location of a vehicle or group of vehicles and update location information - a “last known address” and how long the vehicle was known to be at the location .

[0151] The controller may access a database of communications determined to be made in the event of a hazardous event. The database of certain communications to be made may include any communication that is required, encouraged and/or accepted by a specified entity, such as a federal government authority, a state government authority, a local government authority, a central office associated with the vehicle group, another vehicle group, a central office associated with another vehicle group, a maintenance entity, a medical entity, a search and rescue entity, a state police, a local police, a safety-related agency national or any combination thereof. The determined communications database may include contact information for railroads and/or first responders.

[0152] The determined communications database may select which of the specific entities to contact based on one or more circumstances related to the hazard event. One or more circumstances may include the category of the hazard event, the severity of the hazard event, and/or the location of the hazard event.

[0153] The controller may include an event log in the form of a data storage device and/or system. The event log may record the occurrence of one or more parameters or conditions detected or determined by a sensor, one or more notifications based on one or more parameters or conditions detected or determined by the sensor, one or more validated hazard events, a or more invalidated hazard events and/or one or more hazard event notifications received from an operator of the vehicle group via an input device, but the event recording is not limited to the same.

[0154] The controller may include a material storage profile in the form of a data storage device and/or system. The materials storage record may record the type of hazardous materials being transported, how much material is being transported, and/or how to appropriately respond to the hazard event for the given hazardous material, but at least a portion of the materials storage record is not limited to that. The material storage data can be sent to the remote server with notification of the hazard event, or a part of the material storage data can be sent separately.

[0155] The EOT may be part of, may include, or may be connected to another device and/or system located in or associated with the vehicle. By way of non-limiting example, another device and/or system may include a smart vehicle end group device that includes an intermittent rear end device, a device and/or system that monitors brake line pressure, a device and/or a system that monitors accidental separation of the vehicle group and/or a device and/or system that transmits data to the locomotive. The EOT may be a separate device and/or system.

[0156] The EOT may include, or communicate with, one or more controllers, one or more track computers, one or more remote servers, one or more positioning devices, and/or one or more sensors. The EOT may communicate via one or more communication devices 114. The EOT may directly and/or indirectly receive notification of the occurrence of a parameter or condition detected or determined from a sensor. In the event that a notification regarding an occurrence of a parameter or condition detected or determined by the sensor can be received by the EOT, the EOT may communicate a hazard event notification to a controller, a track device and/or a server remote associated with a specified entity.

[0157] In the event that the EOT communicates notification of the hazard event to the controller, the EOT may receive confirmation of receipt of the notification communicated from the EOT to the controller. The EOT may receive confirmation of receipt after communicating to the controller a request for confirmation of receipt of the notification. By way of another non-limiting example, the EOT may receive confirmation of receipt without or before communicating to the controller a request for confirmation of receipt of the notification.

[0158] If the EOT does not receive confirmation of receipt of the hazard event notification communicated by the EOT to the controller, which may result from operator unavailability, the EOT may communicate a hazard event notification to a remote server associated with a specified entity after certain conditions are met, such as a certain period of time for the controller to confirm receipt of notification of the hazard event.

[0159] The EOT may communicate a hazard event notification to a remote server associated with a specified entity before or without waiting to receive confirmation of receipt of the hazard event notification communicated by the EOT to the controller. A notification of a hazard event reported by the EOT can send an alert to users and first responders who have an alert app installed on their mobile device. The alert may contain an event location, a material transported, a quantity of material and/or recommended actions to be taken in response to the hazard event.

[0160] The EOT may receive location data from the positioning device, which may be located on or associated with a vehicle positioned at the rear of the group of vehicles relative to a direction of travel. Same for HOT, except the vehicle can be located at the front of the group of vehicles. Because the group of vehicles can change direction and vehicles within the group can be swapped with other vehicles or just removed or rearranged, EOT and HOT are discussed in relative terms. The EOT can communicate the location of the vehicle and thus the group of vehicles and/or the occurrence of the hazard event to the controller, a roadside device and/or a remote server. Location data can be sent to the controller, trackside device and/or remote server with notification of the hazard event. Location data may be sent to the controller, trackside device and/or remote server(s) separate from notification of the hazard event.

[0161] The EOT/HOT system and sensor may be one or more of collision-hardened, fireproof, water-proof, electricity-proof, EMP-resistant, impact-resistant, corrosion-resistant, and the like. By selecting resources based, at least in part, on application-specific parameters, the device can continue to function in the event of a hazard event to provide redundancy in the ability to communicate a notification of a hazard event, such as in case of loss of a controller in the vehicle.

[0162] The hazard event warning system may include a track device located adjacent to or associated with a portion of a route. The route device may be part of, may include, or may be connected to another device and/or system located on or associated with the portion of the route. The track device may be part of, may include, or may be connected to a track data communication device and/or system and/or an automatic vehicle operation device and/or system. The track device may communicate with one or more controllers, one or more EOT/HOT, one or more remote servers, one or more sensors, and/or one or more positioning devices. The via device may communicate through one or more communication devices.

[0163] The track device may receive a notification about the occurrence of a parameter or condition detected or determined from a sensor. In the event that a notification regarding the occurrence of a parameter or condition detected or determined by the sensor is received by the track device, the track device may communicate a hazard event notification to a controller, an EOT and/or a server remote associated with a specified entity.

[0164] In the case where the track device communicates notification of the hazard event to the controller, the track device may receive confirmation of receipt of the notification communicated from the track device to the controller. The lane device may receive acknowledgment after communicating a notification acknowledgment request to the controller. The lane device may receive acknowledgment without or before communicating a request to acknowledge receipt of the notification to the controller.

[0165] If the trackside device does not receive acknowledgment of receipt of notification of the hazard event communicated from the trackside device to the controller, which may result due to operator unavailability, the trackside device may communicate a hazard event notification to one or more remote servers.

[0166] A notification of a hazard event communicated by the roadside device may send an alert to users and first responders who have an alert application installed on their mobile device. The alert may contain an event location, a material transported, a quantity of material and/or recommended actions to be taken in response to the hazard event. A notification of a hazardous event communicated by the lane device may result in a lane restriction so that other groups of vehicles are aware of the incident and take appropriate action.

[0167] The track device may communicate a hazard event notification to one or more remote servers before or without waiting to receive acknowledgment of receipt of the hazard event notification communicated from the track device to the controller. In this circumstance, the controller may validate or invalidate the notification of the occurrence of the hazard event. The controller can also communicate the validation or invalidation of the notification of the occurrence of the hazard event to a remote server.

[0168] The track device may receive location data from a positioning device, which may or may not be located on or associated with the track portion of the track device. The trackside device may communicate the location of the group of vehicles and/or the occurrence of the hazard event to the controller or to a remote server associated with a specified entity or to a remote server at a central office associated with the group of vehicles. Location data can be sent to the remote controller or server with notification of the hazard event. Location data can be sent to the controller or remote server separate from notification of the hazard event. The via device may facilitate indirect communication from the controller to the remote server or from the EOT to the controller and/or remote server by receiving and transmitting communications.

[0169] In one embodiment, a remote cloud-based server may connect to another device and/or system with a separate function in the specified entity. The remote server may be part of, may include, or may be connected to a back-office system (BOS). The BOS may form associations with one or more of the vehicle group, a computer-aided dispatch system, and an electronic vehicle group management system and/or a vehicle network management system. A communication device can be coupled to the remote server.

[0170] Remote servers may directly and/or indirectly receive notification of the occurrence of a parameter or condition detected or determined from one or more sensors. Remote servers may directly and/or indirectly receive notification of the occurrence of a parameter or condition detected or determined by the sensor of a controller, an EOT and/or a track device. Remote servers may acknowledge receipt of a notification received by direct or indirect communication to remote servers.

[0171] When a notification regarding the occurrence of a parameter or condition detected or determined by the sensor is received by the remote server of the back-office system, the remote server may communicate a hazard event notification to another remote server associated with an entity specified other than the central office associated with the vehicle group. This notification can send an alert to users and first responders who have an alert app installed on their mobile device. The alert may contain an event location, an event start time, a type of material carried by the vehicle or group of vehicles, a quantity of material and/or recommended actions to be taken in response to the hazard event. The alert may include information about other first responders at the location of the hazard event or en route. For example, mobile devices carried by first responders may report mobile device locations to remote server(s). These locations can be used (for example, by the remote server) to determine which first responders are located at the event and/or which first responders have headers directed to the event. A notification of a hazardous event communicated by the remote servers may result in a speed restriction so that other vehicle operators and groups of vehicles are aware of the incident and take appropriate action. For example, in response to receiving notification, a remote server may send a warning signal to vehicles and groups of vehicles heading toward or within a designated distance (e.g., a stopping distance) of the event. This warning sign may instruct vehicles to manually or automatically reduce speed to no more than an upper speed limit. Optionally, a dispatcher can receive notification of the danger event and communicate the speed restriction.

[0172] The specified entity other than the central office associated with the vehicle group may be determined based on the circumstances of the hazard event. By way of non-limiting example, a notification of the hazard event may be communicated to the remote server and the remote server of the back-office system may be configured to determine one or more specified entities to contact and communicate a notification of the hazard event to one or more other remote servers associated with one or more other specified entities. When the remote server communicates a hazard event notification to one or more other remote servers associated with a specified entity other than the central office associated with the vehicle group, the remote server may communicate with the specified entity by other methods, such as phone calls, text messages, Simple Network Management Protocol (SNMP) messages, or the like.

[0173] The remote server may communicate notification of the hazard event to a remote server of another specified entity before or after validation or invalidation or without validation or invalidation. The occurrence of the hazard event may be validated before communicating notification of the hazard event to a remote server associated with a specified entity. In the event that the occurrence of a hazard event is neither validated nor invalidated, the remote server may communicate notification of the hazard event to another remote server associated with a specified entity.

[0174] One or more of the remote servers may validate or invalidate the occurrence of a hazard event based, at least in part, on communication with an operator of a vehicle in the group of vehicles and/or comparing and contrasting other information. Other appropriate validation information may include receipt of a notification of the vehicle parameter or condition or the route parameter or condition.

[0175] In one embodiment, the remote server may validate or invalidate the occurrence of the hazard event. In other words, the sensor can detect a possible hazardous event, and the next step is to confirm the occurrence before an additional response is taken. Validation, or invalidation, may be based, at least in part, on communications with an operator of a vehicle involved in the hazard event. The remote server may request validation or invalidation from the operator via an input device. If validation of the occurrence of the hazard event is received through the input device, then the remote server may communicate a notification of the hazard event to a remote server associated with a specified entity. If no validation or invalidation of the occurrence of the hazard event is received through the input device, which may result due to operator unavailability, the remote server may communicate a notification of a hazard event to a different remote server associated with an entity specified.

[0176] The remote server may receive a notification of an occurrence of a hazardous event from an operator of the vehicle group through an input device associated with the locomotive or operator without receiving a notification about the occurrence of a detected parameter or condition or determined by the sensor. The remote server may also communicate notification of the hazard event to another remote server of another specified entity. By way of example, if a vehicle sensor detects a sudden stop indicative of an impact, the system may attempt to communicate with the operator. If the operator responds that there was no failure, the system does nothing. Otherwise, the system dispatches a repair and rescue and routes other vehicles around the location. If there is no response from the operator, the system sends emergency medical support.

[0177] One or more of the remote servers may receive notification of a hazard event from an EOT or a track device. Notification can be received before or after validation of the occurrence of the hazard event.

[0178] One or more of the remote servers may compile and/or store a database of hazard event categories. Hazard event categories may include, but are not limited to, any category of hazard events that is required, encouraged and/or accepted by a specified entity. Specified entities may include a federal government authority, a state government authority, a local government authority, a central office associated with the group of vehicles, a central office associated with another group of vehicles, a central office associated with a vehicle that is in a mixed group, a maintenance entity, a medical entity, a search and rescue entity, a state police, a local police, a homeland security-related agency, or a combination of two or more thereof. Hazard event categories may include one or more than one vehicle collision event, a vehicle derailment event, a vehicle component failure, damage to a route, blockage of a route (by the vehicle or another obstacle) or one of the above that occurred with another vehicle in the vehicle group or another route that is close to the instantaneous route. For example, a derailment can block not only the tracks a train is on, but also a set of routes that run alongside it.

[0179] The controller may determine the specified entity to be contacted based, at least in part, on the category of the hazard event. The remote server associated with the vehicle group back-office system can communicate a hazard event identity with the hazard event notification, or the hazard event identity can be sent separately.

[0180] One or more of the remote servers may include a database of certain hazard event severity categories. Severity categories may include any severity category that is required, encouraged, and/or accepted by a specified entity, such as a federal government authority, a state government authority, a local government authority, a central office associated with the vehicles, another group of vehicles, a central office associated with another group of vehicles, a maintenance entity, a medical entity, a search and rescue entity, a state police, a local police, a national security-related agency, or a combination of two or more of the same. For example, a severity may be based on a number of vehicles involved and affected by the hazard event, a location of the hazard event, a type of route at the location of the hazard event, a grade of earth at the location of the hazard event, and /or proximity to potentially affected people and/or structures at the location of the hazardous event. Severity may be based on a number of vehicles affected by the hazard event, which may be determined by a number of sensors that detect or determine at least one parameter or condition. Severity may be based on whether a vehicle remains upright, such as after a collision, which may be determined by a detected parameter or condition. The remote server can determine the specified entity to contact based on an identified severity of the hazard event. The remote server associated with the vehicle group back-office system can communicate the severity of the hazard event with the hazard event notification, or the severity of the hazard event can be sent separately.

[0181] One or more of the remote servers may receive location data from the positioning device, which may be located or associated with the vehicle. The remote server can determine the specified entity to be contacted based on the location of the hazard event occurrence. The remote server may communicate the location of the vehicle, the group of vehicles and/or the occurrence of the hazard event to another remote server associated with another specified entity. The location data can be sent to the other remote server with the hazard event notification or can be sent separately.

[0182] One or more of the remote servers may include a database of communications determined to be made in the event of a hazardous event. The database of certain communications to be made may include any communication that is required, encouraged and/or accepted by a specified entity, such as a federal government authority, a state government authority, a local government authority, a central office associated with the vehicle group, another vehicle group, a central office associated with another vehicle group, a maintenance entity, a medical entity, a search and rescue entity, a state police, a local police, a safety-related agency national or a combination of two or more of them. The designated communications database may include contact information for vehicle owners, insurers, and first responders so that the appropriate parties within the location or category and/or severity of the hazard event are contacted in the event of a hazard event. danger.

[0183] The database of certain communications may be used to determine specific entities to contact based on one or more parameters or conditions related to the hazard event. This may include the category of the hazard event, the severity of the hazard event, and/or the location of the hazard event. One or more of the remote servers may include an event log in the form of a data storage device and/or system. The event log may record the occurrence of a parameter or condition detected or determined by a sensor, a notification based on a parameter or condition detected or determined by a sensor, a validated hazard event, an invalidated hazard event, and/or a notification of a hazard event received from an operator of the vehicle group via an input device.

[0184] One or more of the remote servers may include a material storage profile or manifest in the form of a data storage device and/or system. The materials storage log may record the type of hazardous materials being transported, how much of the materials are being transported, and/or how to appropriately respond to the hazard event for the hazardous material in question. The remote server associated with a central office that is controlling the group of vehicles may communicate at least a portion of the material storage data with notification of the hazard event, or the portion of the material storage data may be sent separately. Please note that as used herein, “sent” may include postage for recovery. That is, information may be posted on an electronic website accessible by a user who retrieves it from that website.

[0185] The hazard warning system may include a web portal. The web portal can be an interface through which users can define actions and configure the interface and route the interaction. The web portal can display alerts and report events. The content of push notifications may depend, at least in part, on the role of the users, such as whether the users are associated with a vehicle group or a first responder.

[0186] Figure 2 illustrates a flowchart of a hazard event warning method. The flowchart may represent operations performed by the hazard event warning system, such as actions performed by and/or under the direction of the controller. At 202, at least one parameter or condition associated with a hazard event is monitored. At 204, data representing the parameter or condition is processed to detect the occurrence of the hazard event. If the hazard event is not detected, the method may return toward 202 so that the parameter or condition can continue to be monitored.

[0187] If the hazard event is detected, the method may proceed toward 206. At 206, the location or position of the vehicle is determined. Once a hazard event has been previously detected, the location or position of the vehicle may be the location or position of the hazard event or may indicate the location or position of the hazard event. At 208, a notification is generated based on the parameter or condition and the location or position of the vehicle. At 210, the notification is communicated to a back-office server, a specified entity, or any other remote server and/or device.

[0188] Figure 3 illustrates a flowchart of another hazard event warning method. The flowchart may represent operations performed by the hazard event warning system, such as actions performed by and/or under the direction of the controller. In 302, a brake pipe pressure is monitored in an EOT of a vehicle group. Other parameters or conditions may be monitored by other devices and systems. At 304, it is determined whether a hazardous event (e.g., derailment) has been detected based on the monitored brake pipe pressure. An alert is communicated to the controller at 306. After the alert is communicated to the controller, a determination is made at 308 as to whether an acknowledgment was received from the controller in response to the alert. If an acknowledgment is not received, the vehicle end group computer may assume that a communication error has occurred due to a derailment or other hazardous event and the method may proceed toward 318. At 318, a notification is generated. At 320, notification is communicated. Hazard event notification may include various types of information, including, for example, the detected parameter or condition, the position or location of the group of vehicles, the type of hazardous material being transported, a date and/or time, an identification of the vehicle and/or locomotive group and/or any other information available to the controller, vehicle end group computer or head end unit.

[0189] The method can compare other sources of information to collaborate on the hazard event. If there are two sensors, for example, and only one registers an impact, the system may choose to increase the assessment of the validity of the hazard event. Likewise, if two vehicles are known to be close together, warnings can check with the second vehicle whether the second vehicle: collided with the first vehicle, noticed a hazard event, or was also otherwise involved in the hazard event.

[0190] If an acknowledgment is received from the controller at 308, the method may proceed toward 309 and an indication of an alert is presented (e.g., visually and/or audibly) to an operator of the vehicle group. The indication may present the operator with one or more options. The operator is provided with an option to confirm the event or parameter or hazardous condition and an option to cancel the alert (for example, invalidate the event or parameter or hazardous condition). At 310, a determination is made whether the operator has confirmed the occurrence of a derailment or other hazardous event. If a confirmation is received from the operator, the method can proceed towards 318 and a hazard event notification is generated.

[0191] If an acknowledgment is not received at 310 and the alert is canceled (e.g., at 312), the method may terminate or, in some non-limiting embodiments or aspects, may proceed to 318 to generate the notification. However, in such circumstances, notification transmitted on 320 may only be transmitted to a back-office system and further transmissions may be limited or not occur.

[0192] For example, if a derailment is confirmed at 310, the notification generated at 318 may be communicated at 320 to a back-office server, various mobile devices, and a specified entity (e.g., a government or regulatory agency ). However, if the derailment is not confirmed at 310 and the alert is canceled at 312, the notification generated at 318 may be communicated only to the back-office system and one or more mobile devices for recording or other purposes, but not to the specified entity. If the derailment is not confirmed at 310 and the alert is not canceled at 312, then a determination is made at 314 as to whether a particular period of time has expired. If the period of time has elapsed without a response from the vehicle group operator, it may be assumed by default that a hazardous event has occurred and the method may proceed toward 318 and 320. In this circumstance, the notification generated at 318 may be communicated to the back-office system, multiple mobile devices, and/or a specified entity, as an example.

[0193] In one embodiment, a hazard event warning system is provided that includes at least one sensor positioned or associated with the group of vehicles and configured to detect or monitor at least one parameter or condition; at least one communication device positioned or associated with the group of vehicles and programmed or configured to receive, process and/or transmit data; at least one positioning system programmed or configured to detect a location or position of at least a portion of the group of vehicles; and at least one computer positioned or associated with the group of vehicles and in communication with the at least one sensor, the at least one communication device and the at least one positioning system, wherein the at least computer is programmed or configured to: determining that a hazard event has occurred based at least partially on data generated by the at least one sensor; determining or receiving the location or position of the at least a portion of the vehicle group of the at least one positioning system; generating a hazard event notification based at least partially on the at least one condition and the location or position of the at least a portion of the vehicle group; and communicating the hazard event notification to at least one of a back-office system and at least one remote server associated with at least one specified entity.

[0194] A computer-implemented hazardous event warning method is provided. A parameter or condition associated with a hazard event is detected, as well as a position or location of the group of vehicles with at least one positioning system. The occurrence of the hazard event may be based at least partially on a determination that a manual confirmation input is received from the vehicle group operator, a manual confirmation input is not received from the vehicle group operator within a period of determined time, or a communication error between a controller and at least one of a vehicle end group computer and the at least one sensor, or a combination thereof. A hazard event notification may be generated based at least partially on at least one condition and the position or location of the vehicle group; and transmitting the hazard event notification to at least one remote server.

[0195] A hazard event warning system includes at least one sensor positioned in or associated with the group of vehicles and configured to detect or determine at least one condition associated with a hazard event; at least one communication device positioned or associated with the group of vehicles and programmed or configured to receive, process and/or transmit data; at least one positioning system programmed or configured to detect or determine a location or position of at least a portion of the group of vehicles; and at least one computer positioned or associated with the group of vehicles and in direct or indirect communication with the at least one sensor, the at least one communication device and the at least one positioning system. The at least one computer may: generate or receive a notification based at least partially on at least one condition detected or determined by the at least one sensor; determining or receiving a location or position of at least a portion of the group of vehicles based at least partially on the location or position detected or determined by the at least one positioning system; and communicating a notification of a hazard event to at least one of the following: a controller located on or associated with at least one locomotive of the group of vehicles; a vehicle end group computer located on or associated with at least one car of the vehicle group; a remote server associated with a specified entity; or any combination thereof.

[0196] In one embodiment, a method includes identifying a blocked or damaged location and responding thereto. The blocked or damaged location may be an intersection, or a particular segment of a route, or segments adjacent to it. Blocked can refer to an object that would interfere with movement through the location and can include full blocking or partial blocking. An example of a complete blockage might be a rockslide covering the route or a vehicle being stopped or disabled. Partial blockage could be snow, water, leaves or foliage. It may be possible to navigate to a partially locked (or not locked) location in a non-standard operating mode that is not a normal operating mode. Suitable non-standard modes of operation may include traveling slower than a speed limit may allow, using a lower speed higher torque gear set, driving on a bump or through a siding, and the like.

[0197] The method may be implemented with a blocked intersection detection and notification system that includes a controller (which includes at least one processing device), a communication interface communicatively coupled to the controller, and a detection system. The controller may facilitate communications between the controller and at least one external device. The detection mechanism may be placed near a location, such as a rail crossing or an automobile intersection or a marine vessel crossing (e.g., the mouth of a harbor or river). The detection mechanism can communicate with the controller. The method includes periodically operating the detection mechanism. Evaluate signals from the detection mechanism to determine the presence or absence of a blockage within a defined area around an intersection of a road and a route. And periodically, but not continuously, provide information about the assessed real-time presence or absence of a lock to at least one external device at a location remote from the defined area. A monitoring organization can receive the assessed presence or absence of potential blockage at the remote location of the defined area and can analyze an assessed blockage in real time and perform a proportionate response. The assessment may include a degree of blockage, a type of blockage, or simply the presence or absence of the blockage.

[0198] In one embodiment, a hazard event warning system includes at least one positioning system programmed or configured to detect a location or position of a vehicle or a portion of a group of vehicles that includes the vehicle. The system also includes at least one sensor positioned or associated with the vehicle and configured to generate sensor data of a particular parameter or condition. The system also includes a controller in communication with the sensor and the at least one positioning system. The controller is programmed or configured to determine that a hazard event has occurred or is predicted to occur based at least in part on sensor data and to communicate a hazard event notification to a remote server based at least in part , the location or position that is detected, and the sensor data.

[0199] The controller may be configured to communicate hazard event notification to one or more federal government authorities, a state government authority, a local government authority, a maintenance entity, a medical entity, a search entity and rescue, a state police, a local police, and/or a homeland security-related agency. The authority, police or agency receiving the notification can then dispatch or otherwise respond appropriately to the hazardous event being detected.

[0200] The at least one sensor may include one or more of a rotational sensor, a gyroscope, an accelerometer, a pressure sensor, a thermocouple, a smoke detector, or a combination of two or more thereof. Optionally, the at least one sensor may include a pressure sensor adapted to monitor brake pipe pressure and the train end device may be in communication with the pressure sensor and programmed or configured to determine that the risk event has occurred. based on a change in brake pipe pressure.

[0201] The vehicle may be a locomotive, the group of vehicles may be a train, and the controller may be a train end device, head end unit, or a train head device.

[0202] The controller may be configured to respond to a determination that the hazardous event has occurred or is expected to occur by displaying an alert to an operator of the vehicle. The controller can be configured to receive input from the operator confirming or invalidating the occurrence or prediction of the hazard event. For example, the operator may have additional information or insight into whether the hazard event actually occurred and/or whether conditions indicate that the hazard event actually occurred. The operator can refute or confirm the hazard event using this additional information or insights and respond accordingly to prevent or reduce false positive detection events.

[0203] The controller may be configured to direct communication of the hazard event notification to the remote server in response to determining that one or more input requested from a vehicle operator is not received by the controller within a period of time. determined, requested input from the operator confirming the occurrence of the hazard event and/or a communication error has occurred with the controller. For example, if the controller does not receive input from an operator that confirms or refutes that the hazard event has occurred or is likely to occur (e.g., within a designated period of time after receipt of sensor data), the controller may communicate the notification as a safeguard or default action. This can prevent operator inattention or delay, operator error, or communication errors from interrupting notification communication. As another example, the controller may be configured to selectively notify a specified entity with hazard event notification based at least partially on the location or position of an occurrence of the hazard event, a category of the hazard event, a severity of the event of danger and/or an identity of a material being transported by the vehicle or group of vehicles.

[0204] The controller may be configured to communicate with a vehicle location server and obtain one or more of a vehicle location and a time at which the vehicle location was reported. This server may be a BOS as described in this document.

[0205] The sensor may be a tilt sensor and the controller may be configured to dispatch (or order the dispatch of) a repair and maintenance team to the location of the vehicle in response to the tilt sensor indicating that the vehicle is not in the vertical position. As another example, the sensor may be a smoke detector and/or a fire detector, and the controller may be configured to dispatch a firefighting team to the location of the vehicle in response to the fire detector detecting fire or the detector of smoke detect smoke.

[0206] Also provided herein is a system, method and apparatus for determining a location of a vehicle system, such as the location of the end of the vehicle system. The vehicle system may be formed from one vehicle, or two or more vehicles that are mechanically or logically coupled. Logically coupled vehicles include vehicles that communicate with each other to coordinate the vehicles' movements with each other so that the vehicle moves together as a group, even though the vehicles may not be mechanically connected to each other. The vehicle system may be a train formed from railway vehicles, or it may be formed from other types of vehicles such as automobiles, trucks, marine vessels, aircraft (e.g. manned or unmanned, drones, etc. ), agricultural vehicles, mining vehicles or other off-road vehicles.

[0207] The system may include a plurality of passive transponders located along a route network that each include transponder data uniquely identifying a route segment or location where the transponder is positioned, such as, but not limited to, , a portion of a route, a switch, a region, coordinates and/or the like. The transponder data may be any type of data that uniquely identifies a route segment or location and, in a preferred and non-limiting embodiment, includes a unique identifier that can be correlated with a route location from a route database. Furthermore, transponders may be located anywhere along a route network and may be located adjacent to a switch clearance point or adjacent to a route segment that approaches a switch clearance point. However, it will be appreciated that transponders can be positioned in other locations throughout the route network to control the movement of multiple vehicle systems, establishing boundaries that can be used to retain vehicle systems in a specific location for traffic control or similar.

[0208] A vehicle system may include an end-of-train (EOT) device disposed at one end of the vehicle system (e.g., at one end of a rear car) that includes a signal receiving device. The passive transponders and signal receiving device are configured so that when a train is traveling on a route, the signal receiving device activates and receives data from the stationary transponders. Thus, the transponders may be located on the route, adjacent to the route, or in sufficient proximity to the route so that the signal receiving device is capable of communicating with them. Using the transponder data stored in the transponders, an on-board computer in the vehicle system and/or the EOT device determines a location of the train and, particularly, a location of an end of the vehicle system relative to the route. By using passive transponders instead of active equipment, less maintenance is required.

[0209] Also provided is a method and system for transmitting instructions applicable in vehicle control systems such as PTC. The system and method verifies the normalization of the geographic back office server (G BOS) and the association of the vehicle system with the executable instruction data. The system and method generate data used by an on-board system to ensure that the G BOS provides correct executable instruction data to the correct vehicle systems. The system and method may create various types of error checking codes used to ensure that each executable instruction is correct when received by a vehicle system and to ensure that the vehicle system has the correct set of executable instructions. Enforceable instructions include mandatory directives, permissive enforceable instructions, restrictive enforceable instructions, enforceable instructions for a vehicle system, or any combination thereof.

[0210] The method and system can communicate executable instructions that mitigate hazards that may occur in transmitting executable instructions from dispatch systems through a BOS to a vehicle system. Preferably, a method and system is provided for transmitting executable instructions in PTC systems that affect a PTC Office-Locomotive Interface Control Document (ICD) and an on-board system and BOS segments of the PTC system, as well as introducing improved components for the BOS segment.

[0211] The method and system can ensure electronic delivery of an enforcement instruction (authority or bulletin) to the correct vehicle system and that the enforcement instruction is intact (e.g., not altered from when the enforcement instruction was generated by a dispatch system). This can avoid the need for redundant BOS segments to provide security assurance and protection against hardware and software errors.

[0212] As used herein, the terms “processor” and “computer” and related terms, e.g., “processing device”, “computing device” and “controller”, may not be limited to only the integrated circuits referred to in technique as a computer, but refer to a microcontroller, a microcomputer, a programmable logic controller (PLC), field-programmable gate array, and application-specific integrated circuit and other programmable circuits. Suitable memory may include, for example, a computer readable medium. A computer-readable medium may be, for example, random access memory (RAM), a non-volatile computer-readable medium such as flash memory. The term “non-transitory computer-readable media” means a tangible computer-based device implemented for short-term and long-term storage of information, such as computer-readable instructions, data structures, program modules and submodules, or other data on any device . Therefore, the methods described herein may be encoded as executable instructions embedded in a non-transitory, tangible computer-readable medium including, without limitation, a storage device and/or a memory device. Such instructions, when executed by a processor, cause the processor to perform at least a portion of the methods described herein. As such, the term includes tangible computer-readable media, including, without limitation, non-transitory computer storage devices, including, without limitation, volatile and non-volatile media, and removable and non-removable media, such as firmware, physical and virtual storage, CD-ROMS, DVDs, and other digital sources, such as a network or the Internet.

[0213] The singular forms “a”, “an”, “the” and “a” include plural references, unless the context clearly dictates otherwise. “Optional” or “optionally” means that the event or circumstance described later may or may not occur, and that the description includes cases in which the event occurs and cases in which it does not occur. Approximate language, as used herein throughout the specification and claims, may be applied to modify any quantitative representation that may permissibly vary without resulting in a change in the basic function to which it relates. Accordingly, an amount modified by a term or terms, such as “about,” “substantially,” and “approximately,” should not be limited to the exact amount specified. In at least some cases, approximate language may correspond to the precision of an instrument for measuring value. Here and throughout the specification and claims, range limitations may be combined and/or interchanged, such ranges are identified and include all subranges contained therein, unless context or language indicates otherwise.

[0214] This written description uses examples to disclose the embodiments, including the best way, and also to allow anyone skilled in the art to practice the embodiments, including making and using any device or system and performing any incorporated methods. The claims define the patentable scope of the disclosure, and include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with non-substantial differences from the literal language of the claims.

Claims (15)

1. System characterized by the fact that it comprises: at least one positioning system (118) programmed or configured to detect a location or position of a first vehicle (12, 14) or a portion of a first vehicle group (10) that includes the first vehicle (12, 14); at least one sensor (120) positioned on or associated with one or more of the first vehicle (12, 14) or a track device, the at least one sensor (120) configured to generate sensor data of a certain parameter or condition; a controller (102) in communication with the at least one sensor (120) and the at least one positioning system (118), and the controller (102) being programmed or configured to: determine that a hazardous event has occurred or is predicted occur based at least partially on sensor data; and communicating a hazard event notification to one or more of a second vehicle (12, 14), a second vehicle group (10), the roadside device, or a remote server (108) based, at least in part, on on the location or position that is detected and on the sensor data. 2. System according to claim 1, characterized by the fact that the controller (102) is configured to communicate the danger event notification to alert at least the second vehicle (12, 14) and prevent at least the second vehicle (12 , 14) of a collision involving the hazardous event. 3. System according to claim 1, characterized by the fact that the controller (102) is configured to identify a rock slide or an embankment slide as the hazard event based on sensor data. 4. System according to claim 1, characterized by the fact that the at least one sensor (120) is positioned in or associated with the first vehicle (12, 14). 5. System according to claim 1, characterized by the fact that the at least one sensor (120) is positioned in or associated with the track device. 6. The system of claim 1, wherein the controller (102) is configured to respond to a determination that the hazardous event has occurred or is predicted to occur by displaying an alert to an operator of the first vehicle (12, 14 ), the controller (102) configured to receive input from the operator confirming or invalidating the occurrence or prediction of the hazard event. 7. System according to claim 1, characterized by the fact that the controller (102) is configured to direct communication of the danger event notification to the track device or the second vehicle (12, 14) in response to the determination of a or more than: a requested input from an operator of the first vehicle (12, 14) is not received by the controller (102) within a certain period of time; the information requested from the operator confirming the occurrence of the hazard event; or a communication error has occurred with the controller (102). 8. The system of claim 1, wherein the controller (102) is further configured to selectively notify a specified entity with hazard event notification based at least partially on one or more of: the location or position of an occurrence of the hazard event, a category of the hazard event, a severity of the hazard event, or an identity of a material being transported by the first vehicle (12, 14) or by the first vehicle group (10). 9. System according to claim 1, characterized by the fact that the controller (102) is further configured to communicate with a vehicle location server (108) and obtain one or more of a vehicle location and a time at which the vehicle location was reported. 10. The system of claim 1, wherein the at least one sensor (120) includes a tilt sensor (120) and the controller (102) is configured to dispatch a repair and maintenance team to the location of the first vehicle (12, 14) in response to the tilt sensor (120) indicating that the first vehicle (12, 14) is not in an upright position. 11. Method characterized by the fact that it comprises: detecting a location or position of a first vehicle (12, 14) or a portion of a first vehicle group (10) that includes the first vehicle (12, 14); generate sensor data of a given parameter or condition using at least one sensor (120) positioned on or associated with one or more of the first vehicle (12, 14) or a roadway device, the at least one sensor (120) configured to generate ; determining that a hazardous event has occurred or is predicted to occur based at least partially on the sensor data; and communicating a hazard event notification to one or more of a second vehicle (12, 14), a second vehicle group (10), the roadside device, or a remote server (108) based, at least in part, on on the location or position that is detected and on the sensor data. 12. The method of claim 11, wherein the hazard event notification is communicated to alert at least the second vehicle (12, 14) and prevent at least the second vehicle (12, 14) from a collision involving the hazard event. 13. The method of claim 11, further comprising: identifying a rock slide or an embankment slide as the hazard event based on the sensor data. 14. The method of claim 11, further comprising: displaying an alert to an operator of the first vehicle (12, 14) responsive to the determination that the hazardous event has occurred or is predicted to occur; and receive input from the operator confirming or invalidating the occurrence or prediction of the hazard event. 15. System characterized by the fact that it comprises: a sensor (120) configured to be positioned or associated with a first vehicle (12, 14) and configured to generate sensor data indicative of a dangerous condition; and a controller (102) in communication with the sensor (120), the controller (102) being programmed or configured to: determine that a hazardous event has occurred or is predicted to occur based on the sensor data; and communicating a hazard event notification to at least one second vehicle (12, 14) based, at least in part, on the sensor data.