Rail systems mark-up language

Abstract

A train control operation system, the system comprising a data collection server for collecting data relating to one or more elements of trains, a network for distributing data relating to the elements to subscribers and a subscription server for hosting definitions of elements which is accessible by subscribers of the system, so as to enable each subscribers to access the definitions from a single source.

Claims

1. A train control system having computer components, the system comprising: (a) a plurality of active trains; (b) a schema defining different data elements relating to trains, the data elements comprising attributes specific to the active trains, the schema comprising a universal mark-up language interface; (c) a description of the allowable attributes for each data element; (d) rules for formatting the attributes of each data element; and (e) a data network for connecting the component computers, the component computers adapted to communicate via the universal mark-up language; wherein the schema, description and rules are accessible by all of the component computers via the data network and real-time insertion of new data elements into the schema by any of the component computers during operation of the train system in response to changing conditions specific to an active train is permitted, and wherein responsive to a data error in a message transmitted between component computers via the data network, each component computer is adapted to access the schema to identify the attributes of at least one unrecognized data element in the message before processing the at least one unrecognized data element and controlling one or more active trains based on the processed data.

2. The system of claim 1, wherein the component computers include: (a) data monitoring computers for collecting data elements of trains; (b) subscriber computers for accessing the train control system; and (c) a subscription computer for hosting the schema which is accessible by the component computers via the network, so as to enable each subscriber computer to access the schema from the data monitoring components.

3. The system of claim 2, wherein the data monitoring computer may represent a number of different component computers each monitoring different types of data elements for trains.

4. The system of claim 3, wherein a computer becomes a component of the system by accessing the schema on the subscription computer.

5. The system of claim 4, wherein the schema is an XML document.

6. The system of claim 3, wherein the schema is an XML document.

7. The system of claim 2, wherein a computer becomes a component of the system by accessing the schema on the subscription computer.

8. The system of claim 7, wherein the schema is an XML document.

9. The system of claim 2, wherein the schema is an XML document.

10. The system of claim 1, wherein a computer becomes a component of the system by accessing the schema on the subscription computer.

11. The system of claim 10, wherein the schema is an XML document.

12. The system of claim 1, wherein the schema is an XML document.

13. A method for operating a train control system having component computers, the train control system comprising a plurality of active trains and a data network for connecting the component computers, the component computers adapted to communicate via the data network, the method comprising: defining a schema of different data elements comprising: attributes specific to the active trains, a description of the allowable attributes for each data element, and rules for formatting the attributes of each data element, the schema comprising a universal mark-up language interface; hosting the schema on a subscription computer which is accessible by the component computers via the data network; permitting real-time insertion of new data elements into the schema by any of the component computers during operation of the train system in response to changing conditions specific to an active train; transmitting a message comprising at least one data element between component computers via the data network; responsive to at least one component computer not recognizing one or more of the transmitted data elements, accessing the schema by the at least one component computer to identify the attributes of the one or more unrecognized data elements; processing the at least one data element by the at least one component computer; and controlling at least one active train based on the processed data.

14. The method of claim 13 wherein the train control system component computers further comprise data monitoring computers for collecting data elements of trains and subscriber computers for accessing the train control system, and the method further comprises the step of: collecting data elements of trains by the data monitoring computers for transmission between subscriber computers via the data network.

15. The method of claim 14, wherein the data monitoring computers may represent a number of different component computers each monitoring different types of data elements for trains.

16. The method of claim 13, wherein a computer becomes a component of the train control system by accessing the schema on the subscription computer.

17. The method of claim 13, wherein the schema is an XML document.

Description

BRIEF DESCRIPTION OF DRAWINGS

(1) Various embodiments of the invention will be described with reference to the following drawing, in which:

(2) FIG. 1 is a schematic representation of a railway control system utilising the present invention.

DETAILED DESCRIPTION

(3) FIG. 1 shows an exemplary railway control system 10 implementing the present invention. The railway control system may be used to track the positions of one or more locomotives, such as locomotives 12 and 14. The locomotives 12 and 14 may be fitted with GPS tracking devices (not shown). In this exemplary embodiment of the system, GPS Satellites 16 transmit a signal to the GPS tracking device which then relays the location data of the locomotives to either the receiving satellite 18, or a GSM-R antenna tower 20 or a public mobile 3G antenna tower 22, for example. The antenna towers 20 and 22 then relay the information to a first position collection server 24.

(4) The server 24 may be located in a control centre operated in one state (e.g. New South Wales), for instance. The data relating to the position of the locomotives 12 and 14 can then be relayed to an adjacent operator 26, who may be in a different location or indeed state (e.g. Queensland), for instance. Both operators may need to exchange data about the location of their locomotives (which may cross each other's borders), so as to avoid collisions. There could be hundreds of computers connected in a network operating the railway control system.

(5) Each of those computers may need to display different data about each of the locomotives. For example, screen 28 in FIG. 1 shows data for a timetable tracking system, screen 30 shows location tracking data (e.g. in a similar manner to Google Maps), screen 32 shows train orders control data, and screen 34 shows train radio communication data (i.e. the position of radios on locomotives on a rail network, where each line on the screen is a linear representation of a railway line).

(6) The train position data is transmitted in the form of a message 36 (see FIG. 1). The content of message 36 is as follows:

(7) TABLE-US-00001 <Vehicle> <ID> RLS4537 </ID> <Time>2014-04-12 19:50:23 </Time> <Type>SC3T</Type> <Loc> <Lat>31.4564</Lat> <Lon>151.242</Lon> </Loc> </Vehicle>

(8) The Vehicle message 36 shown above begins with the code <Vehicle> and ends with the code </Vehicle>, where the symbols </> designate the end of a line of code.

(9) The items above represented in brackets < > are referred to as tags. Each line of code in the message is referred to as an element. The items between the arrows < and > are referred to as attributes.

(10) The ID number RLS4537 represents the identification number of a GPS receiver on locomotive 12. The time element 2014-04-12 19:50:23 represents the time when the locomotive was at 31.4564 latitude and 151.242 longitude.

(11) The system utilises a schema which defines the possible elements in a message. The schema file is referred to as a Document Type Definition (DTD) file.

(12) For example, the schema for the message 36 allows attributes to be input for the vehicle including <ID>, <Time>, <Type>, <Loc(ation)>. The system enables any attributes to be inserted in the elements provided in the schema. For example, the element <fuel level> could be added to the schema, as long as the fuel level element is defined in the DTD. An extensive list of sample attributes which could be included in a schema for a train control operation system is set out in Appendix 1.

(13) An example section of data in a DTD file is as follows:

(14) TABLE-US-00002 <!ELEMENT Engine (EngineClass, EngineNumber, PositionOnTrain, EngineType, Location, Location, Weight, WorkingMode, Fuel?, MobilePhone?, Driver?, Driver?)> <!ELEMENT EngineClass(#PCDATA)> <!ELEMENT EngineNumber(#PCDATA)> <!ELEMENT PositionOnTrain (#PCDATA)> <!ELEMENT EngineType(#PCDATA)> <!ELEMENT WorkingMode(#PCDATA)> <!ELEMENT Fuel(#PCDATA)> <!ELEMENT MobilePhone(#PCDATA)> <!ELEMENT Driver (Name,Location?,Time24hr?)> <!ELEMENT Name (#PCDATA)>

(15) The first section of code written above defines the elements which are used in the DTD file. These elements include the locomotive attributes Engine Class, Engine Number, Position on Train, Engine Type, Origin, Planned Destination, Gross Mass, Working Mode, Fuel (Liters), Mobile Phone Number, Driver (name), Second Person (second driver).

(16) The schema may have hierarchy of levels. For example, the element Driver is a sub-schema relating to the driver's name, the depot he is from, and the time he went on duty. The element Engine has a sub-element Driver.

(17) The DTD file has to be a well formed XML document (i.e. the DTD file must comply with the standard XML formatting rules).

(18) The DTD file is hosted on a subscription server 38. There are three primary methods in which the DTD file (describing the various schema) can be accessed by subscribers in the rail network control system from the subscription server 38. A first method is to host the DTD data on web-based Uniform Resource Locator (URL) such as www.4tel.com.au/rsml.dtd. A second method is to store the DTD locally on the receiving computer such as C://location/DTD/rsml.dtd. A third method is to embed the DTD in a message header format (i.e. within the message file itself).

(19) The computers receiving data (shown as screens 28, 30, 32 and 34) need to access the DTD to identify new elements. The position collection server 24 generating the data also needs to access the DTD so that it can populate the attributes which are then distributed to the subscribers.

(20) A new element may be added to the DTD file at any time (e.g. a fuel level element). The data in the message 36 is sent to each of the subscribers of the subscription server (e.g. shown on screens 28, 30, 32 and 34). If the application running on the subscriber's computer does not recognise the fuel level element, then it can access the DTD file to identify the attributes of that element and then process that element.

(21) In prior art systems, if new data relating to the operation of rail network needs to be sent to subscribers of the system, the conventional method of distributing that data is to relay it individually to each end subscriber. The disadvantage of this linear form of communication is that each subscriber may receive different data, or data in a different format specified for their particular computer interface. This approach is not readily scalable if new subscribers wish to access the system.

(22) By contrast, the present invention directs each end subscriber to a single location in which they can access the data on a single subscription server. This provides a universal and uniform source of understanding the data stream across the networks. The present invention has a one-to-many distribution architecture that presents, in effect, zero marginal cost to add a new marginal subscriber.

(23) In compliance with the statute, the invention has been described in language more or less specific to structural or methodical features. It is to be understood that the invention is not limited to specific features shown or described since the means herein described comprises preferred forms of putting the invention into effect. The particular features, structures, or characteristics of the invention may be combined in any suitable manner in one or more combinations. The invention is, therefore, claimed in any of its forms or modifications within the proper scope of the appended claims (if any) appropriately interpreted by those skilled in the art.

(24) TABLE-US-00003 APPENDIX 1 Element/ Attribute Data Name Description Type Size and format Units Accuracy Constraints ArrivalCode Security (arrival) code Text 4 Alpha for the location at the Numeric limit of the Train Order characters Authority The authority Text 1-20 chars responsible for the RSML Consignee Receiver of the Text List of values (2- consignment 3 chars Container Number of containers Integer 1 digit Count on the vehicle. Contents Commodity of the Text List of values (3- consignment. 4 chars) Count Number of vehicles Integer 1-5 digits excluding working engines. Date Date Y2K DD/MM/YYYY DMY (eg 05/11/1998) Departure The security (departure) Text 4 AlphaNumeric Code code for the location characters from where the train is authorised to depart. Description Description Text 1-30 chars DGClass Dangerous goods code. Text List of values (1- 3 chars) DrawGear Draw gear capacity. Float 1-6 digits total 1 decimal Capacity place EmpNumber Employee No Integer 1-7 digits EngineClass Check letter of the Text List of values (1 vehicle. char) EngineNo Lead locomotive Integer 5 digits OR number of the train for select from list which the Train Order is being issued. Engine Number of the vehicle. Integer 1-10 digits Number EngineType Class of the vehicle. Text List of values (1- 4 chars) FlagfallType Priority on which the Text List of values (1 flagfall component of char) i.e. P, H, S, L the access charges will be based - (P)remium, (H)igh, (S)tandard, (L)ow. Fuel Fuel Integer 1-5 digits Litres Fulfilment Security (fulfilment) Text 4 AlphaNumeric Code code provided by the characters train controller. Hpt Horsepower per tonne. Float 1-10 digits Hp/t 0-7 decimals IntSpeed Restricted FRT Speed Integer 1-5 digits Kilometres KgeLocation To/From Kilometrage Integer 6 digits Kilometres Length Length (in metres) of Float 1-6 digits Metres 0-3 the vehicle decimals Location Place, station, town Text List of values (3 chars) MobilePhone Mobile phone number. Mixed 9-15 digits (spaces allowed) Month Month Integer 1-2 digits MsgContent Comments related to Text Free Text this Train Notice Name Driver name Text 1-40 chars NoticeID Train Notice Number Integer 1-5 digits Operator Code which identifies Integer List of values (2- the company operating 3 chars) the train OrderNo Number provided by Integer 1-5 digits the train controller - generated by the computer on a weekly basis OrderType Type order applicable - Text List of values eg Train, Mishap or Shunt TRAIN - select from list Organisation Organisation Text 1-25 chars Packaging Refer to the goods Text List of values (1 being (P)ackaged or in char) i.e. P, B (B)ulk. PositionOn Position of the vehicle Integer 1-2 digits Train on the train. Preference Preferential handling - Alpha 1-9 chars identification of the urgency for handling/ processing Priority Train priority. Text List of values (MANDATORY/ CONDITIONAL/ UN- PLANNED CONDITIONAL) Sender Sender of the Text List of values (2- consignment. 3 chars) Sequence The sequence number Integer 1-6 digits Number of the RSML (with respect to the originating system) sent for the given date (resets each 24 hour period) ShuntAccess Is shunt access Text List of values authorised at this (YES or NO) location? SpecialInstr Special instructions for Text Free Text this section, such as particulars of a crossing movement SpeedStatus Speed Status Text List of values (PLACED/ MODIFIED/ LIFTED/ REPLACED) Status Indicates whether the Text List of values (1 train is (P)lanned to run char) i.e. P, R, but not yet departed, A, C, T (R)unning, (A)rrived, (C)ancelled or (T)erminated short of its destination. SystemID The system identifier Text 1-50 chars Time24 hr The time at which an 24 Hr HH:MM time event occurred. Time (eg 10:20) Title Title Text 1-35 Alpha Numeric characters Track Track Direction Text List of values Direction (UPTRACK/ DOWNTRACK/ BOTH) TrackType Where train will be Text List of values Eg standing on. Eg: Loop, Loop - select etc... from list TrainNo Number of the train for Text List of values (1 which the Train Order char 3 digits) eg is being issued 1974 TrainNumber Train identifier. Text 1-5 chars TrainType Code which identifies Text List of values (2 the type of train. chars) Type Train Notice Type Text 1 Alpha char (D)aily, (T)emporary Standard, (S)tandard UNNumber UN number. Mixed UN + 4 digits UserID ID of user issuing this Text 1-12 Alpha Train Notice Numeric Characters Version The relevant DTD Float 3-4 digits 2 decimals version number WagonClass Check letter of the Text List of values (1 vehicle. char) Wagon Number of the vehicle. Integer List of values (1- Number 10 digits) WagonType Class of the vehicle. Text List of values (1- 4 chars) Weight Gross mass of the Float 1-8 digits Tonnes 0-4 vehicle decimals Working Indicates if the vehicle Text List of values (1 Mode is a (W)orking engine, char) i.e. W, A, (A)ssisting engine, F, H (F)ailed engine or a (H)auled vehicle. Year Year Integer 4 digits