METHODS AND SYSTEMS FOR AUTOMATED YARD CLASSIFICATION

Abstract

In one instance, disclosed herein is a method for automating a train car classification process, including: receiving information indicating at least one train car within a classification yard and a classification track within the classification yard; generating, based at least in part on the at least one train car and the classification track, at least one classification control command for a classification locomotive within the classification yard; and providing the at least one classification control command to the classification locomotive for execution, wherein execution of the at least one classification control command by the classification locomotive causes the classification locomotive to move the at least one train car to the classification track.

Claims

1. A method for automating a train car classification process, the method comprising: receiving information indicating at least one train car within a classification yard and a classification track within the classification yard; generating, based at least in part on the at least one train car and the classification track, at least one classification control command for a classification locomotive within the classification yard; and providing the at least one classification control command to the classification locomotive for execution, wherein execution of the at least one classification control command by the classification locomotive causes the classification locomotive to move the at least one train car to the classification track.

2. The method of claim 1, further comprising receiving the information indicating the at least one train car and the classification track within a switch list from a yard planning system.

3. The method of claim 2, wherein the switch list specifies a destination of the at least one train car and further comprising determining, based on the destination of the at least one train car, the classification track within the classification yard.

4. The method of claim 2, wherein the switch list specifies the classification track.

5. The method of claim 1, wherein the at least one classification control command is further generated based at least in part on a classification track configuration of the classification yard.

6. The method of claim 1, wherein the at least one classification control command includes a throttle command and a brake command.

7. The method of claim 6, wherein the at least one classification control command specifies a required runway length.

8. The method of claim 1, further comprising prompting the classification locomotive to execute the at least one classification control command.

9. The method of claim 8, further comprising receiving an approval command to execute the at least one classification control command and prompting the classification locomotive to execute the at least one classification control command in response to receiving the approval command.

10. The method of claim 9, wherein the approval command is generated in response to a selection within a graphical user interface provided by an automated classification application.

11. The method of claim 1, wherein generating the at least one classification control command further comprises determining an amount of momentum required to move the at least one train car to the classification track.

12. The method of claim 11, further comprising determining train car characteristics for the at least one train car and wherein the amount of momentum required to move the at least one train car to the classification track is determined based on the train car characteristics.

13. The method of claim 12, wherein the information indicating the at least one train car includes the train car characteristics.

14. The method of claim 12, wherein the information indicating the at least one train car includes a unique identifier for the at least one train car and further comprising retrieving the train car characteristics from a database of train car characteristics using the unique identifier.

15. A controller communicatively coupled to a locomotive and operative to: receive information indicating at least one train car within a classification yard and a classification track within the classification yard; generate, based at least in part on the at least one train car and the classification track, at least one classification control command for a classification locomotive within the classification yard; and prompt the locomotive to execute the at least one classification control command, wherein execution of the at least one classification control command by the locomotive moves the at least one train car to the classification track.

16. The controller of claim 15, further operative to receive the information indicating the at least one train car and the classification track within a switch list from a yard planning system.

17. The controller of claim 15, further operative to generate the at least one classification control command by determining an amount of momentum required to move the at least one train car to the classification track.

18. The controller of claim 17, further operative to determine train car characteristics for the at least one train car and determine the amount of momentum required to move the at least one train car to the classification track based on the train car characteristics.

19. The controller of claim 18, wherein the information indicating the at least one train car includes the train car characteristics.

20. A system for automating a train car classification process, the system comprising: an automated classification application executed on a computing device and operative to provide a graphical user interface within a display operatively coupled to the computing device; and a controller communicatively coupled to a locomotive and operative to: receive information indicating at least one train car within a classification yard and a classification track within the classification yard; generate, based at least in part on the at least one train car and the classification track, at least one classification control command for the locomotive; and in response to receiving an approval command generated in response to a selection made within the graphical user interface of the automated classification application, prompt the locomotive to execute the at least one classification control command, wherein execution of the at least one classification control command by the locomotive moves the at least one train car to the classification track.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate various exemplary embodiments and, together with the description, serve to explain the principles of the disclosed embodiments.

[0009] FIG. 1 depicts a schematic view of a classification yard;

[0010] FIG. 2 depicts a schematic diagram of an automated classification system; and

[0011] FIG. 3 depicts a flowchart of a method associated with the automated classification system.

DETAILED DESCRIPTION

[0012] Both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the features, as claimed. As used herein, the terms comprises, comprising, has, having, includes, including, or other variations thereof, are intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements, but may include other elements not expressly listed or inherent to such a process, method, article, or apparatus. In this disclosure, unless stated otherwise, relative terms, such as, for example, about, substantially, and approximately are used to indicate a possible variation of +10% in the stated value.

[0013] FIG. 1 depicts a diagram of a classification yard 10. A classification yard 10 may also be referred to as a flat yard or B yard. As mentioned above, a classification yard 10 is a railway yard used to receive, sort, and assemble cuts or blocks of train cars 3 as the train cars 3 travel from one location to the next. For example, as depicted in FIG. 1, an inbound train 1 including one or more train cars 3, e.g., train cars A-H, may arrive at a classification yard 10 on a main track 12 that connects the classification yard 10 to one or more railway systems. The inbound train 1 may include one or more locomotives 2 used to push or pull the train cars 3 included in the inbound train 1 along a railroad track. As depicted in FIG. 1, after the inbound train 1 arrives at the classification yard 10, one or more train cars 3, e.g., train cars C-H, may be uncoupled from the inbound train 1 and moved to an arrival track 14 connected to the main track 12, such as through a connecting track 13 and one or more junctions or switches 11. The arrival track 14 may be a dedicated arrival track or may be included in a combined arrival/departure track. After one or more train cars 3 are uncoupled from the inbound train 1, the one or more locomotives 2 and the remaining train cars 3, e.g., train cars A and B, included in the inbound train 1 may then continue along the main track 12 toward their next destination, as an outbound train 4. Junctions or switches 11 may be steering mechanisms or systems capable of guiding or moving a locomotive and/or a train car 3 from one track to another track. Switches 11 may take on various forms, such as single rail switches, driving rail switches, equilateral rail switches, three-way rail switches, etc.

[0014] The one or more train cars 3 uncoupled from the inbound train 1 and moved to the arrival track 14, e.g., train cars C-H, may then be sorted based on their respective next or final destinations onto one or more classification tracks, e.g., classification tracks 16A-16C, where they can later be assembled into new blocks of train cars 3. A train car 3 may be moved from the arrival track 14 to a classification track 16A-16C by a classification locomotive 5, such as by the classification locomotive 5 pulling the train car 3 onto a yard lead or drill track 15 and then pushing the train car 3 onto a desired classification track 16A-16C. The classification locomotive 5 may be any locomotive suitable for moving train cars 3 and may be dedicated to moving train cars 3 within the classification yard 10, e.g., from the arrival track 14 to a classification track 16A-16C or from a classification track 16A-16C to a departure track (not shown), which may be a dedicated departure track or may be included in a combined arrival/departure track. It will be understood that although the classification yard 10 is described herein as having separate main, arrival, departure, drill, and classification tracks, a classification yard 10 may include any number of tracks, and any track within a classification yard 10 may perform any or a plurality of functions.

[0015] A classification locomotive 5 may include a controller 20 operative to control one or more functions of the classification locomotive 5, such as by generating and outputting commands, e.g., throttle commands or brake commands, for execution by the classification locomotive 5. In some instances, the controller 20 is operative to generate and output commands for execution by the classification locomotive 5 autonomously. In some instances, the controller 20 is operative to generate and output commands for execution by the classification locomotive 5 based on or in response to input from a human train operator 37 received through one or more control interfaces. The one or more control interfaces may be onboard the classification locomotive 5 or off-board the classification locomotive 5. The one or more control interfaces may include hardware interfaces, e.g., levers, switches, pedals, etc., and/or software interfaces, e.g., graphical user interfaces (GUIs). For example, in some instances, an automated classification system 40 (FIG. 2) provides or otherwise includes an automated classification application 30 that includes a GUI 32 through which a user of the automated classification application 30 can submit inputs to the automated classification system 40 or to the controller 20 of the classification locomotive 5, as described in further detail below. The GUI 32 may be displayed by a computing device 35, which may be onboard the classification locomotive 5, or which may be off-board the classification locomotive 5, such as within an operations center of the classification yard 10. In some instances, the GUI 32 of the automated classification application 30 provided by the automated classification system 40 displays information regarding one or more train cars 3 within the classification yard 10, e.g., one or more train cars 3 awaiting classification on the arrival track 14. The information regarding the one or more train cars 3 within the classification yard 10 may include or may be included in a switch list 34, as described in further detail below. In some instances, the GUI 32 of the automated classification application 30 includes one or more interactive interface elements 36, e.g., buttons, which a user of the automated classification application 30 may use to submit input to the automated classification system 40 or to the controller 20 of the classification locomotive 5. In some instances, a classification yard 10 employs a yard planning system 22 (FIG. 2) capable of facilitating various operations of the classification yard 10, as described in further detail below. The automated classification system 40 and the yard planning system 22 may be communicatively coupled through a wired or wireless network 25.

[0016] FIG. 2 depicts a schematic diagram of an automated classification system 40 (hereinafter, ACS). As described in further detail below, an ACS 40 may be a system comprising hardware and/or software components that function cooperatively to receive information regarding one or more train cars 3 within a classification yard 10, generate classification control commands based on the information regarding the one or more train cars 3, and provide the classification control commands to a classification locomotive 5 for execution. Executing the classification control commands may cause or prompt the classification locomotive 5 to move one or more train cars 3 to one or more classification tracks.

[0017] As depicted in FIG. 2, the ACS 40 may include one or more hardware components, such as one or more processors 41 and one or more memories 42, and one or more software components, such as a classification control module 43 and an interface module 44. For example, in some instances, the one or more memories 42, e.g., computer-readable memories, are operative to receive and store data and computer-executable instructions and the one or more processors are operative to access the data and execute the computer-executable instructions to provide or operate the classification control module 43 and/or the interface module 44. In some instances, the classification control module 43 is operative to generate classification control commands, e.g., throttle commands and brake commands, and provide the classification control commands to a classification locomotive 5 for execution. Classification control commands may be provided to a classification locomotive 5 and/or executed by a classification locomotive 5 by a controller 20 included in or otherwise in operative communication with the classification locomotive 5. The controller 20 may include or be included in the ACS 40.

[0018] As described in further detail below, the classification control module 43 may be operative to generate the classification control commands based on information regarding one or more train cars 3. The classification control module 43 may be further operative to generate the classification control commands based on a classification track configuration 24. Information regarding a train car 3 may include, but is not limited to: a classification track 16A-16C that the train car 3 is to be moved to, dimensions of the train car 3, a weight of the train car 3, a weight of cargo housed within the train car 3, a type of cargo or contents housed within the train car 3, a car type of the train car 3 (e.g., freight car or passenger car), or the next or final destination of the train car 3. Information regarding a train car 3 may be received by the ACS 40, e.g., through the classification control module 43, from one or more sources. For example, information regarding a train car 3 may be received by the ACS 40 from a train car characteristics database 21, as described in further detail below. Or for example, information regarding a train car 3 may be stored within and retrieved from the one or more memories 42 of the ACS 40. Or for example, information regarding a train car 3 may be received by the ACS 40 from a yard planning system 22, as described below, such as within a switch list 34 generated by the yard planning system 22. However, information regarding a train car 3 may be provided to or received by the ACS 40 in any other suitable way. A switch list 34 may additionally or alternatively include information indicating one or more classification tracks that one or more train cars 3 are to be moved to. A classification track configuration 24 may include information indicating a physical layout, such as a topography, a geography, a geometry, etc., of a classification yard 10 and/or one or more classification tracks 16A-16C included in a classification yard 10. For example, a classification track configuration 24 may include information indicating a distance of a particular classification track 16A-16C from a drill track 15 or a length of a particular classification track 16A-16C. A classification track configuration 24 may be received by the ACS 40 from a yard planning system 24, or may be stored within and retrieved from the one or more memories 42 of the ACS 40. In some instances, after providing one or more classification control commands to a classification locomotive 5, the ACS 40 may receive feedback from the classification locomotive 5, such as through the controller 20 of the classification locomotive 5, regarding the execution of the one or more classification control commands, and may generate one or more updated classification control commands in response to the feedback from the classification locomotive 5.

[0019] As mentioned above, in some instances, information regarding one or more train cars 3, e.g., information including or included within a switch list 34, and/or a classification track configuration 24 is provided to the ACS 40 by an external or separate system, such as a yard planning system 22. A yard planning system 22 may be a software application used by one or more operators of a classification yard 10 to facilitate the operations of the classification yard 10. For example, a classification yard 10 may use a yard planning system 22 to track train cars 3 within the classification yard 10, arriving at the classification yard 10, and/or departing from the classification yard 10. For example, an operator 37 of a classification yard 10 may use a yard planning system 22 to generate a switch list 34 including information indicating one or more classification tracks 16A-16C that one or more train cars 3 within the classification yard 10 are to be moved to. However, in some instances, a yard planning system 22 may autonomously generate a switch list 34 for a classification yard 10, e.g., based on information regarding one or more train cars 3 within the classification yard 10, arriving at the classification yard 10, and/or departing from the classification yard 10. In some instances, the ACS 40 is included in a yard planning system 22. A yard planning system 22 employed by a classification yard 10 may be capable of automatically controlling one or more switches 11 included in the classification yard 10. In some instances, the ACS 40 may instruct a yard planning system 22 to manipulate one or more switches 11 included in a classification yard 10 according to one or more classification control commands generated by the ACS 40. A yard planning system 22 may include or be otherwise operatively coupled to a train car characteristics database 21.

[0020] As described in further detail below, the interface module 44 may be operative to cause information, such as information regarding one or more train cars 3 or a switch list 34, to be displayed within a GUI 32 provided by or otherwise in communication with the ACS 40. The GUI 32 may be displayed onboard and/or otherwise communicatively coupled to the classification locomotive 5, or may be displayed by a computing device 35 off-board the classification locomotive 5. For example, in some instances, the interface module 44 provides an automated classification application 30 that may be used by an operator 37 of a classification locomotive 5, such as by executing instructions stored within the one or more memories 42 of the ACS 40 that cause the interface module 44 to generate the automated classification application 30 and/or make the automated classification application 30 to the operator 37 via one or more graphical user interface (e.g., GUI 32) of one or more computing devices (e.g., computing device 35). In such an instance, the interface module 44 may cause the automated classification application 30 to display information regarding one or more train cars 3, such as a switch list 34, as depicted in FIG. 1. The interface module 44 may alternatively or additionally cause the automated classification application 30 to display one or more interface elements 36 through which a user of the automated classification application 30 can submit inputs to the ACS 40. For example, as depicted in FIG. 1, the interface module 44 may cause the automated classification application 30 to display a GO button 36 that a user of the automated classification application 30 can select to prompt the ACS 40 to generate and/or provide one or more classification control commands to a classification locomotive 5 for execution, or to prompt the classification locomotive 5 to execute one or more classification control commands.

INDUSTRIAL APPLICABILITY

[0021] The automated classification system 40 disclosed herein finds applicability in virtually any classification yard environment that employs a classification locomotive. For example, the automated classification system 40 can assist classification yard operators in sorting and assembling blocks of train cars.

[0022] As mentioned above, when an inbound train 1 arrives at a classification yard 10 on a main track 12, a cut or block of train cars 3 (e.g., one or more train cars 3) may be uncoupled from the inbound train 1 and moved to an arrival track 14 to await classification. The uncoupled block of train cars 3 can then be separated into smaller blocks of train cars 3, if necessary, and sorted onto one or more classification tracks, e.g., based on the next/final destination of the train cars 3. For example, in FIG. 1, a block of train cars 3 including train cars C-H are uncoupled from inbound train 1 and moved to the arrival track 14 of the classification yard 10. In this example, train cars 3 with like patterns have like next/final destinations. For example, train cars C and D have the same next/final destination, train cars E and F have the same next/final destination, and train cars G and H have the same next/final destination. Similarly, train cars C and D have the same next/final destination of the train cars already moved onto classification track 16C, train cars E and F have the same next/final destination of the train cars already moved onto classification track 16A, and train cars G and H have the same next/final destination of the train cars already moved onto classification track 16B. Accordingly, as depicted in the switch list 34, train cars C and D are to be moved from the arrival track 14 to classification track 16C, train cars E and F are to be moved from the arrival track 14 to classification track 16A, and train cars G and H are to be moved from the arrival track 14 to classification track 16B.

[0023] In a traditional classification process, an operator 37 of a classification locomotive 5 would consult the switch list 34 to determine which classification track 16A-16C the next block of train cars 3 awaiting classification on the arrival track 14 have been assigned to. The operator 37 of the classification locomotive 5 would then manually control the classification locomotive 5 to retrieve that next block of train cars 3 from the arrival track 14, pull the block of train cars 3 back along the drill track 15, uncouple the block of train cars 3 from the classification locomotive 5, and then push or kick the block of train cars 3 forward along the drill track 15, a ladder track 18, and ultimately onto the appropriate classification track 16A-16C, as indicated by the switch list 34. To kick the block of train cars 3, the operator 37 of the classification locomotive 5 would manually control (e.g., using an onboard or off-board control interface) the classification locomotive 5 to throttle forward, such that the classification locomotive 5 gains speed while pushing the block of train cars 3 forward along the drill track 15. When the operator 37 feels, based on the operator's expertise and experience with the classification yard 10, that the classification locomotive 5 has gained enough speed while pushing the block of train cars 3 forward along the drill track 15, the operator 37 would manually control the classification locomotive 5 to brake, causing the resulting momentum of the uncoupled block of train cars 3 to carry the block of train cars 3 forward without further propulsion from the classification locomotive 5. The block of train cars 3 would then be guided from the drill track 15 onto the ladder track 18 and then from the ladder track 18 onto the appropriate classification track 16A-16C, such as by one or more switches 11. Ideally, when the operator 37 of the classification locomotive 5 controls the classification locomotive 5 to brake, the block of train cars 3 would have enough momentum to be carried the rest of the way down the drill track 15, onto the ladder track 18, and then onto the appropriate classification track 16A-16C, but not so much momentum that the block of train cars 3 is carried off of the classification track or knocks one or more train cars 3 already on the classification track off of the classification track. Thus, the manual controlling of a classification locomotive 5 to kick a block of train cars 3 can be a delicate and dangerous process, much like a large-scale and high-stakes game of shuffleboard.

[0024] In various instances, the automated classification system (ACS) 40 disclosed herein is capable of partially or fully automating a process of moving one or more train cars 3 to a classification track 16A-16C. For example, the ACS 40 may include or be otherwise operatively coupled to a controller 20 of a classification locomotive 5 included in classification yard 10. If the ACS 40 receives or is otherwise capable of accessing, for example, a classification track configuration 24 of the classification yard 10 and information regarding one or more train cars 3 to be moved to a particular classification track 16A-16C of the classification yard 10, the ACS 40 may generate and provide classification control commands to the controller 20 of the classification locomotive 5 that, when executed by the classification locomotive 5, prompt or cause the classification locomotive 5 to autonomously kick the one or more train cars 3 to the particular classification track 16A-16C of the classification yard 10. For example, the ACS 40 may generate and provide classification control commands to the controller 20 of the classification locomotive 5 that include one or more throttle commands and one or more brake commands that, when executed by the classification locomotive 5, prompt or cause the classification locomotive 5 to throttle forward, pushing the one or more train cars 3 forward and gaining speed until the classification locomotive 5 and the one or more train cars 3 gain an optimal amount of speed, and then brake, such that the momentum (e.g., an optimal amount of momentum) of the one or more train cars 3 generated by the optimal amount of speed is capable of carrying the one or more train cars 3 all the way to the particular classification track 16A-16C, without carrying the one or more train cars 3 off of the particular classification track or knocking one or more train cars 3 already on the particular classification track off of the particular classification track. For example, knowing the collective weight of the one or more train cars 3 and the distance between a starting point of the one or more train cars 3 (e.g., along a drill track 15) and the particular classification track 16A-16C, the ACS 40 can calculate an optimal amount of force and/or momentum necessary to push and/or carry the one or more train cars 3 from the starting point to the particular classification track 16A-16C, without carrying the one or more train cars 3 off of the particular classification track. The ACS 40 may be included in or otherwise operatively coupled to a yard planning system 22 employed by the classification yard 10, such that the yard planning system can provide the ACS 40 with information regarding the one or more train cars 3, the classification track configuration 24, and/or the particular classification track 16A-16C. In some instances, via the operative coupling between the ACS 40 and the yard planning system 22, the ACS 40 can control or prompt the yard planning system 22 to control one or more switches 11 included in the classification yard 10 to guide the one or more train cars 3 to the particular classification track. In some instances, the coupling and/or uncoupling of train cars 3 and/or the classification locomotive 5 is performed manually, e.g., by one or more human operators 37 of the classification yard 10. In some instances, the coupling and/or uncoupling of train cars 3 and/or the classification locomotive 5 is performed automatically, such as by coupling devices or mechanisms installed on the train cars 3 and/or the classification locomotive 5 and remotely controlled by a yard planning system 22.

[0025] For example, referring again to FIG. 1, the ACS 40 may be included in or otherwise operatively coupled to a controller 20 of a classification locomotive 5 included in a classification yard 10. In this example, the ACS 40 is operatively coupled to a yard planning system 22 employed by the classification yard 10. As depicted in FIG. 1, a block of train cars 3 including train cars C and D is the first block of train cars 3 awaiting classification on the arrival track 14. In this example, the yard planning system 22 generates and transmits a switch list 34 indicating that train cars C and D are to be moved from the arrival track 14 to classification track 16C, as described above. The switch list 34 may be displayed within a graphical user interface (GUI) 32 provided by an automated classification application 30 provided by or otherwise in operative communication with the ACS 40. The GUI 32 of the automated classification application 30 may be displayed by a computing device 35, such as a smartphone or a tablet device used by an operator 37 of the classification locomotive 5. In this example, the switch list 34 includes train car characteristics regarding train cars C and D, such as the weight of train cars C and D, the weight of the contents of train cars C and D, and the next/final destinations of train cars C and D. The train car characteristics of train cars C and D may be stored within a train car characteristics database 21 included in or otherwise operatively coupled to the yard planning system 22.

[0026] Using the switch list 34, which indicates that train cars C and D are to be moved to classification track 16C, the train car characteristics regarding train cars C and D, and a classification track configuration 24 of the classification yard 10, the ACS 40 can calculate an optimal amount of momentum to carry train cars C and D from the drill track 15 to classification track 16C without carrying train cars C and D off of classification track 16C. For example, in this instance, when the classification locomotive 5 is kicking one or more train cars 3, as described above, the classification locomotive 5 may be allowed to brake no further than the end of the drill track 15. Thus, in this example, using the combined weight of train cars C and D and their respective contents and the distance between the end of the drill track 15 and the end of classification track 16C, the ACS 40 can calculate an amount of momentum required to carry train cars C and D from the end of the drill track 15 to the end of classification track 16C as an optimal amount of momentum. Because the classification locomotive 5 may brake no further than the end of the drill track 15, any amount of momentum less than or equal to the amount of momentum required to carry train cars C and D from the of the drill track 15 to the end of classification track 16C is essentially guaranteed not to carry train cars C and D off of classification track 16C. Furthermore, if the length of the drill track 15 is not considerably longer than the distance between the end of the drill track 15 and the end of classification track 16C, the amount of momentum required to carry train cars C and D from the end of the drill track 15 to the end of classification track 16C is essentially guaranteed to carry train cars C and D from the drill track 15 to classification track 16C. A buffer is naturally included in this optimal amount of momentum, because the classification locomotive 5 may require a runway length of the drill track 15 long enough to generate the speed required to give train cars C and D the optimal amount of momentum, which may be calculated by the ACS 40. Thus, the drill track 15 would have to be longer than the combined length of the distance from the end of the drill track 15 to the end of classification track 16C and the required runway length for it to even be possible for the optimal amount of momentum to fail to carry train cars C and D from the drill track 15 to classification track 16C. However, the ACS 40 may calculate an optimal amount of momentum in any other way.

[0027] In this example, after the ACS 40 calculates an optimal amount of momentum for carrying train cars C and D, the ACS 40 can generate and provide one or more classification control commands for the classification locomotive 5 that, when executed by the classification locomotive 5, will prompt or cause the classification locomotive 5 to throttle forward on the drill track 15, generating speed and pushing train cars C and D until train cars C and D possess the optimal amount of momentum, and then brake, such that the momentum of train cars C and D (e.g., the optimal amount of momentum) will carry train cars C and D from the drill track 15 to classification track 16C. In this example, the ACS 40 does not provide the one or more classification control commands to the classification locomotive 5, or does not prompt the classification locomotive 5 to execute the one or more classification control commands until the ACS 40 receives an approval command. For example, after determining that that all of the necessary tracks are clear and that it is safe to kick train cars C and D to classification track 16C, an operator 37 of the classification locomotive 5 may submit an approval command to the ACS 40 by selecting a button 36 (e.g., a GO button) within the GUI 32 of the automated classification application 30, as depicted in FIG. 1. However, an alternative embodiment, the ACS 40 can autonomously prompt a classification locomotive 5 to execute one or more classification control commands generated by the ACS 40, without first receiving an approval command. In such an embodiment, one or more failsafe mechanisms may be provided by the ACS 40, such as displaying a button 36 within the automated classification application 30 that a user of the automated classification application (e.g., an operator 37 of the classification locomotive 5) can select to terminate the execution of one or more classification control commands provided to the classification locomotive 5 by the ACS 40.

[0028] In some instances, classification control commands generated by the ACS 40 include a required runway length. For example, the one or more classification control commands generated by the ACS 40 for the classification locomotive 5 to move train cars C and D to classification track 16C may include a required runway length (as described above), and, when executed by the classification locomotive 5, prompt or cause the classification locomotive 5 to move the classification locomotive 5 and train cars C and D back along the drill track 15, such that the classification locomotive 5 is positioned along the drill track 15 with at least the required runway length to throttle through before the classification locomotive 5 and the train cars C and D reach the end of the drill track 15. In some instances, the one or more classification control commands generated by the ACS 40 for the classification locomotive 5 additionally or alternatively include one or more control commands that, when executed by the classification locomotive 5, prompt or cause the classification locomotive 5 to retrieve one or more train cars 3 from the arrival track 14 and move the one or more train cars 3 to the drill track 15, further automating the classification process.

[0029] In another example, after train cars C and D are moved to classification track 16C, train cars E and F are the next block of train cars 3 awaiting classification on the arrival track 14. In this example, the yard planning system 22 generates and transmits to the ACS 40 a switch list 34 indicating that train cars E and F are to be moved from the arrival track 14 to classification track 16A, as described above. Unlike in the previous example, however, the switch list 34 includes unique identifiers for train cars E and F but does not include train car characteristics regarding train cars E and F. In this example, to generate classification control commands for moving train cars E and F to classification track 16A, the ACS 40 retrieves train car characteristics regarding train cars E and F from one or more train car characteristic databases 21 using the unique identifiers for train cars E and F. In this example, the train car characteristics regarding train cars E and F include the combined weight of train cars E and F and their respective contents. Using the switch list 34, which indicates that train cars E and F are to be moved to classification track 16A, the train car characteristics regarding train cars E and F, and the classification track configuration 24 of the classification yard 10, the ACS 40 can generate one or more classification control commands that, when executed, prompt or cause the classification locomotive 5 to move train cars E and F to classification track 16C. For example, the ACS 40 may determine or calculate an optimal amount of momentum for moving train cars E and F to classification track 16A, e.g., an amount of momentum required to carry train cars E and F from the end of the drill track 15 to the end of classification track 16A. The ACS 40 may then generate one or more classification control commands that, when executed by the classification locomotive 5, will prompt or cause the classification locomotive 5 to provide the optimal amount of momentum to train cars E and F. However, the ACS 40 may generate one or more classification control commands in any other way, such as by alternatively or additionally determining or calculating an optimal acceleration rate or an optimal velocity. In this example, after receiving an approval command from an operator 37 of the classification locomotive 5 through the automated classification application 30 (as described above), the ACS 40 provides the one or more classification control commands to the classification locomotive 5 for execution.

[0030] FIG. 3 depicts a flowchart of a method 50 for partially or fully automating a train car classification process. It will be understood that although the steps of the method 50 are depicted and described in a particular order, one or more steps of the method 50 may be performed in any other suitable order, or simultaneously.

[0031] In the example depicted in FIG. 3, the method 50 begins with a step 52, in which an automated classification system (ACS) 40 receives information indicating at least one train car 3 within a classification yard 10 and a classification track 16A-16C within the classification yard 10 that the at least one train car 3 is to be moved to. The information indicating the at least one train car 3 and the classification track 16A-16C for the at least one train car 3 may be received within a switch list 34 from a yard planning system 22 including or operatively coupled to the ACS 40. In some instances, the information indicating the at least one train car 3 specifies the at least one train car 3 and/or the classification track 16A-16C. In some instances, the ACS 40 determines the classification track 16A-16C for the at least one train car 3 based on train car characteristics regarding the at least one train car 3, such as a type of contents included in the at least one train car 3 or a next/final destination of the at least one train car 3. The train car characteristics regarding the at least one train car 3 may be received from a yard planning system 22 (e.g., within a switch list 34), or retrieved from a train car characteristics database 21 using a unique identifier of the at least one train car 3.

[0032] In the example depicted in FIG. 3, after the ACS 40 receives information indicating the at least one train car 3 within the classification yard 10 and the classification track 16A-16C within the classification yard 10, the method 50 continues with a step 54, in which the ACS 40 generates at least one classification control command for a locomotive (e.g., a classification locomotive 5) that, when executed by the locomotive, would prompt or cause the locomotive to move the at least one train car 3 to the classification track 16A-16C. The at least one classification control command may be generated based at least in part on the at least one train car 3 and the classification track 16A-16C. The at least one classification control command may be further based at least in part on a classification track configuration 24 of the classification yard 10. The at least one classification control command may include at least one throttle command and at least one brake command. In some instances, to generate the at least one classification control command, the ACS 40 determines or calculates an optimal amount of momentum for carrying the at least one train car 3 to the classification track. The optimal amount of momentum may be based at least in part on train car characteristics regarding the at least one train car 3 (e.g., a combined weight of the at least one train car 3) and/or a classification track configuration 24 of the classification yard 10 (e.g., a length of the classification track 16A-16C). The train car characteristics regarding the at least one train car 3 may be received from a yard planning system 22 (e.g., within a switch list 34), or retrieved from a train car characteristics database 21 using a unique identifier of the at least one train car 3. In some instances, to generate the at least one classification control command, the ACS 40 determines or calculates a required runway length. The required runway length may be based at least in part on an optimal amount of momentum determined or calculated by the ACS 40 for carrying the at least one train car 3 to the classification track 16A-16C. When executed by the locomotive, the at least one classification control command may further prompt or cause the locomotive to retrieve the at least one train car 3 from an arrival track 14.

[0033] In the example depicted in FIG. 3, after the ACS 40 generates at least one classification control command, the method 50 continues with a step 56, in which the ACS 40 provides the at least one classification control command to the locomotive for execution. The ACS 40 may provide the at least one classification control command to the locomotive for execution through a controller 20 of the locomotive. The ACS 40 may be included in or otherwise operatively coupled to the controller 20 of the locomotive. In some instances, the ACS 40 additionally or alternatively prompts the locomotive to execute the at least one classification control command. In some instances, the ACS 40 does not provide or prompt the locomotive to execute the at least one classification control command until the ACS 40 receives an approval command to provide or prompt the locomotive to execute the at least one classification control command.

[0034] In some instances, as depicted in FIG. 3, the method 50 may include a step 51, in which the ACS 40 provides a graphical user interface (GUI) 32 through which a user, e.g., an operator 37 of the classification locomotive 5, may submit input to the ACS 40. For example, as mentioned above, the ACS 40 may provide an automated classification application 30 that can be executed on or otherwise accessed via a computing device 35, such as a mobile phone or a tablet device used by an operator 37 of a locomotive. The automated classification application 30 may include a graphical user interface 32, and the graphical user interface 32 may include one or more interface elements 36 through which a user of the automated classification application 30 may submit input to the ACS 40.

[0035] In some instances, as depicted in FIG. 3, the method 50 may include a step 53, in which the ACS 40 receives an approval command for providing the at least one classification control command to the locomotive and/or prompting the locomotive to execute the at least one classification control command. For example, the ACS 40 may receive an approval command generated in response to a user of an automated classification application 30 selecting one or more interface elements 36 through a GUI 32 of the automated classification application 30, as described above. For example, the ACS 40 may receive an approval command to provide or prompt the locomotive to execute the at least one classification control command in response to a selection of a GO button 36 within a GUI 32 provided by the automated classification application 30, as described above. The automated classification application 30 may be provided by or otherwise operatively coupled to the ACS 40. In some instances, the ACS 40 does not provide the at least one classification control command to the locomotive, or does not prompt the locomotive to execute the at least one classification control command, until the ACS 40 receives an approval command to do so.

[0036] Using the automated classification system (ACS) 40 described herein, a classification yard 10 may operate more safely and efficiently by limiting the potential for human error in moving train cars 3 to classification tracks. By partially or fully automating a train car classification process, the ACS 40 allows the train car classification process to be safely performed by less experienced and/or less trained operators, thereby potentially reducing operating costs for a classification yard 10. Because the ACS 40 does not require the reconfiguration of, or addition of industrial components to, a classification yard 10, the ACS 40 may be quickly and easily implemented within any appropriate classification yard 10. The ACS 40 may be fully autonomous, or may be partially controlled by a human operator, such that the human operator can ensure safe operation of classification processes within a classification yard 10.

[0037] It will be apparent to those skilled in the art that various modifications and variations can be made to the disclosed system without departing from the scope of the disclosure. Other embodiments of the system will be apparent to those skilled in the art from consideration of the specification and practice of the system disclosed herein. It is intended that the specification and examples be considered as exemplary only, with a true scope of the disclosure being indicated by the following claims and their equivalents.