Methods and Systems for Automated Yard Classification

The present disclosure relates generally to railyard classification, and, more particularly, to methods and systems for automating a railyard classification process.

Railroads are an integral component of infrastructural systems worldwide. The railway network in the United States, for example, includes roughly 150,000 miles of track, used to transport countless amounts of cargo, including industrial materials, energy materials, and people. Railways are typically connected by a network of classification yards, which function to receive, sort, and assemble blocks of train cars as the train cars travel from one location to the next. As such, the role of classification yards in a railway network is essential. However, the process of sorting and assembling blocks of train cars, known as “yard classification” or simply “classification,” has traditionally been a largely manual process, requiring a well-trained and experienced human train operator to directly or remotely control a locomotive used to reposition train cars within a classification yard.

U.S. Pat. No. 8,302,535, issued to Chase on Nov. 6, 2012 (“the '535 patent”), describes a system for classifying trains using a transfer table. In the system described by the '535 patent, a block of train cars uncoupled from an inbound train are moved onto a transfer table, and the transfer table is moved to align with an appropriate classification track, such that the block of train cars may be simply and safely moved onto the classification track. However, the '535 patent does not disclose, among other things, methods and systems for generating control commands that prompt a locomotive to move a block of train cars to a classification track.

The systems and methods of the present disclosure may solve one or more problems set forth above and/or other problems in the art. The scope of the protection provided by the present disclosure, however, is defined by the attached claims, and not by the ability to solve any specific problem.

In one aspect, a method for automating a train car classification process includes: 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.

In another aspect, a controller communicatively coupled to a locomotive is 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.

In another aspect, a system for automating a train car classification process includes: 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.

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 +% in the stated value.

depicts a diagram of a classification yard. A classification yardmay also be referred to as a “flat yard” or “B yard.” As mentioned above, a classification yardis a railway yard used to receive, sort, and assemble cuts or blocks of train carsas the train carstravel from one location to the next. For example, as depicted in, an inbound trainincluding one or more train cars, e.g., train cars A-H, may arrive at a classification yardon a main trackthat connects the classification yardto one or more railway systems. The inbound trainmay include one or more locomotivesused to push or pull the train carsincluded in the inbound trainalong a railroad track. As depicted in, after the inbound trainarrives at the classification yard, one or more train cars, e.g., train cars C-H, may be uncoupled from the inbound trainand moved to an arrival trackconnected to the main track, such as through a connecting trackand one or more junctions or switches. The arrival trackmay be a dedicated arrival track or may be included in a combined arrival/departure track. After one or more train carsare uncoupled from the inbound train, the one or more locomotivesand the remaining train cars, e.g., train cars A and B, included in the inbound trainmay then continue along the main tracktoward their next destination, as an outbound train. Junctions or switchesmay be steering mechanisms or systems capable of guiding or moving a locomotive and/or a train carfrom one track to another track. Switchesmay take on various forms, such as single rail switches, driving rail switches, equilateral rail switches, three-way rail switches, etc.

The one or more train carsuncoupled from the inbound trainand moved to the arrival track, 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 tracksA-C, where they can later be assembled into new blocks of train cars. A train carmay be moved from the arrival trackto a classification trackA-C by a classification locomotive, such as by the classification locomotivepulling the train caronto a yard lead or drill trackand then pushing the train caronto a desired classification trackA-C. The classification locomotivemay be any locomotive suitable for moving train carsand may be dedicated to moving train carswithin the classification yard, e.g., from the arrival trackto a classification trackA-C or from a classification trackA-C 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 yardis described herein as having separate main, arrival, departure, drill, and classification tracks, a classification yardmay include any number of tracks, and any track within a classification yardmay perform any or a plurality of functions.

A classification locomotivemay include a controlleroperative to control one or more functions of the classification locomotive, such as by generating and outputting commands, e.g., throttle commands or brake commands, for execution by the classification locomotive. In some instances, the controlleris operative to generate and output commands for execution by the classification locomotiveautonomously. In some instances, the controlleris operative to generate and output commands for execution by the classification locomotivebased on or in response to input from a human train operatorreceived through one or more control interfaces. The one or more control interfaces may be onboard the classification locomotiveor off-board the classification locomotive. 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() provides or otherwise includes an automated classification applicationthat includes a GUIthrough which a user of the automated classification applicationcan submit inputs to the automated classification systemor to the controllerof the classification locomotive, as described in further detail below. The GUImay be displayed by a computing device, which may be onboard the classification locomotive, or which may be off-board the classification locomotive, such as within an operations center of the classification yard. In some instances, the GUIof the automated classification applicationprovided by the automated classification systemdisplays information regarding one or more train carswithin the classification yard, e.g., one or more train carsawaiting classification on the arrival track. The information regarding the one or more train carswithin the classification yardmay include or may be included in a switch list, as described in further detail below. In some instances, the GUIof the automated classification applicationincludes one or more interactive interface elements, e.g., buttons, which a user of the automated classification applicationmay use to submit input to the automated classification systemor to the controllerof the classification locomotive. In some instances, a classification yardemploys a yard planning system() capable of facilitating various operations of the classification yard, as described in further detail below. The automated classification systemand the yard planning systemmay be communicatively coupled through a wired or wireless network.

depicts a schematic diagram of an automated classification system(hereinafter, “ACS”). As described in further detail below, an ACSmay be a system comprising hardware and/or software components that function cooperatively to receive information regarding one or more train carswithin a classification yard, generate classification control commands based on the information regarding the one or more train cars, and provide the classification control commands to a classification locomotivefor execution. Executing the classification control commands may cause or prompt the classification locomotiveto move one or more train carsto one or more classification tracks.

As depicted in, the ACSmay include one or more hardware components, such as one or more processorsand one or more memories, and one or more software components, such as a classification control moduleand an interface module. For example, in some instances, the one or more memories, 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 moduleand/or the interface module. In some instances, the classification control moduleis operative to generate classification control commands, e.g., throttle commands and brake commands, and provide the classification control commands to a classification locomotivefor execution. Classification control commands may be provided to a classification locomotiveand/or executed by a classification locomotiveby a controllerincluded in or otherwise in operative communication with the classification locomotive. The controllermay include or be included in the ACS.

As described in further detail below, the classification control modulemay be operative to generate the classification control commands based on information regarding one or more train cars. The classification control modulemay be further operative to generate the classification control commands based on a classification track configuration. Information regarding a train carmay include, but is not limited to: a classification trackA-C that the train caris to be moved to, dimensions of the train car, a weight of the train car, a weight of cargo housed within the train car, a type of cargo or contents housed within the train car, a car type of the train car(e.g., freight car or passenger car), or the next or final destination of the train car. Information regarding a train carmay be received by the ACS, e.g., through the classification control module, from one or more sources. For example, information regarding a train carmay be received by the ACSfrom a train car characteristics database, as described in further detail below. Or for example, information regarding a train carmay be stored within and retrieved from the one or more memoriesof the ACS. Or for example, information regarding a train carmay be received by the ACSfrom a yard planning system, as described below, such as within a switch listgenerated by the yard planning system. However, information regarding a train carmay be provided to or received by the ACSin any other suitable way. A switch listmay additionally or alternatively include information indicating one or more classification tracks that one or more train carsare to be moved to. A classification track configurationmay include information indicating a physical layout, such as a topography, a geography, a geometry, etc., of a classification yardand/or one or more classification tracksA-C included in a classification yard. For example, a classification track configurationmay include information indicating a distance of a particular classification trackA-C from a drill trackor a length of a particular classification trackA-C. A classification track configurationmay be received by the ACSfrom a yard planning system, or may be stored within and retrieved from the one or more memoriesof the ACS. In some instances, after providing one or more classification control commands to a classification locomotive, the ACSmay receive feedback from the classification locomotive, such as through the controllerof the classification locomotive, 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.

As mentioned above, in some instances, information regarding one or more train cars, e.g., information including or included within a switch list, and/or a classification track configurationis provided to the ACSby an external or separate system, such as a yard planning system. A yard planning systemmay be a software application used by one or more operators of a classification yardto facilitate the operations of the classification yard. For example, a classification yardmay use a yard planning systemto track train carswithin the classification yard, arriving at the classification yard, and/or departing from the classification yard. For example, an operatorof a classification yardmay use a yard planning systemto generate a switch listincluding information indicating one or more classification tracksA-C that one or more train carswithin the classification yardare to be moved to. However, in some instances, a yard planning systemmay autonomously generate a switch listfor a classification yard, e.g., based on information regarding one or more train carswithin the classification yard, arriving at the classification yard, and/or departing from the classification yard. In some instances, the ACSis included in a yard planning system. A yard planning systememployed by a classification yardmay be capable of automatically controlling one or more switchesincluded in the classification yard. In some instances, the ACSmay instruct a yard planning systemto manipulate one or more switchesincluded in a classification yardaccording to one or more classification control commands generated by the ACS. A yard planning systemmay include or be otherwise operatively coupled to a train car characteristics database.

As described in further detail below, the interface modulemay be operative to cause information, such as information regarding one or more train carsor a switch list, to be displayed within a GUIprovided by or otherwise in communication with the ACS. The GUImay be displayed onboard and/or otherwise communicatively coupled to the classification locomotive, or may be displayed by a computing deviceoff-board the classification locomotive. For example, in some instances, the interface moduleprovides an automated classification applicationthat may be used by an operatorof a classification locomotive, such as by executing instructions stored within the one or more memoriesof the ACSthat cause the interface moduleto generate the automated classification applicationand/or make the automated classification applicationto the operatorvia one or more graphical user interface (e.g., GUI) of one or more computing devices (e.g., computing device). In such an instance, the interface modulemay cause the automated classification applicationto display information regarding one or more train cars, such as a switch list, as depicted in. The interface modulemay alternatively or additionally cause the automated classification applicationto display one or more interface elementsthrough which a user of the automated classification applicationcan submit inputs to the ACS. For example, as depicted in, the interface modulemay cause the automated classification applicationto display a GO buttonthat a user of the automated classification applicationcan select to prompt the ACSto generate and/or provide one or more classification control commands to a classification locomotivefor execution, or to prompt the classification locomotiveto execute one or more classification control commands.

The automated classification systemdisclosed herein finds applicability in virtually any classification yard environment that employs a classification locomotive. For example, the automated classification systemcan assist classification yard operators in sorting and assembling blocks of train cars.

As mentioned above, when an inbound trainarrives at a classification yardon a main track, a cut or block of train cars(e.g., one or more train cars) may be uncoupled from the inbound trainand moved to an arrival trackto await classification. The uncoupled block of train carscan then be separated into smaller blocks of train cars, if necessary, and sorted onto one or more classification tracks, e.g., based on the next/final destination of the train cars. For example, in, a block of train carsincluding train cars C-H are uncoupled from inbound trainand moved to the arrival trackof the classification yard. In this example, train carswith 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 trackC, train cars E and F have the same next/final destination of the train cars already moved onto classification trackA, and train cars G and H have the same next/final destination of the train cars already moved onto classification trackB. Accordingly, as depicted in the switch list, train cars C and D are to be moved from the arrival trackto classification trackC, train cars E and F are to be moved from the arrival trackto classification trackA, and train cars G and H are to be moved from the arrival trackto classification trackB.

In a traditional classification process, an operatorof a classification locomotivewould consult the switch listto determine which classification trackA-C the next block of train carsawaiting classification on the arrival trackhave been assigned to. The operatorof the classification locomotivewould then manually control the classification locomotiveto retrieve that next block of train carsfrom the arrival track, pull the block of train carsback along the drill track, uncouple the block of train carsfrom the classification locomotive, and then push or “kick” the block of train carsforward along the drill track, a ladder track, and ultimately onto the appropriate classification trackA-C, as indicated by the switch list. To “kick” the block of train cars, the operatorof the classification locomotivewould manually control (e.g., using an onboard or off-board control interface) the classification locomotiveto throttle forward, such that the classification locomotivegains speed while pushing the block of train carsforward along the drill track. When the operatorfeels, based on the operator's expertise and experience with the classification yard, that the classification locomotivehas gained enough speed while pushing the block of train carsforward along the drill track, the operatorwould manually control the classification locomotiveto brake, causing the resulting momentum of the uncoupled block of train carsto carry the block of train carsforward without further propulsion from the classification locomotive. The block of train carswould then be guided from the drill trackonto the ladder trackand then from the ladder trackonto the appropriate classification trackA-C, such as by one or more switches. Ideally, when the operatorof the classification locomotivecontrols the classification locomotiveto brake, the block of train carswould have enough momentum to be carried the rest of the way down the drill track, onto the ladder track, and then onto the appropriate classification trackA-C, but not so much momentum that the block of train carsis carried off of the classification track or knocks one or more train carsalready on the classification track off of the classification track. Thus, the manual controlling of a classification locomotiveto “kick” a block of train carscan be a delicate and dangerous process, much like a large-scale and high-stakes game of shuffleboard.

In various instances, the automated classification system (ACS)disclosed herein is capable of partially or fully automating a process of moving one or more train carsto a classification trackA-C. For example, the ACSmay include or be otherwise operatively coupled to a controllerof a classification locomotiveincluded in classification yard. If the ACSreceives or is otherwise capable of accessing, for example, a classification track configurationof the classification yardand information regarding one or more train carsto be moved to a particular classification trackA-C of the classification yard, the ACSmay generate and provide classification control commands to the controllerof the classification locomotivethat, when executed by the classification locomotive, prompt or cause the classification locomotiveto autonomously “kick” the one or more train carsto the particular classification trackA-C of the classification yard. For example, the ACSmay generate and provide classification control commands to the controllerof the classification locomotivethat include one or more throttle commands and one or more brake commands that, when executed by the classification locomotive, prompt or cause the classification locomotiveto throttle forward, pushing the one or more train carsforward and gaining speed until the classification locomotiveand the one or more train carsgain 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 carsgenerated by the optimal amount of speed is capable of carrying the one or more train carsall the way to the particular classification trackA-C, without carrying the one or more train carsoff of the particular classification track or knocking one or more train carsalready on the particular classification track off of the particular classification track. For example, knowing the collective weight of the one or more train carsand the distance between a starting point of the one or more train cars(e.g., along a drill track) and the particular classification trackA-C, the ACScan calculate an optimal amount of force and/or momentum necessary to push and/or carry the one or more train carsfrom the starting point to the particular classification trackA-C, without carrying the one or more train carsoff of the particular classification track. The ACSmay be included in or otherwise operatively coupled to a yard planning systememployed by the classification yard, such that the yard planning system can provide the ACSwith information regarding the one or more train cars, the classification track configuration, and/or the particular classification trackA-C. In some instances, via the operative coupling between the ACSand the yard planning system, the ACScan control or prompt the yard planning systemto control one or more switchesincluded in the classification yardto guide the one or more train carsto the particular classification track. In some instances, the coupling and/or uncoupling of train carsand/or the classification locomotiveis performed manually, e.g., by one or more human operatorsof the classification yard. In some instances, the coupling and/or uncoupling of train carsand/or the classification locomotiveis performed automatically, such as by coupling devices or mechanisms installed on the train carsand/or the classification locomotiveand remotely controlled by a yard planning system.

For example, referring again to, the ACSmay be included in or otherwise operatively coupled to a controllerof a classification locomotiveincluded in a classification yard. In this example, the ACSis operatively coupled to a yard planning systememployed by the classification yard. As depicted in, a block of train carsincluding train cars C and D is the first block of train carsawaiting classification on the arrival track. In this example, the yard planning systemgenerates and transmits a switch listindicating that train cars C and D are to be moved from the arrival trackto classification trackC, as described above. The switch listmay be displayed within a graphical user interface (GUI)provided by an automated classification applicationprovided by or otherwise in operative communication with the ACS. The GUIof the automated classification applicationmay be displayed by a computing device, such as a smartphone or a tablet device used by an operatorof the classification locomotive. In this example, the switch listincludes 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 databaseincluded in or otherwise operatively coupled to the yard planning system.

Using the switch list, which indicates that train cars C and D are to be moved to classification trackC, the train car characteristics regarding train cars C and D, and a classification track configurationof the classification yard, the ACScan calculate an optimal amount of momentum to carry train cars C and D from the drill trackto classification trackC without carrying train cars C and D off of classification trackC. For example, in this instance, when the classification locomotiveis “kicking” one or more train cars, as described above, the classification locomotivemay be allowed to brake no further than the end of the drill track. 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 trackand the end of classification trackC, the ACScan calculate an amount of momentum required to carry train cars C and D from the end of the drill trackto the end of classification trackC as an optimal amount of momentum. Because the classification locomotivemay brake no further than the end of the drill track, 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 trackto the end of classification trackC is essentially guaranteed not to carry train cars C and D off of classification trackC. Furthermore, if the length of the drill trackis not considerably longer than the distance between the end of the drill trackand the end of classification trackC, the amount of momentum required to carry train cars C and D from the end of the drill trackto the end of classification trackC is essentially guaranteed to carry train cars C and D from the drill trackto classification trackC. A buffer is naturally included in this optimal amount of momentum, because the classification locomotivemay require a runway length of the drill tracklong 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. Thus, the drill trackwould have to be longer than the combined length of the distance from the end of the drill trackto the end of classification trackC 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 trackto classification trackC. However, the ACSmay calculate an optimal amount of momentum in any other way.

In this example, after the ACScalculates an optimal amount of momentum for carrying train cars C and D, the ACScan generate and provide one or more classification control commands for the classification locomotivethat, when executed by the classification locomotive, will prompt or cause the classification locomotiveto throttle forward on the drill track, 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 trackto classification trackC. In this example, the ACSdoes not provide the one or more classification control commands to the classification locomotive, or does not prompt the classification locomotiveto execute the one or more classification control commands until the ACSreceives 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 trackC, an operatorof the classification locomotivemay submit an approval command to the ACSby selecting a button(e.g., a GO button) within the GUIof the automated classification application, as depicted in. However, an alternative embodiment, the ACScan autonomously prompt a classification locomotiveto execute one or more classification control commands generated by the ACS, without first receiving an approval command. In such an embodiment, one or more failsafe mechanisms may be provided by the ACS, such as displaying a buttonwithin the automated classification applicationthat a user of the automated classification application (e.g., an operatorof the classification locomotive) can select to terminate the execution of one or more classification control commands provided to the classification locomotiveby the ACS.

In some instances, classification control commands generated by the ACSinclude a required runway length. For example, the one or more classification control commands generated by the ACSfor the classification locomotiveto move train cars C and D to classification trackC may include a required runway length (as described above), and, when executed by the classification locomotive, prompt or cause the classification locomotiveto move the classification locomotiveand train cars C and D back along the drill track, such that the classification locomotiveis positioned along the drill trackwith at least the required runway length to throttle through before the classification locomotiveand the train cars C and D reach the end of the drill track. In some instances, the one or more classification control commands generated by the ACSfor the classification locomotiveadditionally or alternatively include one or more control commands that, when executed by the classification locomotive, prompt or cause the classification locomotiveto retrieve one or more train carsfrom the arrival trackand move the one or more train carsto the drill track, further automating the classification process.

In another example, after train cars C and D are moved to classification trackC, train cars E and F are the next block of train carsawaiting classification on the arrival track. In this example, the yard planning systemgenerates and transmits to the ACSa switch listindicating that train cars E and F are to be moved from the arrival trackto classification trackA, as described above. Unlike in the previous example, however, the switch listincludes 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 trackA, the ACSretrieves train car characteristics regarding train cars E and F from one or more train car characteristic databasesusing 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, which indicates that train cars E and F are to be moved to classification trackA, the train car characteristics regarding train cars E and F, and the classification track configurationof the classification yard, the ACScan generate one or more classification control commands that, when executed, prompt or cause the classification locomotiveto move train cars E and F to classification trackC. For example, the ACSmay determine or calculate an optimal amount of momentum for moving train cars E and F to classification trackA, e.g., an amount of momentum required to carry train cars E and F from the end of the drill trackto the end of classification trackA. The ACSmay then generate one or more classification control commands that, when executed by the classification locomotive, will prompt or cause the classification locomotiveto provide the optimal amount of momentum to train cars E and F. However, the ACSmay 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 operatorof the classification locomotivethrough the automated classification application(as described above), the ACSprovides the one or more classification control commands to the classification locomotivefor execution.

depicts a flowchart of a methodfor partially or fully automating a train car classification process. It will be understood that although the steps of the methodare depicted and described in a particular order, one or more steps of the methodmay be performed in any other suitable order, or simultaneously.

In the example depicted in, the methodbegins with a step, in which an automated classification system (ACS)receives information indicating at least one train carwithin a classification yardand a classification trackA-C within the classification yardthat the at least one train caris to be moved to. The information indicating the at least one train carand the classification trackA-C for the at least one train carmay be received within a switch listfrom a yard planning systemincluding or operatively coupled to the ACS. In some instances, the information indicating the at least one train carspecifies the at least one train carand/or the classification trackA-C. In some instances, the ACSdetermines the classification trackA-C for the at least one train carbased on train car characteristics regarding the at least one train car, such as a type of contents included in the at least one train caror a next/final destination of the at least one train car. The train car characteristics regarding the at least one train carmay be received from a yard planning system(e.g., within a switch list), or retrieved from a train car characteristics databaseusing a unique identifier of the at least one train car.

In the example depicted in, after the ACSreceives information indicating the at least one train carwithin the classification yardand the classification trackA-C within the classification yard, the methodcontinues with a step, in which the ACSgenerates at least one classification control command for a locomotive (e.g., a classification locomotive) that, when executed by the locomotive, would prompt or cause the locomotive to move the at least one train carto the classification trackA-C. The at least one classification control command may be generated based at least in part on the at least one train carand the classification trackA-C. The at least one classification control command may be further based at least in part on a classification track configurationof the classification yard. 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 ACSdetermines or calculates an optimal amount of momentum for carrying the at least one train carto 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(e.g., a combined weight of the at least one train car) and/or a classification track configurationof the classification yard(e.g., a length of the classification trackA-C). The train car characteristics regarding the at least one train carmay be received from a yard planning system(e.g., within a switch list), or retrieved from a train car characteristics databaseusing a unique identifier of the at least one train car. In some instances, to generate the at least one classification control command, the ACSdetermines 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 ACSfor carrying the at least one train carto the classification trackA-C. 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 carfrom an arrival track.

In the example depicted in, after the ACSgenerates at least one classification control command, the methodcontinues with a step, in which the ACSprovides the at least one classification control command to the locomotive for execution. The ACSmay provide the at least one classification control command to the locomotive for execution through a controllerof the locomotive. The ACSmay be included in or otherwise operatively coupled to the controllerof the locomotive. In some instances, the ACSadditionally or alternatively prompts the locomotive to execute the at least one classification control command. In some instances, the ACSdoes not provide or prompt the locomotive to execute the at least one classification control command until the ACSreceives an approval command to provide or prompt the locomotive to execute the at least one classification control command.

In some instances, as depicted in, the methodmay include a step, in which the ACSprovides a graphical user interface (GUI)through which a user, e.g., an operatorof the classification locomotive, may submit input to the ACS. For example, as mentioned above, the ACSmay provide an automated classification applicationthat can be executed on or otherwise accessed via a computing device, such as a mobile phone or a tablet device used by an operatorof a locomotive. The automated classification applicationmay include a graphical user interface, and the graphical user interfacemay include one or more interface elementsthrough which a user of the automated classification applicationmay submit input to the ACS.

In some instances, as depicted in, the methodmay include a step, in which the ACSreceives 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 ACSmay receive an approval command generated in response to a user of an automated classification applicationselecting one or more interface elementsthrough a GUIof the automated classification application, as described above. For example, the ACSmay 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 buttonwithin a GUIprovided by the automated classification application, as described above. The automated classification applicationmay be provided by or otherwise operatively coupled to the ACS. In some instances, the ACSdoes 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 ACSreceives an approval command to do so.

Using the automated classification system (ACS)described herein, a classification yardmay operate more safely and efficiently by limiting the potential for human error in moving train carsto classification tracks. By partially or fully automating a train car classification process, the ACSallows 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. Because the ACSdoes not require the reconfiguration of, or addition of industrial components to, a classification yard, the ACSmay be quickly and easily implemented within any appropriate classification yard. The ACSmay 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.

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.