Method and apparatus for distributed power train control

• US 20080087772A1
• Filed: 10/13/2006
• Published: 04/17/2008
• Est. Priority Date: 10/13/2006
• Status: Active Grant

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Smith, Eugene Andrew
• Granted Patent: US 8,328,144 B2
• Time in Patent Office: Days
• US Class Current: 246/187C
• CPC Class Codes: B61C 17/12 Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units control from points outside the train B61L3/00; fluid-actuated telemotors, servomotors F15B; control devices in general G05
• CPC Class Codes: B61L 15/0027 Radio-based, e.g. using GSM-R
• CPC Class Codes: B61L 25/023 Determination of driving direction of vehicle or train
• CPC Class Codes: B61L 25/028 Determination of vehicle position and orientation within a train consist, e.g. serialisation

Abstract

A method for controlling a railroad train (10) comprising a lead unit (14), a remote unit (12A) and a communications system communicating information between the lead unit (14) and the remote unit (12A), wherein the lead unit (14) and the remote unit (12A) are each operable in a traction operational mode and a dynamic brake operational mode. The method comprises determining operability of the communications system; determining a direction of train travel; determining an operational mode of the lead unit (14) and the remote unit (12A); and indicating a train condition responsive to the operability of the communications system, the direction of train travel and the operational mode of the lead (14) and remote units (12A).

Claims

1. An apparatus for a railroad train comprising a lead unit, a remote unit and a plurality of railcars, wherein a communications system communicates information between the lead unit and the remote unit, the lead unit controlled by operation of lead unit controls and the remote unit controlled by commands issued from the lead unit to the remote unit over the communications system, the apparatus comprising:

a lead unit controller for controlling an operational mode of the lead unit;

a remote unit controller for controlling an operational mode of the remote unit; and

a system controller responsive to a status signal indicating an inoperable communications system, responsive to a direction signal indicating a direction of train travel and responsive to the operational mode of the lead and the remote units, the system controller producing an indication of the train condition.

2. The apparatus of claim 1 wherein the lead unit controller comprises a lead throttle controller and a lead dynamic brake controller, and wherein the remote unit controller includes a remote throttle controller and a remote dynamic brake controller, and wherein the system controller provides the indication responsive to the lead and the remote units in a dynamic braking operational mode and a forward direction of travel.

3. The apparatus of claim 1 wherein the lead unit controller comprises a lead throttle controller and a lead dynamic brake controller, and wherein the remote unit controller includes a remote throttle controller and a remote dynamic brake controller, and wherein the system controller provides the indication responsive to the lead and the remote units in a traction operational mode and a reverse direction of travel.

4. The apparatus of claim 1 wherein the lead unit controller comprises a lead throttle controller and a lead dynamic brake controller, and wherein the remote unit controller comprises a remote throttle controller and a remote dynamic brake controller, and wherein the system controller provides the indication responsive to the lead and the remote units in a dynamic braking operational mode, a forward direction of travel and the lead unit controlled to a traction operational mode.

5. The apparatus of claim 1 wherein the lead unit controller comprises a lead throttle controller and a lead dynamic brake controller, and wherein the remote unit controller comprises a remote throttle controller and a remote dynamic brake controller, and wherein the system controller provides the indication responsive to the lead and the remote units in a traction operational mode, a reverse direction of travel and the lead unit controlled to a dynamic braking operational mode.

6. The apparatus of claim 1 wherein the lead unit controller comprises a lead throttle controller and a lead dynamic brake controller, and wherein the remote unit controller comprises a remote throttle controller and a remote dynamic brake controller, wherein the system controller inhibits operation of the lead throttle controller responsive to the lead and the remote units in a dynamic braking operational mode and a forward direction of travel.

7. The apparatus of claim 1 wherein the lead unit controller comprises a lead throttle controller and a lead dynamic brake controller, and wherein the remote unit controller comprises a remote throttle controller and a remote dynamic brake controller, and wherein the system controller inhibits operation of the lead dynamic brake controller responsive to the lead and the remote units in a traction operational mode and a reverse direction of travel.

8. The apparatus of claim 1 wherein the indication comprises a message displayed on a display in a cab of the lead locomotive or an alarm activated in the cab.

9. The apparatus of claim 1 wherein the indication comprises a command to control the lead unit controller to a lead unit idle condition.

10. The apparatus of claim 1 wherein responsive to the status signal indicating an inoperable communications system, the direction signal, and the operational mode of the lead and the remote units, the system controller logs an event reporting the train condition in an event log.

11. The apparatus of claim 1 wherein the status signal indicates the communications system is inoperable responsive to a message signal transmitted from the lead unit to the remote unit and failure of the remote unit to transmit a reply signal back to the lead unit during a predetermined interval.

12. A method for controlling a railroad train comprising a lead unit, a remote unit and a communications system communicating information between the lead unit and the remote unit, wherein the lead unit and the remote unit are each operable in a traction operational mode and a dynamic brake operational mode, the method comprising:

determining operability of the communications system;

determining a direction of train travel;

determining an operational mode of the lead unit and the remote unit; and

indicating a train condition responsive to the operability of the communications system, the direction of train travel and the operational mode of the lead and remote units.

13. The method of claim 12 wherein the step of indicating a train condition is responsive to an inoperable communications system, a forward direction of travel and the lead unit and the remote unit each in a dynamic braking operational mode.

14. The method of claim 12 wherein the step of indicating a train condition is responsive to an inoperable communications system, a reverse direction of travel and the lead unit and the remote unit each in a traction operational mode.

15. The method of claim 12 wherein the step of indicating a train condition is responsive to an inoperable communications system, a forward direction of travel, the lead unit and the remote unit each in a dynamic braking operational mode and the lead unit controlled to the traction operational mode.

16. The method of claim 12 wherein the step of indicating a train condition is responsive to an inoperable communications system, a reverse direction of travel and the lead unit and the remote unit each in a traction operational mode and the lead unit controlled to the dynamic braking operational mode.

17. The method of claim 12 wherein the step of indicating a train condition further comprises preventing control of the lead unit to the traction operational mode, responsive to an inoperable communications system, a forward direction of travel and the lead unit and the remote unit each in a dynamic braking operational mode.

18. The method of claim 12 wherein the step of indicating a train condition further comprises preventing control of the lead unit to dynamic braking operational mode, responsive to an inoperable communications system, a reverse direction of travel and the lead unit and the remote unit each in a traction operational mode.

19. The method of claim 12 wherein the step of indicating a train condition further comprises controlling the lead unit to an idle operational condition.

20. The method of claim 12 wherein the step of indicating a train condition further comprises displaying a message on a display in a lead unit cab or activates an alarm in the lead unit cab.

21. The method of claim 12 wherein the step of indicating a train condition further comprises creating an event report in an event log.

22. The method of claim 12 wherein the step of determining operability of the communications system further comprises transmitting a message signal from the lead unit to the remote unit using the communications system and determining whether a the remote unit transmits a response within a predetermined time from the step of transmitting.

23. A method for controlling a railroad train comprising a lead unit, a remote unit and a communications system communicating information between the lead unit and the remote unit, wherein the lead unit and the remote unit are each operable in a traction operational mode and a dynamic brake operational mode, the method comprising:

determining that a signal sent from the lead unit to the remote unit over the communications system has not been received by the remote unit;

determining a reverse direction of train travel;

determining that the lead unit is in the traction operational mode;

determining that the remote unit was last known to be in the traction operational mode; and

producing a train condition indicating signal.

24. The method of claim 23 wherein the step of producing the train condition indicating signal further comprises at least one of activating an alarm, displaying a warning message, logging an event record, commanding a train operator and preventing control of the lead unit to the dynamic brake operational mode.

25. A method for controlling a railroad train comprising a lead unit, a remote unit and a communications system communicating information between the lead unit and the remote unit, wherein the lead unit and the remote unit are each operable in a traction operational mode and a dynamic brake operational mode, the method comprising:

determining that a signal sent from the lead unit to the remote unit over the communications system has not been received by the remote unit;

determining a forward direction of train travel;

determining that the lead unit is in the dynamic brake operational mode;

determining that the remote unit was last known to be in the dynamic braking operational mode; and

producing a train condition indicating signal.

26. The method of claim 25 wherein the step of producing the train condition indicating signal further comprises at least one of activating an alarm, displaying a warning message, logging an event record, commanding a train operator and preventing control of the lead unit to the traction operational mode.