System and Method for Controlling Braking of a Train
First Claim
1. A method of controlling braking of a train, comprising:
- obtaining in an on-board computer of the train a brake propagation delay time (Td), a brake build-up time (T) and a maximum brake rate (α
max) for the train; and
controlling braking of the train in the on-board computer by generating one or more braking profiles for the train using Td, T and α
max.
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Accused Products
Abstract
A method of controlling braking of a train that includes obtaining in an on-board computer of the train a brake propagation delay time (Td), a brake build-up time (T) and a maximum brake rate (αmax) for the train, and controlling braking of the train in the on-board computer by generating one or more braking signals for the train using Td, T and αmax. Also, a methods of determining for a train a profile velocity to a target position of a selected target, selecting a most restrictive target from among a plurality of targets for a train, and determining a plurality of braking parameters for a train having a train consist, wherein the parameters include a brake propagation delay time (Td), a brake build-up time (T) and a maximum brake rate (αmax).
36 Citations
61 Claims
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1. A method of controlling braking of a train, comprising:
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obtaining in an on-board computer of the train a brake propagation delay time (Td), a brake build-up time (T) and a maximum brake rate (α
max) for the train; andcontrolling braking of the train in the on-board computer by generating one or more braking profiles for the train using Td, T and α
max. - View Dependent Claims (2, 3, 4, 5, 6, 7, 8, 9, 10, 11)
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12. A train-borne component of a positive train control system comprising an on-board computer for a train, the on-board computer being programmed to control braking of the train by:
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obtaining a brake propagation delay time (Td), a brake build-up time (T) and a maximum brake rate (α
max) for the train; andcontrolling braking of the train by generating one or more braking profiles for the train using Td, T and α
max. - View Dependent Claims (13, 14, 15, 16, 17, 18, 19, 20, 21)
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22. A method of determining for a train a profile velocity to a target position of a selected target having a target speed, the train having a current position located a first distance from the target position, comprising:
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determining in an on-board computer of the train a second distance, the second distance being a distance from the current position that would be required by the train to reach the target speed at the instant brake build-up in the train is complete; determining in the on-board computer whether the first distance is greater than or equal to the second distance; if the first distance is greater than or equal to the second distance, determining in the on-board computer the profile velocity using one or more first equations, wherein the one or more first equations assume that steady state braking by the train is needed to achieve the target speed from the current position; if the first distance is not greater than or equal to the second distance; (i) determining in the on-board computer a third distance, the third distance being a distance from the current position that would be required by the train to reach the target speed at the instant brake propagation delay is complete; (ii) determining in the on-board computer whether the third distance is greater than or equal to the first distance; and (iii) (a) if the third distance is greater than or equal to the first distance, determining in the on-board computer the profile velocity using one or more second equations, wherein the one or more second equations assume that steady state braking by the train is not needed to achieve the target speed from the current position but that transient braking is needed to achieve the target speed from the current position, and (b) if the third distance is not greater than or equal to the first distance, determining in the on-board computer the profile velocity using one or more third equations, wherein the one or more third equations assume that neither steady state braking nor transient braking by the train is needed to achieve the target speed from the current position. - View Dependent Claims (23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33)
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34. A train-borne component of a positive train control system comprising an on-board computer for a train, the on-board computer being programmed to determine for the train a profile velocity to a target position of a selected target having a target speed when the train has a current position located a first distance from the target position by:
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determining a second distance, the second distance being a distance from the current position that would be required by the train to reach the target speed at the instant brake build-up in the train is complete; determining whether the first distance is greater than or equal to the second distance; if the first distance is greater than or equal to the second distance, determining the profile velocity using one or more first equations, wherein the one or more first equations assume that steady state braking by the train is needed to achieve the target speed from the current position; if the first distance is not greater than or equal to the second distance; (i) determining a third distance, the third distance being a distance from the current position that would be required by the train to reach the target speed at the instant brake propagation delay is complete; (ii) determining whether the third distance is greater than or equal to the first distance; and (iii) (a) if the third distance is greater than or equal to the first distance, determining the profile velocity using one or more second equations, wherein the one or more second equations assume that steady state braking by the train is not needed to achieve the target speed from the current position but that transient braking is needed to achieve the target speed from the current position, and (b) if the third distance is not greater than or equal to the first distance, determining the profile velocity using one or more third equations, wherein the one or more third equations assume that neither steady state braking nor transient braking by the train is needed to achieve the target speed from the current position. - View Dependent Claims (35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 45)
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46. A method of selecting a most restrictive target from among a plurality of targets for a train having an on-board computer, the train being located at a current position, the method comprising performing each of the following steps in the on-board computer:
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(a) initially including all of the plurality of targets in a group of targets to be evaluated; and (b) performing a series of evaluations on selected pairs of the targets in the group until only one of the targets remains in the group, wherein in each of the evaluations a first one of the targets remaining in the group and a second one of the targets remaining in the group are evaluated together to determine which one of them is a more restrictive target based on a profile velocity to the first one of the targets and the target speed associated with the second one of the targets, wherein in each of the evaluations the first one of the targets is the target remaining in the group that is furthest from the current position of the train and the second one of the targets is the target remaining in the group that is second furthest from the current position of the train, and wherein following each of the evaluations the one of the first one of the targets and the second one of the targets not determined to be more restrictive is removed from the group, and wherein when all of the evaluations are completed the one of the targets that remains in the group is identified as the most restrictive target. - View Dependent Claims (47, 48)
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49. A train-borne component of a positive train control system comprising an on-board computer for a train, the on-board computer being programmed to select a most restrictive target from among a plurality of targets when the train is located at a current position by:
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(a) initially including all of the plurality of targets in a group of targets to be evaluated; and (b) performing a series of evaluations on selected pairs of the targets in the group until only one of the targets remains in the group, wherein in each of the evaluations a first one of the targets remaining in the group and a second one of the targets remaining in the group are evaluated together to determine which one of them is a more restrictive target based on a profile velocity to the first one of the targets and the target speed associated with the second one of the targets, wherein in each of the evaluations the first one of the targets is the target remaining in the group that is furthest from the current position of the train and the second one of the targets is the target remaining in the group that is second furthest from the current position of the train, and wherein following each of the evaluations the one of the first one of the targets and the second one of the targets not determined to be more restrictive is removed from the group, and wherein when all of the evaluations are completed the one of the targets that remains in the group is identified as the most restrictive target. - View Dependent Claims (50, 51)
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52. A method of selecting a most restrictive target from among a plurality of targets for a train having an on-board computer, each of the targets having an associated target speed, the train being located at a current position, the method comprising performing the following steps in the on-board computer:
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(a) including all of the plurality targets in a group of targets to be evaluated; (b) indentifying as a first target the one of the targets that is located furthest from the current position and as a second target the one of the targets that is located second furthest from the current position, and eliminating the first target and the second target from the group; (c) determining a profile velocity to the first target; and (d) (1) if the profile velocity to the first target is greater than the target speed associated with the second target or if a time to penalty brake application for the second target is less than a predetermined amount;
(i) determining whether any targets remain in the group, and (ii) if no targets remain in the group, setting the most restrictive target to be the second target and ending the method, and (iii) if targets do remain in the group, identifying as the first target the second target, identifying as the second target the target remaining in the group that is furthest from the current position, removing from the group the target remaining in the group that is furthest from the current position, determining the profile velocity to the first target, and repeating step (d) one or more times until the method ends;(2) if the profile velocity to the first target is not greater than the target speed associated with the first target and if the time to penalty brake application for the second target is not less than the predetermined amount;
(i) determining whether any targets remain in the group, and (ii) if no targets remain in the group, setting the most restrictive target to be the first target and ending the method, and (iii) if targets do remain in the group, identifying as the second target the target remaining in the group that is furthest from the current position, removing from the group the target remaining in the group that is furthest from the current position, and repeating step (d) one or more times until the method ends.
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53. A train-borne component of a positive train control system comprising an on-board computer for a train, the on-board computer being programmed to select a most restrictive target from among a plurality of targets when the train is located at a current position by performing a method including the following steps:
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(a) including all of the plurality targets in a group of targets to be evaluated; (b) indentifying as a first target the one of the targets that is located furthest from the current position and as a second target the one of the targets that is located second furthest from the current position, and eliminating the first target and the second target from the group; (c) determining a profile velocity to the first target; and (d) (1) if the profile velocity to the first target is greater than the target speed associated with the second target or if a time to penalty brake application for the second target is less than a predetermined amount;
(i) determining whether any targets remain in the group, and (ii) if no targets remain in the group, setting the most restrictive target to be the second target and ending the method, and (iii) if targets do remain in the group, identifying as the first target the second target, identifying as the second target the target remaining in the group that is furthest from the current position, removing from the group the target remaining in the group that is furthest from the current position, determining the profile velocity to the first target, and repeating step (d) one or more times until the method ends;(2) if the profile velocity to the first target is not greater than the target speed associated with the first target and if the time to penalty brake application for the second target is not less than the predetermined amount;
(i) determining whether any targets remain in the group, and (ii) if no targets remain in the group, setting the most restrictive target to be the first target and ending the method, and (iii) if targets do remain in the group, identifying as the second target the target remaining in the group that is furthest from the current position, removing from the group the target remaining in the group that is furthest from the current position, and repeating step (d) one or more times until the method ends.
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54. A method of determining a plurality of braking parameters for a train having a train consist, comprising:
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obtaining train consist parameters for the train consist, wherein the consist parameters include a length (L) of the train consist, a ratio (w) of a weight (W) of the train consist to a total number (V) of brake valves in the train consist excluding any brake valves on any locomotives in the train consist, a total number (N) of cars in the train consist excluding the any locomotives, and a number (ni) of each type of car in the train consist excluding the any locomotives; determining a brake propagation delay time (Td) for the train based on L, N and ni; determining a brake build-up time (T) for the train based on L, N and ni; and determining a maximum brake rate (α
max) for the train based on L, N, ni and w. - View Dependent Claims (55, 56, 57)
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58. A train-borne component of a positive train control system comprising an on-board computer for a train having a train consist, the on-board computer being programmed to determine a plurality of braking parameters for the train by:
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obtaining train consist parameters for the train consist, wherein the consist parameters include a length (L) of the train consist, a ratio (w) of a weight (W) of the train consist to a total number (V) of brake valves in the train consist excluding any brake valves on any locomotives in the train consist, a total number (N) of cars in the train consist excluding the any locomotives, and a number (ni) of each type of car in the train consist excluding the any locomotives. determining a brake propagation delay time (Td) for the train based on L, N and ni; determining a brake build-up time (T) for the train based on L, N and ni; and determining a maximum brake rate (α
max) for the train based on L, N, ni and w. - View Dependent Claims (59, 60, 61)
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Specification