Method of optimizing train operation and training

• US 6,144,901 A
• Filed: 09/11/1998
• Issued: 11/07/2000
• Est. Priority Date: 09/12/1997
• Status: Expired due to Term

• Current Assignee: New York Air Brake Corporation (Knorr-Bremse GmbH)
• Original Assignee: New York Air Brake Corporation (Knorr-Bremse GmbH)
• Inventors: Beck, Marshall G., McLaughlin, Bryan M., Hawthorne, Michael J., Nickles, Stephen K., Haley, John E.
• Primary Examiner(s): Cuchlinski, Jr., William A.
• Assistant Examiner(s): Beaulieu, Yonel
• Application Number:
  US09/151,286
• Time in Patent Office: 788 Days
• Field of Search: 701/19, 701/20, 340/933
• US Class Current: 701/19
• CPC Class Codes: B60T 13/665 the systems being specially adapted for transferring two or more command signals, e.g. railway systems B60T13/662 takes precedence
• CPC Class Codes: B60T 17/228 for railway vehicles
• CPC Class Codes: G05B 13/024 in which a parameter or coefficient is automatically adjusted to optimise the performance

Abstract

A method of optimizing train operation includes determining conditions of location, track profile and train forces of the train. Next, a set of preliminary train restraint operating parameters are determined from the determined conditions. Also, at least one of a set of preliminary train optimizable operating parameters to minimize train forces, to maximize fuel efficiency and to minimize time to destination is determined. The determined set of preliminary train operating parameters are weighted and combined. Optimized train operating parameters are determined from the weighted and combined preliminary train operating parameters. Engineering train and access is also performed.

Claims

1. A method of optimizing train operation comprising:

determining conditions of location, track profile and train forces;

determining, from the determined conditions, a set of preliminary train restraint operating parameters to be within operational restraints and at least one of a set of preliminary train optimizable operating parameters to minimize train forces, to maximize fuel efficiency and to minimize time to destination;

weighting and combining the determined set of preliminary train operating parameters; and

determining optimized train operating parameters from the weighted and combined preliminary train operating parameters.

2. The method according to claim 1, including determining from train location and track profile if optimization should be performed.

3. The method according to claim 2, wherein determining if optimization should be performed includes determining location of the train with respect to one or more of hill, valley, curve, signal and siding.

4. The method according to claim 1, wherein determining optimized operating parameters includes determining dynamic and fluid braking.

5. The method according to claim 4, wherein determining fluid braking includes determining fluid braking individually for each locomotive and car in the train which can be individually controlled.

6. The method according to claim 4, wherein determining dynamic and fluid braking includes determining dynamic and fluid braking individually for each locomotive.

7. The method according to claim 1, including determining dynamic and fluid braking as preliminary train optimizable operating parameters, weighting and combining each the dynamic and fluid braking with the determined sets of preliminary train operating parameters.

8. The method according to claim 7, wherein weighing the dynamic and fluid braking as a function of location and track profile.

9. The method according to claim 1, wherein the train operating parameters include one or more of train fluid braking, locomotive fluid braking, locomotive dynamic braking and locomotive propulsion.

10. The method according to claim 1, including displaying the optimized operating parameters.

11. The method according to claim 1, including controlling the train to the determined optimized operating parameters.

12. The method according to claim 1, wherein the train includes more than one locomotive and one of the train optimized operating parameters includes shutting down or restarting the propulsion system of individual locomotives.

13. The method according to claim 1, wherein determining the preliminary train restraint operating parameters in one or more of speed limits, slow orders, speed restriction zones, meets and passes, track occupancy permits, general operating bulletins, drawbar limits and slack action limits.

14. The method according to claim 1, wherein the preliminary train optimizable operating parameters are determined using the operational restraints.

15. The method according to claim 1, including determining train characteristics which includes, for each car, one or more of length, weight, position in the train, braking equipment description, types of bearings and wind drag areas.

16. The method according to claim 1, including train characteristics which includes, for each locomotive, one or more of length, weight, position in the train, traction performance, dynamic braking performance, fuel consumption as related to power control settings and locomotive speeds.

17. The method according to claim 1, wherein determining train forces includes determining forces experienced by and through out the train for ensuing track profile.

18. The method according to claim 1, wherein determining preliminary train restraint operating parameters includes determining preliminary train operating parameters to maintain coupler forces below a set limit.

19. The method according to claim 1, wherein determining forces includes determining coupler forces and slack action through out the train.

20. The method according to claim 19, wherein determining optimized train operating parameters if slack action has been determined includes determining train operating parameters which achieve zero acceleration within the train.

21. The method according to claim 1, wherein determining forces includes determining at least one of steady state draft and buff, transient draft and buff, slack action and lateral over vertical force ratio.

22. The method according to claim 1, wherein determining forces includes determining forces exerted by grade and rolling resistance over the ensuring track.

23. The method according to claim 22, including determining preliminary train optimizable operating parameters to maintain grade from the determined rolling resistance force and force exerted by grade.

24. The method according to claim 22, including determining preliminary train optimizable operating parameters to stop in a minimum distance from the determined rolling resistance force and force exerted by grade.

25. The method according to claim 1, including determining preliminary train optimizable operating parameters to a stop in a minimum distance.

26. The method according to claim 25, wherein the method is repeated until the train is stopped.

27. The method according to claim 1, including determining train restraint and optimizable operating parameters to adhere to posted speed restriction.

28. A method of optimizing train operation comprising:

determining conditions of location, train characteristics and track profile;

determining, from the determined conditions, forces exerted by grade and rolling resistance through out the train for ensuing track profile; and

determining optimized train operating parameters to maintain grade.

29. A method of optimizing train operation comprising:

determining conditions of location, train characteristics and track profile;

determining, from the determined conditions, forces exerted by grade and rolling resistance through out the train for ensuing track profile; and

determining optimized train operating parameters to a stop in a minimum distance.

30. The method according to claim 29, wherein the method is repeated until the train is stopped.

31. A method of optimizing train operation comprising:

determining conditions of location, train characteristics and track profile;

determining, from the determined conditions, coupler forces and slack action through out the train for ensuing track; and

determining optimized train operating parameters to minimize slack action and to maintain coupler forces below a set limit.

32. The method according to claim 31, including determining at least one of steady state draft and buff, transient draft and buff and lateral over vertical force ratio.

33. The method according to claim 31, wherein determining optimized train operating parameters if slack action has been determined includes determining train operating parameters which achieve zero acceleration within the train.

34. The method according to claim 31, including determining if the slack action and coupler forces exceed predetermined limits and notifying an operator if either exceed the limits.

35. The method according to claim 34, including determining if the operator took appropriate action and if not controlling the train to the determined optimized operating parameters.