Method of optimizing train operation and training

• US 6,587,764 B2
• Filed: 01/10/2003
• Issued: 07/01/2003
• 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: Nickles, Stephen K., Hawthorne, Michael J., Haley, John E.
• Primary Examiner(s): Beaulieu, Yonel
• Application Number:
  US10/339,383
• Publication Number:
  US 20030105561A1
• Time in Patent Office: 172 Days
• Field of Search: 701/19, 701/20, 246/11, 303/7
• 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 grade speed control method for a freight train having a locomotive and at least one unpowered rail car having an electro-pneumatic brake control system including a fluid pressure brake cylinder device, the method comprising:

a. selecting a target train velocity for a grade;

b. determining the effect the grade has on the target velocity; and

c. adjusting the brake cylinder pressure on the at least one unpowered car for a down hill grade to vary the braking force on the at least one car in response to the determined effect the grade has on the target velocity to cause the train velocity to generally correspond to the target velocity.

2. The method according to claim 1, wherein the locomotive includes a propulsion system;

and including adjusting the propulsion system for an uphill grade in response to the determined effect the grade has on the target velocity.

3. A grade speed control method for a railway freight train having a locomotive and at least one unpowered rail car having an electro-pneumatic (ECP) brake control system including a fluid pressure activated brake cylinder device, the method comprising:

a. selecting a target train velocity for negotiating a down grade;

b. determining train grade velocity on said down grade; and

c. adjusting brake cylinder pressure to vary friction retardation on said at least one unpowered rail car to cause the grade velocity to generally correspond to the target velocity.

4. A grade speed control method for a railway freight train having a locomotive, multiple unpowered rail cars, an electropneumatic brake control system including fluid pressure activated brake cylinders on each of said multiple unpowered rail cars, the method comprising:

a. selecting a target train velocity for negotiating a down grade;

b. determining train grade velocity on said down grade; and

c. adjusting brake cylinder pressure to vary friction retardation on said multiple unpowered rail cars to cause the grade velocity to generally correspond to the target velocity.

5. An apparatus on a railway freight train for controlling the speed of the train on a down grade, said freight train having a locomotive, multiple unpowered rail cars, an electropneumatic brake control system including fluid pressure activated brake cylinders on each of said multiple unpowered rail cars, the apparatus comprising:

a. train engineer controls for selecting and inputting a target train velocity for negotiating a down grade;

b. train speed sensors to monitor train velocity;

c. a grade speed controller receiving input from said train engineer controls and said train speed sensors, said grade speed controller operatively associated with said electropneumatic brake control system on said multiple rail cars for controlling pressure in said fluid pressure activated brake cylinders; and

d. said grade speed controller adjusting brake cylinder pressure to vary friction retardation on said multiple unpowered rail cars to cause train velocity on the grade to generally correspond to said target velocity.