System and method for selectively limiting tractive effort to facilitate train control

• US 6,922,619 B2
• Filed: 01/30/2003
• Issued: 07/26/2005
• Est. Priority Date: 02/28/2002
• Status: Expired due to Fees

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: Evans, Richard L., Zhang, Ning, Pallo, Christopher E., Kellner, Steven Andrew, Baig, Mirza Aref Ahmed, Hill, Leonard, Sweeley, Bruce M., Corry, James Glen, Sexauer, Scott
• Primary Examiner(s): Black, Thomas G.
• Assistant Examiner(s): Mancho, Ronnie
• Application Number:
  US10/354,638
• Publication Number:
  US 20030120400A1
• Time in Patent Office: 908 Days
• Field of Search: 701/19, 701/20, 701/36, 701/70, 303/7, 303/16, 303/20, 246/187, 377/24, 377/26, 340/424, 340/426, 370/432, 370/282
• US Class Current: 701/20
• CPC Class Codes: B60L 15/32 Control or regulation of multiple-unit electrically-propelled vehicles
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B61L 15/0027 Radio-based, e.g. using GSM-R
• CPC Class Codes: B61L 15/0036 Conductor-based, e.g. using CAN-Bus, train-line or optical fibres

Abstract

Method for controlling the level of tractive efforts in a train having a first locomotive at a head end of the train, constituting a lead locomotive, and a second locomotive positioned in the train behind the lead locomotive, constituting a remote locomotive, with the remote locomotive being configured to selectively operate in either of two modes of operation, such as a first mode in which the locomotive operates at a full tractive effort level of operation and a second mode in which the locomotive operates in a partial tractive effort level of operation producing a tractive effort which is less than the full tractive effort of the locomotive. The method allows selecting (e.g., at the lead locomotive) one of the two modes of operation for producing a level of tractive effort appropriate for conditions as the train moves along a length of track. The method further allows transmitting a signal indicative of the selected mode of operation from the lead locomotive to the remote locomotive. The signal is received at the remote locomotive. The tractive effort generated at the remote locomotive is controlled so as not to exceed the selected level.

Claims

1. A method for controlling the level of tractive efforts in a train having a first locomotive at a head end of the train, constituting a lead locomotive, operable through a range of engine throttle settings, and a second locomotive positioned in the train at a spaced location behind the lead locomotive, constituting a remote locomotive, operable through a range of engine throttle settings, with at least one railcar being positioned between the lead and remote locomotives, a communication link between the lead and remote locomotives for transmitting and receiving throttle control signals for controlling locomotive engine throttle settings and tractive effort control signals for controlling the level of tractive effort, and the remote locomotive being configured to selectively operate in either of two modes of operation comprising a first mode in which the locomotive operates at a substantially full tractive effort level of operation and a second mode in which the locomotive operates in a partial tractive effort level of operation producing a tractive effort which is less than the substantially full tractive effort of the locomotive, the method comprising:

at the lead locomotive, selecting between the two modes of operation for producing a level of tractive effort appropriate for conditions as the train moves along a length of track;

transmitting a tractive effort control signal indicative of the selected mode of operation from the lead locomotive to the remote locomotive;

receiving the tractive effort control signal at the remote locomotive; and

controlling the tractive effort generated at the remote locomotive so as not to exceed the selected level,

whereby with the lead and remote locomotives under power to operate in engine throttle settings to move the train, a tendency of a relatively light railcar between the lead and remote locomotives to derail under the tractive effort applied by the remote locomotive may be selectively reduced.

2. The method of claim 1 further comprising selecting the partial tractive effort mode at the lead locomotive when the substantially full tractive effort level at the remote locomotive could result in problems in train operation as the train moves along the track, and communicating the tractive effort control signal indicative of the partial tractive effort level mode of operation to the remote locomotive when the remote locomotive is to be operated in its partial tractive effort level mode of operation.

3. The method of claim 1 wherein the lead locomotive is configured to selectively operate in two modes of operation comprising a first mode in which the lead locomotive operates at a substantially full tractive effort level of operation and a second mode in which the lead locomotive operates at a partial tractive level of operation which is less than the substantially full tractive effort of the lead locomotive, and the method further comprises controlling the remote locomotive and the lead locomotive to operate in the same mode of tractive effort.

4. The method of claim 1 wherein the remote locomotive comprises an engine, a throttle notch setting control for the engine, a tractive effort limiter and memory for storing tractive effort levels associated with each of the two modes of operation, and the method further comprises controlling the operation of the remote locomotive by processing a throttle notch setting command to generate a tractive effort level associated with the notch setting and in response to the tractive effort control signal from the lead locomotive, retrieving the tractive effort level associated with the selected mode of operation from memory and controlling the tractive effort generated so as not to exceed the tractive effort level for the selected mode.

5. The method of claim 4 wherein the remote locomotive further comprises an electrical power generator driven by the engine, a plurality of axle and wheel sets, and a traction motor for each axle and wheel set, and the method further comprises controlling the electrical energy transmitted to each traction motor to control its tractive effort, with the combined tractive effort of the traction motors for the remote locomotive constituting the tractive effort of the remote locomotive.

6. The method of claim 1 wherein the tractive effort control signal indicative of the selected mode of operation is transmitted from the lead to the remote locomotive via wireless communications.

7. The method of claim 1 wherein the train further comprises at least one locomotive, constituting a trail locomotive, connected to the remote locomotive mechanically via a coupling and electrically via a train line, and the method further comprises transmitting a control signal indicative of the selected mode of operation from the remote locomotive to the trail locomotive via the train line.

8. The method of claim 1 wherein the train comprises a remote consist having at least two remote locomotives spaced from the lead locomotive, and the method further comprises transmitting the tractive effort control signal indicative of the selected mode to the remote consist and controlling the tractive effort of all of the remote consist locomotives.

9. The method of claim 1 wherein said conditions comprise train operating conditions and environmental conditions.

10. The method of claim 1 wherein said conditions are selected from the group comprising the magnitude of load being carried by the railcar, distribution of load along the train and topography of track on which the train is traveling.

11. A system for remotely controlling the level of tractive effort in a train having a first locomotive at a head end of the train, constituting a lead locomotive, operable through a range of engine throttle settings, a second locomotive positioned in the train at a spaced location behind the lead locomotive, constituting a remote locomotive, operable through a range of engine throttle settings, with at least one railcar being positioned between the lead and remote locomotives, and a communication link between the lead and remote locomotives for transmitting and receiving engine throttle setting control signals for controlling locomotive engine throttle settings and tractive effort control signals for controlling the level of tractive effort, the system comprising:

a module configured to select a tractive effort mode appropriate for the propulsion needs of the remote locomotive;

communications equipment on the lead locomotive configured to transmit a tractive effort control signal corresponding to the appropriate tractive effort mode to the remote locomotive;

communication equipment on the remote locomotive configured to receive the tractive effort control signal transmitted from the lead locomotive; and

a controller on the remote locomotive responsive to said tractive control signal to reduce the tractive effort in the remote locomotive to a lesser value than the full tractive effort of said locomotive,

whereby with the lead and remote locomotives under power to operate in engine throttle settings to move the train, a tendency of relatively light railcars between the lead and remote locomotives to derail under the tractive effort of the remote locomotive may be selectively reduced.

12. The system of claim 11 wherein the train further comprises a trail locomotive connected to the remote locomotive mechanically via a coupling and electrically via a train line, and said system further comprises communication equipment on the trail locomotive in communication with the train line, with said tractive effort control signal being transmitted to the trail locomotive via the train line.

13. The system of claim 11 wherein said communication equipment on the lead and remote locomotive communicate via a wireless communications link.

14. The system of claim 11 wherein the module for selecting the appropriate tractive effort mode is carried on the lead locomotive.

15. The system of claim 11 wherein the communications equipment on the lead and remote locomotives is further configured to communicate a second tractive effort control signal to the traction controller configured to return the tractive effort in the remote locomotive to a substantially full tractive effort of said locomotive.

16. The system of claim 11 wherein the remote locomotive comprises an engine, a throttle notch setting control for the engine, a tractive effort limiter and memory for storing tractive effort levels associated with each of the two modes of operation.

17. The system of claim 16 wherein the remote locomotive further comprises an electrical power generator driven by the engine, a plurality of axle and wheel sets, and a traction motor for each axle and wheel set.

18. The system of claim 11 wherein the communication link is a wireless communication link.

19. The system of claim 11 wherein the train further comprises at least one locomotive, constituting a trail locomotive, connected to the remote locomotive mechanically via a coupling and electrically via a train line.

20. A method for controlling the level of tractive effort in a train having a first locomotive at a head end of the train, constituting a lead locomotive, operable through a range of engine throttle settings, and a second locomotive positioned in the train at a spaced location behind the lead locomotive, constituting a remote locomotive, operable through a range of engine throttle settings, with at least one railcar being positioned between the lead and remote locomotives, a communication link between the lead and remote locomotives for transmitting and receiving throttle control signals for controlling locomotive engine throttle settings and tractive effort control signals for controlling the level of tractive effort, and at least one of the locomotives being configured to selectively operate in either of two modes of operation comprising a first mode in which said at least one locomotive generates a lower tractive effort than when said at least one locomotive is in a second mode of operation, the method comprising:

at the lead locomotive, selecting between the two modes of operation for producing a level of tractive effort appropriate for conditions as the train moves along a length of track;

transmitting a tractive effort control signal indicative of the selected mode of operation;

receiving the tractive effort control signal at another of said locomotives; and

controlling the tractive effort generated at said at least one locomotive so as to develop a differential in the tractive effort generated by the lead and remote locomotives, with the tractive effort generated at the lead locomotive being greater than that generated at the remote locomotive, in one of the two modes of operation,

whereby with the lead and remote locomotives under power to operate in engine throttle settings to move the train, a tendency of a relatively light railcar between the lead and remote locomotives to derail under the tractive effort applied by the remote locomotive may be selectively reduced.

21. The method of claim 20 wherein the tractive effort control signal indicative of said one of the two modes of operation is transmitted from the lead locomotive to the remote locomotive, and the method further comprises generating lower tractive effort generated at the remote locomotive in response to the tractive effort control signal.

22. The method of claim 21 wherein the remote locomotive comprises an engine, a throttle notch setting control for the engine, a tractive effort limiter and memory for storing tractive effort levels associated with each of the two modes of operation, and the method further comprises controlling the operation of the remote locomotive by processing a throttle notch setting command to generate a tractive effort level associated with the notch setting, and in response to the tractive effort control signal from the lead locomotive, retrieving the tractive effort level associated with the selected mode of operation from memory and controlling the tractive effort generated so as not to exceed the tractive effort level for the selected mode.

23. The method of claim 22 wherein the remote locomotive further comprises an electrical power generator driven by the engine, a plurality of axle and wheel sets, and a traction motor for each axle and wheel set, and the method further comprises controlling the electrical energy transmitted to each traction motor to control its tractive effort, with the combined tractive effort of the traction motors for the remote locomotive constituting the tractive effort of the remote locomotive.

24. The method of claim 20 wherein the tractive effort control signal indicative of the selected mode of operation is transmitted via wireless communications.

25. The computer program product of claim 20 wherein the software code module for transmitting a tractive effort control signal transmits the tractive effort control signal via wireless communications.

26. A computer program product comprising a computer-usable medium having computer-readable code therein for controlling the level of tractive effort in a train having a first locomotive at a head end of the train, constituting a lead locomotive, operable through a range of engine throttle settings, and a second locomotive positioned in the train at a spaced location behind the lead locomotive, constituting a remote locomotive, operable through a range of engine throttle settings, with at least one railcar being positioned between the lead and remote locomotives, a communication link between the lead and remote locomotives for transmitting and receiving throttle control signals for controlling locomotive engine throttle settings and tractive effort control signals for controlling the level of tractive effort, and at least one of the locomotives being configured to selectively operate in either of two modes of operation comprising a first mode in which said at least one locomotive generates higher tractive effort then when said at least one locomotive is in a second mode of operation, the computer-readable code comprising:

a software code module at the lead locomotive, for selecting between the two modes of operation for producing a level of tractive effort appropriate for conditions as the train moves along a length of track;

a software code module for transmitting a tractive effort control signal indicative of the selected mode of operation;

a software code module for reeving the tractive effort control signal at said at least one locomotive; and

a software code module for controlling the tractive effort generated at said at least one locomotive so as to develop a differential in the tractive effort generated by the lead and trail locomotives, with the tractive effort generated at the lead locomotive being greater than that generated at the remote locomotive in one of the two modes of operation, whereby with the lead and remote locomotives under power to operate in engine throttle settings to move the train, a tendency of a relatively light railcar between the lead and remote locomotives to derail under the tractive effort applied by the remote locomotive may be selectively reduced.

27. The computer program product of claim 26 wherein the tractive effort control signal indicative of said one of two modes of operation is transmitted from the lead locomotive to the remote locomotive, and wherein the software code module for controlling the tractive effort reduces the tractive effort generated at the remote locomotive in response to the tractive effort control signal.

28. The computer program product of claim 27 wherein the remote locomotive comprises an engine, a throttle notch setting control for the engine, a tractive effort limiter and memory for storing tractive effort levels associated with each of the two modes of operation, and the computer program product further comprises a software module controlling the operation of the remote locomotive by processing a throttle notch setting command to generate a tractive effort level associated with the notch setting, and in response to the tractive effort control signal from the lead locomotive, retrieving the tractive effort level associated with the selected mode of operation from memory and controlling the tractive effort generated so as not to exceed the tractive effort level far the selected mode.

29. The computer program product of claim 28 wherein the remote locomotive further comprises an electrical power generator driven by the engine, a plurality of axle and wheel sets, and a traction motor for each axle and wheel set, and the computer program product further comprises a software module controlling the electrical energy transmitted to each traction motor to control its tractive effort, with the combined tractive effort of the traction motors for the remote locomotive constituting the tractive effort of the remote locomotive.

30. A system for controlling the level of tractive effort in a train having a first locomotive at a head end of the train, constituting a lead locomotive, operable through a range of engine throttle settings, and a second locomotive positioned in the train at a spaced location behind the lead locomotive, constituting a remote locomotive, operable through a range of engine throttle settings, with at least one railcar being positioned between the lead and remote locomotives, a communication link between the lead and remote locomotives for transmitting and receiving throttle control signals for controlling locomotive engine throttle settings and tractive effort control signals for controlling the level of tractive effort, and at least one of the locomotives being configured to selectively operate in either of two modes of operation comprising a first mode in which said at least one locomotive generates higher tractive effort than when said at least one locomotive is in a second mode of operation, the system comprising:

a module, at the lead locomotive, for selecting between the two modes of operation for producing a level of tractive effort appropriate for conditions as the train moves along a length of track;

a transmitter for sending a tractive effort control signal indicative of the selected mode of operation;

a receiver for receiving the tractive effort control signal at said at least one locomotive; and

a controller for controlling the tractive effort generated at said at least one locomotive so as to develop a differential in the tractive effort generated by the lead and trail locomotives, with the tractive effort generated at the lead locomotive being greater than that generated at the remote locomotive in one of the two modes of operation,

whereby with the lead and remote locomotives under power to operate in engine throttle settings to move the train, a tendency of a relatively light railcar between the lead and remote locomotives to derail under the tractive effort applied by the remote locomotive may be selectively reduced.

31. The system of claim 30 wherein said remote locomotive constitutes said at least one locomotive and the controller is positioned on the remote locomotive for reducing the tractive effort generated by the remote locomotive when operating in said one of the two modes of operation.

32. The system of claim 31 wherein the remote locomotive comprises an engine, a throttle notch setting control for the engine, a tractive effort limiter and memory for storing tractive effort levels associated with each of the two modes of operation.

33. The system of claim 32 wherein the remote locomotive further comprises an electrical power generator driven by the engine, a plurality of axle and wheel sets, and a traction motor for each axle and wheel set.

34. The system of claim 31 wherein the communications equipment on the lead and remote locomotives is further configured to communicate a second tractive effort control signal to the traction controller configured to return the tractive effort in the remote locomotive to a substantially full tractive effort of said locomotive.

35. The system of claim 30 wherein the communication link is a wireless communication link.

36. The system of claim 30 wherein the train further comprises at least one locomotive, constituting a trail locomotive, connected to the remote locomotive mechanically via a coupling and electrically via a train line.