Strategies for locomotive operation in tunnel conditions

• US 7,072,747 B2
• Filed: 11/20/2003
• Issued: 07/04/2006
• Est. Priority Date: 11/20/2003
• Status: Active Grant

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Branka, Scott M., Armbruster, Robert A., Lawry, Brian, Iszkula, Carl, Daum, Wolfgang
• Primary Examiner(s): ARTHUR JEANGLAUDE, GERTRUDE
• Application Number:
  US10/718,313
• Publication Number:
  US 20050109882A1
• Time in Patent Office: 957 Days
• Field of Search: 701/19, 701/20, 701/29, 701/33, 340/438, 340/439, 104/18, 104/284, 104/285, 246/108, 246/122.R
• US Class Current: 701/19
• CPC Class Codes: B61L 15/0058 On-board optimisation of vehicle or vehicle train operation
• CPC Class Codes: B61L 15/0081 On-board diagnosis or maintenance
• CPC Class Codes: B61L 2205/04 Satellite based navigation systems, e.g. global positioning system [GPS]
• CPC Class Codes: B61L 25/026 Relative localisation, e.g. using odometer
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

A method of controlling operation of a train (T) for passage of the train through a tunnel. The train has a plurality of locomotives (L1-Ln) pulling the train. The position of the lead locomotive relative to the tunnel entrance is determined, as is the amount of time before the train enters the tunnel. Each locomotive is separately configured for passage through the tunnel as a function of performance characteristics of the locomotive and the locomotive'"'"'s current operating status, as the train approaches the tunnel. Once the train enters the tunnel, the performance characteristics of each locomotive are continually monitored. The performance requirements for one or more of the locomotives are then dynamically changed as a function of conditions within the tunnel and the current performance characteristics of each locomotive. This is done to maintain a sufficient combined performance capability from the locomotives to move the train through the tunnel. Upon exiting the tunnel, the locomotives'"'"' full operating capabilities are quickly restored by enhancing their thermal recoveries.

Claims

1. A method of controlling passage of a train employing a plurality of locomotives through a tunnel so as to meet an overall movement plan for the train, the method comprising:

configuring predetermined operating characteristics of at least one selected locomotive in the train in preparation for the passage of the train through the tunnel as the train approaches an entrance to The tunnel;

monitoring conditions within the tunnel and the performance of the selected locomotive as the train passes through the tunnel, including dynamically changing the configuration of the operating characteristics of the selected locomotive as a function of the monitored conditions within the tunnel, the performance of the selected locomotive, and the performance of other locomotives of the train while in the tunnel, so as to achieve a total tractive effort of the train provided by the plurality of locomotives of the train sufficient to move the train through the tunnel in accordance with the plan and to optimize the performance of the locomotive; and

,

reconfiguring the operating characteristics of the selected locomotive as the train approaches the exit of the tunnel to facilitate recovery of the selected locomotive from the effects of passage through the tunnel.

2. The method of claim 1 further including dynamically changing the configuration of the selected locomotive as the train approaches, passes through, and exits the tunnel.

3. The method of claim 2 further including ascertaining the location of the train relative to the exit from the tunnel and configuring the selected locomotive for recovery from passage through the tunnel prior to the locomotive reaching the tunnel exit.

4. A method of configuring a locomotive of a train comprising a plurality of locomotives in preparation for passage of the locomotive through a tunnel so as to meet an overall movement plan for the train comprising:

determining the current operating condition of the locomotive;

establishing a desired set of operating conditions for entry of the locomotive into the tunnel;

determining the time or distance for the locomotive to reach the tunnel entrance; and

changing the performance characteristics of the locomotive to attain the desired set of operating conditions within the time or distance for the locomotive to reach the tunnel entrance;

in which the locomotive is one of a plurality of locomotives comprising a consist and the method includes changing the operating conditions of each locomotive in the consist to a desired set thereof prior to each locomotive reaching the tunnel entrance effective to meet a movement plan for the train while traversing the tunnel.

5. The method of claim 4 further including dynamically changing the operating conditions of the locomotives to attain the desired set of operating conditions for each locomotive.

6. The method of claim 5 wherein the locomotive comprises an engine having a cooling system, and traction motors having cooling systems, and in which the desired set of operating conditions for each locomotive comprises the tractive effort of other locomotives in the consist.

7. The method of claim 4 in which adjusting the performance of each locomotive is controlled by a computer on each locomotive.

8. The method of claim 4 in which adjusting the performance of each locomotive is controlled by a computer on one of the locomotives which controls an operation of each of the locomotives.

9. The method of claim 4 in which adjusting the performance of each locomotive is controlled by remotely monitoring the current operating conditions of each locomotive and transmitting a control signal to each locomotive to adjust its performance to the desired set of operating conditions.

10. The method of claim 4 in which determining the time or distance of the locomotive relative to the tunnel entrance includes monitoring a wayside distance signal provided to the locomotive.

11. The method of claim 10 in which determining the time or distance of the locomotive relative to the tunnel entrance includes providing global positioning system (GPS) information to the locomotive.

12. The method of claim 4 in which determining the time or distance of the locomotive relative to the tunnel entrance includes accessing a track map database stored on the locomotive, the database including information on anticipated conditions within the tunnel.

13. The method of claim 5 in which configuring each locomotive for passage through the tunnel includes derating at least one of the locomotives by reducing its power output from a nominal level of operation.

14. The method of claim 13 further including placing one or more of the locomotives in an idle condition.

15. The method of claim 4 wherein the locomotive comprises an engine having a cooling system and the method further includes increasing the level of heat dissipation of the locomotive cooling system to lower oil and water temperatures within the engine prior to entry of the locomotive into the tunnel.

16. A method of controlling passage through a tunnel of a train employing a plurality of locomotives including a lead locomotive and at least one trailing locomotive so as to meet a movement plan comprising:

monitoring conditions within the tunnel;

monitoring the performance of each trailing locomotive as the train passes through the tunnel; and

dynamically changing the configuration of the operating characteristics of each trailing locomotive as a function of the monitored conditions within the tunnel and the current performance of each trailing locomotive while in the tunnel, so to achieve tractive effort sufficient to move the train through the tunnel in accordance with the plan and to optimize the performance of each trailing locomotive.

17. The method of claim 16 further including dynamically changing the configuration of the trailing locomotives based upon the monitored conditions and each locomotive'"'"'s performance.

18. The method of claim 16 wherein the locomotive comprises an engine and the monitoring includes measuring parameters indicative of the level of oxygen available for combustion by the locomotive engine at at least one location within the tunnel.

19. The method of claim 18 wherein the monitoring conditions within the tunnel further includes measuring the air temperature within the tunnel at at least one location within the tunnel.

20. The method of claim 19 further including extrapolating from the measured values, oxygen availability and tunnel temperature at intermediate locations within the tunnel.

21. The method of claim 16 wherein configuring the locomotive for passage through the tunnel includes sensing an ambient temperature change which occurs when the locomotive enters the tunnel whereby the locomotive can be configured for passage through the tunnel even if the entrance to the tunnel cannot he determined prior to the locomotive entering the tunnel.

22. The method of claim 17 wherein the monitoring the performance of each trailing locomotive includes measuring the tractive effort of each locomotive.

23. The method of claim 20 further including derating a locomotive if available oxygen within the tunnel decreases.

24. The method of claim 16 wherein dynamically changing the operation of a trailing locomotive includes adjusting locomotive operating characteristics as a function of at least one of oxygen availability, tunnel length, grade, total load, air flow, and altitude.

25. A method of configuring a locomotive in a train in preparation for exit of the locomotive from a tunnel comprising:

determining the current operating condition of the locomotive while in the tunnel;

determining a desired set of operating conditions for the locomotive as the train exits the tunnel to facilitate recovery of the locomotive from the effects of passage through the tunnel and attain a desired post-tunnel configuration as quickly as possible upon exiting the tunnel;

detemining the time or distance for the locomotive to reach the exit from the tunnel; and

changing the performance characteristics of the locomotive to attain the desired set of operating conditions within the time or distance for the locomotive to reach the tunnel exit.

26. The method of claim 25 in which the locomotive comprises having a cooling system and traction motors having cooling systems, and changing the locomotive performance characteristics includes adjusting at least one of the temperature of the locomotive traction motor cooling systems;

and the tractive effort of other locomotives in the train.

27. The method of claim 25 in which changing the performance characteristics of the locomotive is controlled by computer on the locomotive.

28. The method of claim 25 in which determining the time or distance for the locomotive reach the exit includes accessing a track map database maintained on the locomotive.