Method and apparatus for swapping lead and remote locomotives in a distributed power railroad train

• US 7,715,956 B2
• Filed: 02/26/2005
• Issued: 05/11/2010
• Est. Priority Date: 02/27/2004
• Status: Expired due to Fees

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: Bryant, Robert F.
• Primary Examiner(s): Tran; Khoi
• Assistant Examiner(s): SAMPLE, JONATHAN L
• Application Number:
  US11/067,188
• Publication Number:
  US 20050189815A1
• Time in Patent Office: 1,900 Days
• Field of Search: 701/19, 701/1, 701/200
• US Class Current: 701/19
• CPC Class Codes: B60L 15/38 with automatic control
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60T 17/228 for railway vehicles
• CPC Class Codes: B61C 17/12 Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units control from points outside the train B61L3/00; fluid-actuated telemotors, servomotors F15B; control devices in general G05
• CPC Class Codes: B61L 15/0027 Radio-based, e.g. using GSM-R
• CPC Class Codes: Y02T 90/16 Information or communication technologies improving the operation of electric vehicles

Abstract

A method and apparatus for swapping functionality of a lead unit and an end-of-train remote unit on a distributed power railroad train. The communications system comprises a swap function that executes through a plurality of process steps to swap the functionality of the lead unit and the end-of-train remote unit. The train operating conditions must first be determined to ensure that the swap function can be executed. The communications system is placed in an idle mode and brakes and safety locks applied to ensure against train movement. Each remote locomotive in the train is commanded to a transition stage and reconfigured to receive commands and messages from the new lead unit. Once the train operator has relocated from the old lead unit to the new lead unit, the old lead unit transitions to remote status and the new lead unit commands an end to the transition period. The train brakes are released and the communications system placed in a normal operational mode, at which time motive power can be supplied for train movement.

Claims

1. A railroad train having at least two spaced-apart locomotives each capable of lead and remote operation, wherein a first locomotive operates as a lead unit for controlling operation of a second locomotive operating as a remote unit, and wherein the first and the second locomotives exchange information and commands over a communications channel controlled by a communications system, and wherein the train further comprises a plurality of rail cars, and wherein the first locomotive, the second locomotive and the rail cars each further comprise a pneumatic brake system for braking the train and having a brake pipe extending along the length of the train, a method for executing a swap function to change an operating status of the first locomotive from lead to remote and the operating status of the second locomotive from remote to lead, the method comprising:

determining whether current train operating conditions are acceptable for executing the swap function;

responsive to an affirmative response to the determining step, issuing a service brake application for the first and the second locomotives and the rail cars, through the communications system;

commanding the communications system to an idle mode without unlinking the train, wherein while the communications system is in the idle mode, the first and the second locomotives can issue an emergency brake application via the brake pipe responsive to an emergency situation;

activating safety interlocks on the train;

commanding the second locomotive to a transition state;

configuring the first locomotive to a pseudo-remote operational state and the second locomotive to a pseudo-lead operational state;

returning the communications system to a normal mode of operation;

changing the operational state of the first locomotive to remote operation; and

changing the operational state of the second locomotive to lead operation; and

conducting a brake system test.

2. The method of claim 1 wherein the step of configuring the first locomotive further comprises manually controlling an automatic brake handle, an independent brake handle, a throttle handle and a reverser handle for operation as a remote locomotive.

3. The method of claim 1 wherein the step of activating the safety interlocks comprises disabling application of tractive effort and disabling releasing of the brakes until the communications system has been released from the idle mode.

4. The method of claim 1 wherein the step of issuing a service brake application comprises issuing a full service brake application.

5. The method of claim 1 wherein a fluid pressure within the brake pipe controls brake application at the rail cars, and wherein the step of issuing a service brake application comprises reducing the fluid pressure to which the rail cars respond to apply rail car brakes.

6. The method of claim 1 wherein the railroad train further comprises at least one mid-train remote locomotive, the swap function further comprising, in response to a modified link message, reconfiguring the mid-train remote locomotive to accept commands and messages from the second locomotive.

7. The method of claim 1 wherein the first and the second locomotives retain a brake application in response to the step of applying brakes until all steps of the method have been executed.

8. The method of claim 1 wherein the step of commanding the second locomotive to the transition state comprises sending a modified link message from the first locomotive to the second locomotive and receiving a modified link reply message at the first locomotive from the second locomotive, wherein the modified link message advises the second locomotive that a new lead unit is to be designated and includes identification information for the new lead unit.

9. The method of claim 1 wherein the railroad train further comprises a mid-train remote locomotive, the swap function further comprising commanding the mid-train remote locomotive to a transition state by sending a modified link message to the mid-train remote locomotive, and in response to the modified link message reconfiguring the mid-train remote locomotive to accept commands and messages from the second locomotive.

10. The method of claim 6 further comprising transmitting a modified link reply message by the mid-train remote locomotive, wherein the modified link reply message indicates successful reception and processing of the modified link message.

11. The method of claim 1 wherein the railroad train further comprises at least one mid-train remote locomotive, and wherein the first locomotive, the second locomotive and the mid-train remote locomotive retain a capability to issue at least one of an emergency brake command and a penalty brake command in response to a train fault condition occurring during execution of the method for executing the swap function.

12. The method of claim 11 wherein the capability to issue at least one of an emergency brake command and a penalty brake command comprises issuing the emergency brake command via a signal on the communications channel or via a signal on a brake pipe extending a length of the railroad train.

13. The method of claim 1 wherein the pseudo-lead locomotive can command an emergency brake application.

14. The method of claim 1 wherein the step of conducting the brake system test further comprises conducting at least one of a brake pipe continuity test and a train check test.

15. The method of claim 1 wherein the first locomotive further comprises a brake handle having a lead position and a remote position, wherein the step of configuring the first locomotive to a pseudo-remote operational state comprises positioning the brake handle to the remote position.

16. A computer program product for operating a communications system of a railroad train, wherein the railroad train comprises first and second spaced-apart locomotives each capable of lead and remote operation, wherein the first locomotive operates as a lead unit for controlling operation of the second locomotive operating as a remote unit, wherein the first and the second locomotives exchange information and commands over a communications channel of the communications system, and wherein the first locomotive and the second locomotive each further comprise a brake system and a brake pipe extending a length of the train for braking the train, the computer program product for executing a swap function to change an operating status of the first locomotive from lead to remote and the operating status of the second locomotive from remote to lead, the computer program product comprising:

a computer usable medium having computer readable program code modules embodied in the medium for operating the communications system;

a computer readable first program code module for determining that current train operating conditions are acceptable for executing the swap;

responsive to an affirmative response from the first program code module, a computer readable second program code module for issuing a service brake application for the first and the second locomotives through the communications system;

a computer readable third program code module for commanding the communications system to an idle mode without unlinking the train, wherein while the communications system is in the idle mode, the first and the second locomotives can issue an emergency brake application via the brake pipe responsive to an emergency situation;

a computer readable fourth program code module for activating safety interlocks on the train;

a computer readable fifth program code module for commanding the second locomotive to a transition state;

a computer readable sixth program code module for configuring the first locomotive to a pseudo-remote operational state and the second locomotive to a pseudo-lead operational state;

a computer readable seventh pro gram code module for returning the communications system to a normal mode of operation;

a computer readable eighth program code module for changing the operational state of the first locomotive to remote operation;

a computer readable ninth program code module for changing the operational state of the second locomotive to lead operation; and

a computer readable tenth program code module for conducting a brake system test.