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

• US 7,949,441 B2
• Filed: 03/30/2005
• Issued: 05/24/2011
• Est. Priority Date: 02/28/2002
• Status: Active Grant

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Zhang, Ning, Pallo, Christopher E., Kellner, Steven Andrew, Baig, Mirza Aref Ahmed, Hill, Leonard, Evans, Richard L., Sweeley, Bruce M., Corry, James Glen, Sexauer, Scott
• Primary Examiner(s): MANCHO, RONNIE M
• Application Number:
  US11/094,006
• Publication Number:
  US 20050171658A1
• Time in Patent Office: 2,246 Days
• Field of Search: 701/20, 701/70, 701/36, 303/7, 303/16, 303/20, 246/187, 377/24, 377/26, 370/432, 340/424, 340/426, 340/172.5
• 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 a level of tractive effort in a train having a first locomotive constituting a command locomotive, operable through a range of engine power settings, and a second locomotive positioned in the train at a spaced location from the command locomotive, said second locomotive constituting a command-follower locomotive, operable through a range of engine power settings, with at least one railcar being positioned between the command and command-follower locomotives, a communication link between the command and command-follower locomotives for transmitting and receiving engine power control signals for controlling locomotive engine power 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 different tractive effort than when said at least one locomotive is in a second mode of operation, the method comprising;

at the command 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 command and command-follower locomotives, with the tractive effort generated at the command locomotive being different than that generated at the command-follower locomotive, in one of the two modes of operation, whereby with the command and command-follower locomotives under power to operate in engine power settings to move the train in a given direction of travel, the differential in the tractive effort generated by the command and command-follower locomotives is selected to avoid an occurrence of a derailment condition that otherwise can develop in a railcar between the command and command-follower locomotives.