Control of throttle and braking actions at individual distributed power locomotives in a railroad train

• US 8,239,078 B2
• Filed: 03/14/2009
• Issued: 08/07/2012
• Est. Priority Date: 03/14/2009
• Status: Active Grant

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Siddappa, Chandrashekar, Moffitt, Robert L.
• Primary Examiner(s): Trammell, James
• Assistant Examiner(s): Shafi, Muhammad
• Application Number:
  US12/404,280
• Publication Number:
  US 20100235022A1
• Time in Patent Office: 1,242 Days
• Field of Search: 701/19, 701/2, 701/20, 105/62.1, 455/92
• US Class Current: 701/19
• 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 15/0058 On-board optimisation of vehicle or vehicle train operation
• CPC Class Codes: B61L 2205/04 Satellite based navigation systems, e.g. global positioning system [GPS]
• CPC Class Codes: B61L 25/025 Absolute localisation, e.g. providing geodetic coordinates

Abstract

A method for controlling first (14/12A) and second (12B) locomotives of a railroad train (8), the first (14/12A) and the second (12B) locomotives separated by at least one railcar (20). The method comprises determining a location of the first locomotive (14/12A) and a location of the second locomotive (12B), determining an operating condition of the first locomotive (14/12A) and an operating condition of the second locomotive (12B), determining a first control aspect of the first locomotive (14/12A) responsive to the operating condition and the location of the first locomotive (14/12A), determining a second control aspect of the second locomotive (12B) responsive to the operating condition and the location of the second locomotive (12B), and controlling the first (14/12A) and the second (12B) locomotives according to the first control aspect and the second control aspect, respectively.

Claims

1. A method comprising:

determining a first control aspect for a first group of one or more locomotives in a rail vehicle consist, the first control aspect representing at least one of a first throttle command or a first braking command for the one or more locomotives in the first group, the first control aspect being determined based on a first location of the first group along a track being traveled by the rail vehicle consist and a first operating condition of the one or more locomotives in the first group;

determining a second control aspect for a second group of one or more locomotives in the rail vehicle consist, the second control aspect representing at least one of a second throttle command or a second braking command for the one or more locomotives in the second group, the second control aspect being determined based on a second location of the second group along the track and a second operating condition of the one or more locomotives in the second group; and

controlling the one or more locomotives in the first group according to the first control aspect and the one or more locomotives in the second group according to the second control aspect.

2. The method of claim 1 wherein determining the second control aspect includes communicating the first control aspect to the one or more locomotives of the second group for use in determining the second control aspect and determining the first control aspect includes communicating the second control aspect to the one or more locomotives of the first group for use in determining the control aspect.

3. The method of claim 1 wherein determining the first control aspect and determining the second control aspect are executed on a lead locomotive of the rail vehicle consist, and further comprising communicating the first control aspect from the lead locomotive to the one or more locomotives of the first group and communicating the second control aspect from the lead locomotive to the one or more locomotives of the second group.

4. The method of claim 1 wherein the first control aspect is different from the second control aspect.

5. The method of claim 1 further comprising determining one or more of the first location of the first group or the second location of the second group based on at least one of a speed of the one or more locomotives of the first group, a speed of the one or more locomotives of the second group, a signal received by a Global Positioning System (GPS) receiver, or a signal received from a wayside device.

6. The method of claim 1 wherein at least one of the first operating condition of the first group or the second operating condition of the second group is based on a terrain over which the one or more locomotives of the first group travels or over which the one or more locomotives of the second group travels.

7. The method of claim 6 wherein the terrain comprises an upgrade or a downgrade and the at least one of the first operating condition or the second operating condition includes an indication of the upgrade or the downgrade.

8. The method of claim 1 wherein at least one of the first operating condition or the second operating condition comprises an axle load of one or more axles of the one or more locomotives in the first group or the one or more locomotives in the second group, a rail gradient of one or more rails on which the rail vehicle consist is traveling, a terrain over which the rail vehicle consist is traveling, a condition of the one or more rails, a time of day, a speed restriction, an amount of fuel consumption, an amount of generated emissions, or a weather condition.

9. The method of claim 1 wherein at least one of the first control aspect or the second control aspect comprises one or more of a traction setting or a braking setting for the one or more locomotives of the first group or for the one or more locomotives of the second group.

10. The method of claim 1 further comprising transmitting a signal from a lead locomotive of the rail vehicle consist to at least one of the first group or the second group to initiate at least one of determining the first control aspect or determining the second control aspect.

11. The method of claim 1 wherein the first group includes a plurality of first locomotives directly coupled with each other in a first locomotive consist and the second group includes a plurality of second locomotives directly coupled with each other in a second locomotive consist, the method further comprising communicating the first control aspect to the first locomotives of the first locomotive consist through a first interconnecting conductor that extends through the first locomotives and communicating the second control aspect to the second locomotives of the second locomotive consist through a different, second interconnecting conductor that extends through the second locomotives.

12. The method of claim 1 wherein the first group comprises a lead locomotive of the rail vehicle consist and the second group comprises a remote locomotive of the rail vehicle consist or is included in a remote locomotive consist of the rail vehicle consist.

13. The method of claim 1 wherein the first group includes a plurality of first locomotives spaced apart from each other by one or more non-locomotive cars of the rail vehicle consist in a front locomotive group of the rail vehicle consist, the second group includes a plurality of second locomotives spaced apart from each other by one or more non-locomotive cars of the rail vehicle consist in a back locomotive group of the rail vehicle consist, and wherein controlling the first group and the second group includes controlling the first locomotives of the front locomotive group according to the first control aspect and controlling the second locomotives of the back locomotive group according to the second control aspect.

14. The method of claim 13 further comprising determining a first location of the front locomotive group based on the first location and determining a second group location of the back locomotive group based on the second location.

15. The method of claim 1 wherein determining the first control aspect comprises deriving at least one of a throttle setting or a brake setting for the first group by applying the first operating condition and the first location to one or more equations or algorithms and determining the second control aspect comprises deriving at least one of a throttle setting or a brake setting for the second group by applying the second operating condition and the second location to at least one of the one or more equations or algorithms.

16. The method of claim 1 wherein determining the first control aspect comprises obtaining at least one of a throttle setting or a brake setting from one or more look-up tables using the first operating condition and the first location, and wherein determining the second control aspect comprises obtaining at least one of a throttle setting or a brake setting from at least one of the one or more look-up tables using the second operating condition and the second location.

17. The method of claim 1 further comprising determining whether the first control aspect or the second control aspect violates a safety interlock condition.

18. The method of claim 1 wherein the rail vehicle consist further comprises a third group of one or more locomotives separated from both the first group and the second group by at least one non-locomotive railcar, the method further comprising:

determining a third control aspect of the third group based on a third location of the third group and a third operating condition of the third group; and

controlling the third group according to the third control aspect.

19. The method of claim 1 wherein the second group includes a plurality of second locomotives spaced apart from each other by one or more other non-locomotive cars of the rail vehicle consist in a back locomotive group, the back locomotive group including at least one back subgroup formed from one or more of the second locomotives, and wherein controlling the second group includes controlling the one or more of the second locomotives according to a subgroup control aspect that differs from the second control aspect used to control one or more of the second locomotives outside of the back subgroup.

20. The method of claim 1, wherein the first control aspect differs from the second control aspect when a geographic feature that causes a change in the route is disposed between the first group and the second group.

21. A method comprising:

determining a location of each of plural locomotives that are interconnected with each other but spaced apart from each other in a rail vehicle consist;

determining an operating condition of each of the plurality of locomotives;

determining a control aspect for each of the locomotives based on the operating condition and the location associated with the corresponding locomotive; and

controlling each of the locomotives according to the control aspect that corresponds to each of the locomotives.

22. The method of claim 21 wherein, for each of the locomotives, determining the location of the locomotive further comprises determining the location based on a speed of the locomotive.

23. The method of claim 21 wherein, for each of the locomotives, the operating condition associated with the locomotive is based on a terrain at the location of the locomotive.

24. The method of claim 21 wherein, for each of the locomotives, the operating condition associated with the locomotive comprises an axle load of one or more axles of the locomotive, a rail gradient of one or more rails on which the rail vehicle consist travels, a condition of the one or more rails, a time of day, a speed restriction, an amount of fuel consumption, an amount of generated emissions, or a weather condition.

25. The method of claim 21 wherein, for each of the locomotives, the control aspect associated with the locomotive comprises at least one of a throttle setting or a brake setting of the locomotive.

26. The method of claim 21 wherein one of the locomotives comprises a lead locomotive.

27. The method of claim 21 wherein, for each of the locomotives, determining the control aspect associated with the locomotive comprises at least one of:

obtaining the control aspect from a look-up table using the operating condition and location of the locomotive;

or

employing one or more equations or algorithms to determine the control aspect using the operating condition and the location of the locomotive.

28. The method of claim 21 wherein, for each of the locomotives, the control aspect associated with the locomotive comprises a magnitude of a tractive effort or a magnitude of a dynamic braking effort supplied by the locomotive.

29. The method of claim 21, wherein the control aspect for a first locomotive of the plural locomotives differs from the control aspect for a second locomotive of the plural locomotives when a geographic feature that causes a change in the route is disposed between the first locomotive and the second locomotive.

30. A computer program product comprising a computer readable storage medium having one or more computer readable program code modules embodied in the medium and for execution by a processor, the computer readable program code modules configured to direct the processor to:

determine a first control aspect of a first group of one or more locomotives of a rail vehicle consist based on a first operating condition and a first location of the first group;

determine a second control aspect of a second group of one or more locomotives of the rail vehicle consist that is separated from the first group by one or more railcars in the rail vehicle consist, the second control aspect based on a second operating condition and a second location of the second group; and

control the one or more locomotives of the first group according to the first control aspect and the one or more locomotives of the second group based on the second control aspect.

31. The computer program product of claim 30, wherein the computer readable program code modules are configured to direct the processor to determine the first control aspect to be different from the second control aspect when a geographic feature that causes a change in the route is disposed between the first group and the second group.

32. A system comprising:

a controller disposed onboard a distributed power rail vehicle consist having at least a first locomotive and a second locomotive that provide tractive effort to propel the rail vehicle consist along a route, the controller configured to determine a first location of the first locomotive and a second location of the second locomotive along the route or relative to each other, and to determine a first operating condition of the first locomotive and a second operating condition of the second locomotive,

wherein the controller is configured to generate control signals based on the first location of the first locomotive and the second location of the second locomotive, and

wherein the control signals are transmitted to the first locomotive and to the second locomotive to control a first tractive effort provided by the first locomotive and a different, second tractive effort provided by the second locomotive.

33. The system of claim 32, wherein at least one of the first operating condition or the second operating condition includes a grade of a section of the route being traversed by the corresponding first locomotive or the second locomotive.

34. The system of claim 32, wherein the controller is configured to generate the control signals to decrease the first tractive effort of the first locomotive and to increase the second tractive effort of the second locomotive when the first operating condition and the second operating condition indicate that one of the first locomotive or the second locomotive is traveling up an incline in the route and the other of the first locomotive or the second locomotive is traveling down a decline in the route.

35. The system of claim 32, wherein the controller is configured to generate the control signals to decrease the first tractive effort of the first locomotive and to increase the second tractive effort of the second locomotive when the first operating condition and the second operating condition indicate that a first drawbar force between the first locomotive and another car of the train that is coupled with the first locomotive differs from a second drawbar force between the second locomotive and another car of the train that is coupled with the second locomotive.

36. The system of claim 32, wherein the first locomotive and the second locomotive are disposed in different consists of the train.

37. The system of claim 32, wherein the controller is configured to determine the control signals such that the first tractive effort of the first locomotive is different from the second tractive effort of the second locomotive when a geographic feature that causes a change in the route is disposed between the first locomotive and the second locomotive.