Method and apparatus for distributed power train control

• US 8,328,145 B2
• Filed: 08/25/2011
• Issued: 12/11/2012
• Est. Priority Date: 10/13/2006
• Status: Expired due to Fees

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Smith, Eugene Andrew
• Primary Examiner(s): LE, MARK T
• Application Number:
  US13/218,133
• Publication Number:
  US 20110309206A1
• Time in Patent Office: 474 Days
• Field of Search: 246/167.R, 246/169.R, 246/3, 246/4, 246/186, 246/187.R, 246/187.A, 246/187.C, 701/19, 701/2, 701/1, 340/900, 340/902
• US Class Current: 246/187.C
• 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: B61L 25/023 Determination of driving direction of vehicle or train
• CPC Class Codes: B61L 25/028 Determination of vehicle position and orientation within a train consist, e.g. serialisation

Abstract

A method for controlling a railroad train (10) comprising a lead unit (14), a remote unit (12A) and a communications system communicating information between the lead unit (14) and the remote unit (12A), wherein the lead unit (14) and the remote unit (12A) are each operable in a traction operational mode and a dynamic brake operational mode. The method comprises determining operability of the communications system; determining a direction of train travel; determining an operational mode of the lead unit (14) and the remote unit (12A); and indicating a train condition responsive to the operability of the communications system, the direction of train travel and the operational mode of the lead (14) and remote units (12A).

Claims

1. A method for controlling a rail vehicle consist including a first rail vehicle and a second rail vehicle, the rail vehicle consist coupled to at least one rail car forming a train, each of the first and second rail vehicles being operable in a traction mode and a braking mode, the method comprising:

determining an operational status of a communications link between the first rail vehicle and the second rail vehicle;

determining an operational mode of each of the first and the second rail vehicles;

determining a direction of travel of the train; and

activating an alarm in the first rail vehicle in response to a shift of the operational mode of the first vehicle from traction to a braking mode, the step of activating an alarm requiring the communications link between the first rail vehicle and the second rail vehicle to be inoperable, the direction of travel of the train being reverse, and the operational mode of both of the first and the second rail vehicles being traction.

2. The method of claim 1 wherein activating the alarm further comprises displaying a message in the first rail vehicle.

3. The method of claim 1 further comprising recording an event in a log of the first rail vehicle following activation of the alarm.

4. The method of claim 1 further comprising issuing a command directing an operator to shift the first rail vehicle to an idle mode following activation of the alarm.

5. The method of claim 1 further comprising issuing a command directing an operator to shift the first rail vehicle to the traction mode following activation of the alarm.

6. The method of claim 1 further comprising periodically retesting the status of the communications link following identifying a failure.

7. The method of claim 1 wherein determining the communications link between the first rail vehicle and the second rail vehicle to be inoperable comprises:

transmitting a command message from the first rail vehicle to the second rail vehicle; and

failing to receive a message at the first rail vehicle from the second rail vehicle in response to the command message.

8. A method for controlling a rail vehicle consist including a first rail vehicle and a second rail vehicle, the rail vehicle consist coupled to at least one rail car forming a train, each of the first and second rail vehicles being operable in a traction mode and a braking mode, the method comprising:

determining an operational status of a communications link between the first rail vehicle and the second rail vehicle;

determining an operational mode of each of the first and the second rail vehicles;

determining a direction of travel of the train; and

locking of the operational mode of the first rail vehicle for preventing braking of the first rail vehicle, the step of locking requiring the communications link between the first rail vehicle and the second rail vehicle to be inoperable, the direction of travel of the train being reverse, and the operational mode of both of the first and the second rail vehicles being traction.

9. The method of claim 8 further comprising activating an interlock for preventing dynamic braking of the first rail vehicle.

10. A method for controlling a rail vehicle consist including a first rail vehicle and a second rail vehicle, the rail vehicle consist coupled to at least one rail car forming a train, each of the first and second rail vehicles being operable in a traction mode and a braking mode, the method comprising:

determining an operational status of a communications link between the first rail vehicle and the second rail vehicle;

determining an operational mode of each of the first and the second rail vehicles;

determining a direction of travel of the train; and

activating an alarm in the first rail vehicle in response to a shift of the operational mode of the first vehicle from braking to a traction mode, the step of activating an alarm requiring the communications link between the first rail vehicle and the second rail vehicle to be inoperable, the direction of travel of the train being forward, and the operational mode of both of the first and the second rail vehicles being braking.

11. The method of claim 10 wherein activating an alarm further comprises displaying a message in the first rail vehicle.

12. The method of claim 10 further comprising recording an event in a log of the first rail vehicle following activation of the alarm.

13. The method of claim 10 further comprising issuing a command directing an operator to shift the first rail vehicle to an idle mode following activation of the alarm.

14. The method of claim 10 further comprising issuing a command directing an operator to shift the first rail vehicle to the braking mode following activation of the alarm.

15. The method of claim 10 further comprising displaying a warning message in the first rail vehicle, the warning message including a notification as to the operational modes of the first and second rail vehicles.

16. The method of claim 10 wherein determining the communications link between the first rail vehicle and the second rail vehicle to be inoperable further comprises:

transmitting a command message from the first rail vehicle to the second rail vehicle; and

failing to receive a message at the first rail vehicle from the second rail vehicle in response to the command message.