Method and apparatus for limiting in-train forces of a railroad train

• US 9,037,323 B2
• Filed: 04/30/2007
• Issued: 05/19/2015
• Est. Priority Date: 12/01/2006
• Status: Active Grant

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Kumar, Ajith Kuttannair, Brooks, James D.
• Primary Examiner(s): Black, Thomas G
• Assistant Examiner(s): Thomas, Ana
• Application Number:
  US11/742,568
• Publication Number:
  US 20080128562A1
• Time in Patent Office: 2,941 Days
• Field of Search: 701/19, 701/20, 246/186, 246/182.R, 246/182.B, 246/1.R, 246/167.R
• US Class Current: 701/20
• 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 15/0072 On-board train data handling
• CPC Class Codes: B61L 15/0081 On-board diagnosis or maintenance

Abstract

An apparatus for operating a railway system, the railway system comprising a lead vehicle consist, a non-lead vehicle consist and railcars, the apparatus including a first element for determining a slack condition of railway system segments, wherein the segments are delineated by nodes, and a control element configured to control an application of tractive effort or braking effort of the lead vehicle consist or the non-lead vehicle consist.

Claims

1. An apparatus for controlling a railway system, comprising:

a first element configured to determine slack between segments of the railway system as the railway system travels along a track the segments including one or more powered units or non-powered units, the slack determined from a comparison between a maximum natural acceleration and a minimum natural acceleration of one or more of the non-powered units of the railway system and with a common acceleration of the railway system, the common acceleration of the railway system determined from acceleration of a lead powered unit of the one or more powered units in the railway system; and

a second element configured to control application of one or more of tractive effort or braking effort based on the slack that is determined such that actual coupler forces that actually occur between the segments of the railway system during travel of the railway system along the track are within designated limits.

2. The apparatus of claim 1 wherein the railway system comprises a rail vehicle traversing a rail network that includes the track, and further comprising a third element configured to control application of one or more of the tractive effort or a rate of change of the tractive effort by one or more of the powered units of the railway system in response to the coupler forces being within the designated limits.

3. The apparatus of claim 2 wherein the one or more powered units include a locomotive and the one or more non-powered units include a railcar, and wherein the first element is configured to control the application of the one or more of tractive effort or braking effort to maintain a current slack condition of the rail vehicle.

4. The apparatus of claim 3 wherein the third element is configured to control the application of the tractive effort responsive to a location of a change in the coupler forces and to one or more of:

a location of the rail vehicle on the rail network, a mass of the rail vehicle, a mass distribution of the rail vehicle, the location of the change in the coupler forces relative to the mass distribution of the rail vehicle, or a mass of the rail vehicle between the location of the change in the coupler forces and the one or more powered units and another force developed by the change in the coupler forces.

5. The apparatus of claim 1 further comprising a third element configured to control application of one or more of the tractive effort or a rate of change of tractive effort of the railway system for a time interval that is based on the slack that is determined.

6. The apparatus of claim 1 further comprising a third element configured to control application of one or more of the tractive effort or a rate of change of tractive effort of the railway system to control a speed of the railway system based on the slack that is determined.

7. The apparatus of claim 1 further comprising a third element configured to control application of one or more of the tractive effort or a rate of change of tractive effort of the railway system based on a force threshold.

8. The apparatus of claim 7 wherein the third element is configured to modify the force threshold according to a sensitivity factor that limits allowable rates of change in one or more of the tractive effort or the braking effort.

9. The apparatus of claim 1 wherein the one or more powered units of the railway system comprise plural spaced apart locomotives, and wherein the first element is configured to determine a change in the actual coupler forces relative to the spaced apart locomotives, and further comprising a third element configured to control application of one or more of the tractive effort or a rate of change of tractive effort of the railway system, wherein the third element is configured to control the application of the tractive effort at one or more of the spaced apart locomotives based on a magnitude of a force exerted on the one or more of the spaced apart locomotives caused by the change in the coupler forces.

10. The apparatus of claim 1 wherein the railway system comprises a rail vehicle, the one or more powered units comprising a lead locomotive and one or more remote locomotives, and wherein the segments of the railway system are bounded by the lead locomotive and the one or more remote locomotives.

11. The apparatus of claim 1 wherein the railway system comprises a rail vehicle traversing a rail network, further comprising a third element configured to control an amount of acceleration and deceleration applied to the rail vehicle based on the slack that is determined.

12. The apparatus of claim 1 further comprising a third element configured to control application of one or more of the tractive effort or a rate of change of tractive effort of the railway system based on a range of uncertainty in the slack that is determined.

13. The apparatus of claim 12 wherein the first element is configured to determine an assumed slack condition responsive to assumed movement parameters of the railway system and the coupler forces as an actual slack condition responsive to actual movement parameters, and wherein the range of uncertainty is based on a relationship between the assumed movement parameters and the actual movement parameters.

14. The apparatus of claim 1 wherein the first element is configured to determine the coupler forces based on characteristics of plural couplers linking railcars and locomotives in the railway system, and further comprising a third element configured to control application of one or more of the tractive effort or a rate of change of tractive effort of the railway system based on one or more of coupler force limits, a coupler dead band, or a coupler spring constant.

15. The apparatus of claim 1 wherein the coupler forces are representative of a bunched, stretched, or intermediate slack condition in the railway system.

16. The apparatus of claim 1 wherein the coupler forces are representative of a slack condition selected from a plurality of discrete slack states associated with different thresholds.

17. The apparatus of claim 1 wherein the coupler forces are representative of a slack condition selected from a continuum of slack conditions between a bunched state, an intermediate state, and a stretched state.

18. The apparatus of claim 1 further comprising a third element configured to limit manually input changes to the tractive effort from a human operator of the railway system based on the slack that is determined.

19. The apparatus of claim 1 further comprising an automatic train control system configured to automatically control application of one or more of the tractive effort or a rate of change of tractive effort of the railway system based on the slack that is determined.

20. The apparatus of claim 1 wherein the railway system is configured to be manually controlled by an operator, and further comprising an advisory control system configured to provide advisory tractive effort applications to the operator based on the slack that is determined.

21. The apparatus of claim 1 further comprising a third element configured to be manually operated by an operator of the railway system to control application of the tractive effort.

22. The apparatus of claim 1 wherein the first element is configured to determine the slack responsive to one or more of a distributed system weight, a track profile, a track grade, environmental conditions, route friction, wind velocity, wind direction, applied tractive effort, applied braking effort, brake pipe pressure, historical tractive effort, historical braking effort, railway system speed, railway system acceleration, application of a friction-modifying substance to a route, isolation of the one or more powered units, or flange lubrication applications.

23. The apparatus of claim 1 wherein the first element is configured to determine the slack for plural couplers disposed between a subset of the segments of the railway system.

24. The apparatus of claim 1 wherein the coupler forces comprise one or more changes in the slack or a transient coupler force, and wherein the first element is further configured to determine one or more of a severity of the change in the slack, a location in the railway system of the change in the slack, or a severity of the transient coupler force.

25. The apparatus of claim 24 further comprising a display configured to present information regarding the change in the slack that is determined.

26. The apparatus of claim 24 further comprising a third element configured to control application of the one or more of the tractive effort or the braking effort responsive to one or more of the severity of the change in the slack, the location of the change in the slack, or the severity of the transient coupler force.

27. The apparatus of claim 1 wherein the one or more powered units include a locomotive, and wherein the first element is configured to determine a severity of a change in the slack that is based on a distance of the change in the slack from the locomotive or based on a tonnage in the railway system between the locomotive and a location of the change in the slack.

28. The apparatus of claim 1 wherein the one or more powered units include a locomotive, and wherein the first element is configured to determine a rate of change in one or more locations of the slack relative to a location of the locomotive.

29. The apparatus of claim 1 wherein the one or more non-powered units include railcars, and wherein the first element is configured to determine railcar tonnage that experiences a change in the slack that is determined or that comprises a rate at which the railcar tonnage experiences a change in the slack.

30. The apparatus of claim 1 further comprising a third element configured to predict a response of the slack to the application of one or more of the tractive effort or the braking effort.

31. The apparatus of claim 1 further comprising a third element configured to control the application of one or more of the tractive effort or a rate of change of the tractive effort based on changes in the slack that is determined.

32. The apparatus of claim 1 further comprising a third element configured to control application of one or more of the tractive effort or a rate of change of tractive effort based on an acceleration limit or a deceleration limit that is based on the slack that is determined.

33. The apparatus of claim 1 further comprising a third element configured to maintain one or more of a tractive effort application or a braking effort application for a predetermined time based on the slack that is determined.

34. The apparatus of claim 1 further comprising a third element configured to control application of the tractive effort according to a current transient slack condition as determined by the first element and that is based on the slack that is determined.

35. The apparatus of claim 34 wherein the third element is configured to maintain the application of the tractive effort for a determined time interval, and the third element is configured to apply a different tractive effort after the determined time interval.

36. The apparatus of claim 1 wherein the first element is further configured to determine one or more of a location or a severity of a change in the slack that is determined.

37. The apparatus of claim 36 wherein the railway system comprises a plurality of railcars and the location comprises one or more of a railcar number or a tonnage between the location of the change in the slack that is determined and another location on the railway system.

38. The apparatus of claim 1 further comprising an automatic control system configured to override application of the tractive effort as commanded by an operator based on the slack that is determined.

39. The apparatus of claim 1 wherein the first element is configured to be controlled by an operator of the railway system in order to modify factors employed by the first element for use in determining the slack that is determined.

40. The apparatus of claim 1 further comprising a third element configured to control application of the tractive effort to achieve a desired slack condition as determined by the first element.

41. The apparatus of claim 1 wherein the slack that is determined represents one or more of a run-in event or a run-out event.

42. The apparatus of claim 1 further comprising a third element configured to control application of one or more of the tractive effort or a rate of change of tractive effort of the railway system and is configured to be controlled by an operator of the railway system in order to manually override the application of the tractive effort by the third element.

43. The apparatus of claim 1 further comprising a third element configured to control application of one or more of the tractive effort or a rate of change of tractive effort of the railway system and to permit an operator of the railway system to manually control application of the tractive effort independent of the slack that is determined.

44. The apparatus of claim 1 wherein the first element is configured to determine the slack based on measured railway system characteristic parameters.

45. The apparatus of claim 1 wherein the first element is configured to determine the slack based on predicted railway system characteristic parameters.

46. The apparatus of claim 1 wherein the first element is configured to receive railway system characteristic parameters from an operator of the railway system and to determine the slack based on the railway system characteristic parameters.

47. The apparatus of claim 1 wherein the railway system comprises a rail vehicle, and wherein the first element is configured to determine the slack at one or more forward locations disposed ahead of a current location of the rail vehicle as the rail vehicle is moving along the track, the first element also configured to determine the slack responsive to one or more of a current actual slack condition, railway system characteristics, a track profile, coupler characteristics, rail vehicle characteristics, or planned applications of tractive and braking efforts to the one or more forward locations.

48. The apparatus of claim 1 wherein the second element is configured to control the application of one or more of the tractive effort or the braking effort to achieve a desired slack at forward route location ahead of a current location of the railway system based on the slack that is determined.

49. The apparatus of claim 48 wherein the desired slack is one or more of supplied from a database or is supplied by an operator of the railway system.

50. The apparatus of claim 1 further comprising an automatic train control system configured to control application of one or more of the tractive effort or a rate of change of tractive effort of the railway system based on a signal indicating the slack that is determined.

51. The apparatus of claim 1 further comprising a third element configured to provide a railway system operator with one or more of a visual or aural indication of the slack that is determined.

52. The apparatus of claim 51 wherein the third element comprises a visual display.

53. The apparatus of claim 51 wherein the third element is configured to provide an audio warning representative of the slack that is determined.

54. The apparatus of claim 51 wherein the third element is configured to provide an indication of the slack that is determined for the railway system or for the segments of the railway system.

55. The apparatus of claim 51 wherein the third element comprises a display configured to provide a textual indication of the slack that is determined for the railway system or for the segments of the railway system.

56. The apparatus of claim 51 wherein the visual indication of the slack that is determined comprises an indication of a bunched, stretched, or intermediate slack state for the railway system or for the segments of the railway system, or the visual indication comprises an indication of a continuum of predicted slack conditions for the railway system or for segments of the railway system.

57. The apparatus of claim 51 wherein the third element is configured to provide one or more of a graphical or a textual indication of the slack that is determined and one or more of a percent of the railway system in a current designated slack condition, a percent of the railway system that is expected to be in a future designated slack condition, a number of the segments of the railway system in a current designated slack condition, a number of the segments of the railway system that are expected to be in a future designated slack condition, a tonnage of the railway system in a current designated slack condition, or a tonnage of the railway system that is predicted to be in a future designated slack condition.

58. The apparatus of claim 51 further comprising a fourth element configured to predict a response of the one or more predicted slack conditions to the application of the tractive effort by the railway system, and wherein the third element is configured to provide a railway system operator with an indication of the response that is predicted.

59. The apparatus of claim 51 further comprising a fourth element configured to control application of one or more of the tractive effort or a rate of change of tractive effort of the railway system responsive to an acceleration limit or to control application of braking effort responsive to deceleration limit, the acceleration limit and the deceleration limit based on the slack that is determined.

60. The apparatus of claim 59 wherein the fourth element is configured to provide a visual or aural indicia when the acceleration limit or the deceleration limit is exceeded by the application of the tractive effort.

61. The apparatus of claim 51 further comprising a fourth element configured to control application of one or more of the tractive effort or a rate of change of tractive effort of the railway system and to maintain the application of tractive effort for a predetermined time based on the slack that is determined.

62. The apparatus of claim 51 wherein the first element is further configured to determine one or more of a location of a slack event, one or more other forces associated with the slack event, or a severity of an impending slack event, and the third element is configured to indicate the location, the one or more other forces, or the severity.

63. The apparatus of claim 62 wherein the one or more non-powered units includes a plurality of railcars and the location of the slack event comprises a railcar number or a tonnage between the location of the impending slack condition and another location on the railway system, and the third element is configured to provide an indication of the railcar number or the tonnage.

64. The apparatus of claim 51 wherein the railway system comprises a lead locomotive consist and a non-lead locomotive consist and one or more railcars, and the third element is configured to provide an indication of the slack that is determined for one or more of the railcars between the lead locomotive consist and the non-lead locomotive consist, and further comprising a fourth element configured to provide an indication of an additional slack condition of one or more of the railcars trailing the non-lead locomotive consist.

65. The apparatus of claim 51 wherein the railway system comprises a locomotive and a railcar, and wherein the first element is configured to determine the slack responsive to a detected change in velocity with respect to one or more of time or a detected change in acceleration with respect to time of the locomotive or of the railcar, and further comprising an indicating element configured to provide a visual or aural indication of the slack that is determined and changes in the slack that is determined responsive to one or more of the detected change in velocity or the detected change in acceleration.

66. The apparatus of claim 51 wherein slack that is determined includes one or more of a run-in or a run-out slack condition.

67. The apparatus of claim 66 wherein the third element is configured to provide an indication of a location of the one or more of the run-in or the run-out slack condition on the railway system.

68. The apparatus of claim 51 wherein the third element is configured to display a representation of the railway system and an indication of the slack that is determined at one or more locations in the railway system.

69. The apparatus of claim 68 wherein the slack that is determined comprises one or more slack conditions for one or more subsets of the segments of the railway system.

70. The apparatus of claim 51 wherein the third element is configured to indicate a location in the railway system where a transient slack condition is identified.

71. The apparatus of claim 1 further comprising a third element configured to provide a railway system operator with one or more of a visual or aural advisory to apply tractive effort responsive to the slack that is determined.

72. The apparatus of claim 1, wherein the natural acceleration represents actual acceleration of the one or more segments of the railway system and the common acceleration represents an acceleration of the railway system.

73. An apparatus for controlling a railway system, comprising:

a first element configured to determine a slack condition between segments of the railway system, each of the segments including one or more powered units or non-powered units, the first element configured to determine the slack condition from a comparison between a maximum natural acceleration and a minimum natural acceleration of one or more of the segments with acceleration of a lead powered unit of the one or more powered units;

a second element configured to control movement of the railway system based on the slack condition based on the slack condition such that actual coupler forces that actually occur between the segments of the railway system remain within designated limits; and

a third element configured to control application and a rate of change of one or more of tractive effort or a rate of change of tractive effort provided by one or more of the powered units of the railway system based on the slack condition, the third element configured to control the application and the rate of change of the one or more of the tractive effort or the rate of change of tractive effort in order to maintain the actual coupler forces within limits.

74. The apparatus of claim 73, wherein the third element is configured to control the application and the rate of change of the one or more of the tractive effort or the rate of change of tractive effort to maintain the actual coupler forces within limits by increasing how quickly the application of tractive effort is reduced responsive to the slack condition representing a bunched state.

75. The apparatus of claim 73, wherein the third element is configured to control the application and the rate of change of the tractive effort to maintain the actual coupler forces within limits by limiting how quickly a throttle setting is reduced responsive to the slack condition representing a stretched state.

76. The apparatus of claim 73, wherein the first element is configured to identify increased transitions in the slack condition of the railway system at one or more locations along a track using the slack condition that is determined, and further comprising a display that configured to notify an operator of the railway system of an upcoming location where reduced train handling is anticipated based on the increased transitions in the slack condition that are identified.