Adaptive train model

• US 7,117,137 B1
• Filed: 12/29/2000
• Issued: 10/03/2006
• Est. Priority Date: 12/29/1999
• Status: Expired due to Term

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: GE Harris Railway Electronics, LLC (GE Aerospace)
• Inventors: Belcea, John
• Primary Examiner(s): Rodriguez, Paul
• Assistant Examiner(s): SHARON, AYAL I
• Application Number:
  US09/752,276
• Time in Patent Office: 2,104 Days
• Field of Search: 703/2, 703/7, 703/8, 700/9
• US Class Current: 703/8
• CPC Class Codes: B61L 15/0062 On-board target speed calculation or supervision
• CPC Class Codes: B61L 15/0072 On-board train data handling
• CPC Class Codes: B61L 15/0081 On-board diagnosis or maintenance
• CPC Class Codes: B61L 25/021 Measuring and recording of train speed
• CPC Class Codes: B61L 25/025 Absolute localisation, e.g. providing geodetic coordinates
• CPC Class Codes: G06F 30/15 Vehicle, aircraft or watercraft design
• CPC Class Codes: G06F 30/20 Design optimisation, verification or simulation optimisation, verification or simulation of circuit designs G06F30/30

Abstract

An adaptive train model (ATM) for predicting train consist reactions to specific stimuli using a system including at least one measurement sensor located on the train consist, a data base, and a computer. The ATM collects sensor data as the consist is moving, determines a consist force balance utilizing the sensor data and the computer, determines a set of consist coefficients using the computer, and predicts train consist kinetic characteristic values using the consist force balance and the set of consist coefficients.

Claims

1. A method for predicting train consist reactions to specific stimuli using a system including at least one measurement sensor located on a train consist, a data base, and a computer, the train consist including at least one locomotive and at least one railcar, said method comprising the steps of:

collecting sensor data as the consist is moving;

determining a consist force balance utilizing the sensor data and the computer;

determining a set of consist coefficients using the computer; and

predicting train consist kinetic characteristic values using the consist force balance and the set of consist coefficients including;

determining an acceleration prediction;

determining a speed after one minute prediction using the acceleration prediction; and

determining a shortest braking distance prediction using the acceleration prediction.

2. A method in accordance with claim 1 wherein said step of collecting sensor data comprises the steps of:

monitoring a force applied to the consist utilizing the at least one measurement sensor;

generating force data with respect to the force applied; and

communicating the force data to the computer.

3. A method in accordance with claim 1 wherein said step of determining a consist force balance comprises the step of determining a set of consist kinetic elements.

4. A method in accordance with claim 3 wherein said step of determining a set of consist kinetic elements comprises the step of determining rolling forces according to the equation:

F_(rf)=M(K_r+K_rvv(t))

wherein

F_(rf) relates to the rolling forces of the train;

M is the total train mass;

K_r is the corrective factor for friction of the train;

K_rv is the dynamic corrective factor for friction of the train; and

v(t) is the speed of the train as a function of time.

5. A method in accordance with claim 3 wherein said step of determining a set of consist kinetic elements further comprises the step of determining aerodynamic forces according to the equation:

F_(af)=K_av(t)²

wherein

F_(af) relates to the aerodynamic forces of the train;

K_a is the corrective factor for the effect of the aerodynamic friction; and

v(t) is the speed of the train as a function of time.

6. A method in accordance with claim 3 wherein said step of determining a set of consist kinetic elements further comprises the step of determining elevation caused forces according to the equation:

F_(ef)=M(K_e1E₁(t)+K_e2E₂(t)+K_e3E₃(t)+K_e4E₄(t))

wherein

F_(ef) relates to the elevation caused forces of the train;

M is the total train mass;

K_e1 is the corrective factor for the effect of the elevation change on a first segment of the train;

E₁(t) is the elevation function relating to the first segment;

K_e2 is the corrective factor for the effect of the elevation change on a second segment of the train;

E₂(t) is the elevation function relating to the second segment;

K_e3 is the corrective factor for the effect of the elevation change on a third segment of the train;

E₃(t) is the elevation function relating to the third segment;

K_e4 is the corrective factor for the effect of the elevation change on a fourth segment of the train; and

E₄(t) is the elevation function relating to the fourth segment.

7. A method in accordance with claim 3 wherein said step of determining a set of consist kinetic elements further comprises the step of determining braking forces caused by direction changes according to the equation:

F_(dbf)=M(K_pC_p(t)+K₁C₁(t))

wherein

F_(dbf) relates to the dynamic braking force of the train;

M is the total train mass;

K_p is the corrective factor for the weight increase of the train;

C_p(t) is the braking effect caused by the weight increase;

K₁ is the corrective factor for the effect of the lateral friction of the train; and

C₁(t) is the braking effect caused by the lateral friction.

8. A method in accordance with claim 3 wherein the at least one railcar includes at least one brake shoe, said step of determining a set of consist kinetic elements further comprises the step of determining consist brake forces caused by application of the at least one brake shoe according to the equation:

F_(baf)=K_b1B₁(t)+K_b2B₂(t)+K_b3B₃(t)+K_b4B₄(t)

wherein

F_(baf) relates to the applied braking forces of the train;

K_b1 is the brake function coefficient relating to a first segment of the train;

B₁(t) is the brake function relating to the first segment;

K_b2 is the brake function coefficient relating to a second segment of the train;

B₂(t) is the brake function relating to the second segment;

K_b3 is the brake function coefficient relating to a third segment of the train;

B₃(t) is the brake function relating to the third segment;

K_b4 is the brake function coefficient relating to a fourth segment of the train; and

B₄(t) is the brake function relating to the fourth segment.

9. A method in accordance with claim 8 wherein said step of determining consist brake forces caused by application of the at least one brake shoe further comprises the steps of:

determining friction coefficients of the at least one brake shoe;

determining total brake application forces; and

determining total brake release forces.

10. A method in accordance with claim 9 wherein said step of determining total brake application forces comprises the step of determining a brake application dragging force using a fast building pressure model according to the equation:

Bf_f=min(0,max(1,(T+3.86950758*T²+0.23164628*T³)/(16367.9101+111.652789*T+27.61345048*T²−

0.0026229*T³)))Bc_f

wherein

Bf_f is the braking force of the train for fast building pressure;

T is the traction force of the train; and

Bc_f is the brake cylinder force of the train.

11. A method in accordance with claim 9 wherein said step of determining total brake application forces comprises the step of determining a brake application dragging force using a slow building pressure model according to the equation:

Bf_s=min(0,max(1,(T_s+2.00986206*T_s²+0.81412194*T_s³)/(0.00067603+169.361303*T_s+8.95254599*T_s²+0.58477705*T_s³)))Bc_s

wherein

Bf_s is the braking force of the train for slow building pressure;

T_s is the traction force for the slow building pressure; and

Bc_s is the brake cylinder force of the train.

12. A method in accordance with claim 9 wherein said step of determining total brake release forces comprises the step of determining brake release using a fast release model according to the equation:

Rf_f=min(0,max(1,(t+3.86950758*t²+0.23164628*t³)/(16367.9101+111.652789*t+27.61345048*t²−

0.0026229*t³)))Bc_f

wherein

Rf_f relates to the fast release force of the train;

t is the time; and

Bc_f is the brake cylinder force of the train.

13. A method in accordance with claim 9 wherein said step of determining total brake release forces comprises the step of determining brake release using a slow release model according to the equation:

Rf_s=min(0,max(1,(t+2.00986206*t²+0.81412194*t³)/(0.00067603+169.361303*t+8.95254599*t²+0.58477705*t³)))Bc_s

wherein

Rf_s relates to the slow release force of the train;

t is the time; and

Bc_s is the brake cylinder force of the train.

14. A method in accordance with claim 3 wherein said step of determining a set of consist kinetic elements further comprises the step of determining dynamic brake force according to the equation:

F_(dbf)=K_dD(t)

wherein

F_(dbf) relates to the dynamic brake force;

K_d is the corrective factor for the effect of the dynamic brake application; and

D(t) is the dynamic brake force of the train.

15. A method in accordance with claim 3 wherein said step of determining a set of kinetic elements further comprises the step of determining traction force.

16. A method in accordance with claim 3 wherein said step of determining a force balance further comprises the step of summing the set of consist kinetic elements.

17. A method in accordance with claim 1 wherein said step of determining a set of consist coefficients comprises the step of using a least squares method to determine consist coefficients.

18. A method in accordance with claim 17 wherein said step of using the least squares method comprises the steps of:

weighting data;

solving the system; and

determining a confidence measure.

19. A method in accordance with claim 1 wherein said step of determining an acceleration prediction comprises the steps of:

determining initial values; and

storing the initial values in the database.

20. A method in accordance with claim 19 wherein said step of determining an acceleration prediction further comprises the step of determining the acceleration prediction value using a Euler method and the determined initial values.

21. A method in accordance with claim 19 wherein said step of determining an acceleration prediction further comprises the step of determining the acceleration prediction value using a Milne method and the determined initial values.

42. A system in accordance with claim 19 wherein to determine an acceleration prediction, said system further configured to determine the acceleration prediction value using a Milne method and the determined initial values.

22. A system for predicting reactions of a train consist to specific stimuli, said system comprising at least one measurement sensor located on the train consist, a data base, and a computer, the train consist comprising at least one locomotive and at least one railcar, said system configured to:

collect sensor data as the consist is moving;

determine a consist force balance utilizing the sensor data and said computer;

determine a set of consist coefficients using said computer; and

predict train consist kinetic characteristic values using the consist force balance and the set of consist coefficients wherein the system is configured to;

determine an acceleration prediction;

determine a speed after one minute prediction using said acceleration prediction; and

determine a shortest braking distance prediction using said acceleration prediction.

23. A system in accordance with claim 22 wherein to collect sensor data said system further configured to:

monitor a force applied to the consist utilizing said at least one measurement sensor;

generate force data with respect to the force applied; and

communicate the force data to said computer.

24. A system in accordance with claim 22 wherein to determine a consist force balance, said system further configured to determine a set of consist kinetic elements.

25. A system in accordance with claim 24 wherein to determine a set of consist kinetic elements, said system further configured to determine rolling forces according to the equation:

F_(rf)=M(K_r+K_rvv(t))

wherein

F_(rf) relates to the rolling forces of the train;

M is the total train mass;

K_r is the corrective factor for friction of the train;

K_rv is the dynamic corrective factor for friction of the train; and

v(t) is the speed of the train as a function of time.

26. A system in accordance with claim 24 wherein to determine a set of consist kinetic elements, said system further configured to determine aerodynamic forces according to the equation:

F_(af)=K_av(t)²

wherein

F_(af) relates to the aerodynamic forces of the train;

K_a is the corrective factor for the effect of the aerodynamic friction; and

v(t) is the speed of the train as a function of time.

27. A system in accordance with claim 24 wherein to determine a set of consist kinetic elements, said system further configured to determine elevation caused forces according to the equation:

F_(ef)=M(K_e1E₁(t)+K_e2E₂(t)+K_e3E₃(t)+K_e4E₄(t))

wherein

F_(ef) relates to the elevation caused forces of the train;

M is the total train mass;

K_e1 is the corrective factor for the effect of the elevation change on a first segment of the train;

E₁(t) is the elevation function relating to the first segment;

K_e2 is the corrective factor for the effect of the elevation change on a second segment of the train;

E₂(t) is the elevation function relating to the second segment;

K_e3 is the corrective factor for the effect of the elevation change on a third segment of the train;

E₃(t) is the elevation function relating to the third segment;

K_e4 is the corrective factor for the effect of the elevation change on a fourth segment of the train; and

E₄(t) is the elevation function relating to the fourth segment.

28. A system in accordance with claim 24 wherein to determine a set of consist kinetic elements, said system further configured to determine braking forces caused by direction changes according to the equation:

F_(dbf)=M(K_pC_p(t)+K₁C₁(t))

wherein

F_(dbf) relates to the dynamic braking force of the train;

M is the total train mass;

K_p is the corrective factor for the weight increase of the train;

C_p(t) is the braking effect caused by the weight increase;

K₁ is the corrective factor for the effect of the lateral friction of the train; and

C₁(t) is the braking effect caused by the lateral friction.

29. A system in accordance with claim 24 wherein said at least one railcar comprises at least one brake shoe, and to determine a set of consist kinetic elements, said system further configured to determine consist brake forces caused by application of said at least one brake shoe according to the equation:

F_(baf)=K_b1B₁(t)+K_b2B₂(t)+K_b3B₃(t)+K_b4B₄(t)

wherein

F_(baf) relates to the applied braking forces of the train;

K_b1 is the brake function coefficient relating to a first segment of the train;

B₁(t) is the brake function relating to the first segment;

K_b2 is the brake function coefficient relating to a second segment of the train;

B₂(t) is the brake function relating to the second segment;

K_b3 is the brake function coefficient relating to a third segment of the train;

B₃(t) is the brake function relating to the third segment;

K_b4 is the brake function coefficient relating to a fourth segment of the train; and

B₄(t) is the brake function relating to the fourth segment.

30. A system in accordance with claim 29 wherein to determine consist brake forces caused by application of said at least one brake shoe, said system further configured to:

determine friction coefficients of said at least on brake shoe;

determine total brake application forces; and

determine total brake release forces.

31. A system in accordance with claim 30 wherein to determine total brake application forces, said system further configured to determine a brake application dragging force using a fast building pressure model according to the equation:

Bf_f=min(0,max(1,(T+3.86950758*T²+0.23164628*T³)/(16367.9101+111.652789*T+27.61345048*T²−

0.0026229*T³)))Bc_f

wherein

Bf_f is the braking force of the train for fast building pressure;

T is the traction force of the train; and

Bc_f is the brake cylinder force of the train.

32. A system in accordance with claim 30 wherein to determine total brake application forces, said system further configured to determine a brake application dragging force using a slow building pressure model according to the equation:

Bf_s=min(0,max(1,(T_s+2.00986206*T_s²+0.81412194*T_s³)/(0.00067603+169.361303*T_s+8.95254599*T_s²+0.58477705*T_s³)))Bc_s

wherein

Bf_s is the braking force of the train for slow building pressure;

T_s is the traction force for the slow building pressure; and

Bc_s is the brake cylinder force of the train.

33. A system in accordance with claim 30 wherein to determine total brake release forces, said system further configured to determine brake release using a fast release model according to the equation:

Rf_f=min(0,max(1,(t+3.86950758*t²+0.23164628*t³)/(16367.9101+111.652789*t+27.61345048*t²−

00026229*t³)))Bc_f

wherein

Rf_f relates to the fast release force of the train;

t is the time; and

Bc_f is the brake cylinder force of the train.

34. A system in accordance with claim 30 wherein to determine total brake release forces, said system further configured to determine brake release using a slow release model according to the equation:

Rf_s=min(0,max(1,(t+2.00986206*t²+0.81412194*t³)/(0.00067603+169.361303*t+8.95254599*t²+0.58477705*t³)))Bc_s

wherein

Rf_s relates to the slow release force of the train;

t is the time; and

Bc_s is the brake cylinder force of the train.

35. A system in accordance with claim 24 wherein to determine a set of consist kinetic elements, said system further configured to determine dynamic brake force according to the equation:

F_(dbf)=K_dD(t)

wherein

F_(dbf) relates to the dynamic brake force;

K_d is the corrective factor for the effect of the dynamic brake application; and

D(t) is the dynamic brake force of the train.

36. A system in accordance with claim 24 wherein to determine a set of kinetic elements, said system further configured to determine traction force.

37. A system in accordance with claim 24 wherein to determine a force balance, said system further configured to sum said set of consist kinetic elements.

38. A system in accordance with claim 22 wherein to determine a set of consist coefficients, said system further configured to use a least squares method to determine consist coefficients.

39. A system in accordance with claim 38 wherein to use the least squares, said system further configured to:

weight data;

solve the system; and

determine a confidence measure.

40. A system in accordance with claim 22 wherein to determine an acceleration prediction, said system further configured to:

determine initial values; and

store the initial values in said database.

41. A system in accordance with claim 40 wherein to determine an acceleration prediction, said system further configured to determine the acceleration prediction value using a Euler method and said determined initial values.

43. A method for determining a force balance for a train consist using a system including at least one measurement sensor located on the train consist, a data base, and a computer, the train consist including at least one locomotive and at least one railcar, the railcar including at least one brake shoe, said method comprising the steps of:

monitoring a force applied to the consist utilizing the at least one measurement sensor;

generating force data with respect to the force applied;

communicating the force data to the computer;

determining rolling forces according to the equation F_(rf)=M(K_r+K_rvv(t)),

determining aerodynamic forces according to the equation F_(af)=K_av(t)²,

determining elevation caused forces according to the equation F_(ef)=M(K_e1E₁(t)+K_e2E₂(t)+K_e3E₃(t)+K_e4E₄(t)),

determining braking forces caused by direction changes according to the equation F_(dbf)=M(K_pC_p(t)+K₁C₁(t));

determining consist brake forces caused by application of the at least one brake shoe according to the equation F_(baf)=K_b1B₁(t)+K_b2B₂(t)+K_b3B₃(t)+K_b4B₄(t);

determining brake application dragging force using a fast building pressure model according to the equation;

Bf_f=min(0,max(1,(T+3.86950758*T²+0.23164628*T³)/(16367.9101+111.652789*T+27.61345048*T²−

0.0026229*T³)))Bc_f;

determining brake application dragging force using a slow building pressure model according to the equation;

Bf_s=min(0,max(1,(T_s+2.00986206*T_s²+0.81412194*T_s³)/(0.00067603+169.361303*T_s+8.95254599*T_s²+0.58477705*T_s³);

determining brake release using a fast release model according to the equation;

Rf_f=min(0,max(1,(t+3.86950758*t²+0.23164628*t³)/(16367.9101+111.652789*t+27.61345048*t²−

0.0026229*t³)))Bc_f,

determining brake release using a slow release model according to the equation;

Rf_s=min(0,max(1,(t+2.00986206*t²+0.81412194*t³)/(0.00067603+169.361303*t+8.95254599*t²+0.58477705*t³)))Bc_s

determining dynamic brake force according to the equation F_(dbf)=K_dD(t),

determining traction force; and

determining a final solution according to the equation;

F(t)=M(K_r+K_rvv(t))+K_av(t)²+

MK_e1E₁(t)+MK_e2E₂(t)+MK_e3E₃(t)+MK_e4E₄(t)+

MK_pC_p(t)+MK₁C₁(t)+

K_b1B₁(t)+K_b2B₂(t)+K_b3B₃(t)+K_b4B₄(t)+

K_r1R₁(t)+K_r2R₂(t)+K_r3R₃(t)+K_r4R₄(t)+K_dD(t)+K_tT(t)

wherein

F_(rf) relates to the rolling forces of the train;

M is the total train mass;

K_r is the corrective factor for friction of the train;

K_rv is the dynamic corrective factor for friction of the train;

v(t) is the speed of the train as a function of time;

F_(af) relates to the aerodynamic forces of the train;

K_a is the corrective factor for the effect of the aerodynamic friction;

F_(ef) relates to the elevation caused forces of the train;

K_e1 is the corrective factor for the effect of the elevation change on a first segment of the train;

E₁(t) is the elevation function relating to the first segment;

K_e2 is the corrective factor for the effect of the elevation change on a second segment of the train;

E₂(t) is the elevation function relating to the second segment;

K_e3 is the corrective factor for the effect of the elevation change on a third segment of the train;

E₃(t) is an elevation function relating to the third segment;

K_e4 is the corrective factor for the effect of the elevation change on a fourth segment of the train;

E₄(t) is an elevation function relating to the fourth segment;

F_(dbf) relates to the dynamic braking force of the train;

K_p is the corrective factor for the weight increase of the train;

C_p(t) is the braking effect caused by the weight increase;

K₁ is the corrective factor for the effect of the lateral friction of the train;

C₁(t) is the braking effect caused by the lateral friction;

F_(baf) relates to the applied braking forces of the train;

K_b1 is the brake function coefficient relating to a first segment of the train;

B₁(t) is the brake function relating to the first segment;

K_b2 is the brake function coefficient relating to a second segment of the train;

B₂(t) is the brake function relating to the second segment;

K_b3 is the brake function coefficient relating to a third segment of the train;

B₃(t) is the brake function relating to the third segment;

K_b4 is the brake function coefficient relating to a fourth segment of the train;

B₄(t) is the brake function relating to the fourth segment;

Bf_f is the braking force of the train for fast building pressure;

T is the traction force of the train;

Bc_f is the brake cylinder force of the train;

Bf_s is the braking force of the train for slow building pressure;

T_s is the traction force for the slow building pressure;

Bc_s is the brake cylinder force of the train;

Rf_f relates to the fast release force of the train;

t is the time;

Rf_s relates to the slow release force of the train;

F_(dbf) relates to the dynamic brake force;

K_d is the corrective factor for the effect of the dynamic brake application;

D(t) is the dynamic brake force of the train;

F(t) is the force balance of the train;

K_r1 is the corrective factor for friction in the first segment of the train;

R₁(t) is the release function of the first segment;

K_r2 is the corrective factor for friction in the second segment of the train;

R₂(t) is the release function of the second segment;

K_r3 is the corrective factor for friction in the third segment of the train;

R₃(t) is the release function of the third segment;

K_r4 is the corrective factor for friction in the fourth segment of the train;

R₄(t) is the release function of the fourth segment; and

K_d is the corrective factor for the effect of the dynamic brake application.