AU2016201882B2 - Trip optimization system and method for a train - Google Patents

Abstract

TRIP OPTIMIZATION SYSTEM AND METHOD FOR A TRAIN A system for operating a train having one or more locomotive consists with each locomotive consist comprising one or more locomotives, the system including a locator element to determine a location of the train, a track characterization element to provide information about a track, a sensor for measuring an operating condition of the locomotive consist, a processor operable to receive information from the locator element, the track characterizing element, and the sensor, and an algorithm embodied within the processor having access to the information to create a trip plan that optimizes performance of the locomotive consist in accordance with one or more operational criteria for the train,

Description

TRIP OPTIMIZATION SYSTEM AND METHOD FOR A TRAIN FIELD OP THE INTENTION

The field of invention relates to optimizing tram operations, and more particularly to modtoring and controlling a train's operations to improve efficiency white satisfying schedule constraints,.

BACKGROUND

Locomotives are complex systems with mrmerous subsystems, noth each subsystem being interdependent on other subsystems, An operator is aboard a locomoivfe to insure the proper operation of the locomotive and its associated Load of freight cars. In addition to insuring proper Operations of the locomotive the operator also Is responsible for determining operating speeds of the train and forces within fire train that the Locomotives are part of. To perform this fhactioa, the orator generally must have extensive experience with operating the locomotive and various tear® over the specified terrain, This knowledge is needed to comply with perscrfbeable operating speeds drat may vary with the train location along the track. Moreover, the operator is also responsible for assuring in-^kain forces remain within acceptable limits.

However, even with knowledge to assure safe operation, the operator cannot. usually operate the locomotive so that the fas! consumption is miakoteed for each nip, For example, other factors that must be considered may include emission output, operator’s enviroummtal conditions like noisefeibrstion» a weighted combmation of feel consumption and emissions output, etc. This is difficult to do since, as an example, the sfes and loading of trains vary, locomotives and 'their feei/emlssfeas characteristics are differmt, md weather and traffic condhions vary. Operators could more effectively operate a train if they were provided wdih a mm® to determine the best way to drive the train on a given day to meet a required schedule (arrival time) while usihg the least fes! possible, despite smaees of variability.

BRIEF DBSCRIPIIOK

Embodiments of fee invention disclose a system for operating a Min having one. or more l<x»iBOti¥e oossists with each locomotive consist comprising ones or more locomotive. &amp; an exemplary enfeodiment, the system emprises a locator element to determine a location of the train, A track cliamotei'katiors. element to provide information about &amp; track is also provided. The system also has a pmcessor operable to receive Motm&amp;lion from the locator element, and the track characterising; element Art algorithm is also provided which k embodied within the processor having access to the information to create a trip plan that optimim psilcnmaafi© of the iocomotive consist, in accordance with One or more operational criteria for the wain.

An exemplary mbodlmeat of the present invention also discloses a method for operating a ttain having one or more locomotive consists with e&amp;dh locomotive consist comprising one or more locomotives. The method comprise determining a location of tire train on a trade. The method also deteriinnes a drmaeristic of the track, The method farther creates a trip plan based On the location of the. train, the chMcterisdc of the track, and tire operating condition of the locomotive consist in accordance with at least one operational cdteria for fee tram.

An exemplary embodiment of the present invention also discloses a eomputex software code for operating a Wain having a comparer processor and one or mere lostoMOiive consists wife each locomotive consist comprising one or mom locomotives, The computer sofware code comprises a sohware modole fm meating a trip plan based on fee location of fee train, fee characteristic of fee track, and fee operating condition of fee lecomfeive consist in acandmce wife m least one

An exemplary embodiment of the present invention furthm discloses a method for operating a tram having one or more locomotiVe^ctmrisfe wife each locomotive consist, comprising one or more locomotives where a trip plan has been devised for dm train. The method comprises determining a power setting for fee locomotive consist based on fee trip plan. The method also operates fee loeearotlve consist at fee power setting. Actual speed of the train, actual power settiug of riie locomotive consist, and/or a location of the train is collected. Actual speed of the train, actual .power setting of the locomoti ve consist, and/or a loeaticto of the train is compared to the power setting.

Another exemplary embodiment of die present iaveatism fhriher discloses a method for operating a train having one or more locomotive consists with e&amp;eh locomotive consist comprising one or more locomotives where &amp; trip plan hag hern devised for the train based on assumed operating parameters for the train and/or dm locomotive consist. The method comprises estimating train operating parameters and/or loeontotive operating paranjas. The method further comprises comparing the estimated Min. operating parameters and/or toe lorotaotive consist operating parameters to the assumed train operating parameters and/or the locomotive consist operating parameter's.

Another exemplary embodiment of fee present invention fittthei- discloses a method for operating a train having one ox mom locomotive consists with each locomotive consist comprising one or more locomotives where a trip plan has been devised for toe train based mi a desired parameter. The method comprises detemrinlng operational parameters of the tram and/or the locomotive consist, detemnmng a desired parameter based on determined operational parameters, and comparing the dstonined parameter to fee operational parameters. If a differed exists from ctsnpsrmg fee determined parameter to fee operational parameters, toe method fartte comprises adjusting toe trip plan.

An exemplary embodimmt of toe present mveniion: fnrtoer discloses a method for opiating a rail system having one or mere locomotive consists wife each locomotive consist contpnsmg one or more locomotives. The method comprises determining a location of toe train on a teach and detormining a characteristic of fee track The method further comprises generating a driving pins for at least one of toe locomotives based on toe locations of die rail system, toe characteristic of fee track, and/or the operating condition of fee locomotive consist, hi order to mlaimize fuel caxmanptton by toe rail system.

Another exemplary embodiment of the present invention further discloses a method for operating a rail system having one or more locomotive consists with each locomotive consist comprising one or more locomotives. Towards this end the method comprises determining a location of the train on a track, and determining a characteristic of the track. The method further comprises providing propulsion control for the locomotive consist in order to minimize fuel consumption by the rail system.

In one aspect there is a method for operating a train having one or more locomotive consists with each locomotive consist including one or more locomotives, the method including: receiving route data and train data, wherein the route data includes data relating to one or more characteristics of a track on which the train is to travel along a route and data relating to at least one speed limit along the route, and wherein the train data relates to one or more characteristics of the train; creating on-board the train a trip plan at any time during travel of the train along the route, wherein the trip plan is created at a first point along the route based on the received data and covers at least a segment of the route extending to a second point further along the route than the first point, the trip plan designating operational settings of the train as a function of at least one of distance or time along the route; automatically controlling the train according to the trip plan as the train travels along the route segment, said trip plan being configured for increasing efficiency of the train by at least one of reducing fuel use of the train and reducing emissions produced by the train along the segment of the route; measuring actual efficiency of the train during travel of the train according to the trip plan; and updating the trip plan during travel of the train based on the actual efficiency that is measured, the train being automatically controlled according to the updated trip plan.

DRAWINGS A more particular description of examples of the invention briefly described; above will be rendered by reference to specific embodiments thereof that are illustrated in the appended drawings. Understanding that these drawings depict only typical embodiments of the invention and are not therefore to he considered to be limiting of its Scope, the invention Will be described and explained with addi tional specificity and detail, throngh, the use of the accompanying drawings in Which: FIG, 1 depicts an. exemplary' illustration of a flow chart of an exemplary embodiment of the present inv ention; FIG. 2 depicts a simplified model of the train thatmay be employed; FIG. 3 depicts an exemplary embodiment of elements of an exemplary*' embodiment of the present invention; FIG. 4 depicts an exemplary embodiment of a ihel-use/travei time curve; FIG. I depicts an exemplary embodiment of segmentation decomposition for trip planning; FIG. <5 depicts an exemplary' embodiment of a segmentation example; FIG. 7 depicts an exemplary flow chart of an exemplary embodiment of the present invention; FIG. 8 depicts an exemplary iilushation of adynamic display for pse; by the operator; FIG. 9 depicts another exemplary illustration of a dynamic display for use by die operator; and FIG. 10 depicts another exemplary illustration of a dynamic display For use by the: operator.

DETAILED DESCRIPTION .Reference will how he made in detail to the embodiments consistent with the invention, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numerals used throughout the drawings refer to the same or like parts.

Exemplary embodiments of the present invention seek to address problems in the art by providing a system, method* and computer implemented method for detenmnmg and implementing a driving strategy of a train having a locomotive consist determining an approach to monitor and control a train’s operations to improve certain objective operating criteria parameter requirements while satisfying schedule and speed constraints. Throughout this disclose the term "present mvention" or "invention" is used. Even through the .term "exemplary embodiments)'' does not immediately proceed the above cited term, the intent of "present invention" or ’Invention” *s read to mean "exemplary embodiments) of the present mvention." The present invention..is also operable when the locomotive consist is in distributed power operations. Persons skilled in tile art will recognize that an apparatus, such as a data processing system including a CPDi. memory, I/O, program storage, a connecting bus, and other appropriate components, could be programmed or otherwise designed to facilitate tire practice of the method of the invention, Such a system would include appropriate program means: for executing: the method of the invention.

Also, an article of manufacture, such as a pre-recorded disk or other similar computeF program product, for use with a data processing system,: could, include a storage medium and program means recorded thereon, for directing the data processing system to facilitate the practice Of the method of the invention. Such apparatus and articles of manufacture also fall within the spirit and scope of the invention.

Broadly speaking, the· tecMoal effect is detemarfeig aad iispiemeathig a disvfeg strategy of a train having s locomotive consist determimog m approach to monitor and control a tram’s operations to Improve certain elective iterating criteria parameter retirements while sati^^ sdis<Me aad speedeonsttfests. To facilitate an uadetstoding of the present invention, it is described hemmafter wife refeaacs to specific implementations thereof. The invention is described in the general context of enmputei-sxecntable instructions, such as program modules, being executed by a computer,. Generally, program modules iaelede rontiaes, programs, objects, components, data structures, etc, that perform particuiartaste or impteramtparlicukr abstract data types. For example, the softwam pmgrams that oaderlie dm mvestioa can be coded ,fe different languages, for use with dirfsreat platforms. In fee description feat Mows, examples of fee Mention m described in fee coatext of a web portal that employs a web browser, It will be appreciated, however, list the principles that underlie the invention can .be ImplemeMed with ether types of computer software technologies as well.

Moreover, those sldlled in fee art will apiumate feat fee mv&amp;ifem umy he practiced wife other computer system configurations, including band-held devices, multiprocessor systems, micmproeeSsorfeased or progrmmoable consumer electronics, minicomputers, mafeo'ame computers, and fee Mm The invention may also be prsetiesd in distributed computing mvirorunsats wtee tasks ate performed by remote processing devices feat are linked ferough a commuaications network. fe a distributed eomputteg snvironmerd, program modules may be looted in both local and smote computer storage media including memory storage devices. These local ami remote computing environments may be contained enfeeiy wifefe fee locomotive, or adjacent locomotives in consist, or offboard in wayside or central offices where wlrdess commumcatlon 1s used. throughout this document fee term im&amp;motive «msist is used. As used ftetefe, a iocemetive consist may be desadbed as having one of mors loeomolxves in succession, connected together so as to provide mol@aci£^ :’«aoKl/^%c£fedbESg capability. The locomotives are coaneeted together where no train cars are in between fee lo&amp;m&amp;fcm. The teals can have mom than one consist in its compositive

Specifically, iters can be a lead consist, and more than one remote consists, suds as midway in fee line of cars and another remote consist at fee end of the train. Each locomotive consist may have a first locomotive and trail loeoniotivefs), Though a consist is usually viewed as snceessive locomotives, those skilled in the art will readily recognize that &amp; consist groan of locomotives may also be recognised as a consist even when at least aesr separates the locomotives, such as when the consist is configured for distribnfed. power operation, wherein throttle and baking commands are relayed from the lead locomotive to die remote trails by a radio link or physical cable. Towards this ted, the term locomotive consist should be not be eonsidered a inaiimg factor when, discussing multiple locomoti ves within fee same train,

Refemng now to fee drawings, embodmieftts of the present invention will be described. The iuveatic© can be implemented in numteoes ways, deluding as a system (Including a computer processing system), a matted {including a computerized method), an. apparatus, a compter, readable medium, a computer program product, a graphical user interface, including a web portal, or a data siructos tangibly feed in. a computer readable memory. Several embodiments of fee Invention are discussed below, FIG. 1 depicts art exemplary ilmstration of a flow chart of the present invention- As illustrated, instructiom are input specific to planning a trip either on board or fern a remote ieeabon, such as s dispatch center 10. Such but Is not limited to, train position, consist description (such ss locomotive models), locomotive power deseriptkm, performance of locomotive wactian transndssion, consmiprion of a'^ite fuel as a function of output power, cooling eharacteiisdcs, fee intended trip route (effective trade grade and curvature as function of milepost or an “effective grade” component to reflect cur/ature following staiKlard railroad practices), the train represented by car makeup and loading together wife effective drag coefficients, trip desked parameters induding, but not limited to, start tings and location, end location, desired travel time, crew (user and/or operator) identification, crew shift expiration time, and route.

This data may be prodded to ibe locomotive 42 m a aismbet of ways, such as* but not limited to, an operator mmsally entering this data into the locomotive 42 via as onboard, display, inserting a memory device suds as a hard card and/or USB drive containing the data into a receptacle aboard the locomotive, and transmitting the information via wireless communication fen-a cenit^ or wapids location 41, such as a track signaling device and/or a wayside device, to the locomotive 42, Locomotive 42 and train 31 bad characteristics (e,gn drag ) may also change over fee route (e.g„ with altitude, ambient temperature and condition: of the rails and railcars), and foe plan may be updated to reflect such changes as needed by any of foe methods discussed above and/or by real-time autonomous collection of locomotive/trais ramdltions, This includes for example, charges in locomotive or train characteristics detected by monitoring equipment on or off board the locomotive^) 42,

The track signal system determines foe allowable speed of foe train. There are many types of track signal -systems and foe operating rules associated with each of foe signals, For example, some signals have a single light (on/off), some signals have a Single lens with multiple cote, and some signals have multiple lights and colors. These signals can indicate, foe track is clear and the train may proceed at max allowable speed. They can also indicate a reduced speed or stop is requited, This reduced speed may need to be achieved kmnedkiely, or at a certain location (eg, prior to foe next signal or crossing).

The signal states is commuoicated to the ask aad/or operator through various means, Seme systems have circuits in the track end inductive pick-up coils on foe locomotives, Other systems have wireless commmrieations systems. Signal systems can also require foe operator to visually inspect foe signal and take foe appropriate actions,

The signaling system may interface wifo foe aa-board signal system and adjust foe locomotive speed according to foe inputs and fee iipproptuite o^raiiag ndes. For sigtfol systems font reepfoe foe operator to visually inspect the signal states, the operator screes will present foe appropriate signal options for fee operator to enter ksed on the train’s |»eatiGa The type of signal systems· sad cqumfing rules, as a inaction of location, may be stored in m onboard database #,

Based on fee specification data Inj^ into fee present mvehtian, raj optimal plan which nunimrgss 'feel use and/or emissions produced subject to speed limit sonstmmts along fee spate wife desired start, and end Braes is computed to produce a trip profile 12. Tne profllg contains fee optima! speed and power (notch) settings the train la to follow, expressed as a fenetioa of distance and/or time» and such train operating limits, incfedmg but sot limited to. fee maximum notch power and brake settings^, sad speed limits as a function of location* and fee expected feel used, and emissions generated. In as exemplary embodiment, tbs value for fee notch. setting is selected to obtain throttle change decisions about once every ID to 30 seconds. Those skilled it fee art will readily recogniae feat fee throttle Change decisions may occur at. a longer or shorter durations if needed and/or desired to fellow an optimal speed profile. In a broader sense* It should be evident to ones skilled in fee art fee profiles provides power settings forth© train, either a.t fee train level, consist level aufeer individual tram level. Tower comprises braking power, motoring power, skafihrake power %. another preferred embodiment, instead of operating at the traditional discrete notch power settings, fee present Invention is able to select a eonfisnoas power setfejg determined as optimal for fee profile selected. Thus, for example,if m optimal pmffle specifies a notch setting of SJ, instead of at notefe setting 7, fee locomotive 42 afe opiate at 6J> Allowing such intermediate power settings may bring additional e-fecleacy benefits as described below.

The procedure used to compute the optimal profile can be any number of methods for computing a power sequence feat drives fee train 31 to mxm&amp;m fuel and/or emissions subject to locomotive operating and schedule comstramts, as swamarfeed below. In some eases fee requited Optimal profile may be close enengh to one previously defermiaed, oudng fe the simltoity of the train «mfigwatfen, route Sod euvlmnmenia! conditions. &amp; these cask it may be sufficient to look, up fee driving trajectory within a database 63 and attempt to follow it When no previously computed plan Is smiable, methods to compute &amp; new one mdude, but arc not limited to, direct calculation of fee optima! profile using dl^erentlal equation models which approximate the train physics of motion, The setup involves selection of a quantitative objective mixtion, commonly a wetted sum (integral) of mode! variables tSiat correspond to rate of fuel consumption and emissions generatioa plus a term to penalise excessive throttle variation.

An optimal control fannuktion Is set tip to minimise Hie quantitative objective function subject to constptints including but not limited to, speed limits and minimum and maximum power (throttle) settings. Depending on plasmiag objectives at any time* die problem may be setup flexibly to minimige fuel subject to comtraints on «iofcs&amp;m? and speed limits, or to nunfrnige emissions, subject to constraints onfuel use and arrival time, It is also possible to setup, for example, a goal to minimis the total travel time· without constraints oh total emissions or fuel use where such relaxation of constraints would be permitted or requiredfar fee mission.

Mathematically, die problem to be solved may fee stated more precisely. The Msic physics are expressed by:

Where, x is die position of the train, v its velocity and t is time (in miles, naifes per hour and minutes or boars as appropriate) and u is the notch (ihrottle) command input. Furtlier, D denotes die distance to be traveled, Tr&amp;fe desired amvai time at distance :D along the track, the tractive effort producdi by fee locomotive consist, (¾ is the ^avitational drag which depends on. the train length, train makeup and terrain on which the train is located, R is the net speed dependent drag of fee locomotive consist and train combination, The initial and final speeds can also be specified, but without loss of generality are taken to be stero hare (train stopped at beghming and end). Finally, the model is readily modified to Include other important dynamics such fee lag between a change in throttle, u, and the resulting tractive effort or braking, Using this model, an optimal ηαπΐωΐ formulation is set up to snsirake the quantitative objective fuasttoa subjeest to constraints including butndt limited to, speed liimts and rnrnimum gad imxkmm pams (tbrntile) settings. Depending on planning objectives at my time, the problem may be setup flexibly ip miuhniae fuel subject to eoptmmts on emissions and speed limits, or to minimise emissions, subject to constraints on fuel us© and arrival time.

It is also possible to setup, for example, a pal to luinimlze the total travel time without eonstmints oa total eaussions dr'feel use where sued rslasation of scms&amp;siotS Would be permitted or required for the mission, All tee performance measures mm be expressed as a iter combination of any of fee following:

- Miniums total fuel consumption

- Minimise Travel Tim©

~ Minimise notch jodceying (piecewise constant nrput)

- Mimmive notch jockeying (corninuous input) 4. Replace the fuelterm F in (1) with a term cormspoadiug fe emissions production. A commonly used sad representative objective function &amp; thus

lire coefficients ©f fbe linesr ctenaate will depend on the importance (weight) given for each of dte pps. Hots that 1« equate (QP), n{t) is tbs ©patelng miabfe which is the putranous notch position.. If discrete notch is rs^timd* ©,g, for older locomotives, the solutSen to equation (OF) would he discretmed, which may result in less tel saving* Finding a mitann.tm time solution <ou and ns set to aero) is used to find a lower bound·on* the preferred embodiment is to solve the equation (OP) for various values of T? with % set to zero. For those familiar with solutions to such optimal problems, it may be necessary to adjoin constraints, e»g, the speed limits along the path:

Or when using minimum time as the djjecrive, that aakid poiM c^nsiiaint must h©M, s,g, total fuel consumed must be less than what is in the tank, e.g. via:

Where Wf is fite inei remaining in ffie tank at T*. those skilled in she art mil readily recognize feat aviation (OP) can he in other forms as well and that what is presented above Is an exemplary equation for use In the present mvmlion.

Inference to emissions in the context of ^ {acesent mveikda is actually directed towards cumuMve emissions produced to the fetm of oxides of sEtogea (HGx), unburned hydrocarbons, and particulates. By desip, every locomotive must % eoihpliant to BPA standards for brste-speeific emissions, and in» when emisslps are optimised in the present invention this would be mission total emissions on which there is no specification today. At all times, options would he oonipliant with federal EPA mandates, If a key objective during a^^s&amp;ioofe'td-jeda^erafesiop» the optimal control fommlstion, expaikto (OF), would be amended to consider this trip objective. A key flexibility k the optimization setup is tout any or all of the trip objectives can vary by geographic region or mission, For example, for shigh priority train, smnimusi time may be the only objective on one route because it is high priority traffic, la aao&amp;er example emission output could vary from state to state along the planned train tout©.

To solve the resulting optimization problem, la an exemplary ©pktolntent the presem invention transcribes a dynamic optimal control problem in the time domain to an equivalent static mathematical programming problem with N decision variables, where the number fef depends on the fiequency at which fercille and braking adjustments ate made and the duration of the trip, For typical problems* this N can he in the thousands. For example in an exemplary embodiment, suppose a train is traveling a 172-ntiie stretch of track in fee southwest linked States. Utilizing the present invention, an exemplary Ίβ% saving m feel used may be realized when comparing a trip determined and followed using the present invention versus an actual driver thnjtde/speed history where tits trip was dsterrhinsd by an operator, The Improved savings 'is realized because the optimization iea&amp;ed by using fee present invention produces a driving strategy with both less drag loss and little or no braking lens compared to the trip plan of the operator.

To snake fee optimization described above computationally tractable, a simplified model of fee train may be employed, such as illustrated is FIG. 2 and the equations discussed above. A key refmement to the optimal profile is produced by driving &amp; more detailed model wife the optimal power sequence generated, to test if other thermal, electrical and medranicai conStramts are violated, leading to a modified profile with speed versus distance feat is closest to &amp; run feat can be achieved without Mniitig locomotive or train eqnipmenh he, satisfying additional haplied constraints such thermal and electrical limits on fee locomotiveandMencarforees la the train.

Referring back to HG. 1, once the trip h starred 12, power commands are- generated 14 to pat fee plan in motion, Depending on fee operational set-up of fee presem invention, one command is fox* fee locomotive to follow fee optimized power conimaad 16 so as to achieve fee optimal speed, Tlie present invention obtains actual speed and power information from fee locomotive consist of tbs train 18, Owing to the inevitable approximations In the models used for fee Optirmzatiofe a olosed-lwp calculation of corrections to optimized power a$:olmiixieti''|n.i^k t!m desired optimal speed. Such corrections of train operating limits can be mads automatically or by the operator, who always has ultimate control of the tram

In some ernes, fee model used in the optimization may differ sigmfte^ily front fee actual train. This can occur for many reasons, including but not limited to, extra cargo pickups or setouts, locomotives feat fail in route, and errors in fee initial database 0 or data entry by the operator. For these reasons a monitoring system is in place that uses reahtinie train data to estimate locomotive and/or train patemteftrs in real time 20, The estimated parameters are then compared to the assumed parameters used when she trip was initially crested 22. Based cm any diffemnees in the assumed arid estimated, value*, the trip may be re-planned 24, should large enough savings accrue fern a new plan.

Other reasons a trip may be re-planned include directives from a remote location, such as dispatch and/or the operator requesting a change in objectives to he consistent with more global htovemssnt planning Objectives. More global movement planning objectives may include, but are not limited to, other tram schedules, allowing exhaust to dissipate from a tunnel, maintenance operations, etc. Another reason may be due to an onboard failure of a component Strategies for re-planning may fee grouped into incremental sad major adjustments depending on toe severity of the tosmptba, as discussed: is more detail below. Is general, a “new’4 plan must fee derived from a solution to the optimisation. problem equation (OP) described above, hut frequently fester approximate solutions can be found, as described hereto

In operation, tos locomotive 42 will costomonsly monitor system efficiency and continuously update the trip plan based on toe actual efficiency measured, whenever such an update would Improve trip performance. Re-plsnning computations maybe carried out entirely within toe !ocomotive(s) or fully or partially moved to a mmoto location, such as dispatch or wayside processing facilities where wireless technology is used to communicate toe plans to toe locomotive 42. 1¾ present iaveattien may also generate efficiency trends that dan he used to develop locomotive fleet data regarding efficiency transfer functions. The fleet-wide data may fee used when determining die initial trip plat, and may be used for network-wide optirofeatioa tradeoff when considering locations of a gkrallty of trains. For exmnple, the travel-time 1M use tradeoff cmve as iMnsirated in FIG, 4-neileets a capability of a train on a psr&amp;uiar route at. a current tone, updated from ensemble averages collected far many similar trains on &amp;c same mute. Thus, a <mtml dfepsteh facility cnllecting: curves like FIG. 4 from many locomotives could use dial Mormffion to bettor coordinate overall train movements to achieve a system-wide advantage in fuel use or throughput

Many events in daily operations can lead to a used to generate or modify a enn&amp;atly executing plan, where it desired to keep the same trip objectives, for when a train Is not oe schedule for planned meet or pass with another train and it needs to make up time. Using the actual speed, power sad location of the locomotive, a comparison Is made between a planned arrival time and the cnrmoily estimated (predicted) arrival time 25. Based on a difference in the times, as well as the dS&amp;rence in parameters {detected or changed by dispatd» or the chafer)* the plan is sdjttsicd %&amp; Bus asfnstmeni may he made aufetmdicaiiy following amlkoad company’s desire %hew &amp;ueh departures from plan should be bandied: or manually propose alternatives for the on-board qpeator and dispatcher to jointly decide dto lest way to get bask m plan. Wlrenevera piss is updated but where the original objectives, such as but not Imated to arriv'd time remain the same, fddMoaal change may be factored in conamentlyy e.g. new hdite speed limit changes, which cmdd aifed; the feasibility of ever recovering fee original plan, la such instances if the original trip plan cannot be maintained, or in other words fee train is unable to meet the original trip plan objectives, as discussed herein other trip plsafe) may fee presented to fee operator and/or remote facility, Or dispatch. A re-plan may also be made when ft is desired todrange the original objectives. Such the operate or dispatcher, or sumnomossly when predefined limits, such a train opiating limits, are exceeded. 1½ example, if fee current plan exechrioa Is naming late by Paste than a specified dneshold, such as feisty minutes, the preseat invention can replan fee trip to accommodate the delay at expense of inskeased feel m described above or to alert fee operator and dispatcher how much of the rime can be made ep at all (ie. what nrinlmum rime to go nr feadiafeel feat can be saved within a rime consixaint). Other Mggere fer re-plan can also be ©wssioned based on fuel consuuiad ca- the health of fee; power consist, including but not limited time of arrival, loss of horsepower due to eqfeptnent failure m&amp;m temporary tnahunciioa (such as operating too hot or too cold), and/or detecdoa of gross settop eiTors, soeh la fee assumed train load. That is, if fee change refleets impairment in tbe loGoffiotive performance for die cuiraittrip^ these may befae&amp;Mxtf ini® fee models and/or equation used laths optimization.

Changes in plan objectives can also arise- from.a need to coordinate events where the piaa for one train compromises the ability of another team to meet objectives and arbitration at a different level, e.g. the dispatch office is required For example, the combination of meets and passes may be further optimized through train-to^mm commmxieattoss. Thas, as an example, if a train knows that it Is behind in reaching a location for a meet and/οχ pass, eoJomumcations from the other train can notify the late train (and/or dispatch). The operator can then smter informationperiaining to being kte into fee present invention wherein the present iavestion will recalculate the train’s trip plan. The present Invention, can also be used at a high level, or rxmwfe-levd, to allow a dispatch to determine which train should slow down or speed up Should a scheduled meet sad/or pass time emstramt may not be met As discussed herein, this is accomplished by trams transmitting data to the dispatch to prioritize how each train should change its planning objective. A choice could depend either from schedule or fuel saviag benefits, depending on the sitasfion.

For any of tbs manually .or automatically feitiatad replans, the present, invention may present more than one hip fka. to fee operator. In an exemplary embodiment the present mvendon will present fefferent profiles to the operator, allowing theoperator to select the arrival time and understand the conesponding fuel and/or emission impact. Such Motmatioh can also be provided to the dispatch for similar consideration, either as a simple list of alternatives or as a plurality of tmieoff curves such as illustrated in FIG. 4.

The pmsfiht ioventioo has the ability of learning and adapting to key changes In te train and power consist which can be incorporated either rathe current plan and/or for future plans. For example, O&amp;e of fee triggers discussed shove is loss of horsepower. When building up horsepower over time, either after a loss of horsepower or when begiaumg a trip, hanshion logic is utilized to determine when desired horsepower is ac&amp;ieved. Ilk iitformatiOh can he saved hi fee iosompdve database 61 for use in

Of dminiog cither future trips or tfae emmt trip should loss of iusnepower eeeer again, M3* 3 deplete m exemplary embodiment of elements of fee jueseni mveatiim, A locator element 30 to determine a location of fee train 31 is jjfc>vide&amp; Tho locator element 30 can be a GPS sensor* or &amp; system of sensors, imt determine a locate of tbs train 31, Examples of such other systems may include, but are hot limited to, wayside devises, such as radio frequency automatic -equipment identification (KF AEI) Tags, dispatch, and/or video detenoination. Another system may include the tachometer/s) aboard a locomotive and distance caladatldM from a reference fond. As discussed previously, &amp; wireless communication system 4? may also be provided to allow for counnuniosflons between trains and/or wife a mtnote location, such as dispatch, Monnatson about travel locations may aiso be tsdmsfenied ftma ofeer trains, A track dtaracferisation element 33 to provide information about a trade, principally grads and elevation and curvature teommtion, is also provided. Tbs track characterisation element 33 may include m on-board fete integrity database 3fe Sensors 38 are used to measure a tractive effort 40 being hauled by fee locomotive Consist 42, ferottfe setting of fee locomotive consist 4¾ locomotive copas* 42 configmatioa feformatioB, speed of fee locomotive consist 42, ladividual idcoi^^ve configuration indiviaual locomotive caj^biiity, etc* In an exemplary emhodhneiii fee locomotive insist 42 configuration information may be loaded wifeout fee ims of a sensor 38, but is laput by other appmachee as discussed above. Furfeermere, fee health of fee lotsomotives In fee consist may also he eorteidemL For expnple, if one locomotive la fee consist is unable to operate above power notch level 5, this Momiation te used when optimising fee trip plan.

Information from fee locator element may also be used to deiemdue an appropriate arrival time of fee train 31 < Par example, if there is a train 31 moving along a tmek 34 towards a destination sad no train is following behind it, and fee train has no fixed arrival deadline to adhere to, fee locator element, tmfeldfng bin not hmited to radio frequency automatic equipment idesdfie&amp;tion (Rf AEI) Tags, dispatch, and/or video dcfer&amp;teiion, may be met! to gage fee exact kc&amp;fidn of fee train 31, Furthermore, inputs from these signaling systems may be used to adjust the trail speed. Using the est-bbard track database* discussed below, and the locator element, such as Gj?S, the pres eat invention can adjust die operator Interface to rerteetfee signaling system state at the given locomotive ioeadoa. &amp; a situation where signal states would indicate restrictive speeds ahead, fee planner may elect to slow the train to conserve fuel consumption.

Information from the locator element 30 may also be used to change planning objectives as a fnncdon Of distance to destination, For example* owing tp inevitable imcertainties about congestion along die route, “faster·” tin® objectives on the early pad of a rente may he employed as hedge against delays feat statistically occur later. If it happens m a particular trip that delays do not occur, the objectives oh a latter prt of the journey can be modified to exploit the buSt-in slack rime that was banked earlier, and thereby recover some fuel efficiency. A similar strategy could be invoked with respect to emissions restricrive objectives, eg, approadting morbm area.

As an example Of -the hedging strategy, if a trip is placed- torn New York to Chicago, the system may have an option to operate the team slower at either the beginning of the trip or at the middle of the hip or at the end ©f fee trip. The present invention would oprianze (he trip plan to allow for slower operafion at the md of the 'trip since unknown constraints, such as bur not limited to weather conditions, hack maintenance* stfe, may develop and become known during the trip. As mother consideration, if traditionally congested areas me known* tire plan k devrfeped wife an option to have morn flexibility around these traferiofialiy congested regions. Therefore, fee present mVenrion to&amp;y also consider wei#flng/penaity as a &amp;ncrion of time/distance into the future and/or based on knowa/past experience, Those skilled in fee art will readily recognise feat such pltmning and te-plamdng to ts^ into consideration weather conditions, track conditions, other teams on the track, etc,, may be taking into moderation at any time during fee trip wherein the trip plan is adjust accordingly, FIG, 3 Anther discloses other elements that may be pm of fee present invention. A processor 44 is provided feat is operable to receive kCbspmtion item fee locator element 30, track characterizing element 33, and sensors 38. As algorithm 46 operates within toe propess®* 44. The algorithm 46 is used to ccanpuie an optimized trip plan based on parameters involving die locomotive 42, train 31, track 34, and objectives Oi ft» mission as dcseribedTibove. Ια an exemplary emirndimeni, the trip plan is established based on models for train behavior as toeteain 31 moves along the track 34 as a solution of non-lifters: differential equations derived teomphysics with simplifymg assumptions that are provided in the algorithm. The algorithm 46 has access to the information from the locator dement 30, ifaekchamoterimg element 33 and/or sensors 38 to create a trip plan minimizing fuel consnmption of a locomotive consist 42, minimizing femissiohr of a. locomotive <mnsist 42, establisMhg a desired trip time, and/or ensuring proper crew operating time aboard tire locomotive consist 42. In an exemplary embodiment, a driver, rmconteoiler element, 51 is also provided. As discussed herein the contrafler dement 51 is '&amp;» -ttsia as it follows the trip plan. In an exemplary embodiment discussed further herein, the controller element 51 makes train operating decisions autonomously. In another exemplary embedment the operator may be involved with directing the team to follow* the trip plan, A requirement of die present. invention is the abElty to initially ©real» and quickly modify .on the fly any plan that is being executed. This includes creating the trsitisl plan when a long distance is Involved, owing to the complexity of the plan optimization algorithm, When a total length of a trip profile exceeds a given distance, an algorithm 46 may be used to segment ft© mission wherein the mission may be divided by waypoints, 'Though only a single, algorithm 46 is discussed, those skilled in the aft will readily recognize that more than otto algorithm may be used where the algorithms may be connected together. The waypoint may include natural locations where the train 31 stops, such as, hut apt limited to, sidings where a meet wife opposing traffic, or pass with a train behind toe current train is scheduled to occur on Single-track mih or at yard sidings or industry where cars ate to be picked up and set 0»t, and locations of plashed woric, At such waypoints, the train 31 stay he required to be at toe location at a scheduled lima and be stopped or moving with speed in a range. The time duration .ftom arrival to departure at fipis&amp; is called dwell ike. &amp; m exemplary mbodixsent, the grsseMimtoiaais able to teak down a longer trip to smaller segments in a special Systematic way· Each segment can be somewhat afeitrary in length, hot is fepiealiy picked at &amp; natural location such as a stop or sigiiEcmit speed rmtnatiom or at key mileposts feat define jire.c&amp;fe§ with other wnm< Given a partition, m Segment, selected in this way, a driving profile Is touted for each segment of trade as a fttoion of travel time taken as m independent variable, sack as shown m Figure 4, The fed usefefenvel-time tradeoff associated With each segment can be computed prior to the train 3 i reaching feat sapient of tmek. A total hip plan can be created front the driving prefrles meated M eas&amp; segment The invtoon distribatea travel time amongst sit fee segments of fee trip io m optimal way so that the fetal trip dare required is satisfied and total fuel consumed over all fee segments is as small as possible, An exemplary 3 segment trip is disclosed in MS, A and discussed below. Those aldllM in the ait will refepto however, through segments are discussed, the t# plan may mmprise a single scpientrepreserdiug the complete tap. PS3, 4 depicts an exemplary reahodimeat of a imFusefeavel time ante. As msntfened previously, such -a curve 50 is created when calculating an optimal trip profile for various travel times for each segment That is, for a given travel time 4¾ fed used 53 is fee result of a detailed driving proSe computed m desefibed above. One® travel times for each segment are allocated, a powedspeed plan is determined for each segment from the previously confuted sdfelons, if themare any wsyppfef constrafets oa speed between fee segments, such as, but Hot limited to, a change in a speed limit, they are matched up during creation cf the optimal trip profile. If speed restrictions change in only a Slagle segment, fee fuel usefeavel-tsna move 50 has to he re-computed for only fee segmmt changed, This reduces time for having to recalculate more peris, or segments, of the trip, Ir the locomotive consist or train changes significantly along fen- route, mg. from loss ©f a locomotive or piclfep of set-out of cam, then dnvfrig pofiles for all subsequent segments must be recomputed creating new instances ox fee curve- 50. These new curves 50 would then 'be used alofig with new schedule objectives to plan the remaining trip.

Once a trip plan Is stoated as discussed above, a trajectory of speed and power versus distance is used to reach a destination with minimum fad and/or emissions at die inquired trip time. There are several wap to which to execute the trip plan. As provided below la mom detolh to one exemplary embodiment, a coaching mode the present tovoitioa displays information to the operator for the operator to follow to achieve the required power and speed detenmned according to the optimal trip plan. In this mode, the operating information is suggested operating conditions feat the operator should use, In another exemplary embodiaMt, aecefertion and utobto&amp;imhg a constant speed are performed by the present invention;, However, when toe Min 31 must be stowed, the operator is responsible for applying abraktog system 52, In another exemplary embodiment, toe present iaVaaiiOB- commands power and braking as required to follow the desired speed-distance path-

Feedback control strategies are used to provide, corrections to the power control sequence in the profile to correct for such events as, but not limited to, train toad variations caused by ductnaiiag head winds and/or tall winds. Another such error may be caused by as eixor to tmin paraiaetm, such as, bet not limited toi dam mass and/or drag, when conjured to assumptions to toe optontoed trip plan, A third type of error may occur with iafonnatiou contained in fee track database 36. Another possible error may involve un-modelsd pertoBurtoce differences due to toe locomotive engiae, traction motor thermal deration and/or other factors, Feedback control strategies oompam the actual speed as a ftmctidn of position to toe speed to toe desired optimal profh&amp; Based on tois difftoence, a conecdoa to toe optimal power profile is added to drive the actual velocity toward the optimal profile, To assrn-e stable mgtoatktoS: a compensation togoritom may be provided which filters toe-feedback speeds Into power corrections to assure closed-performance stability k assured. Compensation may include standard dynamic compensation as used by those skilled to the tof of control system design to meet performance Objectives,

Thss preset invention allows fee simplest mi Sfterefbre fastest mesas m accommodate changes in trip objectives, which is the rule* mfeer titan the exotica in railroad operations. Is an exemplary embodiment to trip from point A m point B where there are stops along fee way, sad for updating the trip fee the rmatiuder of the trip ease die trip has begun, a sob-ofttel 4eeemi»sitioft method ts usable for finding m optima trip profile, Usmg modeiisg methods the computation -method cats Sand the trip plan with »|Ks$Se&amp;1rsvet$^ and final speeds, so as to satisfy ail the speed limits and locomotive capability constraints when there are stops. Though the following discussion is directed towards optimising file! use, It can also he applied to optimise other factors* such ss, but not limited to* emissions, schedule, cmt cxmtibrt, sad load Impact The OtedtOd may he used at the outset to develeplng a trip plan, sM more Importantly to adapting to changes In objectives after inMatmg a trip.

As discussed herein, the present invention may employ a setup as illustrated in the exemplary flow chart. depicted m FIG, 5*. and as an exemplary 3 segment example depicted in detail in PIGS, 6, As illustrated, the trip may he broken into two or more segments, ?1, T2, and f 3, Though as discussed herein, k is possible toeonsider the dip as a single segment. As discussed herein, the segment m equal segments, Insteed the segments use natural or mission specific boundaries; Optimal trip pte are pre-ccanputed for each segment If fuel use versus trip time is the Mp object to be met, fuel versos hip time curves are bmlt for each segtneni. As discussed herds, fee curves may he based on other &amp;mm. wherein fee factors are objectives to he met -wife, a trip plan, When nip tone 1$ fee parameter being dmertmned, tfe> time far each segment Is emptied while satislpng dm overall trip time constraints. PIG. 6 dlustoafes speed limits for an exemplary 3 segwfeni 2(30 ante trip 97, Further illustrated ate grade changes over the 200 mile trip 98. A combined chart 99 ii.iastrat.ing curves for each segment of fee trip of fuel used ova the travel time is also shown.

Using the optimal control setup daseribM pmvlemsly, the present eompsfetiOn method can find fee trip plan wife specified travel time and Initial and final speeds, so as to satisfy all the speed limits aad locoraotive capability coasteamts when feete are steps.

Though the following detailed discussion is directed towards optimizing fuel use, it can also he applied to optimize other factors as diseased herein- such as, but not limited to, emissions. A Icey flexibility is to accommodate desired dwell time at stops and to consider constraints on earliest -arrival dad departure at &amp; location as may be required, for example, in single-track operations where the time to be m or get by a siding is critical.

Hie present invention finds a fuel-ορίΐίΜΪ trip from distance Bg to Bty<, traveled in time T, withM«l Intermediate stops at times at these stops cmrstrained by

where „ t^p (1¾.), sud &amp;t( are the arrival, departure, and rmaimum stop time at the i!h stop, tespecdvely. Assttmmg that hml-optimality implies mmimiring stop time, therefore which eliminates the second inequality above.

Suppose for each the fuel-optimal trip from I\i to 1¾ for travel time t, * is known. hefi^Ci) he thftfi^aee «oa»s|!tasdir% ttrfldshif. If the travel time from Ε>μ to Bj is denoted % then the arrival time at 1¼ is given by

where A% Is defined to be zero. The fuel-optima! trip from Bg to T% for travel time T Isthen obtahred by finding % .,M, wMdimmnah®

subject to

Once a Mp is underway»' i&amp;e issue is iSe-dtibajninin®. the frefroptimal solution for the ‘ remainder of a Slip (originally from Do to.Dm m time T) as the trip is traveled, but where disturbances preclude following she fuel-optimal solution. Let the current distant® and speed be x and v, respectively, where Bt_, <x < Bs, Also, let the eurrdat time since the beginning of the trip be W Then the fasi-optlmal solution for she remainder of the trip from x to Pm, which retains the original arrival time at 13¾ is

l*V obtained by finding Tx. >T#, j »l f % »1, which minimize

subject in

Here, F,ij,x, v) m fee fuel-used of the optimal trip from x to 1):, traveled in time t, with, initial speed at x of v.

As discussed -above, an exemplary way to enable more efficient re~piauB.mg is to construct fee optimal soluiinn for a stop-te-stop trip from pariliiaoed segments, For the trip from Du to D?, with travel time T*» choose a set of hifermediate points &amp;$,] “ I,.,.,JV*,-L Let Ρ» ~ and &amp;m< ~&amp;r Then express the fuel-use for the optimal trip from Dm to D, as

where /^vl>H,yg.) is 1¾¾ fuel-use for the- optimal trip ftom to Dg, 'traveled in time t, with Initial and final speeds of vy„j and v^,. Fmihenaore, i§ is the time in the optimal trip eonssponding to distance D$. By dsfmitioa, tm> Since the ttalo Is stopped at D&amp; and D>% , vi0 «= % » 0,

The above expression enables the function F$) to be alternatively determiued by first determining die ftmctlons j^Nit then finding %I and v^,l Sj< Nit'which mmimiae

subject to

By choosing Dg (e,g,. at speed restrictions or meeting points), (#*, j) ™ vsliR (i, y) can be minimised, iftus minimising the domain over which %{) needs to bo known.

Based os the prtitiosing above, a simpler ssboptimal replanning approach than that described above is to restrict ro-pknuing to times when the train is at distance points D?si£i&amp;M,lNf. At point £)¾ the aew optimal trip from.1¾ to Dm can be determined by finding tA,j <k’&amp;Mi,yikij<k<N(, and fxl„ J<m£ Μ, 1 sS n < Nm s vm, i < m < M fl&amp;n < Nm, which minimise

subj ect to

where

A further simplification is obtained by waiting on the re-computatson. of Tmi< m &amp; M, until distance point 1¼ is reached. M this way, at points 0¾ between and I>,s lie minimization above needs only fee performed over %, j < k < N, , ysk tj < k < Ns, T; is increased as needed to accommodate any longer actual travel time from&amp;M to Dy than planned, This Increase is later compensated* If possible, by the re-computation of Γ8„Ι<»δΜ, at distance point Dj.

With respect to the cfossd-loep coisSguration disclosed above, the total k^nt energy required to move a train 31 from point A to point B consists of the sum of four components, specifically difference in kinetic energy between points A and B; difference in potential energy between points A and B; energy loss due ® friction and: other drag losses; and energy dissipated by the application of brakes* Assuming the start mid man speeds to be equal {e,g., stationary), the first, component is zero,

Frtohemmre, toe second component is independent of driving strategy. Thus, it suffices to minimise the sum of the last two components.

Following a constant speed profile nimimiass drag loss, Following a constant speed profile also mimatoos total energy input when braking is not needed to maintain constant speed. However, if braking is. replied to maintain constant speed, applying braking j ust to maintain constant speed will most likely increase total required energy because of ft® need to replenish the energy dissipated by the brakes. A possibility exists that some braking may actually reduce total energy usage if the additional brake loss is more than offset by the resultant decrease in drag loss caused by braking, by reducing speed variation

After completing a re-plan from the collection of events described above, the new optimal notch /speed plan can be followed using the closed loop control described herein. However, In. some situations there may not fee enough time to carry out the segment decomposed planning described above, and particularly when there are critical speed resiricfioas that must be respected, an aitomarive is ne^ed. The present invention accomplishes flits with an algorithm refared to as “smart cruise control”. The smart cruise control -algorithm Is an efficient my to generate, on the fly, m energy-effident thence fed-efficient) sub-ogrimsl prmeriptida for driving toe tram 31 over a known terrain. This algorithm assumes knowledge of toe poslrion of toe train 31 along the trade 34 at all times, as well as knowledge of the grade and anvaten of fife track vertus position. The method relies on a pomfe-mass model for the motion Of the train 31, wltose parameters may be adaptively dsfimated from dnline measurements of train motion as described earlier.

The smart emise control algorithm has tee principal components, specifically a modified speed limit profile that serves as an energy-efficient guide around speed limit reductions; m ideal tbrotde or dynamic brake setting profile that attempts to balance between mimmixing speed variation and braking; and a mechanism for combining toe latter two components to produce a notch compgiito employing a speed feedbag loop tn compens&amp;te for mkmatches of modeled parameters whwr compared to reality parameters, Smart cruise control can accommodate strategies in toe present invention that do no active braking (Le< the driver is signaled mid assumed to provide fee requisite braking)· or a variant that does active braking.

With respect to the cruise control algorifiim that does not control dynamic braking, die ftree exemplary Components are a modified speed limit polite that serves ss sn snergy-eflident guide around speed limit reductions, a notification signal directed to notify the operator when busking should be applied art ideal throttle profile that attempts to balance between mreimiziog speed variations and notifying the operator to apply braking, a mechanism employing a feedback loop to compensate for mismatches of mods! parameters to reality parameters.

Also included in the present invention is an, approach to identify My parameter values of the train 31, For example, with respect to estimating train mass, a Ealman filter and a recursive least-squares approach may be utilised to detect errors tout m&amp;y develop over time. HQ, 7 depicts an exemplary flow chart of the .peseta mveation. As discussed previously, a remote facility, such as a dispatch 60 can provide reformation to the present mvemion, As illustrated, such information is provided to an executive control element 62. Also supplied to the executive control element 62 is locomotive modeling mformatidn database 63, Mormadmi ho® a track database 36 such as, but not limited to, track grade informatloa sad speed limit reformation, estreated team parameters such as, but not limited to, train weight and dreg coefficients, and fed Me rabies icon a has! rate estimator 64. The executive control element 62 supplies Morruadcar to the planner 12, which is disolssed in mere detail In FIG, 1. Once a trip plan has been calculated, the plan is supplied to a driving advisor, driver or comtolter element 51. The trip plan re also supplied to the executive control element 62 so that it can compare toe trip when other new data is provided.

As discureed above, the driviag advisor 51 can automatically set a notch power, either a pre-established notch setting or m opdmure continuous notch power. In addition to supplying a speed command to the locomotive 3L a display 68 is provided so tliat toe operator can view what the planner has recommended, The operator also has access to a control pastd 69. Through the control panel 69 fee operator can decide whether to apply the notch power recommended. Towards this end, the operator may limit a targeted or recommended power. That is, St. any time the operator always has final asfeorlfy aver what power setting the locomotive, consist will operate at this ioclados deciding whether to apply braking if the trip plan iecoomieads slowing the train 3.1. For example, if operating in dark territory, or where infennatias tot wayside equipment cannot electronically transmit mfomiaiion to a team and instead the operator views visual Signals ftom fee wayside equipment, the operator iopats commands based on Information eostamed in ba<&amp; database and visual signals front the wayside equipment Based on how the tram 31 is fenetieaiag, information regarding feel measurement is supplied to the feel rate estimator 64. Since direct measurement of fee! Sows Is not typically available in a locomotive consist, all reformation on feel consumed so fat' within a trip and prejeeiiom into the fefcrre following optima! plans is Carded out using calibrated physics models such as those used in. developing the optimal plans, For example, suds predictions may include but are sol limited to, the use of measured gross horse-power and knowa feel ehataoteristics to derive fee cumulative feel used.

The trains 31 also has a locator devit^ 30 such as a GPSsensor, as discussed above. Monnation is supplied to tbs train parameters esdmator 65, Sadi htformaiimr may include, but is net limited to, GPS sensor data, Uactiveferakkig effort data, braking status data, speed and any changes in speed data. With informatiea regarding grade and speed limit information, train weight and drag coefficients mfemmion is supplied to the esscuthre control dement 62,

The preserfe invention xmy · sShm -for fee use of cce&amp;rupusly variable power throughout the optimisation plarmmg add closed loop control implfenimtatiom In a. conventional locomotive, power is typically quantized to eight discrete levels. Modem locomotives can realize eontmuoas variation in horsepower which may be meorporated into the previonaly desembed opdmfeailoa methods. With, continuous power, the locomotive 42 can further optimise opm-ating CoadMons, e.g„ by nnnmdmg auxiliary loads and |mw®r bsasmission losses , and fins tuning engine horsepower regions of ophmnm effreresey, or to points bf increased emissions margins, Example include, but are sot limited to, nrmimfcfeg coolingsystem losses, adjusting: alternator voltages, adjusting engine speeds, and reducing number of powered axles. Fur&amp;er, the locomotive 42 may use fee on-board trade database 36 •and Me fomcasted performance requimMents to mkbmlze auMiiary loads and power transmissloB losses to provide optimum efficiency for the target fuel consomptiooifetaissioBs. Examples iaeiude, bat are not limited to, reducing a auiBber of powered axles on flat terrain and pre-cooling the locomotive engine prior to catering a tunitel.

The present invention, may also use the on-board track database 36 and the tcceesm.ed pedPormance to adjust the locmsotive performance* such as to insure that the imp has suSMent speed as it approaches a Ml! aad/or tunnel For example, this cobid be exposed as a speed, eunstrahit at a pattUatlar Incatkm that becomes part of &amp;e optimal plan gyration created solving hie equation (OF). Additionally t die present invention may incorporate irsm-haudliug mbs, such as, bus trot limited to, tractive effort tamp miss, maximum braking effort ramp tie.. These may incorporated directly iuto thefonnulatkm for optimum trip profile or tetematively mco^m^sd iate the closed bop regulator used to control power application to achieve the target speed.

In a preferred embodiment the present invention is only installed on a lead locomotive of the train consist, ivea though tire present invention is aot depteteant on data or iniemciloas wish other locomotives, k may he integrated with a consist manager, as disclosed, in US . Fatten Ho. S*d5i,9S? and Patent AppLieathm Mo, id/429,596 ( owned by the Assignee and both, nmerporgted by mfereitee), fimodowlity and/or a consist opdmiser functionality to Improve dftteenc^. Tnmrateion whh multiple trains Is not precluded as illustrated by die example of dtepstefa arMtratmg two ‘Independently optimized” trains describedkerein.

Trains with Mstribnted power systems can be operated in different. modes, One mode Is w^ere all locomotive in tbs tram operate at the same notch command. So if the lead locomotive is commanding momring - NS, all units in the train wall be· commanded to |pterate motemg - MS' power. Another mode of operation is ‘Independent” control In this mode, locomotives or sets of locomotives distributed throughout the train can bo operated at different motoring or braking powers. For «cample, as a train crests a mouatalatop, the lead locomotives (on the down slops of mountain:} may be placed m braking, wbhe the locomotives in the middle or at the end of the train (on the up slope of mountain) may be in motoring. Thin Is done to mirlmize tensile forces on the mechanical couplers that connect the railcars and locomotives, Traditionally, operating the dsstiibuted power system in "mdependenf mode required the operator to manually command each remote locomotive or set of locomotives via a display in fixe lead locomotive. Using the physics based planning model, train set-up information, on-board track database, on-board operating rules, location detemrinatlon system, real-time closed loop power/brilke control, and sensor feedback, the- system shall automatically operate the distributed power System in "independent” mode,

When operating in distributed power, die operator in a lead locomotive cart control operating Sanctions of remote locomotives in the remote consists via a control system, such as a distributed power control element. Thus when operating in distributed power, the operator can command each locomotive consist to operate at a differ®! notch power level (or one consist could be in matting and other could Be in braking) wherein each individual locomotive m the loeomotive consist operates at &amp; same notch power. In. an exemplary embodiment, with the present Invention installed on the train, preferably in communication with the distributed power control element, when a notrtr power level tor a remote locomotive consist is desired as recommended by the optimked trip plan, the present Invention will eommmiieate this power setting to die remote locomotive consists for implementation. As discussed below, the same is true reading hearing.

The pressttmvemioa may be used with consists in which the locomotive?, are not contiguous, e.g„ with 1 or more locomotives up front, others in the middle and at the rear for train. Such cotfigurations are called dls&amp;ibuted power wherein the standard connection between the locomotives is replaced by radio link or auxiliary cable to link the locomotives externally. When operating in distributed power, the operator In a lead locomotive can control operating fenctlons of remote locomotives in the consist via a control system, such as a distributed power control dement In particular* when operating in distributed power, fee operator can command each locomotive consist to operate at a different notch power level {or one consist could he fe motoring and ©feer eouM he m braking) wherein each mdlvtduifeisfee locomotive consist operates at the game notch power.

In an exemplary embodiment, with fee present invention installed on tile train, preferably in eommmne&amp;fe® with tie distributed power control element, when a notch power level, for a remote locomotive consist is desired as recommended by the optimised trip plan, fee present invention will coamimisats this power setting to the remote locomotive emsists fear miplemenferioa. As discussed below, fee same is hue regarding braking, Wires operating wife distributed power, fee optimization problem previously described can be enhanced to allow additional degrees of freedom, in feat each of fee remote units esn be independently controiM from fee leal unit. The value of this is that addidonal objectives or constraints relating to m-iraiti forces may be kcorporated into the performance funetiom assuming fee model to reflect the m-train forces is also included. Thus fee present invention may include fee fee Of multiple fersitie controls to better· manage in-train forces as well as feel consumption and emissions.

In a train utilizing &amp; consist manager, fee lead locomotive in a locomotive consist may operate at a feffeni notch power setting fean other locomotives in feat Consist The other locomotives in fee consist operate at fee ssme notch power setting» The preheat feveniioft may be utilized in conjunction wife fee consist manager to command notch power settings tor fee locomotives in fee consist. Thus based on the present inversion, since fee consist manager divides a locomotive consist into two groups, lead locomotive and trail units, fee lead locomotive will he commanded to operate at a certain notfe power and fee trail locomotives are annmanded to operate at another certain notch power. In an exemplary embodiment the distributed power control dement may be fee system and/or apparatus where this opemtios. is housed, likewise, when a consist optimizer is used wife a locomotive consist, fee present invention can be used in chtyunction wife fee consist optimizer to deternaae notch power for each locomotive in the locomotive consist. For example, suppose that a trip plan reconmends a notM power setting of 4 for the locomotive consist. Based on the location of the train, fee consist optimizer will take this MommSon and then determine die notch power setting for- each locomotive in the consist M this implementation, the efficiency of setting notch power settings over intra-train eesmiimieation channels is improved, Fuithemiore, as discussed above, impleroefeation of this configuration may he performed ufeiziag the distributed consol system.

Furthermore, as discussed previously, the present Invention may be used for continuous corrections and re-planning with respect to when the train consist uses braking based on upcoming Items Of interest, such as Mt not limited to piltOad crossings, grade changes, approaching sidings, approaching depot yards, and approaching fuel stations where each locomotive in the consist may require a different braking option. For ©Mmple, if the train is coming over &amp; Mi* the lead locomotive may have to cuter a braking condition whereas fee remote locomotives, having not reached the peak of the hill may have to remain in a motoring state. FS3S, 8, 9 sad 10 depict exmspiary illustrations of dynamic displays for use fey the operator. As provided, FIG. 8, a trip profile is provided ?2. Within the profile a fetation 73 of the locomotlve is provided, Such irfm-mation M train fegfe 105 and the number of cars 106 in the train is provided, Blesnenis am also provided regarding track grade 107, curve and wayside elements 108., including bridge location 109, and train speed 110, The display 68 allows the operator to view such information and also see where the train is along- the route. Monuaiioa permiaiisg to distance and/or estimate time of arrival to such locations as crossings 112, signals 114, speed changes lid, landmarks 118, and destinations 120 is provided, An arrival time management tool 125 is also provided to allow the user to determine the fuel savings that is being tsfferf. during fee trip, The operator has the ability to vary arrival times 127 and Witness how this affects the feel savings. As discussed herein, those sMlfed in the art will resogrise that fuel saving is an exemplary example of Only efee Objective feat cm be reviewed with a managmnent tool. Towards tMs end, depending cm the parameter , being viewed, other prametem, discussed herein east be viewed and evaluated wife a management tool feat is visible in the operator. Hie operator is also provided information about bow Mg fee etew has been operating fee train. In exemplary embodiments time and distance mfoimatioo may either be illustrated as fee dine and/or distance .'until &amp; pardcular event and/or location or it may gtovide a total, lapsed time.

As illustrated in FIG, 9 an exemplary display provides hrfonnation about consist data 130,. M events and situation graphic .132, as arrival time managers®! tool 134, and action keys 136. Similar information as discussed above is provided in this display as well. This display 68 also provides action keys 138 to allow fee operator to re-plan as well as to disengage 140 fee present invaatiou. FIG. 10 depicts another· exm^ary Mbodiment of fee display. Data typical of a modem locomotive including air-brake status 7%, analog speedometer wife digital Met 74, and irdormation about tractive effort ia pounds force (or fraction amps for DG locornotives) is visible. An indicator 74 is provided to show fee cooem optimal speed in fee plan being executed as well m m aocafeometer gr^feie to ssapplmBinrt the readout in mph/minute, Important new data for optimal plats execution is in fee center of the screen, including a rofling strip graphic 76 wife optimal speed and notch setting versus distance compared to fee cmrmt history of feess variables. . In this exemplary embodiment, locatko of fee 'iteda is derived using fee locator dement As Illustrated, fee locdion is provided by identifying how far fee train is away feom its final destination, an absolute position, an initial dastfesiion, an intermediate point, and/or an operator input.

The strip chart provides a loife-ahead to changes la speed required to follow fee optimal plan, which is useful in manual control and monitors plan versus actual during automatic eonttoi, As diseased herein, such as when in Are coaching mode, tbs operator dm either follow fee notch or speed suggested by fee present invention. The vertical bar gives a graphic of desired and actual notch, wfekh are also displayed digitally below fee strip chart. When conthiuous notch power Is uiiliaed,. as discussed above, the display will simply Mad to dfeest fesemte cqmvalent, fee display may be m analog dismay so that an analog sgut valent or a praueatage or actoal horse power/tractive effort is displayed. . Critical 'U^,iia&amp;iS..^.!!i^Saywl 0» the screen, and shows the current grade die train is encountering 8S, either by the lead locomotive, a location elsewhere along the train or an average over the train length. A distance traveled so far m the plan 90, cmaalatiys fuel used 92, where orthe distance away the next stop is plannee 94, current and projected arrival time 96 expected time to be at next stop are also disclosed, life display 68 also shows the maximum possible time to destination possible with the competed plans available, If a lata: snivel was required, &amp; re-plan would he carried out. Ibelts plan data shows status for fuel and schedule ahead Or hefamd the oinrcnt optimal plan. Negative numbers mean less fuel ot early compared so plan,, positive numbers mean more fuel or late compared to plan, and typltrally trade-otf in opposite directions (slowing down to save fuel rashes the train late and conversely),

At all times these displays 6B gives the opemior a snapshot of where he stands with respect to the currently instituted driving plan. This display is for illustrative purpose only as there are many other ways of disphryhs^conveying this iobjonatian to the operator and/or dispatch, Towaris this end, the Mbrrnatioa feelosed aisovs could he intermixed so provide a display different than the ones disclosed,

Other features that may he included in fee pesem invraaion include, bat are not limited to, allowing for the gaosmting of data logs andrsports. This infonnation may be stored on the train and downloaded to m off-board system at some pint in time. The downloads may occur via manual and/or wireless transmission. This information may also be viewable by tire operator via the locomotive display, Tim data may include, such infonnation as, but not limited to. Operator inputs, time system Is operational, fuel saved, faci imbalance across locomotives in the train, tram journey off course, system diagnostic issues such as if OPS sensor is ffi&amp;ifimchonmg.

Since trip plans nmst also tabs into - consideration hlfowsbie.-nrew «jjperatiQri f|ase» the present Invention may take scab iafoitnatbn Into consideration m a trip is planned.

For example*·if the maximum time a crew may operate is sight hours» ton the trip shall be fashioned ίο Include stepping location for s new crew to fake ibs place of the present crew. Such specified stepping locations may include^ but are .not limited to Mi yards, toctipss IbcMrars, etc, If, as the trip progresses, to Mp tinie may be exceeded, the present invmtioa may be ovsmfideix by dsiermmed by the operator, IMmsteiy, regardless of the opsitong conditions of the ton, such as but sot limited to high load, low speed, bain stretch conditions, etc,, the operator remains in control to command a speed atsifor operating condition of to train.

Using the present inventor, to train may opeMe in a jdamifty of operations, In one operational concept, the present invention, stay provide commands for commanding propulsion, dynamic braking. The operator then handles all other train functions. In another operational concept, the present inventibn -may- provide coitoands for commanding propulsionMy, The operator then handles dynamic- braking and all other train functions, la yet another operational concept, the presto invention may provide commands for commanding propulsion, dynamic braking and application of the aitoske. The operates then handles all ether train fimaions.

Hie present invention may also be used By notify the operator of upcoming items of interest of actios to be taken. Specifically, the forecasting logic of the present mveatioh, the omtiauous corrections and te-pSaaamg to the optimised trip plan, the track database, tire operator can be notified of upconung crossings, signals, grade changes, brake actions, sidings» tail yards, fool stations, etc, This: notification may occur audibly atopr toough the operator interface.

Specifically using the physics based planning model, tom set-up Mormafioa, to board mark datitee, oa-hoard operating toes, location d^annnatie®. system, -foal* time closed bop powetoake control, and sensor feedback, the system shall present and/or notify the operate»· of required actions. The. notification can be visual atom audible. Examples include notifying of crossings tot require to operator activate the locomotive ham and/or bell, notifying of “silent” crossing that do not reqaire the operatea· activate fce locomotive horn or bell. la another exemplary embcfehaenh using the physics based planning model discussed above, train set-up Mbraiatsoa, on-board track database, oa-board opetaimg tales, location determination system* real-time closed power/brake control, and sensor feedback* die present iswentkm maypreseM the operator information (e*g. a gauge on display) feat allows fee operator to see whenthe train will arrive at yarions lections as illustrated in FIG. 9. The system shall allow the operator to adjust the trip plan (target arrival time), Tins Monsatian (actual estimated arrival tune or Mormatsos needed to 'derive off-board) can also be communicated to fee dispatch center to alow fee dispatcher or dispatch system to adjust fee target arrival times. Tins allows tbs system to quickly adjust and c^timize for the appropriate tm'get functioo. (for example trading off speed and feel usage)*

Based on the infosmadon provided above, exemplary embodiments of fee Invention may be used to determine a location of fee train 31 on a track, step 18. A determination of fee trade characteristic may also be acemnpll^fe srtch as by using the team parameter estimator 65. A trip plan may fee created based on the location of the tram, fee characteristic of fee teach, and an operating condition of at least one locomotive of fee train. Furthermore, an optimal power requirement may be communicated to train wherein fee train operator tnay be directed to a locomotive, locomottvs consist and/or train in accordance with fee optimal power, such as ferongfe fee wireless eoamiunicatlon system 47. In another example instead of diracting fee tram operator, fee train 31, locomotive consist IS, and/br fecomoth® may be automatically operated based m the optimal power setting.

Additionally a method may also involve determining a power setting, empower commands 14, for fee locomotive consist 18 based on fee dip plan. The locomotive consist 18 is then Operated at fee power setting. Gperatingparameters of fee train and/or locomotive consist may he collected, such as but not limited, to actual speed of fee train, actual power setting of the locomotive consist, god a location of the tram. At least one of these parameters cun be compared to the power setting fee locomotive consist is commanded to operated at M another embodiment, a method may involve determining operational parameters 62 of the train and''or locomotive consist. A desired operational parameter is determined based on determined operational parameters. The determined parameter is compared to the operational parameter. If a difference is detected, the trip plan is adjusted, step 24.

Another embodiment may entail a method where a location: Of the train31 on. the track 34 is determined. A characteristic of the track 34 is also determined. A trip plan,: or drive plan* is developed, or generated in order to minimize fuel consumption. The trip plan may be generated based on the location of the train, the characteristic of the track, and/or the Operating condition of the locomotive consist 18 and/or train 31, In a similar method, once a location of the train is determined on the track and a characteristic: of the track is known, propulsion control and/or notch commands are provided to minimize fuel consumption.

Throughout this specification and the claims which follow, unless the context requires otherwise, the ντ&amp;ίά '"comprise”, and variations such as ''comprises" Or "comprising", will he understood to imply the inclusion of a stated integer or step or group of integers ox-steps but not the exclusion of any other integer or st^ or group of integers or steps.

The reference in this specification to any prior publieMion for iniormatlon derived ifont it):, or to any matter which is known, is not, and should not he taken as., an aelmowledgeroent or admission or any form of suggestion that that prior publication (or ioioimation derived, from it) or known, matter forms part of the common genera! knowledge in the field of endeavour to which this specification relates,

Claims (20)

1. The claims defining the present invention are as follows:

   1. A method for operating a train having one or more locomotive consists with each locomotive consist including one or more locomotives, the method including: receiving route data and train data, wherein the route data includes data relating to one or more characteristics of a track on which the train is to travel along a route and data relating to at least one speed limit along the route, and wherein the train data relates to one or more characteristics of the train; creating on-board the train a trip plan at any time during travel of the train along the route, wherein the trip plan is created at a first point along the route based on the received data and covers at least a segment of the route extending to a second point further along the route than the first point, the trip plan designating operational settings of the train as a function of at least one of distance or time along the route; automatically controlling the train according to the trip plan as the train travels along the route segment, said trip plan being configured for increasing efficiency of the train by at least one of reducing fuel use of the train and reducing emissions produced by the train along the segment of the route; measuring actual efficiency of the train during travel of the train according to the trip plan; and updating the trip plan during travel of the train based on the actual efficiency that is measured, the train being automatically controlled according to the updated trip plan.
2. 2. The method of claim 1 further including revising the trip plan based on at least one of new route data and train data received as the train travels along the route.
3. 3. The method of claim 1 or 2 further including manually limiting a speed of the train.
4. 4. The method of claim 1 further including creating separate trip plans for each of a plurality of segments of the route, wherein at least one of the multiple segments is determined by a natural location along the trip, a siding where a meet and pass may occur, a yard siding, or a waypoint.
5. 5. The method of claim 2 wherein the trip plan is further created based on current operational information of the train, and wherein the trip plan is revised into a revised trip plan based on new or updated current operational information of the train as the train travels along the route.
6. 6. The method of claim 4 further including combining trip plan optimization of the separate trip plans created for the plurality of route segments.
7. 7. The method of claim 5 wherein creating the trip plan and revising the trip plan further includes factoring in environmental conditions into the revised trip plan.
8. 8. The method of any one of claims 1 to 7 further including implementing train handling rules to control a power setting of the one or more locomotive consists to achieve a target speed.
9. 9. The method of any one of claims 1 to 8 further including determining a power setting for each locomotive in the one or more locomotive consists to optimize the train speed based on the trip plan and a location of the train.
10. 10. The method of claim 1 further comprising determining several trip plans that include the trip plan for the at least a segment of the route and presenting the several trip plans to a user to allow the user to select a trip plan to execute.
11. 11. The method of any one of claims 1 to 9 wherein a user may decide when to control at least one of a propulsion system and braking system of the train.
12. 12. The method of any one of claims 1 to 11 wherein the trip plan includes a slack time period based on at least one of a confidence and probability of occurrence of an unplanned delay in the trip plan.
13. 13. The method according to any one of claims 1 to 12 further including updating the trip plan based on a predetermined plan parameter, wherein the plan parameter is at least one of a track condition, a request by dispatch, a change in conditions of the one or more locomotives, track speed limits, and operator input.
14. 14. The method according to any one of claims 1 to 13, wherein creating the trip plan includes arrival time management.
15. 15. The method according to any one of claims 1 to 14, further including communicating information related to at least one of the trip plan and an updated trip plan to an operator.
16. 16. The method according to any one of claims 1 to 15, further including logging and reporting performance of the train versus the trip plan.
17. 17. The method according to any one of claims 1 to 16, further including using the trip plan to coach an operator of the train.
18. 18. The method according to any one of claims 1 to 17, further including: communicating an optimal power requirement; and operating the train or a locomotive or locomotive consist in the train in accordance with the optimal power.
19. 19. The method according to claim 18, further including: directing an operator to operate at least one of the train, the locomotive consist and one or more locomotives in the train in accordance with the optimal power requirement.
20. 20. The method according to any one of claims 1 to 19, further including: communicating an optimal throttle setting; and automatically operating at least one of the train or a locomotive or locomotive consist in the train in accordance with the optimal throttle setting.