BRPI0706027A2 - travel optimization system and method for a train - Google Patents

Abstract

System and method of travel optimization for a train. A control system to operate a diesel traction system featuring at least one diesel powered power generation unit, the system including a mission optimizer, which determines at least one setting to be used by a power generation unit diesel powered, a converter that receives at least one information that must be used by the diesel powered power generation unit and converts the information into an acceptable signal, a sensor to collect at least one operational data, from the traction system diesel, which is communicated to the mission optimizer and a communication system that employs a closed control loop between the mission optimizer, the converter and the sensor.

Description

System and method of travel optimization for a train.

CROSS REFERENCE TO RELATED PATENT APPLICATIONS

This application is based on U.S. Provisional Patent Application Serial No. 60 / 894,006, and is a "partial continuation" of US Patent Application No. 11 / 385,354, filed March 20, 2006.

FIELD OF INVENTION

The field of the invention relates to the optimization of road operations, and more particularly to the monitoring and control of rail operations in order to improve efficiency while meeting schedule constraints.

BACKGROUND OF THE INVENTION

Traction systems powered by diesel engines such as, but not limited to, off-road vehicles, marine diesel propulsion installations, diesel-powered stationary systems and rail vehicle systems, or trains, are normally driven through a generating unit. of adiesel power. With respect to rail vehicle systems, the diesel power unit is part of at least one locomotive and the train still includes a plurality of rail cars, such as freight cars. Usually more than one locomotive is predicted and locomotives are considered as a locomotive consistency. Locomotives are complex systems with numerous subsystems, with each subsystem being interdependent with other subsystems.

An operator or driver is on board a locomotive to ensure the proper operation of the locomotive and its associated cargo in freight cars. Moreover, to ensure proper locomotive operations, the operator is also responsible for determining the operating speeds and internal forces of the train of which the locomotive is part. To perform this function, the operator must generally have extensive experience in the operation of the diesel engine and the various trains across the specified terrain. This knowledge is required to meet pre-set operating speeds, which may vary depending on the train's location along the line. In addition to this, the operator is also responsible for ensuring that the internal forces in the tremor remain within acceptable limits.

Figure 11 illustrates a block diagram according to the state of the art regarding how a vehicle is currently controlled. An operator 649 controls the rail vehicle 653 by manually moving a 651 master controller device to a specific setting. Although a master controller is illustrated, those skilled in the art will readily realize that systems other than master controller 651 may be used. Therefore, the master thermocontroller is not intended to be a limiting term. The 649 operator determines the adjustment or position of the 651 master controller based on a variety of factors including, but not limited to, the desired current speed, desired speed, emission requirements, tractive effort, horsepower or horsepower, the information received remote, etc.

However, even with the knowledge to ensure safe operation, the operator cannot normally operate the locomotive in such a way that fuel consumption is minimized on each trip. For example, other factors to consider may include emissions, operator operating conditions such as noise / vibration, a weighted combination of fuel consumption and emissions, etc. This is difficult to achieve as, as an example, train size and load vary, locomotives and their fuel / emission characteristics differ, and weather and traffic conditions vary. Operators could operate a train more efficiently if they had the means to determine how best to run the train on a given day while meeting schedule (arrival) requirements while using as little fuel as possible. , despite the sources of variation.

Similarly, owners and / or operators of off-road vehicles, marine diesel propulsion plants and / or diesel-powered stationary systems would appreciate the financial benefits achieved when these diesel-powered systems achieve optimal fuel consumption and emissions. optimized to improve total fuel consumption while minimizing emissions at all times within operating restrictions such as but not limited to travel time requirements.

BRIEF DESCRIPTION OF THE INVENTION

Embodiments of the invention describe a control system for operating a discrete power generation system having at least one diesel-powered power generation unit. The system includes a mission optimizer, which determines at least one setting for use by a diesel-powered power generation unit. It is also described a converter that receives at least one information that must be used by the diesel-powered power generation unit and converts the information into an acceptable signal. Also described is a sensor for collecting at least one operational data from the diesel traction system which is communicated to the mission optimizer. A communication system is also envisaged which employs a closed Ioop control between the mission optimizer, the converter and the sensor.

Another exemplary embodiment of the invention describes a method for controlling the operations of a diesel traction system by presenting at least one diesel-powered power generation unit. The method includes a step of determining at least one setting optimized for use by a diesel-powered power generation unit. Another step involves converting at least one optimized adjustment to a recognizable input signal for the diesel-powered power generation unit. Another further step is to determine at least one operating condition of the diesel drive system when at least one optimized adjustment is applied. Another step includes communicating, within the control loop, to an optimizer at least one operating condition such that at least one operating conduction is still used to optimize only one adjustment.

Another example embodiment describes a computer program code for operating a diesel drive system presenting a computer and at least one diesel-powered power generation unit. The computer program code includes a computer program module for determining at least one setting for use by a diesel-powered power generation unit. Also described is a computer program module for converting at least one optimized setting into a recognizable input signal for the diesel-powered power generation unit.

Also described is a computer program module for determining at least one operating condition of the diesel drive system when at least one optimized setting is applied. Further described is a computer program module for communicating within the closed control Ioop to an optimizer at least one operating condition such that at least one operating conduction is further used to optimize at least one setting.

DETAILED DESCRIPTION OF DRAWINGS

A more detailed description will now be given of the invention briefly described above, based on reference to the specific embodiments thereof, which are illustrated in the accompanying drawings. Understanding that these figures illustrate only typical embodiments of the invention and therefore should not be construed as limiting the scope, the invention will now be described and explained with further specificity and detail through the accompanying drawings, in which:

Figure 1 shows an example illustration of a flow diagram of the present invention;

Figure 2 shows a simplified model of the train which may be employed Figure 3 shows an exemplary embodiment of the elements of the present invention;

Figure 4 shows an exemplary embodiment of the curve between fuel use and travel time;

Figure 5 shows an example embodiment of the split decomposition for a traveling cloth;

Fig. 6 shows an example of an embodiment relating to an example segmentation;

Fig. 7 shows an example of a flow diagram of an embodiment of the present invention;

Figure 8 shows an example illustration of a dynamic display for use by the operator;

Figure 9 shows another example illustration of a dynamic display for use by the operator;

Figure 10 shows another example illustration of a dynamic display for use by the operator;

Figure 11 illustrates a state-of-the-art block diagram of how a rail vehicle is currently controlled;

Figure 12 shows an exemplary embodiment of a closed loop system for operating a rail vehicle;

Figure 13 shows the closed loop system integrated with a master control unit;

Figure 14 is an exemplary embodiment of a closed loop system for operating a rail vehicle integrated with another rail vehicle entry operating subsystem;

Fig. 15 shows an exemplary embodiment of the master controller as part of the closed loop control system; and

Figure 16 shows an example of a flow diagram of the steps for operating a railway vehicle through a closed Ioop process.

DETAILED DESCRIPTION OF THE INVENTION

Reference will now be made in detail to the embodiments consistent with the invention, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numbers used in the various figures refer to like parts.

Exemplary embodiments of the present invention will be described with respect to rail vehicles, specifically trains and locomotives that feature diesel engines, and exemplary embodiments of the invention are also applicable in other uses, such as, but not limited to, vehicles outside. vehicles, marine vessels and stationary units, each of which may employ a diesel engine. In this sense, when describing a specific mission, it includes a task or request to be fulfilled by the diesel powered engine system. Therefore, for applications in rail, naval or off road vehicles, this may refer to the movement of the system from a current location to a destination. In the case of stationary applications such as, but not limited to stationary power generation stations or power station networks, a specific mission may refer to a certain power (eg MW / h) or other parameters. or requirements to be met by the diesel driven system. Similarly, the operating conditions of the diesel fuel generating unit may include may comprise one or more of speed, load, fuel value, time, etc.

In one example of a naval vessel, a plurality of tugboats may be operating together with all being moving the same large boat, with each tug being connected in time to accomplish the mission of moving the large boat. In another exemplary embodiment, a single naval vessel may have a plurality of engines. The off-road vehicle (OHV) may comprise a fleet of vehicles which have the same mission of moving over land from location A to location B, each OHV being linked in time to accomplish the mission. With respect to a stationary type power generation plant, a plurality of plants may be collectively generating power for a specific location / purpose.

Embodiments of the present invention solve art problems by providing a system, method, and method implemented via a computer, such as a computer software code, to determine and implement a driving strategy. With respect to locomotives, the exemplary embodiments of the present invention may also be performed when the consistency of locomotives is performed in a distributed traction operation.

Those skilled in the art will appreciate that a device, such as a data processing system, including a CPU, memory, I / O input device, program store, connection bus, and other appropriate components, could be programmed, or in any way designed, to facilitate the practical implementation of the method of the invention. Such a system could include appropriate program means for performing methods of these embodiments.

In addition, a manufactured article, such as a pre-recorded disc or similar computer program product, for use in a data processing system, could include a means of storing programmed media on it to orient the system. data processing to enable the method of the invention to be carried out in practice. Such devices and manufactured articles are also included within the spirit and scope of the invention.

Generally speaking, the effect; The technical approach is to determine and implement a strategy for driving and / or operating an diesel fueled system to improve at least a certain certain objective operational parameter parameter requirement while satisfying scheduling or schedule constraints. For ease of understanding, this will be described hereinafter with reference to a specific implementation. The inventions are described within the general context of instructions executable by a computer, such as computer program modules, which are executed by a computer. Generally, computer program modules include routines, programs, objects, components, data structures, etc., which perform particular tasks or implement particular types of abstract data. For example, computer programs support the exemplary embodiments of the invention and may be encoded through various languages for use on different platforms. In the following description, examples of the invention may be described within the context of a web portal which employs a web browser. However, it will be appreciated that the principles of the invention that form the basis of exemplary embodiments of the invention may also be implemented by other types of computer programming technologies.

Further, those skilled in the art will appreciate that embodiments of the present invention may be realized in practice through other computer system configurations, including handheld or hand-held devices, microprocessor systems, microprocessor-based electronic devices. or user-programmable, minicomputers, mainframe-like computers, and the like. Exemplary embodiments of the invention may also be performed in practice in decentralized computing environments, in which tasks are performed by remote processing devices and which are connected via a communication network. In a decentralized computing environment, program modules can be located on both local and remote computer instruction storage media, including storage memories. These computing environments, both quantoremotor locations, may be fully contained within the locomotive, or in locomotives adjacent to, or not embedded in, the line margins or central offices, with which wireless or decabelling communication is used.

Throughout this document the thermoconsistence of locomotives will be employed. As used herein, a consistency of locomotives may be described as having one or more locomotives in succession, linked together in such a way as to provide motor or braking capacity. Locomotives are linked together when there are no wagons or rail cars between the locomotives. The train may have more of a locomotive consistency in its composition. Specifically, there may be one leading consistency and more than one remote consistency, such as in the middle of the wagon line and another remote consistency at the end of the train. Each consistency of locomotives may have a first locomotive and locomotive (s) behind it. As a locomotive consistency is usually viewed as a succession of locomotives, those skilled in the art will readily realize that a group of locomotive consistencies can also be recognized as a consistency even when a car or wagon separates locomotives, such as when locomotive consistency is configured. for a distributed traction operation in which the acceleration and braking controls are disseminated from the leading locomotive to remote trains via a derailleur or cable. In this sense, the term locomotive consistency should not be considered as a limiting factor when describing several locomotives within the same train.

The embodiments of the present invention will be described with reference to the drawings. Exemplary embodiments of the invention may be implemented in a number of ways, including a system (which includes a data processing system), a method (which includes a computerized method), a device, and a computer readable medium, a product in the form of a computer program, a graphical user interface, including a web portal, or a data structure tangibly fixed in computer readable memory. Various embodiments of the invention will be described below.

Figure 1 shows an exemplary illustration of a flow diagram of an exemplary embodiment of the present invention. As illustrated, instructions are specific entries or inserts for the planning of a trip on board as well as from a remote location such as a dispatch center. 10 Such information entered includes, but is not limited to the dotrem position, the description of consistency. (such as locomotive models), description of locomotive horsepower, performance of locomotive traction transmission, fuel consumption by engine as a function of transferred net power, train or locomotive emissions as a function of speed by tuning power and dynamic loads, the cooling characteristics, the intended route for travel (actual degree of inclination and curvature as a function of railway landmarks or a component of “effective inclination” to reflect curvature according to standard rail practices ), the train represented by the composition and the load with the effective drag coefficients, the desired parameters for the trip including, but not limited to, the time of commencement and location, the place of arrival, the desired travel time, the identification of the crew (user and / or operator), the end of the crew shift and the route.

This data may be provided for the locomotive 42 through a variety of ways, such as, but not limited to, an operator manually entering this data into the locomotive 42 via an on-screen display, the characteristics provided by the manufacturer or operator, the insertion of a a memory device such as a hard card and / or a USB drive containing the data in a receptacle or connector on board the locomotive, and by transmitting the information by wireless communication from a centralized location 41 or at the railroad's edge, such as a line signaling device and / or a marginal device for locomotive 42. The loading characteristics of locomotive 42 and train 31 (eg drag) can also be changed during route (eg ., with altitude, ambient temperature, track and wagon conditions), and the plan may be updated to reflect such changes as m among the methods described above and / or through autonomous and real time capture of train / locomotive conditions. This includes, for example, changes detected in the characteristics of the train or locomotive detected by monitoring equipment on or off the locomotive (s) 42.

The line signaling system determines the speed allowed for the train. There are several types of line signaling systems and operating rules associated with each of these signals. For example, some signals are composed of a single light (on / off), some signals are composed of a single multi-color light, and some signals have multiple lights and colors. Signals may indicate that the line is free and that the train may travel at the maximum speed allowed. These may also indicate that a slow speed or a stop is required. This reduced speed may need to be effected immediately, or at a certain location (eg before the next sign or intersection).

The signal status is communicated to the train and / or the operator by various means. Some systems have in-line circuits and inductive capture coils arranged on locomotives. Other systems include wireless communication systems and / or cable communication systems. Signaling systems may also require the operator or driver to visually inspect the signal and take appropriate action.

Signaling systems may interface as an onboard signaling system and adjust the speed of the locomotive in accordance with the entrances and appropriate operating rules. For signaling systems that want the operator to visually inspect the signal status, the operator screen will show the appropriate signal options for the operator to enter based on the train's location. The type of signaling system and rules of operation, as a function of location, may be stored in an onboard database 63.

Based on the specification of the input data in the exemplary embodiments of the present invention, an optimal plan is calculated to produce a travel profile 12 which minimizes fuel use and / or emissions produced, subject to speed limit restrictions when along the route and considering departure and arrival times. The profile contains the optimum speed and optimized power (working gear) settings of the following train, expressed as a function of distance and / or time, and operating limits include, but not limited to, maximum settings for the working gear is for braking, and speed limits as a function of location, and the fuel consumption and emissions that are expected. In one example embodiment, the setting value for working gear [notch] is selected so that acceleration change decisions are made every 10 to 30 seconds. Those skilled in the art will readily appreciate that acceleration change decisions can take place over longer or shorter periods, if necessary and / or desired, in order to follow an optimized velocity profile. Broadly understood, it should be apparent to a person skilled in the art that the profiles provide the power adjustments for the train, both at the train level and at the consistency and / or individual train level. Power comprises the drainage force, the driving force and the force of the air brakes. In another preferred embodiment, rather than traditionally operating with discrete adjustments to the work gears, the exemplary embodiment of the present invention is capable of selecting a continuous power adjustment, which is determined to be optimal for the selected profile.

Thus, for example, if an optimized profile specifies a working gear setting of 6.8, instead of operating with a working-gear setting of 7, the locomotive 42 can operate at 6.8. The ability to operate at intermediate power settings may have additional efficiency benefits as described below.

The procedure used to compute the optimum profile may be by any of the computation methods for a power sequence which guides the train 31 in order to minimize fuel consumption and / or emissions, provided that the restrictions for the locomotive and for the schedule or schedule as summarized below. In some cases, the required optimized profile may be very close to the one previously determined due to the similarity of train configuration, route and environmental conditions. In such cases, it may be sufficient to consult the route guide within database 63 and try to follow it. When there is no previously computed plan, the methods for calculating a new one include, but are not limited to, directly calculating the profile by optimizing models of differential equations which roughly reproduce the physical motion of the train. Adjustment involves and selection of a number of objective functions, usually a weighted (integral) sum of the model variables, which correspond to the fuel consumption and emission generation rate, plus a term to penalize excessive acceleration variation.

An optimized control formula is set to minimize the objective quantitative function that is subject to restrictions including, but not limited to, speed limits and minimum and maximum power (acceleration) adjustments. Depending on the plan's objectives, the problem can be flexibly adjusted at any time to minimize fuel consumption subject to emission restrictions and speed limits, or to minimize emissions subject to fuel restrictions and arrival time. It is also possible to adjust, for example, the objective of minimizing total travel time without restrictions on total emissions or fuel use, and such relaxation of restrictions could be permitted or necessary for the mission.

Throughout this document, examples of equations and objective functions are presented that are designed to minimize fuel economy. These equations and functions are for illustration purposes only, as other equations and objective functions may be employed to optimize fuel consumption or to optimize fuel consumption. other train / locomotive operating parameters.

The problem to be solved can be put more precisely mathematically. The basic physics of movement is expressed by:

<formula> formula see original document page 11 </formula>

where χ is the train position, ν is its speed and t is the time (in miles, miles per hour and minutes or hours as appropriate) and u is the input command for working (acceleration). In addition, D indicates the distance to be traveled, Tf the desired time of arrival at the distance D along the line, Te is the traction effort produced by the consistency of locomotives, Ga is the gravitational drag which depends on the train length, the train composition. train and the terrain on which the train is located, R is the net speed-dependent drag of delocomotive consistency and train composition. Initial and final velocities may also be specified, but without loss of generic character they are here considered to be zero (trembled at the beginning and end). Finally, the model is readily modified to include other important dynamics such as the delay between a change in acceleration, u, and the resulting tractive effort or braking. Using this model, an optimized control formula is achieved to minimize quantitative objective function subject to restrictions including, but not limited to, speed limits and minimum power (acceleration) adjustments. Depending on the objectives of the plan at any time, the problem can be flexibly adjusted to minimize fuel consumption subject to emission restrictions and speed limits, or to minimize emissions subject to fuel restrictions and arrival time. .

It is also possible to achieve, for example, the goal of minimizing total travel time without restrictions on the total amount of emissions or fuel usage, and such relaxation of restrictions could be permitted or necessary for the mission. All of these performance measures may be expressed as a linear combination of any of the following:

<formula> formula see original document page 12 </formula>

- Minimizes working gear (continuous input)

The replacement of the fuel term F in (1) is the term corresponding to the production of emissions. For example, for emissions

<formula> formula see original document page 12 </formula>

In this equation, E is the amount of emissions in grams per horsepower hour (g / hph) for each of the working gears (or power adjustments). Further minimization could be done based on weighted total fuel and emissions.

An objective function commonly employed and representative is as follows:

<formula> formula see original document page 12 </formula> The coefficients of the linear combination depend on the importance (weight) given to each of the terms. When the vehicle operates on different fuel types, it is a combination of the linear sum of fuel coefficients of each fuel type, as will be described in more detail below. Note that in equation (OP) 1 u (t) is the optimization variable which is the position of the continuous working gear. If a discreet working speed is required, p. For example, older paralocomotives, the solution of the equation (OP) is made discrete, which can result in lower fuel economy. Finding the shortest time solution (ai is fixed at zero and a2 is fixed at zero or a relatively small value) is used to find the shortest possible time connection (Tf = Tmin). In this case, both (t) and Tf are the optimization variables. The preferred embodiment solves the equation (OP) for various values of Tf with Tf> Tfmin with <x3 set at zero. In the latter case, Tf is treated as a constraint.

For those who are familiar with solutions to such optimization problems, it may be necessary to add constraints, e.g. eg the speed limits along the trajectory:

<formula> formula see original document page 13 </formula>

or when using the minimum time as the goal, such an endpoint constraint must wait, e.g. ex. the total fuel consumed should be less than that inside the tank, e.g. eg by:

<formula> formula see original document page 13 </formula>

where Wf is the amount of fuel remaining inside the tank. Those skilled in the art will readily appreciate that the equation (OP) may be in other forms, as set forth above is an example equation for use in the exemplary embodiment of the present invention.

Emissions references, in the context of the exemplary embodiments of the present invention, are in fact directed to cumulative emissions produced in the form of nitrogen oxide (NOx) emissions, unburned hydrocarbon emissions, and particulates. By design, each locomotive must meet EPA emission standards, and so when emissions are optimized in the exemplary embodiment of the present invention, this will be the amount of total mission emissions for which there is no specification today. At any time, operations must comply with federal EPA regulations. If a key objective during a mission is to reduce emissions, the optimal control formula, equation (OP), should be tailored to take this travel objective into account. A key flexibility in tuning optimization is that all travel objectives can vary by region or mission. For example, for a high-priority train, a minimum time may be the only goal on a route, because your high traffic priority. As another example, emissions generation may vary from state to state along the planned route for the train.

To solve the optimization problem, an exemplary embodiment of the present invention transfers the problem of optimized dynamic control, within the time domain, to an equivalent problem of mathematical statistical programming with N decision variables, where the number "N" depends on the frequency with which throttle and brake adjustments are made, as well as the length of travel. For typical problems, this N can be thousands.

For example, and in an exemplary embodiment, one might suppose traveling by a 172-mile direct line through the southwest of the United States. Employing the exemplary embodiment of the present invention, an economy of, e.g. For example, 7.6% fuel consumption can be achieved when comparing a particular trip taken using the example embodiment of the present invention against the actual history of acceleration / braking use determined by a driver. The increase in economy is achieved due to the fact that the optimization obtained by using the exemplary embodiment of the present invention produces a driving strategy with either minor drag or minor or no brake loss when compared to a plane. of a driver or operator.

To make the optimization described above computer-friendly, a simplified model of the train should be employed, as illustrated in Figure 2 and the equations described above. An optimized key profile refinement is produced by conducting a more detailed model in which the optimized traction sequence is generated to test whether the other thermal, electrical, and mechanical constraints are violated, leading to a modified velocity profile by the distance that is closer to a displacement that can be achieved without damaging the locomotive or train equipment, that is, satisfying the implied additional constraints such as the locomotive's thermal or electrical limits or the forces internal to the train cars.

Referring again to Figure 1, once travel 12 is initiated, traction commands 14 are generated to bring the tremor into motion. Depending on the operational setting for the exemplary embodiment of the present invention, a command is intended for the locomotive to follow the optimum traction control 16 to achieve the optimum speed. An exemplary embodiment of the present invention obtains actual speed and traction information from the train locomotive consistency 18. Due to the unavoidable approximations by the models used for the optimization, a closed Ioop calculation of the optimized traction corrections is obtained by tracking the desired optimized speed. Such corrections to the operating limits of the train may be made automatically or through the operator, who always has the final command of the train.

In some cases, the model used in optimization may differ significantly from the actual train. This can happen for a variety of reasons, including, but not limited to, extra load allocation and routing, locomotives that fail along the route, and initial database errors or erroneous data entries made by the operator. For these reasons, a monitoring system is provided which uses real-time data to estimate locomotive parameters or to provide real-time data 20. The estimated parameters are then compared to the assumed parameters that were used when the trip was initially created. 22.Based on any difference between assumed and estimated values, the trip can be re-planned 24, so greater savings can come from the new plan.

Other reasons for a trip to be re-planned include directives issued by a remote location such as dispatch, and / or the operator requesting a change in objectives to be consistent with the overall movement planning objectives. More global movement planning objectives may include, but are not limited to, the schedules or schedules of other trains, to allow the exhaust to dissipate from a tunnel, maintenance operations, etc. Another reason may be due to a failure of an onboard component. Re-planning strategies may be grouped into incremental and larger adjustments depending on the seriousness of the problem, as will be described in more detail below. In general, a "new" plan must be derived from a solution of the problem optimization equation (OP) described above, but more rapid approximate solutions can often be found, as described here.

In operation, Locomotive 42 will continuously monitor system efficiency and continually update the travel plan based on actual efficiency measurements, whenever such an update may improve trip performance. Trip re-planning calculations can be performed either entirely within the locomotive (s) or fully or partially displaced to a remote location such as marginal processing or dispatching facilities where wireless technology is used for the communication of planes for allocomotive 42. The exemplary embodiment of the present invention may also generate efficient trends which can be used to develop locomotive fleet data with respect to efficiency transfer functions. Fleet data can be used when determining the initial travel plan and can be used to optimize the movement of the entire network when considering the location of several trains. For example, the displacement time curve for fuel use, as illustrated in figure 4, reflects the capacity of a train on a particular route and at a given time, updated by the set of averages captured for several similar trains in same route.

Thus, a central dispatching facility that collects the curves like those in figure 4 from various locomotives could use this information to better coordinate overall train movement so that a full-scale advantage can be achieved. the system in relation to fuel economy or displacement.

During daily operations, various events may necessitate the generation or modification of the plan currently being executed when the same purpose is to be maintained for the trip when a train is not on its schedule for meeting or passing another train. , and it needs to catch up. Using current locomotive speed, traction, and location data, a comparison is made between the planned arrival time and the currently estimated (predicted) arrival time. Plan 26 is adjusted based on the difference between the times, as well as the difference between the parameters (detected or changed by the dispatch or the operator). This adjustment may be made automatically, at the discretion of the railway company, as to how plane deviations should be handled, or alternative proposals manually, for the shipped operator or dispatch to decide how best to return to the plan. Whenever a plan is updated, but not its objectives, such as, but not limited to, the timing of its arrival, other changes may be transformed into competing factors, e.g. eg changes in new future speed limits, which could affect the possibility of returning to the original plane. In such cases, if the original travel plan cannot be maintained, or in other words the train is unable to comply with the objectives of the original travel plan as described herein, other plans may be presented to an operator and / or a remote facility. , or dispatch.

Re-planning can also be done when it is desired to change the original objectives. Such re-planning can be done either at specified time intervals, manually and according to the operator or dispatcher's discretion, or autonomously when certain predefined limits such as train operating limits are exceeded. For example, if the execution of the current plan is delayed by more than a predetermined value, such as thirty minutes, the exemplary embodiment of the present invention may re-plan the trip to accommodate the delay at the expense of increased fuel consumption, as described above, or to alert the operator and the dispatch of how much time can be recomposed in the whole (ie, the minimum arrival time or the maximum amount of fuel that can be saved within the time constraint).

Other re-planning triggers may also be envisaged based on fuel consumed or traction consistency integrity, including, but not limited to, arrival time, loss of horsepower due to equipment failure and / or poor temporary operation of the equipment (such as by operation in a very hot or very cold state) and / or by detecting errors in data entry, such as the assumed load on the train. That is, if the change reflects negatively on the performance of the locomotive for the rest of the trip, it can be added as a factor in the models and / or the equations used in the optimization.

Changes in plan objectives may also arise from the need to coordinate events when the plan for one train compromises the ability of another train to meet the objectives and arbitration at a different level is required, e.g. eg by the dispatching office. For example, the coordination of meetings and tickets can still be optimized through direct train-to-train communication. Thus, and as an example, if a train knows that it is late to reach a meeting and / or transit place, communications from the other train may inform the delayed train (and / or dispatch). The operator may then enter the information regarding being late in the exemplary embodiment of the present invention, and the exemplary embodiment of the present invention will recalculate the train travel plan. The exemplary embodiment of the present invention may also be used at a higher level, or at the mesh level, to allow an expedition to determine which train should slow down or accelerate or whether a relative constraint has a transit time and / or encounter need not be met. As described herein, this is accomplished with trains that transmit data to the expedition to determine how each train should alter its plan objective. A choice should depend on both schedule and fuel economy, depending on the situation.

For automatically or manually initiated redesigns, the exemplary embodiments of the present invention may present more than one travel plan for the operator. In one exemplary embodiment, the present invention will present different profiles for the operator, allowing the operator to select arrival time and understand the impact on emissions and fuel economy. Such information may also be provided for dispatch for similar considerations, either in the form of a simple alternative list or as a plurality of operational curves, as illustrated in Figure 4.

The exemplary embodiment of the present invention has the ability to learn and adapt key train changes and drift consistency which can be incorporated into both the current and future plans.

For example, one of the triggers described above is power loss. When building power as a function of time, both after a power loss at the start of a trip, the logical transition is used to determine when the required power is achieved. This information can be saved to the locomotive database61 for use in optimizing both future trips and for a new power loss within the current trip.

Figure 3 illustrates an example embodiment of the elements that may be part of an example of the system. A locating element 30 is provided for determining the location of the train 31. The locating element 30 may be a GPS sensor or a sensor system which determines the location of the train31. Examples of such other systems include, but are not limited to, marginal devices [i.e., rail-side arrangements], such as automated radio frequency tag identification (RF equipamentos) equipment, dispatch and / or video determination. Other systems may include the tachometer on board a locomotive and distance calculations from a reference point. As clearly described, a wireless communication system 47 may also be provided to enable communications between trains and / or to a remote location such as dispatch. Travel location information can also be transferred from other trains.

A train characterizing element33 is also provided to provide information about a line, particularly step and elevation and curvature information. Optionally, line restrictions such as the load transportable by the line may also be included. Line characterization element 33 may include an embedded database of line integrity 36. Sensors 38 are used to measure a tractive effort 40 being applied by locomotive consistency 42, adjusting delocomotive consistency acceleration 42, locomotive consistency configuration information 42, locomotive consistency speed 42, individual configuration of locomotives, individual capacity of locomotives, etc. In one example embodiment, locomotive consistency configuration information 42 may be loaded without the use of a sensor 38, but is entered by other means as described above. What's more, it can also be taken into account the health of locomotives. For example, if a consistency locomotive is not able to operate above working gear 5, this information is used when optimizing the travel plan.

Locator element information can also be used to determine an appropriate arrival time for train 31. For example, if there is a train 31 moving along line 34 towards a destination and no train behind it, the train has no time limit. determined upon arrival, the locating element, including but not limited to automatic radio frequency identification (RF) equipment, dispatch and / or video determination, may be used to gauge the exact location of the train. Further, the entrances of these signaling systems can be used to adjust the dotrem speed.

Using the train line database described below, as well as the locator element such as a GPS, the embodiment of the present invention can adjust the operator interface to reflect the state of the signaling system at a given locomotive location. . In a situation where signal states could indicate restricted forward speeds, the planner might decide to reduce train speed to reduce fuel consumption.

Locator element information 30 can also be used to change planning objectives as a function of distance to final destination. For example, because of the inevitable uncertainties regarding route congestion, the "quicker" objectives in the early parts of the route may be employed as a safeguard against delays, which statistically occur later. If this happens on a particular trip where there are no delays, the objectives of the later parts of the journey can be modified so that you can exploit the previously accumulated time and thus recover some fuel economy. A similar strategy could be evoked for restrictive emissions targets, e.g. eg by approaching an urban area.

As an example of a safeguard strategy, if a trip from New York to Chicago is planned, the system may have the option of operating the train more slowly either at the beginning of the trip or midway through or at the end of the trip. The exemplary embodiment of the present invention would optimize the travel plan to allow slower operation at the end of the trip due to unknown constraints such as, but not limited to, the weather condition, line maintenance, etc., which may appear and become known during the trip. As another consideration, if traditionally congested areas are known, the plan is developed with the option of having greater flexibility around these traditionally congested regions. Therefore, the exemplary embodiment of the present invention may also consider considerations / penalties as a function of time / distance to the future and / or based on past / known experiences. Those skilled in the art will readily realize that such planning and re-planning, which takes into account weather conditions, line conditions, other trains on the line, etc., may be taken into consideration at any time during the journey, so The travel plan is appropriately adjusted.

Figure 3 further illustrates other elements which may be part of the exemplary embodiment of the present invention. A processor 44 is provided to operate to receive information from the locating element 30, the line characterizing element 33 and the sensors 38. An algorithm 46 operated within the processor. Algorithm 46 is used to calculate an optimized travel plan based on parameters involving locomotive 42, train 31, line 34, and mission objectives as described above. In one example embodiment, the travel plan is established on the basis of the dotrem behavior models as tre 31 moves along line 34 in the form of a solution of physically derived nonlinear differential equations with simplification assumptions which are provided in algorithm. Algorithm 46 has access to locator element 30, line characterization element 33, and / or sensors 38 information for a travel plan that minimizes fuel consumption by consistency 42, which minimizes emissions from locomotive consistency 42, which establishes a desired travel time and / or ensures an appropriate working time of the tribulation through consistency of locomotives 42. In the exemplary embodiment, a driver or control element 51 is also provided. As described herein, the control element 51 is used to control the train as it follows the travel plan. In an example embodiment also described herein, the control element 51 causes the train to operate from autonomous decisions. In another example embodiment, the operator may be involved in driving the train to follow the travel plan.

A requirement of the exemplary embodiment of the present invention is the ability to initially create and rapidly modify any plan that is being executed. This includes generating the initial plane when a long distance is involved due to the complexity of the plane optimization algorithm. When the total distance of a travel profile exceeds a given value, an algorithm 46 can be used to segment the mission, and the mission can be divided by waypoints. Although only one algorithm is described 46, those skilled in the art will readily realize that more than one algorithm may be used, and the algorithms may be linked together. Milestones may include the natural stopping places of trains 31, such as, but not limited to, lateral detours where they are scheduled to take place, on a single-track line, a meeting with a train coming in the opposite direction, or overtaking a train behind it, or in diversion yards or in industries in which wagons are to be removed or included, and in planned service locations. At such milestones, train 31 may be required to be in place within a scheduled time and to stop or move within a specific range of speeds. The length of time from arrival to departure at milestones is called length of stay.

In an exemplary embodiment, the present invention is able to break a long trip into small segments or sections in a special schematic manner. Each section may be arbitrary in length, but typically is marked by natural points such as a stop or significant speed restriction, or by key railway landmarks which define junctions with other routes. Given a partition, or segment, selected in this way, it is generated in driving profile for each leg, as a travel time function as an independent variable, as illustrated in Figure 4.

Fuel consumed and / or emissions / travel time associated with re-registration can be computed before train 31 reaches the stretch of line. A total travel plan can be generated from the driving profiles generated for each leg. The exemplary embodiment of the invention distributes the travel time between all sections of the trip in an optimal manner such that the required travel time is met as well as the total fuel consumed and / or emissions for all sections is as low as possible. An example of a travel segment is illustrated in Figure 6 and described below. People skilled in the art may realize that while segments are described, the travel plan may comprise a single section representing the entire journey.

Figure 4 illustrates an exemplary embodiment of a fuel consumption versus travel time curve. As previously mentioned, such a curve 50 is generated when calculating an optimized travel profile for various travel times for each leg. That is, for a travel time 49, fuel consumption 53 is the result of a detailed driving profile calculated as described above. Once the travel times are allocated for each leg, a traction / speed plane for each leg is determined from previously computed solutions. If there are any speed restrictions at segment specific locations, such as, but not limited to a speed limit change, these are indicated during the generation of the optimum travel profile. If speed restrictions change in only one segment, the curve 50 of fuel consumption as a function of travel time should be recalculated only for the changed segment. This reduces the time lost to recalculate more or other parts of the trip. If the consistency of locomotives or the train changes significantly along the route, p. eg, for the loss of a locomotive or for the insertion or removal of a wagon, then the driving profiles for all subsequent traps must be recalculated, generating new instances of curve 50. These new curves 50 can then be used in conjunction with new scheduled objectives to plan the rest of the trip.

Once a travel plan is generated, as described above, a trajectory of speed and power over distance is used to reach the destination with minimum fuel and / or emissions in the required travel time. There are several ways in which the travel plan is executed.

As explained below in more detail, in an example embodiment, and when in a coaching mode, the information is presented to the operator to follow it in order to achieve the desired traction and speed determined accordingly. with the optimized travel plan. In this mode, operating information is suggested operating conditions that the operator should use. In another example embodiment, acceleration and maintenance of a constant speed are performed. However, when the train must slow down, the operator is responsible for applying the brake system52. In another exemplary embodiment of the present invention, acceleration and braking commands are provided as needed to follow the desired velocity / distance path.

Feedback or feedback control strategies are used to make corrections to the profile traction control sequence to correct events such as, but not limited to, train load variations caused by fluctuations in front airflow or airflow. or tailgate. One of these types of errors can be caused by an error in train parameters, such as, but not limited to, train mass and / or drag when compared to optimized travel plan assumptions. A third type of error that may occur is in relation to the information contained in the train database 36. Another type of error may involve unmodified performance differences due to the engine, the thermal degradation of the traction motor and / or other factors. Return control strategies compare current velocity as a function of position with the desired velocity in the optimized profile. Based on this difference, a correction is made to the optimized traction profile to direct the current speed in the direction of the optimized profile. To ensure stable tuning, a compensation algorithm can be provided which filters the feedback speeds of the traction corrections to ensure near-performance stability. Compensation may include standard dynamic compensation, as employed by experts in the art of control system design to achieve performance objectives.

The exemplary embodiments of the present invention enable the simplest, and therefore the fastest, means to accommodate changes in travel objectives, which are the rule rather than the exception in rail operations: In an example embodiment for determining a trip with optimum fuel consumption from point A to point B1 between which there are stops along the way, and to update the trip for the remainder of the trip once the trip has already begun, a sub-decomposition method optimized for find the optimized profile of the trip. Using the modeling methods, the calculation method can find the travel plan within the specified travel time as well as the start and end speeds, so as to satisfy all speed limits and restrictions inherent in locomotive capacity when there are stops.

Although the following description is aimed at optimizing fuel consumption, it can also be applied to optimize other factors such as, but not limited to, emissions, schedule, crew comfort, and load impact. The method can be used early in the development of a travel plan, and most importantly to adapt objectives to changes after the start of the trip.

As described herein, exemplary embodiments of the present invention may employ an adjustment, as illustrated in the flow diagram shown in Figure 5, and as in the 3-part example shown in Figure 6. As illustrated, a trip can be broken into two further sections Τ1, T2 and T3. As described here, travel can be considered as a single leg. As also described herein, limitation of portions may result in different portions. Rather, segments may be based on natural or mission-specific boundaries. Optimized travel plans are pre-computed for each leg. If the objective of the mission to be fulfilled is that of fuel consumption as a function of time, the graphs or curves of fuel consumption as a function of time shall be constructed for each segment. As described herein, the curves may be based on other factors (parameters) as described above, these factors being objective to be achieved with the travel plan. One such factor may be the amount of emissions, when emissions may be considered as a function of speed, and / or emissions may be considered as a function of speed and fuel efficiency. When the travel time is the parameter being determined, the travel time for each leg is calculated at the same time as the limitation on the total travel time is met. Figure 6 illustrates the speed limits for an example of a 200 mile [about 320 km] 97 trip with three sections. Also illustrated are the changes from grade 98 through the 200-mile journey. Also shown is a diagram illustrating the curves for each portion of the trip relative to the fuel employed as a function of travel time.

Utilizing the previously described optimized control tuning, the present computing method can find the travel plan with the specified travel time and with the start and end speeds to meet all speed limits and capacity limitations of the iocomotive when there are stops. Although the following detailed description is directed in the direction of fuel use, it can also be applied to optimize other factors as described herein, such as emissions. A key flexibility is to be able to accommodate the desired stopping time at the stops and to consider restrictions on early arrivals and departures, for example, in locations that have operations on only one railway line when arrival and departure times are critical.

The exemplary embodiments of the present invention identify a fuel-optimized trip on a route from D0 to Dm, traveled at time T, with M-1 intermediate stops at D1 ..... DM-i, and with arrival and departure times. at these stops, limited by:

<formula> formula see original document page 24 </formula>

where Iarr (Di), tdep (Di) and At are the arrival, the departure and the minimum stop time on the trip, respectively. Assuming that fuel optimization implies downtime naming, then Usp (Di) = Wr (Di) + At, which eliminates the second inequality above. Assuming that for each i = 1, ..., M is known to be the fuel-optimized trip from Dm to Di, for a travel time t, Trnin (I) ^ t sTmaxO) - The function Fj (t) is the use of fuel that corresponds to this trip. If the travel time from Dh to Dj is indicated by Tj, then the arrival time in Di is given by:

<formula> formula see original document page 24 </formula>

where At0 is defined as zero. The fuel optimized travel from D0 to Dm for a travel time T is then obtained by finding Til i = 1 ..... Μ, which can be reduced as

<formula> formula see original document page 24 </formula> provided

<formula> formula see original document page 25 </formula>

Once the trip is underway, the problem is that the solution for fuel optimization will be re-determined for the remainder of the trip (originally from time D0 to Dm during T) as the trip is undertaken, but in which problems or drawbacks are encountered. prevent the fuel optimization solution from being followed. Let the current distance and velocity be χ and v, respectively, where Dm <χ <Di. In addition, let the current time from the beginning of the trip be tact · So, the fuel optimization solution for the rest of the trip from χ to Dm, which keeps the original arrival time in Dm, is obtained by finding it. if

<formula> formula see original document page 25 </formula>

which can be reduced as:

<formula> formula see original document page 25 </formula>

since

<formula> formula see original document page 25 </formula>

where FXTi, x, v) is the fuel used for the optimal travel from χ to Di, running time i, with an initial velocity ν at x.

As described above, an exemplary way to enable more efficient re-planning is to build the optimized solution for a stop-to-stop travel for partitioned sections. For the journey from Dm to Di, common travel time Til is a set of intermediate points Dij, j = 1 ..... Nm. Let's do Di0 = Dm and DjNi = Di. Then, the fuel use for the optimal travel from Dm to Dl is expressed as <formula>

where Fij (t, Vij.- ,, Vij) is the fuel used in Dij. to Dij, traveled at time t, with start and end speeds of Vi j! and Vij. Moreover, ty is the time during the optimized travel which corresponds to the position or distance Dij. By default, tiNi - ti0 = Ti. Since the train is stopped at Dio and DiNi, vi0 = viNi = 0.

The above expression allows the function F | (t) to be determined, alternatively, first by determining the functions Fij (.), 1 £ jNil and then finding TijlI <j <Nil and Vij <j <Nil which is reduced to.

<formula> formula see original document page 26 </formula>

since

<formula> formula see original document page 26 </formula>

By choosing Dij (eg at speed constraints or encounter points), vmax (i, j) - vmin (i, j) can be reduced, thus reducing the domain over which FijO needs to be known.

Based on the above partition, a simpler sub-optimized de-planning solution than the one described above is to restrict re-planning to those occasions when the train is at distant points DijlI <i <M, 1 <j < Ni. At Dijl the new optimized travel from Dij to Dm can be determined by finding xiklj <k <Nil vik, j <k <Ni, and Tmn, i <m <M, 1 <η <Nm, vmn, i <m < M11 <η <Nm, which is reduced to

<formula> formula see original document page 26 </formula>

since

<formula> formula see original document page 26 </formula> <formula> formula see original document page 27 </formula>

in which

<formula> formula see original document page 27 </formula>

Another simplification is obtained by waiting for the new computation of Tm, i <m <M until the point at a distance Di is reached. Thus, at points Dij between Dm and Dil the above reduction only needs to be performed for Tik, j <k <Nil Vjkl j <k <Ni. Ti is incremented as needed to accommodate any current travel time between Dm and Di longer than planned. This increase is later compensated, if possible, by recalculating Tm, i <m <M, at the point that is di.

With respect to the above-described closed Ioop configuration, the total energy demand required to move a train 31 from point A to point B consists of the sum of four components, specifically the difference in kinetic energy between points AeB; the difference in potential energy between points A and B; energy loss due to friction and other drag losses; and dissipated energy during brake application. Assuming that the initial and final velocities must be equal (eg, stationary), the first component is zero. Moreover, the second component is independent of the driving strategy. Thus, it is sufficient to minimize the sum of the two remaining components.

Following a constant speed profile minimizes drag losses. Following a constant speed profile also minimizes total energy demand as brakes are not required to maintain a constant speed. However, if the brakes are required to maintain a constant speed, applying the brakes exactly to maintain a constant speed is likely to increase the total energy required due to the need to rebuild brake dissipated energy. There is a possibility that a little braking will reduce the total energy used if the additional braking loss is greater than the compensation obtained with the reduction resulting from the braking drag losses by reducing the speed variation.

After re-planning from the collection of events described above, the new optimized working speed / travel plan can be followed using the closed Ioop control described here. However, in some situations, when there may not be enough time to perform the above-described stretch planning, and in particular when there are critical speed constraints that must be adhered to, an alternative is required. Exemplary embodiments of the present invention accomplish this by an algorithm referred to as "smart cruise control". The smart cruise control algorithm is an efficient way to generate a suboptimized energy efficiency (ie fuel efficiency and / or emission efficiency) prescription to drive train 31 over a known terrain. This algorithm assumes knowledge about the position of train 31 along line 34 at all times, as well as knowledge of the degree and curved line as a function of position. The method is based on a mass / point model for moving the train 31, the parameters of which can be appropriately estimated from the on-line measurements of train movement as described above.

The intelligent cruise control algorithm has three main components, namely a modified speed limit profile, which serves as an energy efficiency guide against speed limit reductions, an ideal acceleration or dynamic braking adjustment profile which tries to strike a balance between minimizing speed and drift variations; and a mechanism for combining the last two components to produce a working gear command employing a speed return Ioop to compensate for disparities between the modeled parameters when compared to the actual parameters. Intelligent cruise control can accommodate strategies in the exemplary embodiments of the present invention which do not activate the brakes (i.e. the guide is signaled and assumed to perform the necessary braking) or a variant that does not activate the brakes.

With respect to the intelligent cruise control algorithm that does not control dynamic brakes, the three example components are a modified speed limit profile, which serves as an energy efficiency guide to speed limit reductions, a speed signal. Notification directed to inform the operator when the brakes are to be applied, an ideal acceleration profile which attempts to strike a balance between minimizing speed variances and the operator notifications for applying the brakes, a mechanism employing a return Ioop, or feedback, to compensate for disparities between the modeled parameters when compared to the actual parameters.

Also in the embodiment of the present invention there is included a solution for identifying values of the key parameter of train 31. For example, with respect to the estimation of train mass a Kalman1 filter and a solution with the last square feature can be used to detect errors that may appear over time.

Figure 7 illustrates a flow diagram of the present invention. As previously described, a remote installation such as an expedition 60 may provide information. As illustrated, such information is provided for an executive control element 62. Also provided for the executive control element 62 is the bank modeling data from the locomotive 63, the row 36 database information such as, but not limited to, information on line degrees and information on line speed limits, estimated train parameters such as, but not limited to, train weight and drag coefficients, and tables of fuel consumption rates from an assessor of fees 64.

Executive control element 62 provides information for planner 12, which is described in more detail in Figure 1. Once the trip has been calculated, the plan is provided to a driver or driver and driver viewer element 51. The travel plan can also be provided for executive control element 62 so that you can compare the trip when other new data is provided.

As described above, the drive element 51 can automatically adjust a working gear, either a pre-set working gear setting or an optimized continuous working gear. In addition to providing a speed command for locomotive 31, a display 68 is provided so that the operator can see which plane is being recommended. The operator also has access to the control panel 69. Through the control panel69, the operator can decide whether to apply the recommended working range. For this purpose, the operator may limit a limit or target power. That is, at any time the operator always has the final decision regarding the power adjustment with which the consistency of locomotives will operate. This includes deciding whether to apply brakes if the travel plan recommends reducing train speed31. For example, when operating in dark territory, or when marginal equipment cannot electronically transmit information to the train and instead of the operator having When viewing visual signals from marginal equipment, the operator enters commands based on the information contained in the line database and visual signals from marginal equipment. Based on how the 31 train is running, fuel metering information is provided to the fuel consumption rate estimator or estimator 64. Since direct measurement of fuel flow is typically not possible on a locomotive consistency, all Information about the fuel consumed during the trip, as well as projections for the future following the optimized plan, is made using calibrated physical models such as those used in the development of optimized plans. For example, such predictions may include, but are not limited to, the use of measured gross horsepower and the known characteristics of fuel to derive cumulatively used fuel.

Train 31 also has a locating device 30 such as a GPS sensor as described above. Information is provided for train parameter evaluator 65. Such information may include, but is not limited to GPS sensor data, railway landmark data, traction / braking force data, brake status data, speed, and any variations in speed data. Along with information on the tilt speed and speed limit information, information on train weight and drag coefficients is provided for the executive control element 62.

The exemplary embodiments of the present invention may also allow the use of continuously variable power for optimized planning and for the implementation of closed loop control. In a conventional locomotive, power is typically quantified at eight discrete or individual levels. Modern locomotives can achieve continuous variation of the steam horsepower, which can be incorporated into the previously described optimization methods. With continuous power, the consistency of locomotives 42 can further optimize operating conditions, e.g. eg by minimizing auxiliary loads and losses in power transmission, and fine-tuning engine operation in the regions of optimized efficiency, or at the points of increased emission margins. Examples include, but are not limited to, minimizing cooling system losses, adjusting alternator voltages, adjusting engine speed, and reducing the number of motor action shafts. In addition, the 42 engine can utilize the on-line database 36 and the widespread performance requirements to minimize auxiliary loads and power transmission losses to achieve optimum fuel efficiency / targeted emissions. Examples include, but are not limited to, reducing the number of drive axles on flat terrain and pre-cooling the engine before entering a tunnel.

The exemplary embodiments of the present invention may also use the on-board railroad database 36 and the performanceddata to adjust the performance of the locomotive, such as to ensure that the engine has a sufficient speed as it approaches a hill or tunnel. . For example, it could be expressed as a velocity constraint for a particular location, which becomes part of the generation of the optimized plane through the equation solution (OP). In addition, exemplary embodiments of the present invention may incorporate train driving rules, such as, but not limited to, tractive effort increase rates, maximum drainage effort increase rates. These can be directly incorporated into the optimal travel profile formula, or alternatively incorporated into the closed-loop Ioop regulator used to control power application to achieve the target speed.

In an example embodiment, the present invention is only installed on the locomotive leader locomotive consistency. Although exemplary embodiments of the present invention are not dependent on data and interactions with other locomotives, they may be integrated through the consistency manager functionality as described in U.S. Patent Nos. 6,691,957 and Patent Application No. 10 / 429,596 (provided herein and incorporated herein by reference) and / or with consistency optimizer functionality to improve efficiency. Interaction with multiple trains is not biased, as illustrated by the example of the expedition arbitrating two "independently optimized" trains described here.

Trains with distributed traction system can be operated in different ways. One mode is when all the locomotives in the train operate with the same command for working gear. Thus, if the Iider locomotive is commanding the N8 application, all train units will be commanded to work at N8 working gear. Another mode of operation is through "independent" control. In this mode, locomotives or locomotive sets distributed across the train may be operating with different tractive or braking forces. For example, as a train reaches the summit of a mountain, leading locomotives (already downhill) may be applying the brakes, while locomotives in the middle and rear of the train (uphill) may be pulling. This is done to minimize the strain relief forces on the mechanical couplings that connect the wagons on the locomotives.

Traditionally, operating a "standalone" distributed drive system requires the operator to manually control each remote locomotive, or each set of locomotives, through a screen on the leading locomotive. Using the physics-based plane model, train tuning information, onboard line database, onboard operating rules, location determination system, real-time and closed Ioop traction / braking control, and the sensor returns, the system can automatically operate the "independent" distributed traction system.

When operating in the form of distributed traction, the operator on the leading locomotive can control the operating functions of remote locomotives on remote consistencies through a control system, such as a distributed traction control element. Thus, when operating in the form of distributed traction, the operator can command each consistency of locomotives to operate with a different working speed (or one consistency could be pulling while another could be braking), with each individual locomotive within the range of locomotives operating at the same speed. same working gear. In an exemplary embodiment, with the exemplary embodiment of the present invention installed on the train, preferably in communication with the distributed traction control element, when a working gear power level is desired for a remote locomotive consistency, As recommended by the optimized travel plan, the exemplary embodiment of the present invention will communicate this power adjustment for remote locomotive consistency in order to implement it. As described below, the same is true of braking.

The exemplary embodiments of the present invention may be used in consistencies in which the locomotives are not contiguous, that is, with 1 or more locomotives in front, others in the middle and others in the rear of the train. Such configurations are called power or distributed traction, whereby the standard connection between locomotives is replaced by a radio channel or link, or via an auxiliary cable for externally connecting the locomotives. When operating as distributed power, the operator on the lead locomotive can control the operating functions of remote locomotives in consistency through a control system such as a distributed power control element. In particular, when operating in the form of distributed traction, the operator may command each locomotive's consistency to operate at a different working speed (or one consistency could be tractioning while another might be braking), with each individual locomotive within the consistency of locomotives operating. with the same working gear.

In an exemplary embodiment, with the exemplary embodiment of the present invention installed on the train, preferably in communication with the distributed traction control element, when a working gear power level is desired for a remote locomotive consistency, As recommended by the optimized travel plan, the exemplary embodiment of the present invention will communicate this remote locomotive advisory power setting in order to implement it. As described below, the same is true of brake application. When operating with distributed power, the optimization problem previously described can be increased to allow for additional degrees of freedom, with each remote unit being independently controlled from the leading unit. The value of this is that additional objectives and constraints regarding internal forces to be incorporated into the performance function can be incorporated, and the model also assumes the reflexes in internal forces. Thus, exemplary embodiments of the present invention may include the use of various acceleration controls to better manage internal train forces, as well as fuel consumption and emissions.

In a train that uses a consistency manager, the leading locomotive in a locomotive consistency may operate at a different adjustment for working gait power than that of other locomotives in this consistency. The other consistency locomotives operate at the same setting for working gear power. The exemplary embodiments of the present invention may be used in conjunction with the consistency manager to control the working gear adjustments in consistency. Thus, and based on the exemplary embodiments of the present invention, since the consistency manager divides a consistency of locomotives into two groups, lead locomotive and later units, the lead locomotive will be commanded to operate with a certain working gear and the locomotives. later are commanded to operate in another working gear. In an exemplary embodiment, the distributed power control element may be the system and / or device in which this operation is housed.

Likewise, when a consistency optimizer is used in a locomotive consistency, the exemplary embodiments of the present invention may also be used in conjunction with the consistency optimizer to determine working gauge power for each locomotive in the consistency of locomotives. For example, suppose a travel plan recommends a working gear setting of 4 for locomotive consistency. Based on the train's location, the consistency optimizer will take this information into account and then determine the working gear setting for each locomotive within the consistency. In this implementation, the efficiency of the power settings selected by the working gear in relation to the internal communication channels is improved. Furthermore, as described above, the implementation of this configuration can be performed using the distributed control system.

Further, and as previously described, the exemplary embodiments of the present invention can be used for continuous corrections and for re-planning regarding when train consistency uses brakes based on the items of interest that arise such as , but not limited to, railway intersections, changes in line inclination, approaching gates, approaching depot yards, and approaching fueling stations, where each consistency locomotive may need a different braking option. For example, if the train is passing a mountain peak, the forward locomotive may have to enter a braking condition, while remote locomotives, which have not yet reached the mountain peak, may have to remain in the driving condition.

Figures 8, 9 and 10 show examples of dynamic square illustrations for use by the operator. According to figure 8, a travel profile is provided. Within the profile, location 73 of the locomotive is provided. Some information such as train length 105 and number of rail cars 106 on the train are also provided. Elements are also provided relative to the degree of line inclination 107, curvature and fringe elements 108, including bridge placement 109, and train speed 110. Screen 68 allows the operator to see such conformations and also to see where the train is located along the route. Distance and / or estimated arrival time information is provided for some locations such as junctions 112, signs 114, speed changes 116, landmarks 118 and destinations 120. A arrival time management tool 125 is also provided for allow the user to determine the fuel economy being achieved while traveling. The operator has the ability to change arrival times 127 and see how this will affect fuel economy.

As described here, those skilled in the art will realize that fuel economy is just an example of only one goal that can be reviewed through the management tool. In this sense, and depending on the parameter being viewed, the other parameters described here can be viewed and evaluated by the management tool that is visible to the operator. The operator is also provided with information about how long the crew has been operating on the train. In the exemplary embodiments, the information concerning time and distance can either be illustrated according to time and / or distance to a particular event and / or location, or can provide the total elapsed time.

As illustrated in Figure 9, an example screen provides information about consistency data 130, and events and geographical situations 132, a time management tool 134, and action keys 136. Likewise, The similar information described above is shown on this screen. Screen 68 also provides the action keys 138 to enable the operator to re-plan as well as disable 140 the exemplary embodiments of the present invention.

Figure 10 illustrates another example embodiment of a screen. Here you can see typical data for a modern locomotive, including the status of the air brakes 72, the analogue digital speedometer 74, and the information on tensile force or tractive force (or tensile strengths for DC electric locomotives). ). An indicator 74 is provided to show the current optimum speed in the plane being executed, as well as an acceleration graph to supplement the reading in mph / minute. Important new data for optimized plane execution is in the center of the screen, including a floating-curve-type traffic 76, with distance-optimized working speed and adjustment compared to the current history of these variables. In the exemplary embodiment, the location of the train is derived using the locator element. As illustrated, location is provided by identifying how far the train is from its final destination, an absolute position, an initial destination, an intermediate point and / or an operator input.

The curve provides an early view of the speed changes required to follow the optimized plane, which are useful for manual control, and monitors the plane based on the current duration of the automatic control. As described herein, and according to the mode of instruction, the operator may therefore follow the working speed or speed suggested by the exemplary embodiment of the present invention. The vertical bar of an indication graphs current and desired working marches, which are also shown digitally below the curve. When a continuous working gear is used, as described above, the display will simply bypass the nearest discrete equivalent, and it may be an analog display such that an analog equivalent or a percentage or the actual power / effort is displayed. traction.

Critical information about the travel situation is shown on the screen and indicates the current degree of inclination that the train encounters, either by the leading locomotive, anywhere along the train or as an average relative to the length of the train. Also shown are the distance to plan 90 so far, the total accumulated fuel used 92, which distance or distance is planned for the next stop 94, the current and projected arrival time96 and the expected time for the next stop. Screen 68 also shows as much time as possible to the destination that is possible from the available computed plans.

If a late arrival is required, re-planning can be done. Delta plan data shows the fuel situation and the schedule ahead or behind the current optimized plane. Negative numbers indicate less fuel or advance compared to the plane, positive numbers mean more fuel or delay compared to the plane, and typically moves in the opposite direction (slowing down to save fuel causes a delay, and vice versa).

At any time, screens 68 give the operator an instant view of where he is in relation to the current driving plan. This screen is for illustrative purposes only, as there are several other ways of presenting / transmitting this information to the operator and / or for dispatch. In this regard, the information described above may be merged to provide a different screen than described.

Other features that may be included in the exemplary embodiments of the present invention include, but are not limited to, allowing the generation of data and report records. This information may be stored on the train and downloaded to an unboarded system at some point.

Downloads can be done manually and / or wirelessly. This information can also be viewed by an operator through a nalocomotive display. Data may include information such as, but not limited to, operator entrances, time the system is operational, fuel time saved, fuel quantity imbalance in train locomotives, train off-course, system diagnostics such as the manufacture of a GPS sensor.

Since the plans must take into consideration the time allowed for the crew, the exemplary embodiments of the present invention may take this information into account when planning the voyage. For example, if the maximum time the crew can operate is eighteen hours, then the trip must be shaped to include stopping places so that a new crew can replace the current crew. Such specific places you may encounter may include, but are not limited to, the rail yards, the meeting / overtaking sites, etc. If, as the voyage progresses, the crew's working time may be exceeded, the exemplary embodiments of the present invention may be ignored by the operator to satisfy a criterion determined by the operator. Finally, and despite train operating conditions, such as, but not limited to, high load, low speed, internal train voltage condition, etc., the operator remains in control to control speed and / or conditions. train operating

Using the exemplary embodiments of the present invention, the train may operate a plurality of operations. In an operational concept, an exemplary embodiment of the present invention may provide the propulsion command commands, the dynamic brakes. The operator then performs all the other functions of the train. In another operational concept, an exemplary embodiment of the present invention may provide for commands to control propulsion only. The operator then performs dynamic braking and all other functions. In yet another operating concept, an embodiment of the present invention may provide for propulsion, dynamic braking and air braking controls. The operator then performs all other train functions.

The exemplary embodiments of the present invention may also be used to notify the operator of items of interest regarding actions to be taken. Specifically, the widespread logic exemplary embodiments of the present invention continuous corrections and ore-planning of the optimized travel plan, line database, operator may be notified of approaching intersections, signals, changes in degree of inclination. , brake action, marginal landmarks, rail yards, filling stations, etc. This notification may be sound and / or through the operator interface.

Specifically through the use of the planning model based on physical behavior, starting information, onboard databank, onboard operating rules, location determination system, real-time closed-loop brake / power control , and return of the sensors, the system presents and / or notifies the operator of the necessary actions. The notification may be visual or audible. Examples include notification of downshifts that require the operator to activate the horn or bell of the locomotive, annotation of "silent" intersections that do not require the operator to activate the horn or bell of the locomotive.

In another example embodiment, and using the physical behavior-based planning model such as above, the starting information, the onboard line database, the onboard operating rules, the location determination system, the control of real-time, closed brake / power output, and sensor feedback, exemplary embodiments of the present invention can present the operator with the information (eg, a screen template) that allows the operator to see when the train will reach multiple locations, as illustrated in figure 9. The system allows the operator to adjust the travel plan (targeted arrival time). This information (currently estimated arrival times or information necessary to derive not on board) may also be communicated to the dispatch center in order to allow the dispatcher or dispatching system to adjust the intended arrival times. This allows the system to quickly adjust and optimize the appropriate targeted function (eg travel speed and fuel used).

Based on the above information, exemplary embodiments of the invention may be used to determine a location of train 31 on the line, step 18. Determination of the line characteristic may also be achieved such as by using the parameter evaluator 65. train. A travel plan may be created based on the train's location, train characteristics, and an operating condition of at least one of the train's locomotives. Further, an optional power requirement may be communicated to the train, whereby the train operator may be directed to a locomotive, a consistency of locomotives and / or a train, according to optimum power, such as through a system. In another example, instead of directing the train operator, train 31, the consistency of locomotives 18 and / or the locomotive can be automatically operated based on the optimal power setting.

In addition, a method may also involve determining a power adjustment, or a power command 14, for advising locomotives 18 based on the travel plan. Delocomotive consistency 18 is then operated within the power setting. Operational parameters of the train and / or consistency of locomotives that may be captured are, but not limited to, the current setting of delocomotive consistency power, and the location of the train. At least one of these parameters can be compared to the power setting for the consistency of locomotives with which it is commanded to operate.

In another embodiment, a method may involve determining the operating parameters 62 of the train and / or the consistency of locomotives. A desired operating parameter is determined based on the operating parameters determined. The given parameter is compared with the operating parameter. If a difference is detected, the travel plan is adjusted, step 24.

Another embodiment may provide for a method in which the location of train 31 on line 34 is determined. A characteristic of line34 is also determined. A travel plan, or driving plan, is developed or generated to minimize fuel consumption. The travel plan may be generated based on the location of the train, the characteristic of the line and / or the operational condition of the consistency of locomotives 18 and / or train 31. In a similar method, since the location of the train on the line is determined. and a characteristic line, propulsion control and / or working gear controls are known to be provided to minimize fuel consumption.

Figure 12 illustrates an exemplary embodiment of a closed loop system for operating a rail vehicle. As illustrated, the travel optimizer 650, the converter 652, the rail vehicle 653 and even an output 654 such as, but not limited to, speed, emissions, bending effort, power, sand, etc., are part of the communication system. 657 control in closed loop. The output 654 may be determined by a sensor 656, which is part of the rail vehicle 653, or in another exemplary embodiment, independent of the rail vehicle 653. For example, with respect to sand, determination is made as such. as through a sensor, in relation to the amount of air released to allow a railway wheel not to slip. Those skilled in the art will readily realize that similar considerations may apply to the above identified outlets. Information initially derived from information generated from the travel optimizer 650 and / or a regulator is provided for the 653 rail vehicle via converter 652. The locomotive data admitted by sensor 654 from the rail vehicle is then communicated via a network, for example. cables and / or wirelessly, 657 back to the optimizer 650. In one example embodiment, the optimizer 650 can use any variable and employ this variable to determine at least one between speed, power and / or adjusts it to work gear. For example, the optimizer may be at least one of an optimizer of fuel, time, emissions and / or a combination of these.

The 650 optimizer determines operating characteristics for at least one factor that must be adjusted, such as, but not limited to, speed, fuel, emissions, etc. The 650 optimizer determines at least one of a power and / or torque adjustment based on an optimized value that is determined. Converter 652 is intended to convert power, torque, speed, emissions, sand, adjustment, settings, etc., and / or control inputs to the 653 rail vehicle, usually a locomotive. Specifically, this information regarding power, torque, speed, emissions, sand, adjustment, settings, etc., and / or control inputs is converted into an electrical signal.

Figure 13 illustrates the closed loop Iop system integrated with a master control unit. As illustrated in more detail below, inverter 652 can interface with any of a plurality of devices, such as, but not limited to, a master controller, a locomotive control remote controller, a distributed drive command controller, a modem. train line, an analog input, etc. For example, the converter may disconnect output from master controller 651. Master controller 651 is commonly used by the operator to drive the locomotive, such as, but not limited to, traction, power, tractive effort, sand, brakes (including only one in dynamic brakes, air brakes, manual brakes, etc.), propulsion, etc., of the locomotive. Those skilled in the art will readily appreciate that the master controller can be used to control electro / mechanical keys and keys based on software used for locomotive control. The converter 652 then injects the signals into the master controller 651. Disconnection of the master controller 651 can be via electrical or software switches or configurable input selection processes, etc. A switching device 655 is illustrated to perform this function.

As described above, the same technique can be used for other devices such as, but not limited to, the speed control controller, the distributed traction command controller, a train line modem, an analog input, etc. Although not polished, those skilled in the art will readily realize that the master controller could similarly use these devices and their connections associated with the locomotive and use the input signals. The communication system 657 for these other devices can be either wireless or wired.

Figure 14 illustrates an exemplary embodiment of a closed loop system for operating a rail vehicle integrated with another input of a rail vehicle operating subsystem. For example, the distributed traction controller 659 may receive inputs from a variety of sources 661, such as, but not limited to, train lines and / or locomotive controllers, and transmit information to the locomotives at remote positions. The 652 converter can either provide information directly to the DP 659 controller input (as an additional input) or block one of the input connections and transmit the information to the DP 659 controller. A key 655 is provided to direct how the 6565 converter provides the information for the DP 659 controller as described above. The key655 may be a software based key and / or a wired key. Emitition, the 655 key is not necessarily a two way key. The key may have a plurality of switching directions based on the number of signals it controls.

In another example embodiment, the converter can command the operations of the master controller as shown in Fig. 15. Converter 652 presents mechanical means for automatically moving master controller 651 based on the electrical signals received from the optimizer 650.

654 sensors are provided on board the locomotive to capture operational condition data such as, but not limited to, speed, emissions, tractive effort, power, etc. The information 654 issued by the locomotive is then provided to the optimizer 650, usually via rail vehicle 653, thereby completing the closed Ioop system. Figure 16 illustrates a flow diagram of the steps for rail vehicle operation in a closed Ioop process. Flow diagram 660 includes a step for determining an optimal tuning for a motorcycle consistency, step 662. The optimal tuning may include an adjustment for any configuration variable such as, but not limited to at least one of power level, optimized torque, emissions. , number of axes interrupted, settings of other locomotives, etc. Another step provides the conversion of optimized power level and / or torque adjustment into a recognizable input signal for delocomotive consistency, step 664. At least one operating condition of delocomotive consistency is determined when at least one of the level is applied. or optimized torque adjustment, step 667. Another step involves communicating, within the closed control Ioop, to an optimizer of at least one operating condition so that at least one operating condition is used to further optimize the operation. minus one between power level or torque adjustment, step 668.

As described above, the steps illustrated in this flow diagram 660 may be performed using a computer program code. Therefore, and for rail vehicles that may not initially have the ability to perform the steps described herein, an electronic medium containing computer program modules may be accessed by a rail vehicle computer, so that at least the software modules may be loaded. on the rail vehicle for its implementation. Electronic media should not be limiting since any computer program modules can also be loaded via electronic media transfer systems, including wireless and cable transfer systems, such as, but not limited to the use of the internet to be able to perform the installation.

Although the invention has been described with reference to what is considered a preferred embodiment, various variants and modifications may be apparent to those skilled in the art. Accordingly, it is intended that the invention is not limited by the particular embodiment, described as the best contemplated embodiment of the invention, but that the invention should include all embodiments falling within the scope of the appended claims.

Claims (31)

1. Control system for operating an adiesel traction system featuring at least one diesel-powered power generation unit, the system comprising: a) a mission optimizer which determines at least one setting to be used (b) a converter that receives at least one information to be used by the diesel-powered power generation unit and converts the information into an acceptable signal, (c) a sensor to collect at least one data from the diesel drive system, which is communicated to the mission optimizer; and d) a communication system that undertakes a closed Ioop of control between the mission optimizer, the converter and the sensor. System according to claim 1, characterized in that the information comprises at least one of propulsion, bending force, dynamic braking, air braking, power information and torque information. System according to claim 1, characterized in that the communication system is at least one of a wireless system and a wired system. System according to claim 1, characterized in that the optimizer is used to determine at least one of fuel, time, emissions or a combination thereof. System according to claim 1, characterized in that the diesel traction system comprises a rail transport system, and the diesel-powered power generation unit comprises at least one traction locomotive powered by at least one internal diesel engine. System according to Claim 1, characterized in that the diesel traction system comprises a naval vessel, whereas the diesel-powered power generation unit comprises at least one diesel internal combustion engine. System according to Claim 11, characterized in that the diesel traction system comprises an off-road vehicle, whereas the diesel-powered power generation unit comprises a diesel internal combustion engine. System according to claim 1, characterized in that the diesel traction system comprises a stationary power generation station, and the diesel powered power generation unit comprises a diesel internal combustion engine. System according to claim 1, characterized in that the diesel traction system comprises a network of stationary power generation stations, and the diesel-powered power generation unit comprises a diesel internal combustion engine. . System according to claim 1, characterized in that it comprises a master controller for receiving a signal from a converter and then communicating a command to the diesel traction system. System according to claim 1, characterized in that the master controller is activated mechanically in response to the signal received from a converter. System according to claim 1, characterized in that it comprises a master controller for directly controlling the diesel traction system which is controlled by an operator and a latching device for determining whether to control the traction system at diesel through the master controller or converter. System according to Claim 1, characterized in that it comprises at least one remote-controlled locomotive controller, a distributed power command controller, a train modem, an analog input connected between the converter and the control system. Drive inside the closed control Ioop. System according to claim 13, characterized in that the converter provides a control input for at least one of a remote control locomotive controller, a distributed power control controller, a train line modem, a analog input inside the closed control Ioop. System according to Claim 1, characterized in that the operating data include at least one of the information about speed, emissions, tractive effort and horsepower. 16. Method for controlling the operations of a diesel powertrain system having at least one diesel-powered power generation unit, the method comprising: (a) determining at least one setting optimized for use by a power-generating unit (b) convert at least one optimized setting into a recognizable input signal for the diesel-powered power unit c) determine at least one operating condition of the diesel drive system when at least one optimum setting is applied; and d) communicating within the closed control IOP to an optimizer at least one operating condition such that at least one operating conduction is still used to optimize at least one setting. Method according to claim 16, characterized in that the diesel traction system comprises a rail transport system, and the diesel-powered power generation unit comprises at least one traction locomotive powered by at least an internal diesel engine. Method according to claim 16, characterized in that the diesel traction system comprises a naval vessel, and the diesel-powered power generation unit comprises at least one diesel internal combustion engine. Method according to claim 16, characterized in that the diesel traction system comprises a road vehicle, and the diesel-powered power generation unit comprises a diesel internal combustion engine. Method according to claim 16, characterized in that the diesel traction system comprises a stationary power generation station, and the diesel-powered power generation unit comprises a diesel internal combustion engine. Method according to claim 16, characterized in that the diesel traction system comprises a stationary power generation network, and the diesel-powered power generation unit comprises an internal combustion engine of diesel. Method according to claim 16, characterized in that the steps of determining at least one setting, converting at least one setting, determining at least one operating condition and communicating to an optimizer at least one operating condition are carried out in a manner. autonomous. 23. Computer program code for operating a diesel traction system featuring a computer and at least one diesel-powered power generation unit, the computer program code is characterized by the fact that it comprises: a) a computer program module for determining at least one tuning to be used by a diesel-powered power generating unit, (b) a computer program module for converting at least one optimized tuning into a recognizable input signal for the diesel-powered power generating unit; computer program module for determining at least one operating condition of the diesel drive system when at least one optimal adjustment is applied; and d) a computer program module for communicating, within the closed control loop, to an optimizer at least one operating condition such that at least one operational conduction is further used to optimize at least one setting. 24. Computer program code according to Claim 23, characterized in that the diesel traction system comprises a rail transport system, and the diesel-powered power generation unit comprises at least one half-wheeled locomotive. at least one internal combustion diesel engine. 25. Computer program code according to claim 23, characterized in that the diesel traction system comprises a naval vessel, and the diesel-powered power generation unit comprises at least one diesel internal combustion engine. . 26. Computer program code according to claim 23, characterized in that the diesel traction system comprises an off-road vehicle, and the diesel-powered power generation unit comprises a diesel internal combustion engine. . 27. Computer program code according to claim 23, characterized in that the diesel traction system comprises a stationary power generation station, and the diesel-powered power generation unit comprises an internal combustion engine. adiesel. 28. Computer program code according to claim 23, characterized in that the diesel traction system comprises a network of stationary power generation stations, and the diesel-powered power generation unit comprises a diesel engine. diesel internal combustion. 29. Computer program code according to claim 23, characterized in that the computer program module for converting further comprises a computer program module for operating at least one of a mass control output, a controller for the remote control locomotive, a distributed power command controller, a modem used on a train line, an analog input device, and a mechanical controller to autonomously move a mass controller such that even a consistency of locomotives operates according to at least optimum power level and optimum torque adjustment. 30. Computer program code according to claim 24, characterized in that the computer program module for determining at least one setting, the computer program module for converting at least one setting, the computer program module for determining determining at least one operating condition and the computer program module to communicate to an optimizer at least one operating condition are each performed autonomously. 31. Computer program code according to claim 23, characterized in that the computer program modules are provided on removable electronic media such that only one of the computer program modules can be programmed in at least one. a consistency of locomotives which originally did not present at least one of the programmed computer program modules.