MX2008003360A - Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives - Google Patents

Abstract

One embodiment of the invention comprises a system for operating a railway vehicle (8) comprising a lead powered unit (14/15) and a non-lead powered unit (16/17/18) during a trip along a track The system comprises a first element (65) for determining a location of the vehicle or a time from the beginning of a current trip, a processor (62) operable to receive information from the first element (65) and an algorithm embodied within the processor (62) having access to the information to create a trip plan that optimizes performance of one or both of the lead unit (14/15) and the non-lead unit (16/17/18) in accordance with one or more operational criteria for one or more of the vehicle (8), the lead unit (14/15) and the non-lead unit (16/17/18).

Description

METHOD AND APPARATUS TO OPTIMIZE THE OPERATION OF A RAILROAD TRAIN FOR A TRAIN THAT INCLUDES LOCOMOTIVES WITH MULTIPLE DISTRIBUTED ENERGY Cross Reference with Related Requests This application is a continuation in part that claims the benefit of the North American Patent Application entitled System and Method of Optimization of a Train Travel, filed on March 20, 2006, and the assigned application number 11 / 385,354, which is incorporated herein by reference. Field of the Invention The embodiments of the present invention relate to optimizing operations of a train, and more particularly, to optimizing operations of a train, of a train that includes groups of locomotives with multiple distributed energy, monitoring and controlling train operations. to improve efficiency, while satisfying programming constraints. BACKGROUND OF THE INVENTION A locomotive is a complex system with numerous subsystems, each subsystem is interdependent with other subsystems. An operator on board a locomotive, applies traction and braking effort to control the speed of the locomotive and its load of wagons to ensure a safe arrival and in time to the desired destination. Speed control must also be carried out to maintain the forces in-train within acceptable limits, avoiding this form excessive coupling forces and the possibility of breaking a train. To carry out this function and comply with the prescribed operating speeds that may vary with the location of the train in the lane, the operator must generally have extensive experience in locomotive operation on the specific terrain with several groups of wagons, ie , different types and numbers of wagons. However, even with sufficient knowledge and experience to ensure safe operation, the operator generally can not operate the locomotive to minimize fuel consumption (or other operating characteristics, eg emissions) during a journey. Multiple operating factors affect fuel consumption, including, for example, emission limits, fuel characteristics / emissions of the locomotive, size and load of the wagons, weather, traffic conditions and operating parameters of the locomotive. An operator can operate a train more effectively and efficiently (through the application of traction and braking efforts), if it provides control information that optimizes the performance during a trip, while complying with a required program (time of arrival) and using a minimum amount of fuel (or optimizing other operating parameters), despite the various variables that affect performance. Therefore, it is desired that the operator operates the train under the guidance (or control) of an apparatus or process that announces the application of traction or braking efforts to optimize one or more operating parameters. A distributed power train 8, as illustrated in Figures 1 and 2, comprises locomotives 14 to 18 distributed in a separate relationship within the train group. In addition to the front end locomotive group 112A, including locomotives 14 and 15, the train 8 comprises one or more additional locomotive groups (referred to as remote groups and locomotives thereof referred to as remote units or remote locomotives) 112B and 112C. The group of the remote unit 112B comprises the remote locomotives 16 and 17; the remote unit group 112C comprises the remote locomotive 18. A distributed power train can improve the operation of the train and the applicable handling and traction and braking forces in locations in addition to the front end of the train. The locomotives of the remote groups 112B and 112C are controlled through commands issued by the front end advance unit 14 and are carried through a communication system 10. Such commands, for example, can instruct remote units to apply braking or pulling force. The communication system 10, referred to as a distributed energy communication system, also carries responses from the remote unit to the commands of the advance unit, alarm condition messages of the remote unit and operation parameter data of the unit remote The transmissions of the remote unit are transmitted to the advance unit of the front end 14 for the attention of the engineer or operator. Normally, the distributed power communication system allows the train to be subdivided into an advance group and four remote groups, where each remote group can be controlled independently from the front end. The types, contents and formats of various messages carried in the communication system 10 are described in detail in the commonly owned US Patents Nos. 5,039,038 and 4,582,580, both entitled Railway Communication System, which are incorporated in the present invention as reference. For a remote group that includes two or more locomotives, one of the locomotives of the group is designated as the unit of advance of the remote group, such as the locomotive 16 of the remote group 112B. The advance unit of the remote group 16 receives commands and messages from the advance unit 14, executes the commands and messages as required and two aspects corresponding to commands and messages of the linked locomotive 17 through an interconnection cable 19 ( referred to as a train line or MU line (multiple unit)). The advance unit 14 also controls the operation of the linked locomotive 15, issuing commands through the MU 19 line connecting the two locomotives. The communication system 10 provides communications between the advance unit of the front end 14 and the land-based sites, such as a dispatch center, a locomotive diagnostic and monitoring center, a train station, a loading facility / discharge and equipment on the edge of the road. For example, the remote groups 112B and 112C can be controlled either from the front end advance unit 14 (figure 1) or from a control tower 40 (figure 2). It should be understood that the only difference between the systems of FIGS. 1 and 2 is that the message and command output of the advance unit 14 of FIG. 1 is replaced by the control tower 40 of FIG. 2. Normally, the control tower 40 communicates with the advance unit 14, which in turn is linked to the locomotive 15 through the line MU 17 and to the remote groups 112B and 112C through the communication system 10. The train of distributed power 8 of Figures 1 and 2, further comprises a plurality of wagons 20 interposed between the advance group 112A and the remote groups 112B / 112C. The arrangement of the groups 112A-112C and the wagons 20 illustrated in Figures 1 and 2 is merely exemplary, since the present invention can be applied to other locomotive / wagon arrangements. The wagons 20 may comprise an air brake system (not shown in Figures 1 and 2) which applies to the air brakes of the wagons in response to a pressure drop in a brake tube 22 and which releases the brakes of the brakes. air at the time of a pressure rise in the brake pipe 22. The brake pipe 22 runs along the train to carry the air pressure changes specified by the individual air brake controls 24 in the advance unit 14 and the remote units 16 to 18. In certain applications, an outboard repeater 26 is placed within the distance of the radio communications of the train 8, to relieve the communication signals between the advance unit 14 and the remote groups 112B and 112C through the communication system 10. Each of the locomotives 14 through 18, the outboard repeater 26 and the control tower 40 comprises a transceiver 28 operating with an antenna 29 for receiving and transmitting communication signals through the communication system 10. The transceiver 28 in the advance unit 14 is associated with the advance controller 30 for generating and issuing commands and messages from the unit of advance 14 to remote groups 112B and 112C and receive response messages from them. Commands are generated in the advance controller 30 in response to operator control of the traction and braking controls within the advance unit 14. Each locomotive 15 to 18 and the outboard repeater 26 comprise a controller 32 for processing and response to received signals and to send response messages, alarms and commands. Brief Description of the Invention According to one embodiment, the present invention comprises a system for operating a railroad vehicle comprising an energized advance unit and an energized non-advance unit during a course along a railway track. The system comprises a first element to determine the location of a vehicle or a time from the beginning of a tour of that moment, a processor that operates to receive information of the first element and an algorithm presented within the processor that has access to the information for create a route plan that optimizes the performance of one or both of the advance unit and the non-advance unit according to one or more operating criteria of one or more of the vehicles, the advance unit and the non-unit Advance. According to another embodiment, the present invention comprises a method for operating a railway vehicle comprising an advance unit and a non-advance unit during a journey along a railway track. The method comprises determining parameters of vehicle operation and operating restrictions and executing an algorithm according to the operation parameters and operating restrictions to create a journey plan for the vehicle that optimizes separately and performance of the advance unit and the non-advance unit, where the execution of the route plan allows independent control of the advance unit and the non-advance unit. According to still another embodiment, the present invention comprises a computer software code for operating a railroad vehicle comprising a computer processor, a forward unit and a non-forward unit during a journey along a railroad track . The computer software code comprises a software module to determine the operating parameters and operating restrictions of a vehicle and a software module to execute an algorithm according to the operating parameters and operating restrictions to create a route plan for the vehicle that optimizes independently the performance of the advance unit and the non-advance unit, where the execution of the route plan allows independent control of the advance unit and the non-advance unit. BRIEF DESCRIPTION OF THE DRAWINGS A more particular description of the embodiments of the present invention is made, with reference to specific embodiments thereof which are illustrated in the attached drawings. It should be understood that these drawings only illustrate typical embodiments of the present invention and therefore will not be considered as limiting their scope, aspects of the present invention will be described and explained with specificity and additional details through the use of the drawings that the accompany, in which: Figures 1 and 2, illustrate railroad trains with distributed power to which the teachings of the present invention may apply. Figure 3 shows an example illustration of a flow chart of the present invention; Figure 4 illustrates a simplified model of the train that can be employed; Figure 5 illustrates an exemplary embodiment of elements of the present invention; Figure 6 illustrates an example mode of a fuel usage / travel time curve; Figure 7 illustrates an example embodiment of a segmentation decomposition to plan a route; Figure 8 illustrates an exemplary embodiment of a segmentation example; Figure 9 illustrates an exemplary flow chart of the present invention; Figure 10 shows an example illustration of a dynamic display to be used by the operator; Figure 11 shows another example illustration of a dynamic display to be used by the operator; Figure 112 shows another example illustration of a dynamic display to be used by the operator. Detailed Description of the Invention Reference will now be made in detail to the embodiments consistent with the present invention, examples of which are illustrated in the accompanying drawings. Whenever possible, the same reference numbers will be used in the drawings to refer to the same or similar parts. The embodiments of the present invention solve the problems in the art by providing a system, method and method implemented in computer to determine and implement a strategy of driving a train that has a group of locomotives, determining a method to monitor and control the operations of a train (either directly or through the actions suggested by the operator) to improve certain parameters of objective operation criteria, while satisfying the programming and speed restrictions. The embodiments of the present invention also operate when the locomotive groups are in distributed power operations. Those skilled in the art will recognize an apparatus such as a data processing system, including a CPU, memory, I / O, program storage, a bus connection and other suitable components, can be programmed or otherwise designed to facilitate the practice of the method mode of the present invention. Said system may include suitable program means for executing the modality of the method of the present invention. Likewise, an article of manufacture, such as a pre-recorded disc or other similar computer program product, for use with a data processing system, may include a storage medium and program means recorded thereon to direct the data processing system to facilitate the practice of the method mode of the present invention. Said apparatus and articles of manufacture are also within the spirit and scope of the embodiments of the present invention. Broadly speaking, the embodiments of the present invention provide a method, apparatus and program for determining and implementing a train driving strategy that has a group of locomotives, determining a method for monitoring and controlling the operation of a train to improve certain requirements. of parameters of objective operation criteria, while satisfying programming and speed restrictions. To facilitate understanding of the embodiments of the present invention, a description will be made below with reference to specific implementations thereof. The embodiments of the present invention are described within the general context of computer executable instructions, such as program modules, which are executed by a computer. Generally, the modules of the program include routines, programs, objects, components, data structures, etc., that carry out particular tasks or implement particular abstract data types. For example, software programs comprising the embodiments of the present invention can be encoded in different languages, for use with different platforms. In the description that follows, examples of modalities of the present invention are described within the context of a web portal that employs a web browser. However, it will be appreciated that the principles comprising the embodiments of the present invention can also be implemented with other types of computer software technologies. In addition, those skilled in the art will appreciate that the embodiments of the present invention can be practiced with other computer system configurations, including portable devices, multiprocessor systems, programmable or microprocessor-based consumer electronics, minicomputers, central computers and the like. The embodiments of the present invention can also be practiced in distributed computing environments, where tasks are carried out by remote processing apparatuses that are linked through a communication network. In a distributed computing environment, the program modules can be located on both local and remote computer storage media including memory storage devices. These local and remote computing environments are contained entirely within the locomotive, or adjacent locomotives, or outboard in the outside or central offices, where wireless communication is used. Throughout this document, the term group of locomotives is used. As used in the present invention, a group of locomotives can be described as having one or more locomotives in succession, connected together to provide a motorization and / or braking capability. The locomotives are connected together when there are no train cars between the locomotives. The train can have more than one group in its composition. Specifically, there may be a main group, and more than one remote group, such as half in the line of wagons and another remote group at the end of the train. Each group of locomotives can have a first locomotive and locomotive (s) of drag. Although a group is usually seen as successive locomotives, those skilled in the art will readily recognize that a group of locomotives can also be recognized as a group, even when at least one wagon separates the locomotives, such as when the group is configured for operation. of distributed power, where the acceleration and braking commands of the main locomotive to the remote trailers are relieved by means of a radio link or physical cable. For this purpose, the term locomotive group should not be considered as a limiting factor when describing multiple locomotives within the same train. Referring now to the drawings, embodiments of the present invention will be described. The embodiments of the present invention can be implemented in various forms, including as a system (including a computer processing system), a method (including a computerized method), an apparatus, a computer-readable medium, a computer program product. , a graphical user interface, including a web portal, or a data structure tangibly fixed in a computer readable memory. Various embodiments of the present invention are described below. Figure 3 shows an example illustration of a flow chart of an embodiment of the present invention. As illustrated, the instructions are specific entries for planning a trip either on board or from a remote location, such as a dispatch center 110. Such entry information includes, but is not limited to, train position, description of the group (such as locomotive models), locomotive power description, locomotive traction transmission performance, engine fuel consumption as a function of the output power, cooling characteristics, the projected route (Effective rail grade and curvature as a function of a marker or an "effective grade" component to reflect the curvature following the practices of the standard railroad), the train represented by the marking and loading of the wagon with coefficients of effective drag, parameters of desired routes including, but not limited to, start time and location, final location, desired travel time, id crew entification (use and / or operator) crew change expiration time, and route. This data can be provided to the locomotive 142 (see figure 3) in accordance with technical and process details, such as, but not limited to, an operator manually input this data into the locomotive 142 through an onboard display, inserting a memory device such as a hard card and / or USB unit containing the data into a receptacle on board the locomotive, and transmitting the information via wireless communication from a central or contiguous location 141, such as a signaling device railroad and / or contiguous apparatus, to locomotive 142. The characteristics of locomotive 142 and train 131 (for example, drag) can also change on the route (for example, with altitude, ambient temperature and condition of the rails and wagons), and the plan may be updated to reflect such changes as necessary, through any of the methods described above and / or by autonomous collection in time real conditions of the locomotive / train. This includes, for example, changes in the characteristics of the locomotive or train detected by monitoring equipment on or outboard of locomotive (s) 142. The signal system of the railway indicates certain railroad conditions and provides instructions to the operator of a train that approaches the signal. The signaling system, which is described in more detail below, indicates, for example, a train speed allowable through a railroad segment and provides stop and run instructions to the train operator. The details of the signal system, including the location of the signals and the rules associated with different signals, are stored in the on-board database 163 (see figure 9). Based on the specification data entered in an embodiment of the present invention, an optimal plan that minimizes the use of fuel and / or produced emissions subject to speed limit restrictions along the route with desired start and end times it is computerized to produce a travel profile 112. The profile contains the optimal speed and power (notch) configurations that the train must follow, expressed as a distance and / or time function, and said train operating limits, including but not limited to not limited to, maximum notch braking and power settings, and speed limits as a function of location, and the expected fuel used and emissions generated. In an example embodiment, the value of the notch configuration is selected to obtain acceleration change decisions every 10 to 30 seconds. Those skilled in the art will readily recognize that acceleration change decisions can occur over a longer or shorter duration, if it is needed and / or one wishes to follow an optimum speed profile. In a broad sense, it should be apparent to those skilled in the art that the profiles provide power settings for the train, whether at the train level, group level and / or individual train level. Power includes braking power, motor power and air brake power. In a preferred embodiment, instead of operating in the traditional independent notch power configurations, the embodiment of the present invention has the ability to select a continuous power configuration determined to be optimal for the selected profile. Therefore, for example, if an optimum profile specifies a notch configuration of 6.8, instead of operating in a notch configuration of 7, the locomotive 142 can operate in 6.8. By allowing such intermediate power configurations, additional efficiency benefits can be provided, as will be described below. The procedure used to computerize the optimum profile can be any number of methods to computerize a power sequence that drives the train 1 131 to minimize fuel and / or restrictions on operation and programming of the locomotive., as summarized below. In some cases, the required optimum profile may be close enough to a previously determined one, due to the similarity of the train configuration and environmental conditions. In these cases it may be sufficient to look for the driving path within the database 163 and try to follow it. When a previously computerized plan is not adequate, methods to computerize a new one include, but are not limited to, direct calculation of the optimal profile using differential equation models that approximate the physical motion of the train. The configuration involves selecting a quantitative objective function, commonly a weighted sum (integral) of model variables that correspond to the range of fuel consumption and generation of emissions plus a term to penalize the variation in excessive acceleration. An optimal control formulation is configured to minimize the quantitative objective function subject to restrictions including, but not limited to, speed limits and minimum and maximum power settings (acceleration). Depending on the planning objectives at any time, the problem may be flexible configuration to minimize fuel subject to restrictions or emissions and speed limits, or to minimize emissions, subject to restrictions on fuel usage and time of arrival. It is also possible to configure, for example, a goal to minimize the total travel time without restrictions on total emissions or fuel usage, where such relaxation in the restrictions may be permitted or required for the mission. Throughout the document, objective equations and objective functions are presented to minimize the fuel consumption of the locomotive. These equations and functions are for illustration only, since other objective equations and functions can be used to optimize fuel consumption and optimize other operating parameters of the locomotive / train. Mathematically, the problem that will be solved can be manifested more precisely. The basic physics are expressed by: dx = v; x (0) = 0.0; x (Tf) = D di dv = Te (u, v) -Ga (x) -? (?);? (0) = 0.0; v (7 »= 0.0 dt Where x is the position of the train, v is the speed and t is the time (in miles, miles per hour and minutes or hours, as appropriate) and u is the input of the notch (acceleration) command. In addition, D denotes the distance that will be traveled, Tf the desired arrival time in distance D along the railway, Te is the pulling force produced by the locomotive group, Ga is the gravitational drag that depends on the Train length, train marking and terrain in which the train is located, R is the net speed that depends on the drag of the combination of locomotive and train group. The initial and final speeds can also be specified, but without loss of generality, they are taken here as zero (train stopped at the beginning and at the end). The model is easily modified to include other important dynamics such as space between a change in acceleration, u, and the resultant or braking traction force. All these performance measures can be expressed as a linear combination of any of the following: - Minimize total fuel consumption min 7.}. "() - Minimize Travel Time notch management (constant entry in the form of parts) - Minimize notch management (continuous entry) Replace the term fuel F in (1) with a term that corresponds to the production of emissions. For example, for emissions - Minimize consumption of total emissions In this equation, E is the amount of emissions in gm / hphr for each of the notches (or power settings) .In addition, a minimization can be performed based on a weighted total of fuel and emissions.A commonly used and representative objective function is therefore min a, ¡F (u (t)) dt + a3Tf + a2 ¡(du I dtfdt (OP) o The coefficients of the linear combination will depend on the importance (weight) of each of the terms. In multiple types of fuel, the fuel term F is a combination of linear sum of the fuel efficiencies of each type of fuel used by the vehicle, as described in more detail below. It should be noted that in the equation ( OP), u (t) is the optimization variable which is the continuous notch position If an independent notch is required, for example, for older locomotives, the solution can be separated from the equation (OP), which It can result in less fuel savings, the discovery of a minimum time solution is used (ai and a2 are set to zero) to find a minor link, the preferred way is to solve the equation (OP) for various values of Tf with a3 set to zero. For those who are familiar with solutions such as optimal problems, it may be necessary to join constraints, for example, speed limits along the trajectory: 0 < v = SL (x) Or when a minimum time is used, the objective, since an endpoint restriction must be maintained, for example, the total fuel consumed must be lower than the one in the tank, for example, a through: where WF is the remaining fuel in the tank in Tf. Those skilled in the art will readily recognize that the equation (OP) can be presented in other forms and that the previous version is an exemplary equation for use in one embodiment of the present invention. The reference to emissions within the context of the present invention is generally directed to cumulative emissions produced in the form of nitrogen oxides (NOx), unburned and particulate hydrocarbons. Through design, each locomotive must comply with EPA emission standards, and therefore in an embodiment of the present invention that optimizes emissions, this can refer to the total emissions of the emission, for which there is no specification EPA The operation of the locomotive according to the optimized route plan, all times complies with EPA emission standards. If a key objective during the tour is to reduce emissions, the formulation of optimal control, the equation (OP), is amended to consider this travel objective. A key flexibility in the optimization process is that any or all travel objectives may vary by geographic region or mission. For example, for a high priority train, the minimum time may be the only target on a route due to the priority of the train. In another example broadcast, the output may vary from state to state, along the planned route of the train. To solve the resulting optimization problem, in an exemplary embodiment the present invention transcribes a problem of optimal dynamic control in the time domain to a problem of mathematical static programming equivalent to N decision variables, wherein "N" depends on the frequency at which acceleration and braking adjustments are made and the duration of the journey. For physical problems, this N can be in thousandths. In one example mode, a train is traveling a lane extension of 172 miles in the Southwest of the United States. Using the present invention, an exemplary fuel consumption of 7.6% can be considered when compared to a determined path and followed in accordance with the aspects of the present invention, versus a path wherein the acceleration / velocity is determined by the operator, in accordance with standard practices. The improved savings are considered due to the optimization provided by the present invention which produces a driving strategy with both less drag loss and with little or no loss of braking compared to the travel controlled by the operator. To make the optimization described above computationally adaptable, a simplified model of the train can be employed, as illustrated in Figure 4, and established in the equations described above. A key refinement to the optimum profile is produced by deriving a more detailed model with the optimal power sequence generated, to test if any thermal, electrical and mechanical restrictions are violated, leading to a modified profile with speed versus distance that is as close as possible to a run that can be achieved without damaging the equipment of the locomotive or train, that is, by satisfying the additional constraints involved, such as thermal and electrical limits on the locomotive and forces on the train. Referring again to Figure 3, once the course 112 starts, 114 power commands are generated to initiate the plan. Depending on the operating configuration of the embodiments of the present invention, a command causes the locomotive to follow the optimized power command 116, to achieve the optimum speed. One mode obtains real power speed information from the train's locomotive group. Due to the common approaches in the models used for the optimization, a closed circuit calculation of corrections to the optimized power can be obtained to track the desired optimal speed. These corrections of the limits that operate the train, can be made automatically or through the operator, who always has the ultimate control of the train. In some cases, the model used in optimization may differ significantly from the actual train. This can occur for many reasons, including but not limited to, intakes and leaks, locomotives that fail on the route, errors in the initial database 163 and errors in data entry by the operator. For these reasons, a monitoring system uses real-time train data to estimate the parameters of the locomotive and / or train in real time 120.

Subsequently, the estimated parameters are compared with the parameters assumed when the route was initially created 122. Based on any differences in the assumed and estimated values, the route can be re-planned 124. Normally, the route is re-planned if it can be considered significant savings from a new plan. Other reasons for a route to be re-planned include guidelines from a remote location, such as a dispatch and / or a request from the operator for a change in objectives to be consistent with the objectives of global movement planning. Such global movement planning objectives may include, but are not limited to, other train programs, time required to dissipate tunnel escape, maintenance operations, etc. Another reason may be due to a failure on board a component. Strategies for re-planning can be grouped into incremental and larger adjustments depending on the severity of the interruption, as described in more detail below. In general, a "new" plan must be derived from a solution to the optimization problem (OP) equation described above, although often faster approximate solutions can be found, as described in the present invention. In operation, the locomotive 142 will continuously monitor the efficiency of the system and will continuously update the route plan based on the actual measured efficiency, provided that said update can improve the performance of the route. Refitting computations can be carried out entirely within the locomotive (s) or can be carried out completely or partially at a remote location, such as an office or processing facilities on the road, where wireless technology can communicate from new plan to the locomotive 142. An embodiment of the present invention can also generate efficiency trends to develop data of the locomotive fleet with respect to efficiency transfer functions. Fleet-wide data can be used when determining the initial route plan, optimization negotiation across the network can be used when considering locations of a plurality of trains. For example, as illustrated in Figure 6, the fuel usage negotiation curve, real time reflects the capacity of a train on a particular route at a current time, updated from assembly averages collected from many trains. similar in the same route. Therefore, a central dispatch facility that collects type 6 figure curves from many locomotives, can use that information to better coordinate general train movements to achieve an advantage throughout the system in fuel use and performance. Many events during area operations can motivate the generation of a new or modified plan, including a new or modified route plan that retains the same route objectives, for example, when a train is not in a program for a planned meeting or phase with another train, and therefore must cover the lost time. Using the real speed, power and location of the locomotive, we compare a planned arrival time with an estimated arrival time of that moment (anticipated) 25. Based on a difference in the times, as well as the difference in parameters ( detected or changed by the dispatch or the operator) plan 126 is adjusted. This adjustment can be made automatically in response to a railway company policy to handle departures from the plan or manually as the on-board operator and dispatcher jointly decide the best method to return to the plan. You can always update a plan, but when the original objectives (such as but not limited to the time of arrival) remain the same, additional changes may be factorized concurrently, for example, new future speed limit changes, which may affect the feasibility of recovering the original plan. In such cases if the original route plan can not be maintained, or in other words, the train does not have the ability to meet the objectives of the original route plan, as described in the present invention, they can be presented to the operator. , remote installation and / or dispatch other route plans. A new plan can also be developed when you want to change the original objectives. Said re-planning can be carried out at any time previously planned, manually, at the discretion of the operator or dispatcher, or autonomously when the predefined limits are exceeded, such as the operating limits of the train. For example, the execution of the current plan is to run late for more than a specific threshold value, such as thirty minutes, a mode of the present invention can re-plan the course to accommodate the delay, despite the consumption of Increased fuel as described above, or give notice to the operator and dispatcher to see to what extent the lost time can be regained, if possible, (for example, which is the minimum remaining time or the maximum fuel that It can be saved within a time constraint.Alternatively other activators can be considered for the new plan based on the fuel consumed or the power group's vitality, including but not limited to the time of arrival, loss of horsepower due to equipment failure and / or equipment temporary malfunction (such as operation with too much heat or too cold) and / or detection of gross configuration errors, as in the load of the assumed train. That is, if the change reflects damage in the performance of the locomotive for the course of that moment, these can be factored into the models and / or equations used in the optimization process. Changes in plan objectives may also suffer from the need to coordinate events when the plan for a train compromises the ability of another train to meet the objectives and arbitrariness at a different level, and arbitrariness is required in a different level, for example, the dispatch office. For example, the coordination of meetings and phases can be optimized in an additional way through train-to-train communications. Therefore, as an example, if an operator knows that it is plotted in a program to reach a place for an encounter and / or pass, the communications of the other train can warn the operator of the delay of the train (and / or dispatch). The operator can enter information pertaining to the arrival with an expected delay to recalculate the train's travel plan. In one embodiment, the present invention is used at a high level or network level, to allow an office to determine which train should slow down or accelerate, if it appears that a meeting time restriction and / or can not be met. scheduled pass. As described in the present invention, this is achieved through trains that transmit data to the dispatch, to organize by priorities as each train must change its planning objective. A choice can be made either based on the program or benefits in fuel savings, depending on the situation. For any of the new plans initiated manually or automatically, the embodiments of the present invention may present more than one route plan to the operator. In an exemplary embodiment, the present invention presents different profiles to the operator, allowing the operator to select the arrival time and also understand the corresponding impact of fuel and / or emission. Such information may also be provided to the firm for similar considerations, either as a simple list of alternatives or as a plurality of negotiation curves, as illustrated in Figure 6. In one embodiment the present invention includes the ability to learn and adapt to key changes in the train and power group which can be incorporated either in the current plan and / or future plans. For example, one of the activators described above is losing horsepower. When horsepower builds up over time, either after the loss of horsepower or when a run is started, a transition logic is used to determine when a desired horsepower power is achieved. This information can be stored in the database of the computer 161 to be used in optimizing either future routes or the route of that moment, if the loss of horsepower occurs again later. Figure 5 illustrates an example embodiment of elements of the present invention. A locator element 130 determines a location of the train 131. The locator element 130 comprises a GPS sensor or a sensor system that determines the location of the train 131. The systems of said systems may include, but are not limited to, apparatus on the edge of the way, such as identification labels of automatic radio frequency equipment (RF AEI) dispatch and / or determinations based on video. Another system can use a tachometer on board a locomotive and distance calculations from a reference point. As previously described, a wireless communication system 147 may also be provided to allow communications between trains and / or to a remote location, such as a dispatch. Information regarding travel locations can also be transferred from other trains through the communication system. A rail characterization element 133 provides information regarding the one lane, mainly grade, elevation and curvature information. Lane characterization element 133 may include an on-board rail integrity database 136. Sensors 38 measure a tensile stress 40 applied by locomotive group 142, acceleration configuration of locomotive group 142, configuration information from locomotive group 142, locomotive group speed 142, individual locomotive configuration information, individual locomotive capacity, etc. In an example embodiment, the configuration information of the locomotive group 142 can be loaded without the use of a sensor 138, although it is entered by other methods, as described above. In addition, the vitality of the locomotives in the group can also be considered. For example, if a locomotive in the group does not have the capacity above a power notch level 5, this information is used when optimizing the route plan. The localized element information can also be used to determine an adequate arrival time of the train. For example, if there is a train 131 moving along lane 134 to a destination, and there is no train following it, and the train does not have to meet a fixed arrival time limit, the locator element, including but not limited to to the identification labels of automatic radio frequency equipment (RF AEI), dispatch and / or video-based determinations, can be used to determine the exact location of the train 131. In addition, the inputs of these signaling systems can be used to adjust the speed of the train. Using the on-board lane database, described below, and the locator element, such as GPS, one embodiment of the present invention adjusts the operator interface to reflect the state of the signaling system at the location of the locomotive. determined. In a situation where signal states indicate operating costs of restrictive speeds, the glider can choose to slow down the train to conserve fuel consumption. The information of the locator element 130 can also be used to change the planning objectives as a function of the distance to a destination. For example, due to the inevitable uncertainties with respect to congestion along the route, the "fastest" time objectives in the early part of the route can be used as a protection against delays that statistically will occur later. In a particular route, these delays do not occur, the objectives in the later part of the route can be modified to exploit the lazy time accumulated in previous stages and thus be able to recover some fuel efficiency. A similar strategy can be invoked with respect to targets with emission restriction, for example, emission restrictions that apply when arriving in an urban area. As an example of the protection strategy, if a trip is planned from New York to Chicago, the system can provide an option to operate the train with lower speed either at the beginning of the route, halfway or at the end of the route . One embodiment of the present invention optimizes the route plan to allow a slower operation at the end of the route, since unknown restrictions may be developed and known during the course, such as but not limited to climatic conditions, maintenance of the lanes, etc. As another consideration, if the traditionally congested areas are known, the plan is developed with an option to increase driving flexibility around these regions. Accordingly, the embodiments of the present invention may also consider weighting / penalization as a function of time / distance in future experiences and / or based on known / past experiences. Those skilled in the art will readily recognize that such planning and re-planning taking into account considerations of weather conditions, lane conditions, other trains in the lanes, etc., may be considered at any time during the route, when the route plan it adjusts accordingly. Figure 5 also describes other elements that can be inserted in the embodiments of the present invention. A processor 144 operates to receive information from a locator element 130, the lane characterization element 133 and the sensors 138. An algorithm 146 operates within the processor 44. The algorithm 146 computes an optimized route plan based on parameters involving the locomotive 142, train 131, lane 134 and mission objectives, as described in the present invention. In an example mode, a route plan is established based on train performance models, as train 131 moves along lane 134, as a solution of the nonlinear equations derived from the applicable physics with assumptions of simplifications that are provided in the algorithm. The algorithm 146 has access to the information of the locator element 130, characterization elements 133 and / or sensors 138 to create a route plan that minimizes the fuel consumption of a group of locomotives 142, minimizes emissions of a group of locomotives 142, establish a desired travel time and / or ensure adequate operation time of the crew aboard locomotive group 142. In an exemplary embodiment a driver or controller element 151. Also provided as described in the present invention, the controlling element 151 can control the train as it follows the route plan. In an exemplary embodiment further described in the present invention, the controlling element 151 autonomously takes decisions on the operation of the train. In another example mode, the operator can be involved with the direction of the train to follow or deviate from the route plan in his direction. In one embodiment of the present invention, the route plan can be modified in real time, as it is being executed. This includes creating the initial plan for a long distance travel, due to the complicity of the plan optimization algorithm. When the total length of a route profile exceeds a certain distance, an algorithm 146 can be used to segment the mission, dividing the mission into coordinates to locate reference points. Although only one algorithm 146 is described, those skilled in the art will appreciate that more than one algorithm can be used, and that such multiple algorithms are linked to create the route plan. The coordinates for locating waypoints may include natural locations, where for the train 131, such as, but not limited to, dead ends of the simple main line to encounter opposite traffic or for a pass with a coming train behind the train at that time, a train station, an industrial dead-end where the wagons are taken or left and locations for planned maintenance operations. In such coordinates to locate reference points it may be required that the train 131 be in the location at a programmed time, stop or move with a speed within a specific range. The length of time from arrival to departure at the coordinates is called the stop time. In an exemplary embodiment, the present invention has the ability to break a longer path into small segments according to a systematic process. Each segment can be somewhat arbitrary in length, although it is usually selected in a natural location such as a significant stop or speed restriction, or in key coordinates or markers that define junctions with other routes. Due to the division or segment selected in this way, a driving profile is created for each segment of the lane as a function of travel time taken as an independent variable, as shown in Figure 6. The fuel negotiation used / travel time associated with each segment can be computed before the train 131 reaches that segment of the lane. Therefore, a total route plan can be created from the driving profiles created for each segment. One embodiment of the present invention optimally distributes the travel time between all travel segments, so that the total travel time required is satisfied and the total fuel consumed in all segments is minimized. In Figure 8 a three-segment example path is described. Those skilled in the art will recognize, however, although segments are described, that the route plan may comprise a single segment representing the complete route. Figure 6 illustrates an example mode of a fuel usage time / travel time curve. As mentioned above, said curve 150 is created when an optimum path profile is calculated for various travel times of each segment. That is, for a determined travel time 51, the fuel used 152 is the result of the computerized detailed driving profile as described above. Once the travel times for each segment are assigned, a power / speed plan for each segment is determined from the previously computerized solutions. If there are any speed restrictions of the coordinates between the segments, such as, but not limited to, a change in the speed limit, they are matched during the creation of the optimum path profile. If the speed restrictions change only with a simple segment, the fuel usage / travel time curve 150 has to be re-computed only for the changed segment. This process reduces the time required to recalculate more parts, or segments, of the route. If the group of locomotives or train changes significantly along the route, for example, loss of a locomotive or lifting or leaving of wagons, then the driving profiles must be re-computerized for all subsequent segments creating new cases of the curve 150. These new curves 150 are subsequently used together with new program objectives to plan the remaining route. Once the route plan is created as described above, a trajectory of speed and power versus distance allows the train to reach a destination with fuel and / or minimum emissions at the required travel time. There are several techniques to execute the route plan. As provided in more detail below, in an exemplary mode of a steering mode, the present invention displays control information to the operator. The operator follows the information to achieve the required power and speed as determined in accordance with the optimal route plan. Therefore, in this mode the operator is supplied with operating suggestions to be used in the driving of the train. In another exemplary embodiment, control actions to accelerate the train or maintain a constant speed are carried out through the present invention. However, when the train 131 must slow down, the operator is responsible for applying brakes, controlling the braking system 152. In another example embodiment, the present invention commands power and braking actions, as required to follow the trajectory. of desired speed-distance. Feedback control strategies are used to correct the sequence of power control in the profile, to take into account events such as, but not limited to, variations in the train load caused by winds in the front and / or winds in the the back part fluctuating. Another such error can be caused by an error in the parameters of the train, such as but not limited to mass and / or drag of the train, in comparison with assumptions in the optimized route plan. A third type of error can occur due to incorrect information in the database of lane 36. Another possible error can imply non-modeled performance differences due to the engine of the locomotive, thermal decrease of the traction motor and / or other factors. The feedback control strategies compare the actual speed as a position function with the speed in the desired optimal profile. Based on this difference, a correction is added to the optimum power profile to drive the actual speed towards the optimum profile. To ensure stable regulation, a compensation algorithm can be provided that filters the feedback velocities in power corrections to ensure a closed circuit performance stability. Compensation can include standard dynamic compensation as used by experts in the design of the control system to meet performance objectives. According to several aspects, the present invention allows the simplest and therefore fastest means to adapt the changes in the travel objectives, which is the rule and not the exception, in railway operations. In an example mode, to determine the optimal-fuel route from point A to point B, where there are stops along the way, and to update the route of the rest of the route once it has begun, you can use a suboptimal decomposition method to find an optimal path profile. When using modeling methods, the computation method can find the route plan with the specific travel time and initial and final speeds that satisfy all restrictions of speed limits and locomotive capacity, when there are stops. Although the following description is aimed at optimizing the use of fuel, it can also be applied to optimize other factors, such as but not limited to emissions, schedule, crew comfort and cargo impact. The method can be used at the beginning of the development of a route plan, and more importantly, to adapt to the changes in the objectives after a journey begins. As described in the present invention, one embodiment of the present invention employs a configuration, such as illustrated in the example flow chart illustrated in Figure 7, and in the form of a three-segment example illustrated with detail in figure 8. As illustrated, the path can be broken into two or more segments, T1, T2 and T3, although as described in the present invention, it is possible to consider the path as a simple segment. As described in the present invention, segment boundaries may not result in segments of equal length. Rather, the segments use natural or mission specific limits. The optimal route plans are pre-computed for each segment. If the object of the route to be fulfilled is fuel use versus time of travel, fuel curves versus time of travel are generated for each segment. As described in the present invention, the curves can be based on other factors, where the factors are objectives that will be fulfilled with a route plan. When the travel time is the parameter that is being determined, the travel time of each segment is computed, while satisfying the general restrictions of the travel time. Figure 8 illustrates speed limits for a 200 mile route 97 of three example segments. Changes of degree in the 200-mile course 98 are further illustrated. A combined graph 99 illustrates fuel curves used for travel segment in travel time. Using the optimal control configuration described above, the computation method of the present invention can find the route plan with specified travel time and initial and final speeds, to satisfy all constraints on speed limits and locomotive capacity when there are stops . Although the following detailed description is directed to optimize the use of fuel, it may apply to optimizing other factors as described in the present invention, such as, but not limited to, emissions. The method can accommodate desired stop times at stops and considers restrictions on prior arrivals and departures at a location, as required, for example, in single-lane operations, where the time of entry or transfer to an airport is important. death way. According to one embodiment, the present invention finds a fuel-optimal path of distance D0 to DM, travel in time T, with intermediate stops? D ^ DM- and with arrival and departure times in these stops, restricted by: fmln (/) = tarr (D,) = fmaX (0"?? tarr (D¡) + ??, < tdep (Di) = tmax (i) i = 1 M -1 where tarr (D¡), tdep (Díy), and? G, are the time of arrival, exit and minimum stop at stop / 'th, respectively. the optimization-fuel implies the minimization of the stop time, therefore tdep (D¡) = tgrr (D¡) ,,, where the second previous lack of equality is eliminated, Assume for each i =?,.,. ,?, the fuel-optimal path from D (-i to D¡ for the travel time t, Tmin (;) <f = fmax (/ ') is known, let Fj (t) be the fuel- If the travel time from Dy-Í to D¡ is denoted as T, then the arrival time in D is determined by where ?? 0 is defined as zero. The fuel-optimal path from D0 to DM for the travel time T is subsequently obtained by finding T i, / '= 1 M, which minimizes ??, (?)? a ?? (?) = ?, =? ^ (?) subject to '«I» (') =? Vj + At) < tw (/) -? / ,. i =?,.,., - 1 ? (?? + ??) =? 7 = 1 Once the route is under way, the emission of the optimum fuel solution for the rest of the route (originally from D0 to DM at time T) is determined again, as the route is carried out, although the disturbances are excluded after the optimal fuel solution. Let the distance and running speed be x and v, respectively, where D, .- i < x < D¡. Also, let the current time from the beginning of the route be faCf- Subsequently, the fuel-optimal solution for the rest of the route x to DM, which retains the original arrival time in DM, is obtained by finding, which minimizes subject to '. *, (*) = + + +? /,.,) = íma (k) -Atk k = i + l, ..., M - 1 Here, it is the fuel used for the optimal path from x to 0 ,, traveled at time t, within the initial velocity at x of v. As described above, an example process allows more efficient replanting constructions of the optimal solution for a stop-to-stop route from split segments. For the path from D, .i to D¡, with the travel time T, a set of immediate points D, 7, j = 1, ...,? ? - 1. Allow D, 0 = and DiNi = D¡.

Then express the use of fuel for the optimal path from D, .i to D¡. where / y (í,, -, y-i, v, y) is the use of fuel for the path from D / y-i to D¡¡, travel in time f, with initial and final velocities of? ,, .-? and V,. Also, t¡¡ is the time in the optimal path that corresponds to the distance D¡¡. Through the definition tiNi - ti0 = T¡. Since the train stops at D, 0 and DiN, v¡o = ¡N¡ = 0. The above expression allows the function Fj (t) to be determined in an alternative way by first determining the functions (,; (·) , 1 = j = N1, later finding r, -y, 1 = j = N¡ and v¡j, 1 = j = N¡, which minimizes A Subject to J = l vm¡n '. ) = i and < vmax (/ ,;); = 1 N, - 1 By choosing D, (for example in speed restrictions or meeting points), vmax-vmin can be minimized thus minimizing a domain through which f, () needs to be known. Based on the division described above, a simpler suboptimal re-planning method than the one described above restricts the re-planning to times where the train is at the distance points D¡¡, 1 = i < M, 1 = j = N¡. At point D /;, the new optimal path of D, and a DM can be determined by finding rik, j < k = N¡, vik, j < k < N, y and xmn, i < m = M, 1 = n < Nm, vmn, i < m < M, 1 = n < Nm, which minimizes M M N. f, k (½ .v,. * -! A) +? ? / «, (M", vm, vmn) * =. / +! subject to N, my "') < , + S ^ = tanü) -tol 'min (") ='«, + Tik +? (M + ??, "_,) < / max («) - ?? "p = i + - 1 where An additional simplification is obtained expecting a recum of Tm, i <; m = M, until the distance point D¡ is reached. In this way at points Dj between D (-i and Dj, the previous minimization needs to be carried out only through rik, j <k <N, vik, j <k < N T is increased as necessary to adapt any longer actual travel time from D, .ia D, to planned, this increase is later compensated if possible, through the recum of Tm, i < m = M, at the distance point D¡¡ With respect to the closed circuit configuration described above, the total input energy required to move a train 131 from a point A to a point B consists of the sum of four components, specifically the difference in kinetic energy between points A and B¡ the difference in potential energy between points A and B, the loss of energy due to friction and other drag losses, and the energy dissipated by the application of the brakes. the start and end speeds (for example, nario) are equal, the first component is zero. In addition, the second component is independent of the driving strategy. Therefore, it is sufficient to minimize the sum of at least two components. Subsequently, a constant speed profile minimizes the loss of drag. Subsequently, a constant speed profile also minimizes the total energy input when there is no need to brake to maintain constant speed. However, if braking is required to maintain constant speed, applying braking only to maintain constant speed will probably increase the total energy required due to the need to refill the energy dissipated by the brakes. There is a possibility that some braking can actually reduce the use of total energy, if the additional brake loss is greater than the compensation for the decrease in drag caused by braking, reducing the variation in speed. After completing a new planning from the collection of the events described above, the new optimum notch / speed plan can be followed using the closed circuit control described here. However, in some situations there may not be enough time to carry out the decomposed planning per segment described above, and particularly when there are critical speed restrictions that must be respected, an alternative may be preferred. One embodiment of the present invention accomplishes this with an algorithm referred to as "intelligent crossover control". The intelligent crossover control algorithm is an efficient process to generate, in flight, a suboptimal energy-efficient (therefore fuel-efficient) prescription for driving train 131 through known terrain. This algorithm assumes knowledge of the position of the train 131 along the lane 134 at all times, as well as the knowledge of the degree and curvature of the lane, versus position. The method depends on a mass-point model for the movement of the train 131, whose parameters can be estimated in the form of adaptation from on-line measurements of the train movement, as described above. The intelligent crossover control algorithm has three main components, specifically a modified speed limit profile that serves as an efficient guide and an energy around speed limit reductions; an adjustment profile of ideal acceleration or dynamic braking configuration that attempts to balance, minimizing variations in speed and braking; and a mechanism for combining the last two components to produce a notch command, using a velocity feedback circuit to compensate for mismatches of modeled parameters when compared to reality parameters. Intelligent crossover control can accommodate strategies in the embodiments of the present invention, without active braking (ie, the driver is signaled and assumed to provide the required braking) or a variant that provides active braking. With respect to the crossover control algorithm that does not control dynamic braking, the three example components are a modified speed limit profile that serves as an efficient guide and an energy around speed limit reductions, a notification signal that notifies the operator when braking must be activated, an ideal acceleration profile that attempts to balance minimizing variations in speed and notifying the operator to apply braking and a mechanism that uses a feedback loop to compensate for mismatches of the model parameters to the parameters real. Also included, in accordance with aspects of the present invention, is a method for identifying values of key parameters of the train 131. For example, with respect to the train mass estimate, a Kalman filter and a minimum method can be used. resource squares to detect errors that can develop over time. Figure 9 illustrates an exemplary flow chart of the present invention. As previously described, a remote installation, such as a dispatch center 160 may provide information to be used in the present invention. As illustrated, said information is provided to an executive control element 162. Executive control element 162 is also provided with a modeling information database of the locomotive 163, a lane information database 136 such as , but not limited to, lane grade information and speed limit information, estimated train parameters such as, but not limited to, train weight and drag coefficients, and fuel range tables of a range estimator. fuel 164. The executive control element 162 supplies information to the glider 112, which is described in greater detail in figure 3. Once a route plan has been calculated, the plan is provided to a driving advertiser, operator or controller element 151. The route plan is also provided to the executive control element 162 so that it can compare the route when other new data is provided. As described above, the driving advertiser 151 can automatically adjust a notch power, either a pre-set notch setting or an optimal, continuous notch power value. In addition to providing a speed command to the locomotive 131, a screen 168 is provided so that the operator can see what the glider has recommended. The operator also has access to the control panel 169. Through the control panel 169, the operator can decide whether to apply the recommended notch power. For this purpose, the operator can limit a directed or recommended power. That is, at any time the operator always has the final authority with respect to the power configuration for the operation of the locomotive group, including if brakes are applied if the plan recommends decreasing the speed of the train 131. For example, if you operate In dark territory, or when the information of the team on the edge of the road can not transmit information electronically to a train, and rather the operator observes visual signals of the equipment on the road, the operator enters commands based on information contained in the base of Lane data and visual signals from the team on the road. Based on how train 131 is operating, information regarding fuel measurements is supplied to the fuel range estimator 164. Since direct measurement of fuel flows is not normally available in a group of locomotives, all the information of the fuel consumed at a point in the route and the projections in the future if the optimal plans are followed, use calibrated physical models, such as those used in the development of optimal plans. For example, such anticipations may include, but are not limited to, the use of measured gross horsepower and known fuel characteristics to derive the cumulative fuel used. The train 131 also has a locator apparatus 130 such as a GPS sensor, as described above. Information is supplied to the train parameter estimator 165. Such information may include, but is not limited to, GPS sensor data, traction / braking effort data, braking state data, speed of any changes in speed data. . With the information regarding grade information and speed limit, information of the weight and drag coefficients of the train is provided to the executive control element 162. An embodiment of the present invention may also allow the use of continuously variable power through optimization planning, and implementation of closed circuit control. In a conventional locomotive, the power is normally quantified to eight independent levels. Modern locomotives may consider a continuous variation in horsepower that can be incorporated into the optimization methods described above. With continuous power, the locomotive 142 can further optimize the operating conditions, for example, by minimizing auxiliary loads and power transmission losses, and fine-tuning the horsepower regions of the optimum efficiency engine or points of increased emission margins. The example includes, but is not limited to, minimizing cooling system losses, adjusting alternator voltages, adjusting engine speeds, and reducing the number of energized axles. In addition, the locomotive 142 can utilize the on-board rail database 136, and the predicted performance requirements to minimize auxiliary loads and power transmission losses to provide optimum efficiency for the target fuel consumption / emissions. Examples include, but are not limited to, reducing a number of energized axles in flat terrain and previously cooling the engine of the locomotive before entering a tunnel. One embodiment of the present invention also utilizes the on-board rail track database 36 in the expected performance to adjust the performance of the locomotive, such as to ensure that the train has sufficient speed as it arrives at a mountain and / or tunnel . For example, it can be expressed as a speed restriction in a particular location that becomes part of the generation of the optimal plan created to solve the equation (OP). In addition, the embodiment of the present invention may incorporate train handling rules, such as, but not limited to, traction force ramp ranges, maximum braking force ramp ranges. These can be incorporated directly into the formulation for an optimum path profile or alternatively incorporated into the closed-loop regulator used to control the application of power to achieve the target velocity. In a preferred embodiment of the present invention, said mode is installed only on a front locomotive of the train assembly group. Even though the embodiment of the present invention does not depend on data or interactions with other locomotives, it can be integrated with a group administrator, such as described in US Patent No. 6,691,957 and in Patent Application No. 10 / 429,596 ( that belong to the Assignee and both are incorporated as reference), functionality and / or functionality of the group optimizer to improve efficiency. Interaction with multiple trains is not excluded as illustrated in the arbitration example of dispatching two trains "independently optimized" described here. One embodiment of the present invention can be used with groups in which the locomotives are contiguous, for example, with one or more locomotives from the front, others in the middle and at the rear of the train. These configurations are called distributed power, where the standard connection between the locomotives is replaced by radio link or an auxiliary cable to externally link the locomotives. When operating in distributed power, the operator in a main locomotive can control the operating functions of the remote locomotives in the group through a control system, such as a distributed power control element. In particular, when operating in distributed power, the operator can command each group of locomotives to operate at a different notch power level (or one group can be driven and the other can be braked) where each individual part in the group of locomotives operate the same notch power. Likewise, when a group optimizer is used with a group of locomotives, the embodiment of the present invention can be used together with the group optimizer to determine the notch power for each locomotive in the locomotive group. For example, it is assumed that a route plan recommends a notch power setting of four for the locomotive group. Based on the location of the train, the group optimizer will take this information and subsequently determine the notch power setting for each locomotive in the group. In this implementation, the efficiency of the configuration of the notch power settings is improved with respect to the intra-rail communication channels. In addition, the implementation of this configuration can be carried out using the distributed power communication system. One embodiment of the present invention can be used with a distributed power train as illustrated in Figures 1 and 2, and as described above. In accordance with the teachings of the present invention, a distributed power train can be operated in a normal or independent mode. In the normal mode, the operator and the advance unit 14 of the advance group 112A command each of the locomotive groups 112A, 112B and 112C to operate at the same notch power or to apply the same braking force that is applied by the forward locomotive 14. If the forward locomotive 14 of the advance group 112A commands the monitoring in the notch N8, all the other locomotives 15 to 18 are commanded to monitor in the notch N8 through a signal transmitted by means of the communication system 10 of the forward locomotive 14. In the independent mode, the distributed power train is segregated into two groups of independent locomotives, that is, a front group and a rear group through the operator, when the system is established Communication. For example, the locomotive group 112A is configured as the front group and the locomotive group 112B and 112C are configured as the rear group. Each of the front and rear groups can be commanded for a different operation. For example, as the train climbs the top of a mountain, the locomotives of the front group 14 and 15 in the advance group 112A (which are on the downhill slope of the mountain) are commanded to progressively decrease the configurations of notch (possibly including a braking configuration) as the front group descends from grade. The locomotives of the rear group 16, 17 and 18 in the remote groups 112B and 112C (on the uphill slope of the mountain) remain in the same monitoring mode until the end of the train reaches the top of the mountain. The edition of the train in frontal and rear groups and the differential control of the two groups, can minimize the tension forces in the mechanical couplers that connect the wagons and the locomotives. According to the prior art, the operation of the power train distributed in an independent mode requires the operator to manually command the locomotives of the front group and the locomotives of the rear group through a deployment in the forward locomotive. Using the physics based on the planning model, the train configuration information (including the performance and location capabilities of each locomotive in the train, which can be determined through the operator during configuration or automatically through a mode of the route optimizer), the information on the on-board database, the operation rules, the determination and location systems, the real-time closed-circuit power / braking controls, the sensor feedback, etc., (as described elsewhere), one embodiment of the travel optimizer system of the present invention determines the optimum operation of each locomotive 14 to 18 to achieve optimal train operation. In response to the optimized route plan, the travel optimizer controls the distributed power train by independently controlling each locomotive, whether it is in the same group of locomotives or in a different one. Therefore, the travel optimizer as applied to a distributed power train provides more granular train control and optimizes train performance for the individual level of the locomotive. Unlike the distributed power trains of the prior art in which the locomotives are segregated and controlled according to a front group and a rear group, the control of the travel optimizer independent of the individual locomotives according to the aspects of the present invention, segregate the train into multiple groups (where by choosing for the group certain locomotives together or controlling each locomotive independently, the number of independently controlled locomotives can include any number up to the total number of locomotives in the train). Therefore the performance of the train and its individual locomotives can be controlled to improve the fuel consumption, for example, the travel optimizer and / or the advance unit operator can command each individual locomotive or one or more groups of locomotives for operate in different notch and / or braking configurations to optimize the performance of each individual locomotive. Of course, if desired, all locomotives can be operated in the same notch power or braking configuration. The notch power or braking configurations are communicated through the distributed communication system 10 to the remote locomotives 15 to 18 for execution on each remote locomotive. Therefore, the application of the concepts of path optimizer to a distributed power train allows the train to be segregated into smaller controlled sections (creating multiple individually controlled trains, although coupled) to improve the operation and control of the train, including a reduction in in-train forces, simplification of in-train force management, improved control through stopping distances and optimum performance of each locomotive. In addition, longer and / or heavier trains can be better and more safely controlled, when the locomotives are subjected to independent and individual control. Since the operating parameters of the train are affected by the location of the locomotives in the train and the number of wagons among the locomotives, the independent control of the locomotives reduces the effects of these factors in the performance and control of the train. The travel optimizer also controls the acceleration and deceleration of the train, raising or lowering the position of the notch of one or more of the remote locomotives through appropriate commands sent through the communication system 10, economic removal, flexibility in train marking, reduced train strength, increased train sizes, etc. The independent control of the locomotive also offers additional degrees of freedom to be used by the route optimization algorithm. The additional objectives and restrictions that refer to the in-train forces can therefore be incorporated into the performance function for optimization. A dynamic braking modem link can also be used to provide the optimized ride control information of each train locomotive. This link is a high frequency communication signal in series imposed on a DC voltage carried by a train line that connects the locomotives of the train. The modem carries signals to the operator in the forward locomotive that indicate application of dynamic brakes in one or more of the remote locomotives. According to this modality of the route optimizer, several train operating parameters can be optimized, including fuel consumption, generated emissions, sand control, application of traction and braking force and air brake applications. Train length, in-train force limits and stopping distances, which are restricted by the position and control of the locomotives in the group and the number of cars in the train between the locomotives, can also be optimized. The modality thus allows longer and / or heavier trains to run on the railway and provide better performance as measured by costs, such as the cost of fuel and sand. The increased train length increases the performance of the rail network, without sacrificing the handling characteristics of the train. In addition, as described with respect to other embodiments, the present invention, as applied to distributed power brakes, can be used for continuous corrections and re-planning based on previous or expected railroad crossings, grade changes, approach to dead roads, approach to depot yards and approach to fuel stations, where each locomotive in the group may require a different control operation. For example, if the train is reaching the top of a mountain, the forward locomotive can enter the braking mode while the remote locomotives, which have not reached the mountain peak, may have to remain in a driving state. Figures 10, 11 and 12 show example illustrations of dynamic displays to be used by the operator. Figure 8 provides a travel profile 172. Within the profile a location 173 of the locomotive is provided. Information is provided such as train length 205 and carriage number 206 in the train. Elements are also provided with respect to the grade of rail track 207, curve and elements on board road 208, including bridge location 209 and train speed 210. Screen 68 allows the operator to see such information and also see when the train It is along the route. Information corresponding to distance and / or estimated time of arrival is provided to locations such as junctions 212, signals 214, speed changes 216, landmarks 218 and destinations 220. A time-of-arrival management tool 125 is also provided to allow the user to determine the fuel savings that are being made during the trip. The operator has the ability to vary arrival times 227 and witness how this affects fuel savings. As described in the present invention, those skilled in the art will recognize that fuel savings is an example of only one objective that can be reviewed with a management tool. For this purpose, depending on the parameter that is being seen, other parameters can be seen, described here and evaluated with a management tool that is visible to the operator. The operator is also supplied with information regarding how much the train is being operated by the crew. In example modalities, the time and distance information can be illustrated as the time and / or distance until a particular event and / or location can provide a total elapsed time. As illustrated in Figure 11, an example screen provides information regarding group data 230, a graph of events and situations 232, a time-of-arrival management tool 234, and action keys 236. It is also provided on this screen, information similar to the one described above. This screen 68 also provides action keys 238 to enable the operator to re-plan, as well as disengage 240 from the embodiment of the present invention. Figure 12 illustrates another example mode of the screen. Typical data of a modern locomotive including air brake state 172, analog speedometer with digital inserts 174 and information regarding the tensile force in pounds force (or traction amperes for CD locomotives) are visible. An indicator 174 is provided to show the current optimum speed in the plan being executed, as well as an accelerometer graph to supplement the reading in mph / minute. The new data important for optimal plan execution are in the center of the screen, including a treadmill graph 176 with optimal velocity and notch configuration versus distance compared to the history of that moment of these variables. In this example mode, the train location is derived using the locator element. As illustrated, the 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 graph of the tape provides a top view of the changes in speed required to follow the optimal plan, which is useful in manual control, and monitors the plan versus the real during automatic control. As described in the present invention, such as when in the steering mode, the operator can either follow the notch or the speed suggested by the embodiment of the present invention. The vertical bar provides a graph of a real desired notch, which is also displayed digitally below the ribbon graph. When using continuous notch power, as described above, the screen will simply round off the closest independent equivalent, the screen can be a similar screen so that an analog equivalent or a percentage or horsepower / actual traction will be displayed. Critical information is displayed on the route status on the screen, and shows the grade in which the train is at that moment, either through the main locomotive 188, a location anywhere along the train or an average the length of the train. Also described is a distance traveled in plan 190, cumulative fuel used 192, where the distance to the next stop is planned 194, the time of arrival of that moment and expected 196 will be at the next stop. Screen 168 also shows the maximum possible time to the possible destination with the available computerized plans. If a later arrival is required, a new plan can be carried out. The delta plan data shows the state of expenses for fuel and programming or corresponding to the optimal plan at that moment. Negative numbers mean less fuel or an early arrival compared to the plan, positive numbers show more fuel or a late arrival compared to the plan, and usually in the negotiation in opposite directions (when you slow down to save fuel you will causes the train to arrive late and vice versa). Every time you are screens 68 provide the operator with a screenshot of where you are with respect to the split plan instituted at that time. This plan is for illustration purposes only, since there are many other ways to deploy / transport this information to the operator and / or dispatch. For this purpose, the information described above can be intermixed to provide a different deployment to those described. Other features that may be included in the embodiment of the present invention include, but are not limited to, allowing the generation of records and data reports. This information can be stored on the train and downloaded to an outboard system at some point in time. Downloads can occur through manual and / or wireless transmission. This information can also be seen by the operator through the locomotive screen. The data may include information such as, but not limited to, operator inputs, the time system is operational, fuel saved, fuel imbalance through the locomotives on the train, off-course train journeys, diagnostic emissions from the system such as the GPS sensor is working well. Since the route plan must take into consideration the operating time of the allowable crew, the modality of the present invention may take such information into consideration as a planned route. For example, if the maximum time a crew can operate is eight hours, then the route should be modeled to include a stopping location for a new crew to take the place of that crew. Said locations of specified stops may include, but are not limited to, train stations, meeting / passing locations, etc. If, as the travel progresses, the travel time may be exceeded, the mode of the present invention may be mastered by the operator to meet the criteria as determined by the operator. Finally, regardless of the operating conditions of the train, such as but not limited to a high level load, low speed, train expansion conditions, etc., the operator remains in control to command a speed and / or operation condition. of the train. According to different aspects of the present invention, the train can operate in a plurality of operations. In an operation concept, the embodiment of the present invention can provide commands to command the proportion, dynamic braking. Subsequently, the operator manages all other train functions. In another operation concept, the embodiment of the present invention can provide commands to command only the propulsion. The operator then handles dynamic braking and all other functions. In yet another operating concept, the embodiment of the present invention can provide commands to command propulsion, dynamic braking and application of air brakes. The operator handles all other train functions. The embodiments of the present invention can also notify the operator of the next issues of interest of the actions that will be taken. Specifically, the forecasting logic of the mode of the present invention, the continuous corrections and re-planning to the optimized route plan, the tracking database, the operator can be notified of upcoming junctions, signals, changes of grade, braking actions, dead lanes, train stations, fuel stations, etc. This notification may occur in audible form and / or through the operator interface. Specifically, using the physics-based planning model, the train configuration information, the on-board tracking database, the on-board operation rules, the location determination system, the power control / circuit brake closed in real time and sensor feedback, the system must submit and / or notify the operator the required actions. The notification can be visual and / or audible. Examples include notifying crossovers that require the operator to activate the locomotive's horn and / or bell, notification of "silent" junctions that do not require the operator to activate the horn or bell of the locomotive. In another example mode, using the physics-based planning model described above, the train configuration information, the on-board tracking database, the on-board operation rules, the location determination system, the control Power / real-time closed loop braking and sensor feedback, the embodiment of the present invention can present the operator with information (eg, a gauge on the screen) that allows the operator to see when the train will arrive at the various locations such as illustrated in figure 11. The system should allow the operator to adjust the route plan (target arrival time). This information (actual estimated arrival time or information needed for outboard derivation) can also be communicated to the dispatch center to allow the dispatcher or dispatch system to adjust the target arrival times. This allows the system to adjust quickly and optimize for the appropriate objective function, (for example, negotiation between speed and fuel usage). The written description of the various embodiments of the present invention uses examples to describe these embodiments, including the best mode, and also to enable one skilled in the art to make and use the embodiments of the present invention. The patentable scope of these embodiments is defined by the claims, and may include other examples that may occur to those skilled in the art. Said other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with non-substantial differences of the literal language of the claims. For example, although it is described within the context of a railroad network through which trains comprising locomotives and wagons operate, the teachings of the present invention can also be applied to other railroad and railroad systems and vehicles that include, but they are not limited to, urban trains, people transporters, ferries and trams.

Claims (44)

1. CLAIMS 1. A system for operating a rail vehicle comprising a forward power unit and a non-forward power unit during a journey along a railroad track, wherein the system comprises: a first element for determining the location of the vehicle or a time from the beginning of a running route; a processor that operates to receive information of the first element; and an algorithm incorporated within the processor that has access to the information to create a route plan that optimizes the performance of one or both of the advance unit and the unit does not advance according to one or more criteria of operation of one or more of the vehicle, advance unit and non-advance unit. The system as described in claim 1, characterized in that the vehicle comprises a train, and wherein the advance unit comprises a forward locomotive and the non-forward unit comprises a remote locomotive. The system as described in claim 2, characterized in that it also comprises one or more wagons between the forward locomotive and the remote locomotive. The system as described in claim 1, characterized in that the route plan comprises applications of tensile force and braking force applications of the advance and non-advance units. The system as described in claim 1, characterized in that the first element determines information of the segments of the railway. The system as described in claim 1, characterized in that the one or more operating criteria comprise minimizing a cost element associated with the operation of the vehicle, the operation of the advancing unit and the operation of the non-operating unit. Advance. The system as described in claim 1, characterized in that it also comprises a control element in each of the advance and non-advance units, wherein the processor determines a control parameter of the advance units and of the advance units. no advance, the control parameter is supplied to the control element in each of the advance and non-advance units to control the advance and non-advance units according to the route plan. 8. The system as described in claim 7, characterized in that it further comprises a communication link between the advance unit and the non-advance units, wherein the control parameter is supplied to the non-advance unit through the link communication. The system as described in claim 7, characterized in that it further comprises a communication link between the advance and non-advance units, wherein the processor is placed in the advance unit and the control parameter is supplied with the advance unit to the unit does not advance through the communication link. The system as described in claim 7, characterized in that the advance unit and the non-advance unit are controlled independently according to different control parameters. The system as described in claim 10, characterized in that the different control parameters are designed to optimize independently the performance of the advance unit and of each non-advance unit according to a cost element. 112. The system as described in claim 7, characterized in that the control element autonomously directs the vehicle to follow the route plan. The system as described in claim 7, characterized in that the control parameter comprises a notch configuration. 14. The system as described in claim 1, characterized in that the operator directs the train according to the route plan. The system as described in claim 1, characterized in that the algorithm updates the route plan in response to the information received from the first element during the route. 16. The system as described in claim 1, characterized in that the non-advancing unit comprises a first non-advancing unit and a second non-advancing unit, each advancing unit, wherein each of the first advancing unit and the second non-advancing unit is classified operationally. in a first group or a second group, and wherein the algorithm determines a first control parameter for a first group and a second control parameter for a second group. The system as described in claim 1, characterized in that the path plan generates a velocity path of the advance unit and the non-advance unit. 18. The system as described in claim 1, characterized in that the algorithm comprises independent restrictions related to the independent control of the advance unit and the non-advance unit. 19. The system as described in claim 1, characterized in that the route plan that optimizes the performance comprises optimizing at least a fuel consumption, generated emissions, sand control and in-train force limits of the advance unit. and the unit of no advance. 20. The system as described in claim 1, characterized in that the algorithm updates the route plan as the train progresses in one path. The system as described in claim 1, characterized in that it further comprises a sensor for measuring an operating conon of the advance unit or the non-advance unit, wherein the processor operates to receive information from the sensor. 22. The system as described in claim 1, characterized in that the first element comprises a railway characterization element that determines information of at least one change in the speed restriction on the railway, a change in the grade of the railway, a change in the curvature of the railway and a change in the traffic pattern of a segment of the railway. The system as described in claim 1, characterized in that it further comprises a control element in each advance unit and the non-advance unit, wherein the processor determines a power parameter of the advance unit and the unit of no advance, the power parameter is supplied to the control element in each advance unit and the non-advance unit to control the advance unit and the non-advance unit, and wherein the power parameter is selected from a range continuous of power parameters or of a plurality of separate power parameters. 24. The system as described in claim 1, characterized in that it further comprises an input device in communication with the processor for transferring information to the processor, wherein the input apparatus further comprises a location of the non-advance unit, an apparatus for edge of the road or a user. The system as described in claim 1, characterized in that it further comprises a database in communication with the processor comprising operating information of the advance unit and the non-advance unit. 26. The system as described in claim 1, characterized in that the vehicle further comprises a plurality of non-advance units, each being independently controllable from the advance unit. 27. The system as described in the claim 26, characterized in that the independent control of each plurality of non-advance units allows the performance optimization of each plurality of non-advance units. 28. The method for operating a railroad vehicle comprising a forward unit and a non-forward unit during a journey along a railroad, wherein the method comprises: determining the operation parameters of the vehicle and operating restrictions; and execute an algorithm according to the operating parameters and operating restrictions to create a vehicle journey plan that optimizes separately the performance of the advance unit and the non-advance unit, where the execution of the route plan allows independent control of the advance unit and the unit of no advance. 29. The method as described in claim 28, characterized in that the vehicle comprises a train, and wherein the advance unit comprises a forward locomotive, and the non-advance unit comprises a remote locomotive and further comprises one or more rail cars between the forward locomotive and the remote locomotive. 30. The method as described in claim 28, characterized in that the determination step further comprises determining a location of the vehicle or a time from the beginning of a travel of the vehicle of that moment. 31. The method as described in claim 28, characterized in that the determination step further comprises determining characterization information of the railway. 32. The method as described in claim 28, characterized in that it further comprises determining a path trajectory velocity path and determining from the velocity path, tensile force applications and braking force applications in the unit of advance and on the non-advance unit and communicate the tensile force applications and the braking force applications to the advance unit and the non-advance unit. The method as described in claim 33 (error in the original), characterized in that the vehicle further comprises a communication link between the advance unit and the non-advance unit, and wherein the execution step is carried performed in the advance unit and the tensile force applications and braking force applications are communicated from the advance unit to the non-advance unit through the communication link. The method as described in claim 28, characterized in that the route plan comprises different parameters to control the operation of the advance unit and the non-advance unit to optimize independently the performance of the advance unit and the unit does not advance. 35. The method as described in claim 34, characterized in that the optimized performance comprises optimizing at least one fuel consumption, generated emissions, sand control and force limits in the vehicle. 36. The method as described in claim 28, characterized in that the step of determining the operating parameters and operating restrictions of the vehicle, it also comprises determining different operating parameters and operating restrictions of the advance unit and the non-advance unit. 37. The method as described in claim 28, characterized in that the vehicle further comprises a plurality of non-advance units, each independently controllable from the advance unit to optimize the performance of each of the plurality of units. of no advance. 38. A computer software code for operating a railroad vehicle comprising a computer processor, a forward unit and a non-forward unit during a route along a railroad, wherein the computer software code comprises: a software module to determine the operating parameters and operating restrictions of a vehicle; and a software module to execute an algorithm according to the operating parameters and operating restrictions to create a journey plan for the vehicle, that optimizes independently the performance of the advance unit and the non-advance unit, in where the execution of the route plan allows independent control of the advance unit and the unit of no advance. 39. The computer software code as described in claim 38, characterized in that it further comprises a software module for determining a path velocity of the path plan and for determining from the velocity path, force applications of traction and braking force applications in the advance unit and the non-advance unit. 40. The computer software code as described in claim 39, characterized in that the vehicle further comprises a communication link between the advance unit and the non-advance unit, and wherein the software module for executing the algorithm it is executed in the advance unit, characterized in that it also comprises a software module for communicating the tensile force applications and the braking force applications of the advance unit to the non-advance unit through the communication link. 41. The computer software code as described in claim 38, characterized in that the route plan comprises different parameters to control the operation of the advance unit and the non-advance unit to independently optimize the performance of the unit of advance and the unit of no advance. 42. The computer software code as described in claim 41, characterized in that the optimized performance comprises optimizing at least one of fuel consumption, generated emissions, sand control and force limits in the vehicle. 43. The computer software code as described in claim 38, characterized in that the software module for determining the operating parameters and operating restrictions of the vehicle, further comprises determining different operating parameters and operating restrictions of the advance unit and the unit of not advancing. 44. The computer software code as described in claim 38, characterized in that the vehicle further comprises a plurality of non-advance units, each being independently controllable from the advance unit, and wherein the module of software to execute the algorithm allows independent control of each of the plurality of non-advance units to optimize the performance of each plurality of non-advance units.