RU2481988C2 - System and method for optimisation of vehicle cruise - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: set of invention relates to automatic control and monitoring of transport facility operation. Proposed control system comprises data base to store data on every fuel of variety used by vehicle engine, processor to receive data from said data base, and processor operation algorithm to generate cruise plan. Besides, said algorithm comprises one of power or braking settings for control over vehicle. Additionally, said algorithm generates cruise plan with minimisation of total fuel consumption to comply with one or several working criteria for said vehicle. Proposed method comprises defining vehicle location, outputting data on vehicle location territory, storing data on every type of used fuel, generating cruise plant proceeding from info on territory and characteristics info on every particular fuel type to optimise operating performances of said vehicle.

EFFECT: higher operating efficiency.

28 cl, 15 dwg

Description

Cross references to related applications

This application has the priority of provisional application US 60/870562 of December 18, 2006. In addition, this application is a partial continuation of pending application US 11/385354 of March 20, 2006.

Technical field

The present invention relates to optimizing the operation of a vehicle, and more particularly to monitoring and controlling the operation of a vehicle in order to increase efficiency and at the same time not violate traffic schedules.

State of the art

Locomotives are complex systems with many subsystems, with each subsystem interdependent on other subsystems. The driver is on board the locomotive to ensure proper operation of the locomotive and the corresponding load in the form of freight cars. In addition to ensuring the proper operation of the locomotive, the driver is also responsible for determining the operating speeds of the train and the forces operating in the train, of which the locomotives are part. To perform this function, the driver, as a rule, must have extensive experience in driving a locomotive and various trains in the specified territory. This knowledge is necessary in order to comply with the prescribed operating speeds, which may vary depending on the location of the train on the railway. Moreover, the driver is also responsible for ensuring that the forces in the train remain within acceptable limits.

However, to ensure safe operation, the driver usually cannot control the locomotive so that fuel consumption is minimized for each flight. For example, other factors should be considered, which may include signals representing the driver’s environment, such as noise / vibration, a weighted combination of fuel consumption and emission, etc. This is difficult because, for example, the size and load of trains can vary, locomotives and their fuel consumption characteristics differ, and weather and traffic conditions vary. Engineers can more efficiently manage the train if they have the means to determine the optimal route along which the train should be sent on a given day, according to the required schedule (arrival time) when using the minimum possible amount of fuel, despite the sources of interference.

In addition to trains with locomotives operating on the same type of fuel, it is preferable to use a train / locomotive and other vehicles including OHV (off-road vehicles) and marine vehicles having engines that run on many types of fuel, including the number of at least one diesel fuel and at least one alternative fuel. In addition to the advantages of cost and availability of alternative fuels, the characteristics of each type of fuel and their relative mixtures during the operation of each vehicle can be included in determining the optimal way to drive each vehicle so as to follow the required schedule while minimizing the total amount of fuel used or minimizing the total output emission .

SUMMARY OF THE INVENTION

According to one embodiment of the invention, there is provided a train control system having one or more locomotive trains, each locomotive train comprising one or more locomotives. In an embodiment, the system comprises a train positioning element. A railway track characteristic element is also provided to provide information about the railway track. The system also has a processor capable of receiving information from the positioning element and the railway track characteristic element. An algorithm is also provided that is implemented within a processor having access to information to create a voyage plan that optimizes the performance of the locomotive in accordance with one or more operational criteria for the train.

According to another embodiment of the present invention, there is also provided a method for controlling a train having one or more locomotive trains, each locomotive train comprising one or more locomotives. The method includes the steps of determining the location of the train on the railway track, determining the characteristics of the railway track, and additionally creating a flight plan based on the location of the train, characteristics of the railway track and operating modes of the locomotive in accordance with at least one operational criterion for the train.

According to another embodiment of the present invention, there is provided a computer program product for controlling a train having a computing processor and one or more locomotive trains, each locomotive train comprising one or more locomotives. The computer software product contains a software module for creating a voyage plan based on the location of the train, the characteristics of the train and the operating conditions of the locomotive in accordance with at least one working criterion for the train.

According to yet another embodiment of the present invention, there is also provided a method for controlling a train having one or more locomotive trains, each locomotive train comprising one or more locomotives, the train plan being developed for the train train. The method comprises the step of determining a power value for a locomotive train based on a flight plan. The method also controls the locomotive train at a given power value. Data is collected on the actual speed of the train, the actual value of the power of the locomotive and / or the location of the train. The actual speed of the train, the actual value of the power of the locomotive and / or the location of the train is compared with a given value of power.

According to yet another embodiment of the present invention, there is further provided a method for controlling a train having one or more locomotives, each locomotive comprising one or more locomotives, the train plan being developed for the train based on the expected operating parameters of the train and / or locomotive . The method comprises the step of evaluating the operating parameters of the train and / or operating parameters of the locomotive. The method further comprises the step of comparing the estimated operating parameters of the train and / or operating parameters of the locomotive with the estimated operating parameters of the railway and / or operating parameters of the locomotive.

According to another embodiment of the present invention, there is further provided a method of controlling a train having one or more locomotives, each locomotive comprising one or more locomotives, where a flight plan is developed for the train based on a desired parameter. The method includes the steps of determining the operating parameters of the train and / or locomotive, determining the required parameter based on certain operating parameters and comparing a specific parameter with operating parameters. If the difference is determined from comparing a certain parameter with operating parameters, the method further comprises adjusting the flight plan.

According to another embodiment of the present invention, there is further provided a method for controlling a railway system having one or more locomotive trains, each locomotive train comprising one or more locomotives. The method includes the steps of determining the location of the train on the railway and determining the characteristics of the railway. The method further comprises the step of generating a traffic plan for at least one of the locomotives based on the locations of the railway system, the characteristics of the railway track and / or the operating mode of the locomotive composition, in order to minimize fuel consumption by the railway system.

According to another embodiment of the present invention, there is further provided a method for controlling a railway system having one or more locomotive trains, each locomotive train comprising one or more locomotives. To this end, the method comprises the steps of determining the location of the train on the railway track and determining the characteristics of the railway track. The method further comprises the step of providing translational control for the locomotive train to minimize fuel consumption through the railway system.

In another embodiment of the present invention, there is provided a vehicle control system, wherein the vehicle includes an engine operating on at least one type of fuel. The system includes an element for determining the location of the vehicle, and an element of the characteristics of the railway track to provide information on the territory of the vehicle. More specifically, the system comprises a database to store performance information for each type of fuel, and a processor capable of receiving information from a location element, a rail track feature, and a database. Within the processor with access to information, an algorithm has been implemented to create a flight plan that optimizes the performance of the vehicle in accordance with one or more performance criteria for the vehicle.

In another embodiment of the present invention, there is provided a method for driving a vehicle, the vehicle including an engine operating on at least one type of fuel. The method includes the steps of determining the location of the vehicle, providing information about the territory of the vehicle and storing information of characteristics for each type of fuel. More specifically, the method includes the step of creating a flight plan that optimizes the performance of the vehicle in accordance with one or more performance criteria for the vehicle.

In another embodiment, a computer-readable medium is provided comprising program instructions for a vehicle control method. The vehicle comprises an engine operating on at least one type of fuel. The method includes the steps of determining the location of the vehicle, providing information about the territory of the vehicle and storing information about the characteristics for each type of fuel. More specifically, a computer-readable medium includes a computer program product to create a flight plan that optimizes vehicle performance in accordance with one or more operational criteria for the vehicle.

Brief Description of the Drawings

A more detailed description of the invention is presented below, with reference to specific embodiments, which are illustrated in the accompanying drawings, which do not limit the scope of the invention and in which:

Figure 1 depicts a flowchart of a method according to an embodiment of the present invention;

Figure 2 - a simplified model of the train, which can be used according to the invention;

Figure 3 is an embodiment of the present invention;

4 is a variant of the curve of fuel consumption / travel time, according to the invention;

5 is a variant of the segmentation decomposition for flight planning, according to the invention;

6 is an embodiment of a segmentation according to the invention;

7 is a flowchart of a method of an embodiment of the present invention;

Fig. 8 is an embodiment of a dynamic display for use by a driver according to the invention;

Fig.9 is another embodiment of a dynamic display for use by a driver according to the invention;

Figure 10 is another embodiment of a dynamic display for use by a driver according to the invention;

11 is an embodiment of a system according to the invention;

12 is an embodiment of a dynamic display for use by a driver according to the invention;

13 is another embodiment of a dynamic display for use by a driver according to the invention;

FIG. 14 is another embodiment of a dynamic display for use by a driver according to the invention; FIG.

15 is a flowchart of the method of the present invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

The following is a detailed description of embodiments of the invention, examples of which are illustrated in the accompanying drawings.

According to the invention, problems in the art are solved by creating a system, method and computer-implemented method for determining and implementing a train control strategy having a locomotive train, defining an approach to monitor and control the work of the train in order to improve certain requirements for the parameters of the target operating criteria when satisfied schedule and speed limits. Embodiments of the present invention are also applicable when the locomotive train operates in distributed power mode. Those skilled in the art will appreciate that a device, such as a data processing system including a CPU, memory, input / output mechanisms, a program storage device, a connection bus, and other relevant components, can be programmed or otherwise designed so that to simplify the practical application of the method of an embodiment of the invention. This system should include appropriate software for executing the method of an embodiment of the invention.

Also, an article, such as a recorded disc or other similar computer program product for use with a data processing system, includes a medium and a method program recorded thereon for directing the data processing system to facilitate the practical application of the method of an embodiment of the invention. These devices and products also fall within the spirit and scope of the invention.

In general terms, embodiments of the present invention provide a method, apparatus, and program for determining and implementing a locomotive management strategy for a train, determining an approach to track and manage the train so as to improve specific requirements for target performance criteria when meeting schedule and speed limits. To simplify the understanding of embodiments of the present invention, it is described below with reference to specific implementations. Embodiments of the invention are described in the general context of computer-executable instructions, such as program modules, being executed by a computer. Software modules, in General, include procedures, programs, objects, components, data structures, etc. that perform separate tasks or implement separate abstract data types. For example, the software applications that underlie embodiments of the invention may be encoded in various languages for use on various processing platforms. In the following description, embodiments of the invention are explained in the context of a web portal that uses a web browser. However, it should be understood that the principles underlying the embodiments of the invention can also be used with other types of computing technology technologies.

Moreover, those skilled in the art should understand that embodiments of the invention may be practiced with other configurations of computing systems, including handheld devices, multiprocessor systems based on microprocessors or programmable consumer electronics, mini computers, mainframes, and etc. Embodiments of the invention may be practiced in distributed computing environments where tasks are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules may be located on the media of a local or remote computer, including memory devices. These local and remote computing environments can be completely in the locomotive or in neighboring locomotives in the train, or not on board, i.e. in distillation or central offices where wireless means are used.

The term “locomotive composition” is used herein. As used herein, a locomotive train can be described as having one or more locomotives stacked one after the other, coupled together to allow movement and / or braking. Locomotives are coupled together, with no rail cars between locomotives. A train may have more than one locomotive in its structure. In particular, there may be a leading locomotive train and more than one remote locomotive train, for example, in the middle of the line of wagons and another remote locomotive train at the end of the train. Each locomotive train may have a first locomotive and a trailing locomotive (s). In addition, although the train is usually regarded as locomotives placed one after the other, it will be apparent to those skilled in the art that a train of locomotives can also be recognized as a train even with at least one car sharing the locomotives, for example when the train is configured for distributed power control, while throttle and braking control commands are transmitted from the lead locomotive to the remote rear through a radio link or physical cable. Therefore, the term “locomotive train” should not be considered a limiting factor when describing several locomotives in one train.

The invention can be implemented in many ways, including as a system (including a processing system), a method (including a computerized method), a device, a computer-readable medium, a computer program product, a graphical user interface including a web portal, or data structure hosted in a computer readable storage device. Some embodiments of the invention are discussed below.

1 is a flowchart of an embodiment of the present invention. Teams specific to flight planning are entered, either on board or from a remote location, such as a control center 10. Input includes, but not limited to, the location of the train, a description of the locomotive (such as models of locomotives), a description of the traction locomotive power, locomotive traction transmission efficiency, motor fuel consumption as a function of output power, cooling characteristics, given route of the route (actual slope and curvature of the railway track as fun the number of miles indicating the number of miles or the components of the “actual slope” to reflect the curvature consistent with standard railway practice), the train represented by the structure and loading of wagons along with the existing slope coefficients, the required flight parameters, including, but not limited to, time and place of the beginning of the journey, place of end, time of movement, identification of the crew (user and / or driver), time of change of crew and route of the flight.

This data can be provided to the locomotive 42 in a number of ways, such as, but not limited to, manual input by the driver in the locomotive 42 via the on-board display, insertion of a storage device, such as a hard disk board and / or USB drive containing the data, into the receiver on board locomotive, and transmitting information wirelessly from a central or distillation section 41, such as a travel signal transmission device and / or distillation device, to locomotive 42. Load characteristics of locomotive 42 and train 3 1 (for example, resistance) can also change during the route (for example, with altitude, ambient temperature and the condition of railways and wagons), and the plan can be updated to reflect these changes, as required by any of the methods described above and / or through real-time autonomous collection of locomotive / train modes. This includes, for example, changes in locomotive or train characteristics detected by monitoring equipment on board or not on board locomotive (s) 42.

The track signal system determines the permissible speed of the train. There are many types of track signal systems and control rules associated with each of the signals. For example, some signals have one light source (on / off), some signals have one lens with several colors, and some signals have several light sources and colors. These signals may indicate that the railway is free and that the train can continue to travel at maximum permissible speed. They may also indicate that a speed reduction or stop is required. A speed reduction may be required to be performed immediately or at a specific location (for example, before the next signal or move).

The signal status is reported to the train and / or to the driver by various means. Some systems have circuits on the railway track and inductive pickup coils on locomotives. Other systems have wireless communication systems. Signal systems may also require the driver to visually identify the signal and take appropriate action.

The signal transmission system can interact with the on-board signal system and adjust the speed of the locomotive according to the input data and the corresponding control rules. For signal systems that require the driver to visually determine the state of the signals, the driver screen provides appropriate signal options for the driver to input based on the location of the train. The type of signal system and control rules, as a function of location, can be stored in the on-board database 63.

Based on these specifications introduced in an embodiment of the present invention, an optimal flight plan is calculated that minimizes fuel consumption and / or emissions in accordance with the speed limit along the route and the required start and end times to form a flight profile 12. The profile contains the parameters of the optimal speed and power (position of the control controller), which the train follows, expressed as a function of distance and / or time from the start of the trip, the operating limits of the train, including, but not limited to, the settings for the maximum power set by the position controller, and braking, speed limits as a function of location and expected fuel consumed and emissions generated. In an embodiment, the setting value of the position of the control controller is selected so as to receive decisions about changing the control of the throttle approximately every 10-30 seconds. Those of skill in the art should recognize that decisions to change throttle control can be made with shorter or longer durations, if required, and / or it is desirable to follow an optimal speed profile. In a broader sense, it should be apparent to those skilled in the art that the profiles provide power settings for the train at the level of the train, at the level of the locomotive and / or at the level of the individual train. Power includes braking power, propulsion power and air brake power. In another preferred embodiment, instead of operating with conventional discrete power settings specified by the position of the regulator, an embodiment of the present invention allows for the selection of a continuous power setting specified as optimal for the selected profile. Thus, if the optimal profile specifies, for example, setting the position of the control controller to 6, 8 instead of operating at the position of the control controller to 7, locomotive 42 can operate at 6, 8. Providing such intermediate power settings allows for additional efficiency benefits, as described below.

The procedure used to calculate the optimal profile may include any number of methods for calculating the power sequence that leads the train 31 to minimize fuel and / or emissions, taking into account restrictions on locomotive operation and schedule, as described below. In some cases, the required optimal profile may be close enough to a previously defined profile, due to the similarity of the train configuration, route and environmental conditions. In these cases, it may be useful to search the control path in the database 63 and try to follow it. When no previously calculated plan is suitable for use, methods for calculating a new plan include, but not limited to, directly calculating the optimal profile using models of differential equations that approximate the physics of train movement. The setting affects the choice of a quantitative objective function, usually a weighted sum (integral) of model variables that correspond to the fuel consumption and emission rates plus the penalization rate for an excessive change in throttle position.

The formulation of the optimal control is set so as to minimize the quantitative objective function, taking into account restrictions that include, but are not limited to, speed limits and the minimum and maximum power settings (throttle). Depending on the planning goals, the problem can be flexibly set at any time so as to minimize fuel consumption taking into account emission limits and speed limits, or to minimize emissions taking into account restrictions on fuel consumption and arrival time. You can also set a goal, for example, to minimize the total travel time without restrictions on total emissions or fuel consumption, while such a relaxation of restrictions is allowed or required for the task.

The document provides equations and objective functions to minimize locomotive fuel consumption. These equations and functions are for illustration only, because in order to optimize fuel consumption or optimize other operating parameters of a locomotive / train, other equations and objective functions can be used.

Mathematically, the problem that must be solved can be formulated more precisely. Physical fundamentals are expressed through equations:

where: x is the location of the train, v is its speed, t is time (in miles, miles in hours and minutes or hours, as required), u is the input command for the position of the controller (throttle control). Additionally, D denotes the distance that must be covered, T _f - the required arrival time to the distance D along the railway track, T _e - the traction force generated for the locomotive, G _a - gravitational resistance, which depends on the length of the train, the structure of the railway the composition and territory on which the train is located, and R is the resistance of the combination of locomotive and train, dependent on net speed. The initial and final speed can also be indicated, but without loss of generality in this case it is taken equal to zero (the train stopped at the beginning and end of the voyage). The model is easily modified to include other important dynamics factors, such as the delay between the change in throttle control u and the resulting traction or braking force. Using this model, the formulation of the optimal control is set in such a way as to minimize the quantitative objective function, taking into account restrictions that include, but are not limited to, speed limits and the minimum and maximum power settings (throttle). Depending on the planning goals, at any time, the problem can be fixed in such a way as to minimize fuel consumption, taking into account emission limits and speed limits, or to minimize emissions, taking into account restrictions on fuel consumption and arrival time.

You can also set a goal, for example, to minimize the total driving time without limiting the total emissions or fuel consumption, while such a relaxation of restrictions is allowed or required for the task. All of these indicators can be expressed as a linear combination of any of the following:

- минимизация общего расхода топливаone.

- minimization of total fuel consumption

- минимизация времени движения2.

- minimization of travel time

- минимизация переходов из одного положения контроллера управления в другое (кусочно-линейные постоянные входные данные)3.

- minimization of transitions from one position of the control controller to another (piecewise linear constant input data)

- минимизация переходов из одного положения контроллера управления в другое (постоянные входные данные)

- minimization of transitions from one position of the control controller to another (constant input data)

- минимизация общего потребления выбросов. В этом уравнении E - это количество выбросов в граммах на лошадиную силу-час (гр/л.с./час) для каждого из положений контроллера управления (или установок мощности). Помимо этого, минимизация может быть выполнена на основе взвешенной суммы топлива и выбросов.Replace the fuel term F in (1) with the term corresponding to the formation of emissions. For example, for emissions

- minimization of total emissions. In this equation, E is the number of emissions in grams per horsepower-hour (g / hp / hour) for each of the positions of the control controller (or power settings). In addition, minimization can be done based on a weighted sum of fuel and emissions.

A common and representative objective function is thus as follows:

(OP)

(OP)

The coefficients of the linear combination will depend on the importance (weight coefficient) assigned to each of the members. When the vehicle is operating in a multi-fuel mode, the fuel term F is a linear total combination of the fuel efficiencies of each type used by the vehicle, as described in more detail below. Note that in equation (OP), u (t) is an optimization variable that is a constant position of the position of the control controller. If a discrete position of the control controller is required, for example, for old locomotives, the solution of the equation (OP) is discretized, which can lead to lower fuel economy. Finding a solution with minimal time (α ₁ and α _{2 are} equal to zero) is used to find the lower bounds, the preferred embodiment is to solve the equation (OP) for various values of T _f with α ₃ equal to zero. For those who are familiar with solutions to optimization problems, connection restrictions may be necessary, for example, speed limits along the way:

0≤v≤SL (x)

Or, when using the minimum time, the goal should contain a limit on the end point, for example, the total fuel consumed should be less than what is in the tank, for example, by means of the equation:

where: W _F is the fuel remaining in the tank at time T _f . Those skilled in the art will appreciate that the equation (OP) can also be represented in other forms and that the above form is an equation for use in an example of the present invention.

The reference to emissions (emissions) in the context of an embodiment of the present invention actually refers to accumulated emissions generated in the form of nitrogen oxides (NOx), carbon oxides (COx), unburned hydrocarbons (HC) and particulate matter (PM), etc. However, other emissions may include, but not limited to, the maximum value of electromagnetic radiation, such as the limit of radio frequency (RF) output power, measured in watts, for the corresponding frequencies emitted by the locomotive. Another form of emission is noise generated by a locomotive, typically measured in decibels (dB). Emission requirements may vary during the time of day, time of year and / or atmospheric conditions, such as weather or atmospheric pollution. Emission rates can vary geographically in the railway system. For example, a work area, such as a city or state, may have specified emission targets, and a neighboring area may have other emission targets, such as lower emission limits or lower charges for a given emission level.

Accordingly, the emission profile for a given geographic area can be adjusted to include the maximum emission (emissions) values for each of the controlled values included in the profile to satisfy the predefined targets required for that region. Typically for a locomotive, these parameters are determined by, but not limited to, power settings (position of the control controller), environmental conditions, method of controlling the engine, etc. By design, each locomotive must comply with EPA emission standards, and thus, in an embodiment of the present invention that optimizes emissions, this may refer to task-specific emissions for which there are no current EPA specifications. Locomotive performance according to an optimized flight plan is always compatible with EPA emission standards. It will be apparent to those skilled in the art that since diesel engines are used in other applications, other regulations are also possible. For example, CO ₂ emissions are mentioned in international agreements.

If the key goal is to reduce emissions, the optimal control formula, equation (OP), is adjusted to account for this goal. Key optimization flexibility is that any or all of the flight’s goals can vary by geographic region or task. For example, for a high-priority train, the minimum time may be the only goal on the route due to the priority of the train. In another example, output emissions may vary from mode to mode in the planned train route.

In order to solve the resulting optimization problem in an embodiment, the present invention converts the problem of dynamic optimal control in the time domain into the equivalent problem of static mathematical programming with N decision variables, where the number N depends on the frequency with which adjustments to throttle control and braking are performed, and the duration of the flight. For typical cases, N can be measured in thousands. For example, a train travels 172 miles in a southeastern United States. Using the present invention, fuel consumption can be reduced by 7.6% when comparing the flight specified by the operator and the real flight with real historical throttle / speed control data when the movement in the flight was determined by the driver. Increased savings are realized because the optimization provided by using one embodiment of the present invention forms a driving strategy with less loss of resistance to movement and with little or no loss of braking in comparison with the flight plan specified by the driver.

In order to make the optimization computationally easy to process, a simplified train model can be used, for example, illustrated in FIG. 2 and described by the equations described above. A key improvement in the optimal profile is created by extracting a more detailed model with the generated optimal power sequence to check if any thermal, electrical and mechanical constraints are violated, leading to a modified profile at a speed compared to the distance that is closest to the travel that can be achieved without damaging the equipment of the locomotive or train, i.e. with the satisfaction of additional restrictions imposed, such as thermal and electrical limits, on efforts in a locomotive and between cars in a train.

After the flight is started 12 (Fig. 1), teams of power 14 are formed to set the movement plan. Depending on the operational setting, one command instructs the locomotive to follow the optimized power command 16 to achieve optimal speed. The actual speed and power information is obtained from the locomotive train 18. Due to the inevitable approximations in the models used for optimization, closed-loop calculations of optimized power adjustments are obtained so as to track the required optimum speed. These adjustments to the operating limits of the train can be performed automatically or by the driver, who always carries out the final control of the train.

In some cases, the model used in optimization may differ significantly from the actual train. This can happen for a variety of reasons, including, but not limited to, additional captures of cargo or couplings, locomotives that break down along the way, errors in the original database 63 and errors in data entry by the driver. For these reasons, the monitoring system is positioned to use real-time train data to evaluate the locomotive and / or train parameters in real time 20. The estimated parameters are then compared with the expected parameters when the flight was originally created 22. Based on any differences in estimated and estimated values, a flight can be re-planned 24 if significant savings can be realized with the new plan.

Other reasons why a flight may be rescheduled include directives from a remote location, such as a control room, and / or a request for a driver to change targets so as to align them with global traffic planning targets. These global traffic planning targets may include, but are not limited to, schedules of other trains, permitted exhaust that will erode from the tunnel, maintenance, etc. Another reason may be due to malfunction of the components on board. Rescheduling strategies can be grouped into incremental and major adjustments depending on the severity of the damage, as described in more detail below. In general, a new plan can be obtained from the solution of the optimization problem equation described above, but faster approximate solutions can be found, as described in this document.

During operation, the locomotive 42 constantly monitors the performance of the system and constantly updates the flight plan based on the actual measured efficiency each time this update can improve the flight’s efficiency. Rescheduling calculations can be performed entirely in the locomotive (s) or completely or partially performed in a remote location, such as a control room, or distillation technology buildings in which wireless technology is used to transfer the plan to the locomotive 42. The present invention also allows for the formation of efficiency trends to develop data for a fleet of locomotives regarding the transfer functions of efficiency. The fleet data can be used to determine the initial flight plan and can be used to compromise on network optimization when considering the locations of many trains. For example, the compromise curve of travel time and fuel consumption (FIG. 4) reflects the characteristics of the train on a particular route at a specific time, updating from multiple averages collected from many similar trains on the same route. Thus, a central control room collecting curves similar to FIG. 4 from a plurality of locomotives can use this information to better coordinate the overall movement of the train, in order to achieve a system-level advantage in fuel consumption or throughput.

Most of the events in daily work can lead to the need to formulate or modify a plan that is currently being executed, while maintaining the same flight goals, for example, when the train is not scheduled for a scheduled meeting or passage with another train and needs to catch up time. Using the actual speed, capacity and location of the train, a comparison is made between the planned arrival time and the current estimated (predicted) arrival time 25. Based on the time difference, as well as the difference in parameters (detected or changed by the control room or the driver), 26 plans are adjusted. This adjustment can be done automatically in response to the railway company's policy on how such deviations from the plan should be handled, or manually proposed alternatives for the driver on board and the dispatcher to jointly determine the optimal approach to return to the plan. Each time the plan is updated, but the original goals, such as, but not only, the arrival time, remain unchanged, additional changes can be factorized in parallel, for example, new future changes in the speed limits, which may affect the feasibility of restoring the original plan. In these cases, if the voyage plan cannot be supported, or, in other words, the train cannot meet the original objectives of the voyage plan, as described in this document, another voyage plan (s) may be presented to the driver, remote site or control room.

Rescheduling can also be done when you need to change your original goals. This rescheduling can be done at a fixed, pre-scheduled time, manually at the discretion of the driver or dispatcher, or autonomously when predetermined limits, such as operating limits of the train, are exceeded. For example, if the execution of the current plan is started later than the specified threshold value, such as thirty minutes, according to one embodiment of the present invention, it is possible to reschedule the flight to accommodate the delay due to increased fuel consumption, as described above, or to notify the driver or dispatcher the extent to which lost time can be recovered, if possible (i.e. what is the minimum remaining travel time or the maximum fuel that can be saved as part of time limits). Other rescheduling triggers can also be considered based on fuel consumption or traction mode, including but not limited to arrival time, loss of horsepower due to equipment malfunctions and / or temporary equipment outages (for example, operating at too high or too low a temperature ) and / or the detection of gross installation errors, for example, with the estimated load of the train. Those. if the change reflects a deterioration in the performance of the locomotive for the current flight, it may be factorized into the models and / or equations used in the optimization.

Changing the targets of the plan can also result from the need to coordinate events when the plan for one train violates the ability of another train to meet the targets, and conflict resolution at a different level is required, for example, in the control room. For example, the coordination of meetings and walkways can be further optimized through communication between trains. Thus, as an example, if the driver knows that he is behind the arrival schedule to the meeting point and / or passage, communication from another train may notify the late train operator (and / or control room). The driver can then enter information related to the delay in one embodiment of the present invention, which will recalculate the train plan of the train. An embodiment of the present invention can also be used at a high level or network level in order to provide scheduling, to determine which train should slow down or increase speed, if it is obvious that the assigned time limit for meeting and / or passage cannot be satisfied. As explained in this document, this can be accomplished by transmitting data by trains to dispatch, to prioritize how each train should change its planning targets. The choice may depend either on preferences on a schedule or on preferences for fuel economy, depending on the situation.

For any of the manually or automatically triggered redevelopments, an embodiment of the present invention may provide several flight plans to the driver. In an embodiment, the present invention provides various profiles to the driver, allowing the driver to select the arrival time and also to understand the corresponding effects of fuel and / or emissions. This information can also be provided to the control room for similar reasons, either as a simple list of alternatives, or as a set of compromise curves, for example, as illustrated in FIG.

In one embodiment, the present invention includes the ability to study and adapt to key changes in the train and locomotive composition that may be contained in the current plan and / or future plans. For example, one of the triggers described above is the loss of horsepower. When building horsepower over time, either after losing horsepower or at the beginning of a voyage, transitional logic is used to determine when the required horsepower is reached. This information can be stored in the locomotive database 61 for use in optimizing either future flights or the current flight if horsepower loss occurs again.

Figure 3 shows an embodiment of elements of a voyage optimization system that includes a location element 30 for determining the location of the train 31. The location element 30 includes a GPS sensor or a sensor system that determines the location of the train 31. Examples of these other systems may include in itself, but not limited to, distillation devices, such as radio frequency tags of automatic identification of equipment (RF AEI), dispatching and / or determination based on deo. Another system may use tachometer (s) on board the locomotive and calculate the distance from the reference point. As described above, a wireless communication system 47 may also be provided in order to provide communication between trains and / or to a remote site, such as a control room. Location information may also be transmitted from other trains.

There is also an element 33 characterization of the railway track, which provides information about the railway track, in particular information on the slope, rise and curvature. Rail track characterization element 33 may include an on-board rail connectivity database 36. The sensors 38 measure the pulling force 40 applied by the locomotive 42, the control setting of the throttle of the locomotive 42, the configuration information of the locomotive 42, the speed of the locomotive 42, the configuration information of the individual locomotives, the characteristics of the individual locomotives, etc. In an embodiment, the configuration information of the locomotive composition 42 may be downloaded without using the sensor 38, and entered through other approaches, as described above. Moreover, the condition of locomotives in the train can also be considered. For example, if one locomotive in the train cannot operate above level 5 of the position of the power control controller, this information is used to optimize the flight plan.

The information from the positioning element can also be used to determine the appropriate arrival time of the train 31. For example, if the train 31 moves along the train 34 towards the destination and there is no train traveling behind it and the train does not have a fixed arrival deadline to satisfy it, a positioning element including, but not limited to, radio frequency identification tags Equipment Aids (RF AEI), a control room and / or video-based determination, can be used to measure the exact location of the train 31. Moreover, input from these signaling systems can be used to control the speed of the train composition. Using the on-board rail track database described below and a positioning element such as GPS, the driver interface can be adjusted to reflect the state of the signaling system at a given locomotive location. In situations where signal states indicate limiting speeds, the planner can choose to slow down the train to save fuel consumption.

The information from location element 30 can also be used to change planning targets as a function of distance from destination. For example, due to the inevitable uncertainties about congestion along the route, faster time targets at an early stage of the route can be used as protection against delays that, according to statistics, occur later. If these delays do not occur in a particular flight, the targets in the further part of the movement can be modified to use the built-in downtime that has been accumulated earlier, and thereby restore a certain fuel efficiency. A similar strategy can be activated for targets with emission limits, for example, that apply when reaching an urban area.

As an example of a protection strategy, if a flight is planned from New York to Chicago, the system may provide an option to manage trains more slowly at the start of a journey, in the middle of a journey, or at the end of a journey. An embodiment of the present invention optimizes the flight plan to enable slower operation at the end of the flight, since unknown restrictions, such as, but not limited to, weather conditions, maintenance of the railway, etc., may arise and become known during the flight . As another consideration, if traditionally congested areas are known, a plan is being developed with an option to increase traffic flexibility in such congested regions. Therefore, an embodiment of the present invention may also consider weighting / penalty as a function of future time / distance and / or based on known / previous experience. Specialists in the art should easily recognize what planning and re-planning is to take into account weather conditions, conditions of the railway, other trains on the railway, etc. may be taken into account at any time during the voyage when the voyage plan is adjusted accordingly.

Figure 3 further shows other elements that may be part of an embodiment of the present invention. The processor 44 is configured to receive information from the location element 30, the rail track characterization element 33, and the sensors 38. The algorithm 46 operates within the processor 44. The algorithm 46 is used to calculate an optimized flight plan based on parameters including the locomotive 42, the train 31 , railway track 34 and task targets as described herein. In an embodiment, the flight plan is established based on the models of the operating mode of the train as the train 31 moves along the railway 34, as a solution of non-linear equations extracted from physics with simplifying assumptions that are provided in the algorithm. Algorithm 46 has access to information from a location element 30, a railroad track characterization element 33 and / or sensors 38 to create a voyage plan that minimizes the fuel consumption of the locomotive 42, minimizes emissions of the locomotive 42, sets the required flight time and / or provides the appropriate the crew operating time on board the locomotive train 42. An embodiment also includes a drive mechanism or controller member 51. The controller element 51 may control the train as it follows the voyage plan. Additionally, the controller element 51 makes decisions on managing the train autonomously. In another embodiment, the driver may be participating in the direction of the train to follow a voyage plan.

A requirement of the invention is the ability to initially create and quickly change “on the go” any plan that is being implemented. This includes creating an initial plan when a long distance is expected, due to the complexity of the plan optimization algorithm. When the total length of the flight profile exceeds a given distance, algorithm 46 can be used to segment the task, and the task can be divided into route points. Although only one algorithm 46 is explained, it will be apparent to those skilled in the art that several algorithms can be used, and these algorithms can be interconnected. A route point may include natural locations where train 31 stops, such as, but not limited to, sidings when meeting with a moving train or passing a train behind the current train are planned so that they can occur on single-track road, or sorting sidings or stations where cars should be collected and sent on the way, or areas of planned work. At these points on the route, the train 31 may need to be in the right place at the scheduled time and stop or move at a speed in the indicated range. The duration from arrival to departure at points on the route is called sludge time.

In an embodiment of the invention, a longer flight can be divided into smaller segments according to a systematic process. Each segment may be somewhat arbitrary in length, but is typically selected at a natural location, such as a stop or significant speed limit, or at key waypoints or poles indicating the number of miles that define intersections with other routes. Given the section or segment selected in this way, a traffic profile is created for each segment of the railway track as a function of travel time, taken as an independent variable, as shown in FIG. 4. A trade-off in fuel consumption / travel time associated with each segment can be calculated before the train 31 reaches that segment of the railway. A general flight plan can be created from traffic profiles created for each segment. The travel time is distributed over all segments of the flight in an optimal way so that the total required flight time is satisfied and the total fuel consumption is minimized for all segments. A three segment flight is shown in FIG. 6 and is explained below. However, it will be apparent to those skilled in the art that although segments are described, a flight plan may contain one segment representing a complete flight.

Figure 4 shows an embodiment of the curve "fuel consumption / travel time". As mentioned above, this curve 50 is created when calculating the optimal flight profile for different travel times for each segment. That is, for a given motion time 51, the consumed fuel 52 is the result of a detailed motion profile calculated as described above. After the movement time is assigned for each segment, the power / speed plan for each segment is determined from the previously calculated solutions. If there are any speed limits at the waypoints between segments, such as, but not limited to, changing the speed limit, they are consistent during the creation of the optimal flight profile. If the speed limits are changed only within one segment, the curve 50 "fuel consumption / driving time" should be recalculated only for the changed segment. This reduces the time required to recalculate additional parts or flight segments. If the locomotive or train changes significantly along the route, for example, due to unfastening the locomotive or grabbing or unhitching the wagons, the movement profiles for all subsequent segments must be recalculated, creating new instances of curve 50. These new curves 50 are then used along with new ones schedule targets to plan your remaining flight.

After the flight plan is created in such a way, the speed and power trajectory in comparison with the distance is used in order to reach the destination with the minimum fuel consumption and / or emissions for the required flight time. There are several ways you should follow your flight plan. As described in more detail below, in one case of the implementation of the present invention in a training mode, information is displayed to the driver, which the driver must follow in order to achieve the required power and speed, as determined according to the optimal flight plan. In this mode, the operating information is considered the operating conditions that the operator should use. In another embodiment, acceleration and maintaining a constant speed are performed by an embodiment of the present invention. However, when the train 31 is to be slowed down, the driver is responsible for applying the braking system 52. In another embodiment of the present invention, power and braking are controlled as required in order to follow the desired speed-distance path.

Feedback control strategies are used to provide adjustments to the power control sequence in the profile in order to correct events such as, but not limited to, changes in the train load caused by unstable headwind and / or tailwind. Another such error may be caused by an error in the parameters of the train, such as, but not limited to, the mass and / or resistance of the train, in comparison with the assumptions in the optimized flight plan. A third type of error may occur with the information contained in the database 36 of the railway tracks. Another possible error may lead to unmodeled differences in performance due to the locomotive engine, temperature degradation of the traction motor and / or other factors. Feedback control strategies compare actual speed as a function of location with speed in the desired optimal profile. Based on this difference, an adjustment is added to the optimum power profile to bring the actual speed in accordance with the optimal profile. To ensure stable regulation, a compensation algorithm may be provided that filters the feedback speeds into power adjustments to ensure stability in closed loop performance. Compensation may include the standard dynamic compensation used by those skilled in the art of systems engineering to meet performance targets.

An embodiment of the present invention provides the simplest, and therefore the fastest, means to accommodate changes in flight targets, which are the rule, and not the exception, in railway operations. In order to determine the fuel-efficient flight from point A to point B, where there are stops along the way, as well as to update the flight for the remainder of the flight after the flight has begun, a suboptimal decomposition method can be used to find the optimal flight profile. Using simulation methods, the calculation method allows you to find a flight plan with a specified travel time and initial and final speed, so as to satisfy all speed limits and the characteristics of the locomotive when stops are provided. Although the following description is aimed at optimizing fuel consumption, it can also be applied in order to optimize other factors, such as, but not limited to, emissions, schedule, crew comfort and sudden changes in load. The method can be used first when developing a flight plan and, more importantly, to adapt to changes in targets after the initiation of a flight.

As explained herein, an embodiment of the present invention may use the setting illustrated in the flowchart of the method (FIG. 5), and as a typical three-segment example, shown in detail in FIG. 6. A flight can be divided into two or more segments, T1, T2 and T3. Although, as described in this document, you can consider the flight as one segment. Segment boundaries may not result in segments of equal length. Instead, segments use natural or task-specific boundaries. Optimum flight plans are pre-calculated for each segment. If fuel consumption in comparison with travel time is the goal of the flight that must be satisfied, fuel curves relative to travel time are generated for each segment. Curves can be based on other factors, while factors are targets that must be met according to the flight plan. When the flight time is a definable parameter, the flight time for each segment is calculated while satisfying the general travel time constraints. 6 illustrates speed limits for a three-segment 200-mile flight 97. In addition, the incline changes during the 200-mile flight 98 are illustrated. A combined circuit 99 illustrating fuel consumption curves for each flight segment according to travel time is also shown.

Using the optimal control setting described earlier, this calculation method allows you to find a flight plan with a specified travel time and initial and final speed, so as to satisfy all speed limits and locomotive performance limitations when stops are provided. Although the following description is aimed at optimizing fuel consumption, it can also be applied in order to optimize other factors described in this document, such as, but not limited to, emissions. The key flexibility is to adjust the required stopping time at stops and take into account the restrictions on the earliest arrival and departure at a given location, which may be required, for example, when driving with one track, where the time to enter or pass the access road is critical.

An embodiment of the present invention

Find the fuel-optimal flight from a distance D ₀ to D _M , covered in time T, where M-1 is an intermediate stop at D ₁ , ..., D _M-1 , and the arrival and departure times at these stops are limited by the following:

t _min (i) ≤t _arr (D _i ) ≤t _max (i) -Δt _i ,

t _arr (D _i ) + Δt _i ≤t _dep (D _i ) ≤t _max (i) i = 1, ..., M-1

where t _arr (D _i ), t _dep (D _i ) and Δt _i are the time of arrival, departure and minimum parking at the i-th stop, respectively. Provided that the fuel optimality implies minimizing the stopping time, we have t _dep (D _i ) = t _arr (D _i ) + Δt _i , which eliminates the second inequality above. Suppose that for each i = 1, ..., M, the fuel-efficient flight from D _i-1 to D _i for travel time t, T _min (i) ≤t≤T _max (i), is unknown. Let F _i (t) be the fuel consumption corresponding to this flight. If the travel time from D _j-1 to D _{j is} denoted by T _j , then the arrival time at D _i is specified by the following:

where Δt ₀ is zero. The fuel-efficient flight from D ₀ to D _M for the travel time T is then obtained by finding T _i , i = 1, ..., M, which minimizes:

provided:

When the flight is in progress, the problem is re-determining the fuel-optimal solution for the remainder of the flight (initially from D ₀ to D _M at time T) as the flight goes through, but where damage prevents the fuel-efficient solution from being followed. Let the current distance and speed be x and v, respectively, where D _i-1 <x≤D _i .

,

, j=i+1,…M, который минимизирует:In addition, let the current time from the start of the flight be t _act . In this case, the fuel-optimal solution for the remainder of the flight from x to D _M , which preserves the original arrival time in D _M , is obtained by finding

,

, j = i + 1, ... M, which minimizes:

provided:

- это потребление топлива в оптимальном рейсе от x до D_i, пройденном за время t, при начальной скорости в x, равной v.Here

is the fuel consumption in the optimal flight from x to D _i , traveled over time t, with the initial speed in x equal to v.

. Затем выразим потребление топлива для оптимального рейса из D_i-1 в D_i как:As described above, a method in order to provide more efficient rescheduling is the optimal solution for a stop-to-stop flight from partitioned segments. For a flight from D _i-1 to D _i with travel time T _i, we choose a set of intermediate points D _ij , j = 1, ..., N _i -1. Let D _i0 = D _i-1 and

. Then we express the fuel consumption for the optimal flight from D _i-1 to D _i as:

,

0.where f _ij (t, v _{i, j-1} , v _ij ) is the fuel consumption for the optimal flight from D _{i, j-1} to D _ij , covered during time t at the initial and final speeds in v _{i, j-1} and v _ij . Moreover, t _ij is the time in the optimal flight corresponding to the distance D _ij . By definition, t _iNi - t _i0 = T _i . Since the train stops at D _i0 and

,

0.

The above expression enables an alternative definition of the function F _i (t) by first determining the functions f _ij (•), 1≤j≤N _i , then finding τ _ij , 1≤j≤N _i and v _ij , 1≤j <N _i that minimize:

provided:

j=1, …, N_i-1

j = 1, ..., N _i -1

By choosing D _ij (for example, under speed restrictions or at meeting points) v _max (i, j) - v _min (i, j) can be minimized, thereby minimizing the area in which f _ij () should be known.

Based on the above sectioning, a simpler suboptimal re-planning approach than described above is to limit the re-planning to the time when the train is at the points of distance D _ij , 1≤i≤M, 1≤j≤N _i . At the point D _{ij, a} new optimal flight from D _ij to D _M can be determined by finding τ _ik , j <k≤N _i , v _ik , j <k <N _i and τ _mn , i <m≤M, 1≤n ≤N _m , v _mn , i <m≤ M, 1≤n <N _m , which minimize:

provided:

Where:

Further simplification is obtained by the result of the recalculation of T _m , i <m≤M, until the distance point D _i is reached. Thus, at the points D _ij between D _i-1 and D _{i, the} above minimization should be performed only for τ _ik , j <k≤N _i , v _ik , j <k <N _i . T _i increases as required in order to include any longer travel time from D _i-1 to D _ij than planned. This increase is then compensated, if possible, by recalculating T _m , i <m≤M, at the distance point D _i .

With respect to the closed-loop configuration disclosed above, the total input energy required to move the train 31 from point A to point B consists of a sum of four components, in particular the difference in kinetic energy between points A and B; differences of potential energy between points A and B; energy losses due to friction and other losses on the resistance to movement; and energy dissipated through the use of brakes. Provided that the initial and final velocities are equal (for example, stationary), the first component is zero. In addition, the second component is independent of the driving strategy. Thus, it is sufficient to minimize the sum of the last two components.

Following a constant speed profile minimizes loss of resistance to movement. Following a constant speed profile also minimizes the total input energy when braking is not required in order to maintain a constant speed. However, if braking is required in order to maintain a constant speed, applying braking only to maintain a constant speed is likely to increase the total energy required due to the need to replenish the energy dissipated by the brakes. There is the possibility that some braking can actually reduce overall energy consumption if the additional braking losses exceed the offset from the resulting reduction in drag losses caused by braking by reducing the variation in speed.

After the rescheduling is completed from the set of events described above, the new optimal notch / speed plan can be followed using the closed-loop control described in this document. However, in some situations, there may not be enough time to carry out the segmentation planning described above, and in particular when there are critical speed limits that must be respected, an alternative may be necessary. In the invention, this is achieved using an algorithm referred to as "intelligent automatic speed control". The algorithm of intelligent automatic speed control is an effective process for generating on the fly an energy efficient (and therefore fuel efficient) suboptimal prescription for controlling a train 31 in a known territory. This algorithm assumes knowledge of the location of the train 31 on the railway 34 at any given time, as well as knowledge of the slope and curvature of the railway, depending on the location. The method is based on a point-to-mass model for the movement of a train 31, the parameters of which can be adaptively estimated from operational measurements of the movements of a train, as described above.

The algorithm of intelligent automatic maintenance of speed of movement has three main components, namely, a modified profile of the speed limit, which acts as an energy-efficient guide to reduce speed limits; Profile settings for ideal throttle or dynamic brake control that tries to balance minimizing speed and braking changes; and a combination mechanism of the two above components to form the controller position commands using the speed feedback loop to correct for mismatches of the simulated parameters in comparison with the actual parameters. Intelligent automatic maintenance of speed can include strategies in an embodiment of the present invention without active braking (i.e., the driver receives signals and is assumed to provide the desired slowdown) or an option that provides active braking.

Regarding the algorithm for automatically maintaining the speed that does not control dynamic braking, there are three components: this is a modified speed limit profile that acts as an energy-efficient guide to reduce speed limits, this is a warning signal to notify the driver when braking should be applied, and this is an ideal throttle control profile that tries to balance the minimization of speed changes and alerts the driver about applied and a brake mechanism that uses a feedback loop to adjust the parameters of model mismatch with the real parameters.

Also included in an embodiment of the present invention is an approach to identify key parameter values of a train 31. For example, in relation to estimating a train mass, a Kalman filter and a recursive least squares approach can be used to detect errors that may develop with time.

7 shows an exemplary sequence of steps of an embodiment of the present invention. As described previously, remote equipment, such as a control center 60, may provide information to an embodiment of the present invention. This information is provided to the actuator 62. Also, an actuating element 62 of the control provides a database 63 of information for modeling locomotives, information from a database 36 of data on railway tracks, such as, but not only information on the slopes of the railway and information on speed limits, estimated parameters of the train, such as, but not only the coefficients of weight and resistance of the train, and the table of fuel consumption from block 64 estimates of fuel consumption. The actuator 62 provides information to the scheduler 12, which is described in more detail in FIG. After the flight plan has been calculated, the plan is provided to the control recommendations issuing unit, to the driver, or to the controller element 51. A flight plan is also provided to control actuator 62 so that it can compare the flight when other new data is provided.

As described above, the control recommendations issuing unit 51 can automatically set the power set by the position of the controller, or the value of the power set by the position of the controller with a pre-set controller position, or the optimal continuous power value set by the position of the controller. In addition to providing a speed command to the locomotive 31, a display 68 is provided so that the driver can see what the scheduler recommended. The driver also has access to the control panel 69. Using the control panel 69, the driver can decide whether or not to use the recommended power set by the position of the controller. To this end, the driver may limit the target or recommended power. That is, at any time, the driver always has final authority over the power value at which the locomotive train will function. This includes determining whether brakes should be applied if the flight plan recommends slowing down the train 31. For example, when operating in a darkened area or when information from distillation equipment cannot electronically transmit information to the train, and instead the driver sees visual signals from distillation equipment, the driver enters commands based on information contained in the database of railway tracks and visual signals from distillation equipment. Based on how the train 31 operates, information regarding fuel measurements is provided to the fuel consumption estimation unit 64. Since direct measurement of fuel consumption is typically not available in a locomotive train, all information about the fuel consumed at a given point of the flight, and a prospective estimate for the future, following the optimal plans, are performed using calibrated physical models, so they are used in the development of optimal plans. For example, these forecasts may include, but not limited to, the use of measured apparent power in hp. and known fuel characteristics in order to extract the value for all fuel consumed.

The train 31 also has a location device 30, such as a GPS sensor, as described above. The information is provided in block 65 assessment of the parameters of the train. This unit may include, but not limited to, GPS sensor data, traction / braking force data, braking status data, speed, and all changes in speed data. Using information regarding information on slopes and speed limits, weight and resistance factors are provided to the actuator 62.

The invention also provides the ability to use continuously variable power during the planning of implementation and implementation of closed-loop control. In a traditional locomotive, power is typically quantized to eight discrete levels. Modern locomotives can use a continuous change in horsepower, which can be included in the previously described optimization methods. With continuous power, the locomotive 42 can further optimize operating conditions, for example, by minimizing the additional load and losses during power transmission and fine-tuning the horsepower areas of the engine with optimum efficiency or to points of lower emission limits. Examples include, but are not limited to minimizing cooling system losses, adjusting the voltage of an alternator, adjusting engine speeds, and reducing the number of driven axles. Additionally, locomotive 42 may use the on-board rail database 36 and predicted performance requirements to minimize additional load and power transfer losses to provide optimal efficiency for the target fuel / emissions consumption. Examples include, but are not limited to, the reduction in the number of driven axles in the lowlands and the pre-cooling of the locomotive engine before entering the tunnel.

The invention can also use the on-board rail track database 36 and predicted performance in order to adjust the performance of the locomotive, for example to ensure that the train is at a sufficient speed as it reaches a hill and / or tunnel. For example, this can be expressed as a speed limit in a particular place, which becomes part of the formation of the optimal plan created by solving an equation (OP). Additionally, the invention may include train control rules, such as, but not limited to, tractive effort tracking frequencies and maximum braking force tracking frequencies. They can be inserted directly into the formula for the optimal flight profile or alternatively inserted into a closed-loop controller used to control the use of power in order to reach the target speed.

In a preferred case, such an embodiment is installed only on the lead locomotive of the train. Although an embodiment of the present invention is independent of data and interactions with other locomotives, they can be integrated with the composition manager functionality, as disclosed in US No. 6691957 and US application No. 10/429596, and / or the functionality of the composition optimization unit to increase efficiency. Interaction with several trains is not excluded, as illustrated by the example of a control room allowing the two “independently optimized” trains described in this document.

Train with distributed power systems can be controlled in various modes. In one mode, all locomotives in the train are controlled by a single command position controller. If the lead locomotive commands the movement with position N8 of the control controller, all modules in the train are instructed to generate traffic with position N8 of the control controller. Another mode of operation is "independent" control. In this mode, locomotives or sets of locomotives, distributed over the train, can be controlled with different power of movement or braking. For example, when the train reaches the top of the mountain, the lead locomotive (on the hill) can be put into braking, while the locomotives in the middle or at the end of the train (on the hill) can be driven. This is done in order to minimize tensile forces on the mechanical couplings that connect the cars and locomotives. Traditionally, controlling a system with distributed power in the “independent” mode required the driver to manually command each remote locomotive or set of locomotives through a display in the lead locomotive. Using a physics-based planning model, train configuration information, an on-board rail database, on-board control rules, a positioning system, real-time closed-loop power / brakes control and sensor feedback, the system can automatically control a distributed power system in "independent" mode.

When operating with distributed power, the driver in the lead locomotive can control the operating functions of the remote locomotives in the remote train using a control system such as a distributed power control. Thus, when working with distributed power, the driver can command each train of locomotives to operate at a different power level, determined by the position of the controller (or one train can be driven, and the other in braking), while each individual locomotive in the locomotive train works at the same power set by the position of the controller. When the system is installed in a train, preferably communicating with the distributed power control element, when the power level set by the position of the controller, the remote locomotive train is required to be maintained, as recommended by the optimized flight plan, the system transfers this power setting to the remote locomotive trains for implementation. As described below, the same is true for braking.

The invention can be used with trains in which the locomotives are not adjacent, for example, with one or more locomotives in front, others in the middle and tail of the train. Such configurations are called distributed power configurations when the standard clutch between locomotives is replaced by a radio link or an additional cable to connect the locomotives to each other. When working with distributed power, the driver in the lead locomotive can control the operating functions of the remote locomotives in the train through a control system such as a distributed power control. In particular, when working with distributed power, the driver can command each locomotive train to work at different power levels, determined by the position of the controller (or one train can be in motion and the other in braking), while each individual element in the locomotive operates on the same power set by the position of the controller.

When the system is installed in a train, preferably communicating with the distributed power control element, when the power level set by the position of the controller, the remote locomotive train is required to be maintained, as recommended by the optimized flight plan, the system transfers this power setting to the remote locomotive trains for implementation. As described below, the same is true for braking. When working with distributed power, the previously described optimization problem can be improved to allow additional degrees of freedom in that each of the remote modules can be independently controlled from the master module. The value of this is that additional targets or constraints associated with efforts in the train can be included in the performance function, provided that a model to reflect efforts in the train is also included. Thus, an embodiment of the present invention may include the use of several throttle controls to more optimally control rail forces as well as fuel consumption and emissions.

In a train using a train manager, a lead locomotive in a locomotive train can operate with a power setting that is different from other locomotives in this train, set by the position of the controller. Other locomotives in the train operate with the same power setting as specified by the position of the controller. The system can be used in connection with the train manager to control the power settings specified by the controller position for locomotives in the train. Thus, based on an embodiment of the present invention, since the train manager divides the locomotive train into two groups, the lead locomotive and the driven modules, the lead locomotive is controlled to operate at a specific power set by the position of the controller, and the tail locomotives can be controlled to work at another specific power, set by the position of the controller. In an embodiment, the distributed power control may be a system and / or device where this operation is performed.

Similarly, when a train optimization unit is used with a locomotive train, an embodiment of the present invention can be used together with a train optimization block to determine the power set by the position of the controller for each locomotive in the train. For example, suppose a flight plan recommends setting the power set by the position of the controller to four for a locomotive. Based on the location of the train, the train optimization unit receives this information and then determines the power setting specified by the position of the controller for each locomotive in the train. In this implementation, the efficiency of adjusting the power settings specified by the position of the controller for communication channels inside the train increases. Moreover, as described above, the implementation of this configuration can be carried out using a distributed control system.

In addition, as explained above, the invention can be used for continuous adjustments and rescheduling regarding when the train is using braking, based on upcoming elements of interest, such as, but not limited to, level crossings, gradient changes, approaching sidings, approaching marshalling yards and approaching gas stations, with each locomotive in the train may require its own braking option. For example, if a train passes through a hill, the lead locomotive may require braking, while remote locomotives that have not yet reached the top of the hill may remain in propulsion mode.

On Fig, 9 and 10 shows the options for dynamic displays for use by the driver. The driver is provided 72 (Fig. 8), a flight profile. The profile shows the location of 73 locomotive. Information such as length 105 of the train and the number of cars 106 in the train is provided. Elements are also provided regarding the slope 107 of the railway track, the curvature and the distillation elements 108, including the location of 109 bridges and the speed of 110 trains. Display 68 enables the driver to see this information, as well as to see where the train is on the route. Information is provided regarding the distance and / or estimated time of arrival at places such as crossings 112, signals 114, speed changes 116, landmarks 118 and destination points 120. Arrival time management tool 125 is also provided to enable the user to determine fuel economy realized during the flight. The driver is able to vary the arrival time 127 and see how this affects fuel economy. As explained herein, it will be apparent to those skilled in the art that fuel economy is a typical example of only one target that can be analyzed using a control tool. Depending on the parameter in question, other parameters described in this document can be viewed and evaluated using a control tool that is visible to the driver. The driver is also provided with information about how long the crew has been operating the train. In embodiments, the time and distance information may be illustrated as time and / or distance to a particular event and / or location, or it may provide a total elapsed time.

In Fig. 9, the display provides information about composition data 130, a schedule of events and situations 132, arrival time control means 134, and control keys 136. Similar information, as explained above, is also provided on this display. This display 68 also provides control keys 138 to allow the driver to perform rescheduling as well as disconnect 140 an embodiment of the present invention.

10 shows another embodiment of a display. Typical information for a modern locomotive is visible, including condition 72 of the air brake, an analog speedometer with digital input channel 74, and traction information in pounds (or traction amplifiers for DC locomotives). Indicator 74 is presented in order to show the current optimal speed in the execution plan, as well as the accelerometer graph to supplement the readings in miles / min. Important new data for the optimal execution of the plan are in the center of the screen, including a graph 76 with a scroll bar with the value of the optimal speed and notch settings depending on the distance, in comparison with the current history of these variables. In this embodiment, the location of the train is determined using the location element. A location is provided to identify how far the train is from the final destination, absolute position, initial destination, intermediate point and / or driver input.

The ribbon chart provides a forward look at the speed changes necessary to follow the optimal plan, which is used for manual control and monitoring of the plan in comparison with the fact during automatic control. Being in the training mode, the driver can follow either the position of the control controller or the speed offered by the system. The vertical ruler provides a graphic illustration of the required and actual position of the control controller, which is also displayed digitally under the bar chart. When using continuous power set by the position of the controller as described above, the display simply rounds to the nearest discrete equivalent, the display can be an analog display, so that the analog equivalent or percentage, or the actual horsepower / traction, is displayed.

Critical information on the state of the trip is displayed on the screen and shows the current slope that 88 trains overcome, or the leading locomotive, or another part of the train, or the average length of the train. The distance covered by plan 90, the total fuel consumed 92, the location or distance to the next stop is planned 94, the current and expected time of arrival 96 to the next stop is disclosed. Display 68 also shows the smallest possible time to the destination with available calculated plans. If a later arrival is required, rescheduling is carried out. The plan delta data shows the fuel status and schedule ahead of or behind the current optimal plan. Negative numbers mean less fuel or lead compared to the plan, positive numbers mean more fuel or lag compared to the plan, and are typically matched in opposite directions (slowing down to save fuel causes the train to lag, and vice versa).

Displays 68 always give the driver an indication on the screen where he is in relation to the current established traffic plan. This display is for illustrative purposes only, as there can be many other ways to display / transmit this information to the driver and / or to the control room. To this end, the information described above may be combined to provide a display different from the disclosed displays.

Other features that may be included in an embodiment of the present invention include, but are not limited to, the ability to generate data and report logs. This information can be stored in the train and loaded into the external system at the same time. Download may be via manual and / or wireless transmission. This information can also be viewed by the driver through a display in the locomotive. The data may include information such as, but not limited to, data entered by the driver, data from the time tracking system, fuel saved, fuel imbalance in the locomotives of the train, off-track movement of the train, and system diagnostic problems such as GPS problems sensors.

Since flight plans must also take into account the crew’s allowable working time, an embodiment of the present invention may consider this information during flight planning. For example, if the maximum time that the crew can work is eight hours, then the flight can be adapted to include a stopping place so that the new crew replaces the current crew. Such predetermined stopping places may include, but not limited to, railway stations, meeting / passages, etc. If, as the flight proceeds, the flight time may be exceeded, an embodiment of the present invention may be redefined by the driver to satisfy other criteria defined by the driver. In conclusion, regardless of the operating modes of the train, such as, but not limited to, high load, low speed, stretching modes of the train, etc., the driver continues to control so as to issue commands to maintain speed and / or mode of operation train composition.

The train can function in many different modes. In one concept of an embodiment of the present invention, it is possible to provide instructions for controlling translational motion and dynamic braking. The driver at this time controls all the other functions of the train. In another concept of an embodiment of the present invention, commands are provided to control only translational motion. The driver at this time controls the dynamic braking and all other functions of the train. In yet another operational concept, commands are provided to control translational motion, dynamic braking, and air brake application. The driver at this time controls all the other functions of the train.

Although embodiments of the present invention have been described with respect to railway vehicles, in particular trains and locomotives having diesel engines, embodiments are also applicable to other applications, such as, but not limited to, off-road vehicles, marine vehicles and stationary units, each of which can use a diesel engine. To this end, they include a task or requirement that must be met by a diesel engine system. Consequently, with respect to applications in rail, sea or off-road vehicles, this may relate to moving the system from its current location to its destination. In the case of stationary applications, such as, but not limited to, a stationary power station or a network of power plants, this task may relate to the power value in watts (for example, MW / h) or another parameter or requirement that must be satisfied by means of a drive system from a diesel engine. Similarly, the operating condition of a diesel fuel power unit may include one or more of speed, load, fueling value, time, etc.

In an example involving marine vehicles, a plurality of towing vessels can operate together, all of which move one larger vessel, with each towing vessel being booked well in advance to carry out the task of moving the larger vessel. In another example, a single marine vessel may have multiple engines. An off-road vehicle (OHV) may include a fleet of vehicles that have the same task of traveling on the ground from A to B, with each OHV being booked well in advance to complete the task.

An embodiment of the present invention may also be used to inform the driver of upcoming items of interest or actions to be taken. In particular, the prediction logic of an embodiment of the present invention, continuous adjustments and re-planning of an optimized flight plan, a database of railway tracks, the driver can be notified of upcoming crossings, signals, changes in slope, braking actions, siding, railway stations, gas stations, etc. . These alerts may be provided in audio form and / or through the driver interface.

In particular, using a physics-based planning model, train configuration information, an on-board rail track database, on-board control rules, a positioning system, real-time closed-loop power / brakes control, and feedback from sensors, the system presents and / or notifies the driver of the necessary actions. The notification may be visual and / or audible. Examples include notification of crossings that require the driver to activate the siren and / or locomotive ring device, and notification of “silent” crossings that do not require the driver to activate the siren or ring device of the locomotive.

In another embodiment, using the physics-based planning model described above, train configuration information, on-board rail track database, on-board control rules, location system, real-time closed-loop power / brakes control, and sensor feedback, the system can provide the driver with information (for example, an indicator on the display), which makes it possible to see when the train arrives at various places (fi g. 9). The system allows the driver to adjust the flight plan (target arrival time). This information (actual estimated arrival time or information required to retrieve externally) can also be transmitted to the dispatch center to enable the dispatcher or dispatch system to adjust the target arrival time. This allows the system to quickly adjust and optimize the corresponding target function (for example, a compromise ratio of speed / fuel consumption).

11 shows another embodiment of the present invention, including a system 10 'for driving a vehicle 31'. The vehicle may include a train 31 'with one or more locomotive trains 42', as illustrated in FIG. 11, an off-road vehicle (OHV), a marine vehicle, or any similar vehicle including a multi-engine types of fuel. Many types of fuel include one or more diesel types of fuel and one or more alternative types of fuel. More specifically, each alternative fuel may include one of biodiesel, palm oil and rep oil. Accordingly, although FIGS. 11-14 show a system 10 'for controlling a train 31' with one or more locomotive trains 42 ', the system can likewise be applied to OHV and marine vehicles.

Although embodiments of the present invention have been described with respect to railway vehicles, in particular trains and locomotives having diesel engines, embodiments are also applicable to other applications, such as, but not limited to, off-road vehicles, marine vehicles and stationary units, each of which can use a diesel engine. To this end, they include a task or requirement that must be fulfilled by a system driven by a diesel engine. Consequently, with respect to applications in rail, sea or off-road vehicles, this may relate to moving the system from its current location to its destination. In the case of stationary applications, such as, but not limited to, a stationary power station or a network of power plants, this task may relate to the power value in watts (for example, MW / h) or another parameter or requirement that must be satisfied by means of a drive system from a diesel engine. Similarly, the operating condition of a diesel fuel power unit may include one or more of speed, load, fueling value, time, etc.

In an example involving marine vehicles, a plurality of towing vessels can operate together, all of which move one larger vessel, with each towing vessel being booked well in advance to carry out the task of moving the larger vessel. In another example, a single marine vessel may have multiple engines. An off-road vehicle (OHV) may include a fleet of vehicles that have the same task of traveling on the ground from A to B, with each OHV being booked well in advance to complete the task.

The system includes a positioning element 30 'to determine the location of the locomotive 42'. Element 30 'location can be a GPS sensor or a system of sensors that determine the location of the train 31'. Examples of these other systems may include, but are not limited to, distillation devices, such as radio frequency automatic equipment identification tags (RF AEIs), control rooms, and / or video detection. Another system may include tachometer (s) on board the locomotive and calculating the distance from the reference point. Wireless communication system 47 may also be provided in order to provide communication between trains and / or with a remote site, such as a control room. Location information may also be transmitted from other trains.

System 10 'further includes a rail track characteristic element 33' in order to provide information on the territory 34 '(i.e., rail track) of the locomotive train 42'. The rail track characteristic element 33 'may include an on-board rail link database 36'. The sensors 38 'are used to measure the pulling force 40' applied by the locomotive 42 ', the control settings of the accelerator of the locomotive 42', the configuration information of the locomotive 42 ', the speed of the locomotive 42', the configuration of individual locomotives, the characteristics of individual locomotives and etc. In an embodiment, configuration information of the locomotive 42 'can be downloaded without using the sensor 38', and configuration information can be downloaded via the input device. An input device may be coupled to a processor 44 'so as to transmit characteristics information of each type of fuel from a plurality of types of fuel to a processor including at least one of fuel efficiency, emission characteristics, corresponding tank capacity, affordability and affordability at the location. An input device may provide performance information for each of a plurality of fuel types through one of a remote location, a roadside device, and manual input by a user. In addition to the characteristics of each of the many types of fuel, the condition of locomotives in the train can also be considered. For example, if one locomotive cannot operate above the power level 5 specified by the position of the controller, this information is used to optimize the flight plan.

The information from the positioning element 30 ′ can also be used to determine the corresponding arrival time of the train 31 ′. For example, if there is a train 31 'moving along the railway 34' in the direction of the destination, and there is no train traveling behind it, and the train does not have a fixed arrival deadline, the positioning element 30 'including but not only radio frequency automatic equipment identification tags (RF AEI), control room and / or video detection can be used to determine the exact location of the train 31 '. Moreover, input from these signaling systems can be used to control the speed of the train. Using the on-board rail track database described below and a positioning element such as GPS, an embodiment of the present invention can adjust the driver's interface to reflect the state of the signaling system at a given locomotive location. In situations where signal states indicate limiting speeds, the planner can choose to slow down the train to save fuel consumption.

The information from location element 30 can also be used to change planning targets as a function of distance from destination. Due to the inevitable uncertainties about congestion along the route, faster time targets at an early stage of the route can be used as protection against delays that, according to statistics, occur later. If it so happened that in a particular flight these delays do not occur, the targets in the further part of the movement can be modified to use the built-in idle time that has been accumulated earlier, and thereby restore a certain fuel efficiency. A similar strategy can be activated for targets with emission limits that apply when reaching an urban area.

As an example of a protection strategy, if a flight is planned from New York to Chicago, the system can provide the option of managing the train more slowly at the beginning of the flight, in the middle of the flight, or at the end of the flight. The system optimizes the flight plan to allow slower operation at the end of the flight, since unknown restrictions, such as, but not limited to, weather conditions, maintenance of the railway, etc., may arise and become known during the flight. As another consideration, if traditionally congested areas are known, a plan is being developed with an option to increase traffic flexibility in these regions. Therefore, the system can also consider weighting / penalty as a function of time / distance in the future and / or based on known / previous experience. Those skilled in the art will understand what planning and re-planning is to take into account weather conditions, conditions of the railway, other trains on the railway, etc. may be considered at any time during the voyage when the voyage plan is adjusted accordingly.

Database 36 'of the data (FIG. 11) can additionally be used to store performance information for each of a plurality of fuel types. Information about the characteristics for each type of fuel of each locomotive train includes one or more of the fuel efficiency, emission rate, corresponding tank capacity, affordability, location availability and any other characteristic of each fuel type that is important for determining the performance of a locomotive train.

11 further illustrates a processor 44 ′ configured to receive information from a location element 30 ′, a railway track characteristic element 33 ′, and a database 36 ′. When the processor 44 'receives the information, the algorithm 46' implemented in the processor 44 ', with access to information, creates a flight plan that optimizes the performance of the locomotive 42' in accordance with one or more working criteria for the locomotive. These operational criteria may include departure time, arrival time, speed limits for locomotive tracks, emission rates and mileage limits for locomotive tracks, and any other criteria related to the journey. Algorithm 46 ′ is used to calculate an optimized flight plan based on parameters including a locomotive 42 ′, a train 31 ′, a railway track 34 ′, and goals and objectives. Algorithm 46 'can create a flight plan based on models of the operating mode of the train as the train 31' moves along the railway 34 ', as a solution of nonlinear differential equations extracted from physics with simplifying assumptions that are provided in the algorithm. Algorithm 46 'has access to information from a position determining element 30', a railway track characteristic element 33 ', a database 36' and / or sensors 38 '.

For marine vehicles, the processor 44 'should not consider information from the railway track characteristic element 33', since the topology of the railway track is not applicable to the marine vehicle track. However, the database 36 ′ may include sound emission limits for each location, including port and non-port areas, based on location information from the location element 30 ′. Algorithm 46 'for marine vehicles can create a voyage plan to minimize the total fuel consumption for all types of fuel, taking into account restrictions on sound emissions, for example, in each region. For off-road vehicles, the track characteristic element 33 ′ may provide information on the topography of a predetermined off-road vehicle course, and the database 36 ′ may include emission limits and mileage for each location, as in the case of locomotives described above .

In an embodiment, algorithm 46 'creates a voyage plan that minimizes total fuel consumption for all types of locomotive 42' fuel, taking into account operating criteria for the locomotive, including limits on emissions during the voyage. For example, algorithm 46 'may create a flight plan so as to minimize the total fuel consumption for each type of fuel from a plurality of types of locomotive fuel 42', taking into account a maximum emission rate of 5.5 g / hp-hour, among others described above working criteria. More specifically, Algorithm 46 ′ creates a flight plan that minimizes the total fuel consumption for each type of fuel from a plurality of types of fuel, with the total fuel consumption including a weighted sum with weights of each respective consumed fuel from each respective type of fuel. In accordance with the equations disclosed in previous embodiments, the total fuel consumption can be calculated using the equation for the total fuel consumption per mile, expressed as:

F = k ₁ * F ₁ + k ₂ * F ₂ + ...

where: F is the total fuel efficiency (time-based standard) for all of the many types of fuel; F ₁ and F ₂ - the corresponding fuel efficiency for fuels 1 and 2; k ₁ and k ₂ are the respective weights for fuels 1 and 2. Although the time-based fuel efficiency standard is given above, it can be converted to a remote fuel efficiency standard and the total fuel consumption can be calculated accordingly by integrating F over the distance making up a full flight.

To minimize the total fuel consumption for each type of fuel, algorithm 46 'determines each respective weight coefficient for each respective type of fuel for a voyage plan that minimizes the total fuel consumption for a plurality of locomotive fuel types 42'. For example, if the locomotive 42 'runs on fuel 1 and 2, algorithm 46' can create a flight plan that minimizes the total fuel consumption of the locomotive 42 'by determining the weight coefficient for fuel 1 to 0.3 and the weight coefficient for fuel 2 to 0 , 7. Each weight factor for each type of fuel depends on many factors, including the corresponding intensity of fuel emissions, season, affordability, reliability of the system when working on each type of fuel, the corresponding capacity of the fuel tank and availability at the location. The weighting factor varies with the fuel emission rate, since a specific flight and operating criteria may include a specific low or high limit of the emission rate based on location, and therefore the corresponding fuel emission rate is considered when evaluating the weighting factor. The availability of the place and time of the year are considered, since one particular fuel may be abundant at one particular time of the year or in a specific region, but not enough at another time of the year or in another region. As illustrated in FIG. 3, the corresponding tank capacity is considered, since each fuel is stored in the respective fuel tanks 27, 37, and the corresponding capacity levels 29, 39 for these tanks, in combination with the mileage standards, indicate the remaining stock for the corresponding fuel . Algorithm 46 'compares the remaining stock of a particular fuel with the distance to the forthcoming stop of the locomotive when calculating each weight coefficient, as well as whether fuel is available that must be refilled at each particular stop.

In an embodiment, algorithm 46 'creates a flight plan that minimizes the total emissions of each type of fuel from a plurality of types of locomotive fuel 42', taking into account operating criteria for a locomotive, including, for example, limits on the standard for the distance traveled in miles in the course of the flight. For example, algorithm 46 'can create a flight plan so as to minimize the emission of emissions for each type of fuel from multiple types of locomotive fuel 42', taking into account the maximum standard for the traveled distance in miles of 10 M / G, in addition to the other working criteria described above. More specifically, algorithm 46 ′ creates a flight plan that minimizes the total emission output for each type of fuel from a plurality of types of fuel, with the total emission output including a weighted sum with weighting coefficients of each respective emission output from each respective type of fuel. In accordance with the equations disclosed in the previous embodiments, the total emission yield can be calculated using the equation for the total emission consumption intensity expressed as:

E = l ₁ * E ₁ + l ₂ * E ₂ + ...

where: E is the total emission intensity (time-based standard or distance standard) for all of the many types of fuel; E ₁ and E ₂ are the corresponding emission intensities for fuel 1 and 2; l ₁ and l ₂ are the respective weights for fuel 1 and 2.

To minimize the total emission yield for each type of fuel, algorithm 46 'determines each respective weighting factor for each respective type of fuel for a voyage plan that minimizes the total emission yield for a plurality of locomotive fuel types 42'. For example, if locomotive 42 'runs on fuels 1 and 2, algorithm 46' can create a voyage plan that minimizes the overall emissions of locomotive 42 'by determining the weight coefficient for fuel 1 to 0.8 and the weight coefficient for fuel 2 to 0 , 2. Each weighting factor for each type of fuel depends on many factors, including the corresponding intensity of fuel emissions, the season, affordability, fuel reliability, the corresponding capacity of the fuel tank and availability at the location, in relation to the raw availability at each place and regional restrictions on emissions in every place. The weight coefficient varies with the fuel mileage standard for miles traveled, since a specific flight and performance criteria may include a specific low or high fuel mileage limit for miles traveled, and therefore the relevant fuel mileage standard for miles traveled is considered when evaluating the weight coefficient . The availability of the place and time of the year are considered, since one particular fuel may be abundant at one particular time of the year or in a specific region, but not enough at another time of the year or in another region. As illustrated in FIG. 11, the corresponding tank capacity is considered, since each fuel is stored in the respective fuel tanks 27 ′, 37 ′, and the corresponding capacity levels 29 ′, 39 ′ for these tanks, in combination with the distance traveled in miles, indicate the remaining stock for appropriate fuel. Algorithm 46 'compares the remaining stock of a particular fuel with the distance to the forthcoming stop of the locomotive when calculating each weight coefficient, as well as whether fuel is available that must be refilled at each particular stop.

Figure 11 shows the respective fuel tanks 27 ', 37' for the respective types of fuel, each fuel tank 27 ', 37' can be used to store different types of fuel at different times during the flight of the locomotive. Each fuel tank 27 ′, 37 ′ may include sensors for each type of fuel. In an embodiment, each sensor may be used to identify which type is located inside each fuel tank 27 ′, 37 ′ at different times. Sensors may include sensors that identify the type of fuel in each fuel tank 27 ′, 37 ′ based on information provided to the locomotive 10 ′, including hand sensors, electronically transmitted fuel type information from a fuel source such as a railroad or an adjacent locomotive , and information from the place where the fuel tank 27 ', 37' is filled. The processor 44 'may include fuel type information for each place where filling is performed. The sensors can further identify the type of fuel in each fuel tank 27 ′, 37 ′ based on the type of fuel in each tank 27 ′, 37 ′ detected by the locomotive. These properties may include the physical properties of each type of fuel, including, for example, viscosity and density, or the chemical properties of each type of fuel, including, for example, fuel number. These properties of each type of fuel can be detected by sensors or devices in the locomotive. Sensors can additionally identify the type of fuel in each fuel tank 27 ', 37' based on the performance of the locomotive, such as, for example, the characteristics of the engine of a locomotive, when evaluating the input and output properties of each type of fuel for the engine. In order for a locomotive engine to generate 1000 hp, the fuel regulator may have an input requirement for stored fuel A of 200 gallons, but a requirement for fuel B of 250 gallons. Accordingly, the type of fuel in each tank 27 ', 37' can be identified by comparing the input and output characteristics of the fuel with the characteristics of the engine of the locomotive.

When creating a flight plan and determining each weight coefficient for each specific fuel from a plurality of fuel types using algorithm 46 ', each weight coefficient can be stored in a database 36' for later retrieval when the locomotive 42 'resumes the flight. Additionally, weights can be shared with other similar locomotive trains with the same set of fuels involved in similar flights to minimize overall fuel consumption.

In addition, algorithm 46 'can create a flight plan by setting the required flight time and / or by providing the crew with the proper operating time on board the locomotive 42'. An embodiment also provides a driver, or controller element 51 '. The controller element 51 ′ is used to control the train as it follows the voyage plan. In an embodiment, the controller element 51 ′ makes decisions on managing the train autonomously. In another embodiment, the driver may be participating in the direction of the train to follow a voyage plan.

The invention provides the ability to initially create and quickly change "on the go" any plan. This includes creating an initial plan when a long distance is expected, due to the complexity of the plan optimization algorithm. When the total length of the flight profile exceeds a given distance, algorithm 46 'can be used to segment the task, and the task can be divided into route points. Although only one algorithm 46 'is explained, it will be apparent to those skilled in the art that several algorithms may be used, and these algorithms may be interconnected. A route point may include natural locations where train 31 stops, such as, but not limited to, sidings when meeting with a moving train or passing a train behind the current train are planned so that they can occur on single-track road, or sorting sidings or stations where cars should be collected and sent on the way, or areas of planned work. At these points on the route, the train 31 'may need to be in the right place at the scheduled time and stop or move at a speed in the indicated range. The duration from arrival to departure at points on the route is called sludge time.

In an embodiment of the invention, a longer flight can be divided into smaller segments in a special systematic way. Each segment can be somewhat arbitrary in length, but is typically selected in a natural place, such as a stop or significant speed limit, or in key posts indicating the number of miles that define intersections with other routes. When creating a flight plan for each segment using Algorithm 46 ', the weights for the total fuel consumption or the total emission output for each fuel from the set of fuel types in each respective segment vary with the segment length.

As illustrated in FIGS. 12-14, the user interface element 68 ′ is connected to the processor and selectively displays the volume of each respective type of fuel from among the plurality of types of fuel. 12, the user interface element 68 ′ allows you to select from a variety of different types of fuel using the select button 123 ′ and view the savings for each specific fuel in the arrival time control module 125 ′ of the display 68 ′. 13, the user can select from a variety of different types of fuel using the select button 139 'and view the planned savings for each specific fuel in the arrival time control module 134' of the display 68 '. Additionally, in FIG. 14, the user can select which fuel from a plurality of types of fuel is primary and secondary. After setting the primary and secondary fuel, the user can press the primary fuel selection button 79 'to view the planned remaining primary fuel miles 81' in the corresponding tank, as well as the amount of primary fuel with lagging / ahead of the flight plan in the fuel delta module 82 '. Additionally, the user can press the secondary fuel selection button 80 ′ to view the planned remaining secondary fuel miles 81 ′ in the corresponding tank, and similarly, the amount of secondary fuel lagging / ahead of the flight plan in the fuel delta module 82 ′. To view the plans for a mixture of primary and secondary fuel, the user can press the button 78 'to select a mixture of fuel. Other elements of the system 10 'that are not explained in this document, indicated in the original designation, are similar to these elements of the above previous embodiments, and do not require further explanation in this document.

Other elements of the system 10 'of the present invention are similar to those of the above-described embodiment of the system 10 of the present invention and do not require further explanation.

Another embodiment of the present invention discloses a method of driving a vehicle. The vehicle may include a train 31 'with one or more locomotive trains 42', as illustrated in FIG. 11, an off-road vehicle (OHV), a marine vehicle, or any similar vehicle including a multi-engine types of fuel. Many types of fuel include one or more diesel types of fuel and one or more alternative types of fuel. More specifically, each alternative fuel may include one of biodiesel, palm oil and rep oil. Accordingly, the control method of the train 31 'with one or more locomotive trains 42' can likewise be applied to OHV and marine vehicles.

Each locomotive 42 'includes an engine operating on a plurality of fuel types. The method includes locating the locomotive 42 ', providing information about the territory (i.e., railway 34') of the locomotive 42 ', and storing performance information for each type of fuel. More specifically, the method includes creating a voyage plan that optimizes the performance of the locomotive in accordance with one or more operating criteria for the locomotive.

Information on the characteristics for each type of fuel of each locomotive train includes at least one of the fuel efficiency, emission efficiency, corresponding tank capacity, affordability and location availability.

Creating a voyage plan involves minimizing the total fuel consumption for each type of locomotive fuel. More specifically, minimizing the total fuel consumption for each type of fuel includes minimizing a weighted amount having weights of each respective fuel consumed from among the plurality of fuels. Additionally, the method includes determining the appropriate weights for the flight plan, which minimizes the total fuel consumption for each type of fuel of the locomotive.

On Fig shows a variant of the flowchart of the implementation of the method 200 of the control of at least one vehicle 31 ', with each vehicle 31' containing an engine running at least one type of fuel. The method begins (step 201) by determining (step 202) the location of the vehicle, and then there is the provision (step 204) of information about the territory of each vehicle. Additionally, method 200 includes storing (step 206) the performance information for each type of fuel and creating (step 208) a flight plan that optimizes the performance of each vehicle in accordance with one or more performance criteria for the vehicle until completion (step 210).

Based on the above detailed description, the method can be implemented using methods of computational programming or design, including software, firmware, hardware or any combination, or a subset of the above, the technical effect being to optimize the performance of the vehicle in accordance with one or more working criteria. Any resulting program having computer-readable code means can be implemented or provided within one or more computer-readable media, thereby creating a computer program product, i.e. product according to an embodiment of the invention. A computer-readable medium may be, for example, a stationary (hard) disk, a diskette, an optical disk, a magnetic tape, a semiconductor memory device, such as read-only memory (ROM), etc., or any transmission / reception medium such as the Internet or another network or communication line. An article containing computing code can be created and / or used by executing the code directly from one medium, by copying the code from one medium to another medium, or by transmitting the code over a network.

Those skilled in the art can easily combine software created as described using appropriate general or special purpose computing hardware, such as a microprocessor, to create a computing system or computing subsystem implementing the method of one embodiment of the invention. A device for creating, using or selling one embodiment may be one or more processing systems, including, but not limited to, a central processing unit (CPU), storage device, storage devices, communication lines and devices, servers, input-output devices, or any subcomponents of one or more processing systems, including software, firmware, hardware, or any combination or subset of the foregoing, that implement an embodiment of the invention electricity.

Although an embodiment of the invention has been described as is currently considered a preferred embodiment, many variations and modifications will be apparent to those skilled in the art. Therefore, embodiments of the invention are intended not to limit a particular embodiment, but to be interpreted in full within the spirit and scope of the appended claims.

Claims (28)

1. A vehicle control system comprising
a database on board a vehicle for storing characteristic information for each of a plurality of different types of fuel, the vehicle comprising an engine configured to operate on a variety of different types of fuel, a processor on board a vehicle configured to receive information from said database,
an algorithm implemented within a processor having access to information from a database of many different types of fuels and configured to create a flight plan containing at least one of the power or braking settings for driving a vehicle when it follows a specified flight moreover, the algorithm is additionally configured to create a flight plan to minimize the total fuel consumption of many different types of fuel and in accordance with one or more working criteria for the specified of the vehicle. 2. The system of claim 1, further comprising
vehicle positioning element,
a feature element to provide information about the territory of the vehicle,
wherein the processor is configured to receive information from the database, from the location element and from the characteristic element,
moreover, the algorithm implemented within the processor has access to information from the database, the positioning element and the characteristic element to create the specified flight plan, which allows optimizing the performance of the vehicle in accordance with one or more operating criteria of the vehicle. 3. The system of claim 2, wherein the vehicle comprises one of a train having one or more locomotive trains, an off-road vehicle (OHV), and a marine vehicle. 4. The system according to claim 3, in which the characteristic information for many different types of fuel for the vehicle contains at least one of the calorific value of the fuel, the efficiency of emissions (emissions), the corresponding tank capacity, affordability and affordability at the location. 5. The system according to claim 1, in which the flight plan minimizes the total fuel consumption of the specified set of different types of fuel in accordance with the operating criteria of the vehicle containing at least one emission intensity limit. 6. The system of claim 1, wherein said minimization of total fuel consumption from a plurality of different types of fuel is accomplished by minimizing a weighted amount having weight coefficients of each respective consumed fuel from a plurality of different types of fuel, and wherein said algorithm is designed to determine each corresponding a weighting factor for a flight plan that minimizes the total consumption of each of the many different types of fuel for the vehicle. 7. The system according to claim 6, in which each of at least one weight coefficient for each of the specified set of different types of fuel depends on at least one of the intensity of emissions, affordability, reliability of fuel, corresponding to the capacity of the fuel tank and on-site availability for each respective type of fuel. 8. The system according to claim 7, in which at least one weight coefficient for a particular flight and vehicle is stored in a database for subsequent retrieval when the vehicle resumes the flight. 9. The system of claim 8, in which the flight contains many segments, while at least one weight coefficient in each corresponding segment varies depending on the length of the segment. 10. The system according to claim 4, characterized in that the algorithm is configured to create a flight plan to minimize the total emission output for many different types of fuel for the vehicle. 11. The system of claim 10, in which the flight plan minimizes the total emission of emissions for each of the many different types of fuel in accordance with the operating criteria of the vehicle, containing at least one limit of the standard fuel for the distance traveled in miles. 12. The system of claim 10, wherein minimizing the total emission yield for a plurality of different types of fuel comprises minimizing a weighted sum having weighting factors for each respective emission output for each of a plurality of different types of fuel, wherein the algorithm is configured to determine each respective weighting factor for a voyage plan that minimizes the total emissions for each of the many different types of fuel for the vehicle. 13. The system according to item 12, in which each of the at least one weight coefficient for each of the many different types of fuel depends on at least one of the calorific value of the fuel, affordability, fuel reliability, corresponding to the capacity of the fuel tank and on-site availability for each respective type of fuel. 14. The system according to claim 2, in which many different types of fuel contains at least one of diesel fuel and at least one alternative fuel. 15. The system of claim 14, wherein the at least one alternative fuel comprises one of biodiesel, palm oil and rapeseed oil. 16. The system according to claim 2, which further comprises an input device connected to the processor, for transmitting characteristic information of many different types of fuel to the processor, and the characteristic information contains at least one of the calorific value of the fuel, emission efficiency, corresponding to the capacity of the tank , affordability and location availability. 17. The system of claim 16, wherein the input device comprises characteristic information for a plurality of different types of fuel provided from at least one of a remote location, from a roadside device, or from a user. 18. The system according to claim 2, which further comprises a user interface element connected to the processor. 19. The system of claim 18, wherein the user interface element selectively displays the volume of each respective fuel from a plurality of different types of fuel used during the flight, and the future expected distance in miles remaining for each corresponding fuel from a plurality of different types of fuel. 20. The system according to claim 2, which further comprises a controller element for the autonomous direction of the vehicle in accordance with the flight plan. 21. The system according to claim 2, in which the operator controls the vehicle to follow the flight plan. 22. The system of claim 2, wherein the algorithm autonomously updates the flight plan as the vehicle advances according to the flight plan. 23. A method of controlling a vehicle, the vehicle including an engine operating on a variety of different types of fuel, the method comprising the steps of:
a) determine the location of the vehicle;
b) provide information on the territory of the vehicle;
c) store characteristic information for each of the many different types of fuel;
d) create a flight plan based on information about the territory and characteristic information for each of the many different types of fuel, through which optimize the performance (functioning) of the vehicle in accordance with one or more operating criteria for the vehicle. 24. The method according to item 23, in which the vehicle contains one of a train having one or more locomotive trains, an off-road vehicle (OHV) and a marine vehicle. 25. The method according to paragraph 24, in which the characteristic information for each of the many different types of fuel for the vehicle contains at least one of the calorific value of the fuel, emission efficiency, the corresponding tank capacity, affordability and affordability at the location. 26. The method according A.25, in which the creation of a flight plan includes minimizing the total fuel consumption of many different types of fuel for the vehicle. 27. The method according to p. 26, in which minimizing the total fuel consumption of many different types of fuel minimize the weighted amount having weights for each corresponding fuel consumed from many different fuels. 28. The method according to item 27, which further determines the appropriate weight coefficient for the flight plan, which minimizes the total consumption of each of the many different types of fuel for the vehicle.

Images