RU2484994C2 - System and method for optimisation of train cruise - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: set of invention relates to optimisation of train operation. System for control of train including one or more locomotive-hauled stocks comprises the following components: radar set to locate the train, component describing the track to output appropriate data, processor to obtain data from radar set and track describing component and configured to generate schedule aboard the train. Processor allows generating train motion schedule proceeding partially from application of constrictions to handle position variation. Besides, said system comprises controller of train automatic control. Method of automatic train control comprises the following stages whereat: received are data on train location on track, data on track characteristics, data on operating conditions at one or more locomotives, to develop cruise schedule aboard the train proceeding from train location in compliance with, at least, one operating criterion for train. Note here that cruise schedule is generated proceeding from the conditions of applying restrictions to handle position variation. In compliance with said schedule train is controlled independently in travel along the track.

EFFECT: optimised train operation.

7 cl, 10 dwg

Description

FIELD OF THE INVENTION

The technical field of the invention relates to optimizing the operation of a train, and more specifically to monitoring and controlling the operation of a train to improve efficiency while meeting schedule constraints.

BACKGROUND

Locomotives are complex systems with numerous subsystems, with each subsystem depending on other subsystems. The driver is on board the locomotive to ensure the proper functioning of the locomotive and the associated load from freight cars. In addition to ensuring the proper functioning of the locomotive, the driver is also responsible for determining the operating speed of the train and the forces acting inside the train, of which the locomotive is a part. To perform this function, the driver usually must have extensive experience in operating the locomotive and various trains in a particular area. This knowledge is required to comply with the prescribed operating speed, which may vary with the location of the train along the way. Moreover, the driver is also responsible for ensuring that the forces within the train remain within acceptable limits.

However, even with the knowledge to ensure safe operation, the driver usually cannot control the locomotive so that fuel consumption is minimized for each trip. For example, other factors that need to be taken into account may include emissions, environmental conditions of the driver, such as noise / vibration, a weighted combination of fuel consumption and emissions, etc. This is difficult to accomplish because, for example, the size and loading of trains varies, locomotives and their fuel / emission characteristics vary, and weather and traffic conditions change. Engineers could manage the train more efficiently if they were provided with the means to determine the best way to control the train on a given day to meet the required schedule (arrival time) using the smallest possible amount of fuel, despite the sources of inconstancy.

SHORT DESCRIPTION

Embodiments of the invention disclose a system for controlling a train having one or more locomotive trains, where each locomotive train contains one or more locomotives. In an exemplary embodiment, the system comprises a locator component for locating a train. A path-describing component is also provided for providing path information. The system also has a processing unit, configured to receive information from the component - the locator and describing the path of the component. An algorithm is also provided that is implemented as part of the processing unit, which has access to information to create a flight plan that optimizes the functioning of the locomotive in accordance with one or more operational criteria of the train.

An embodiment of the present invention also discloses a system for controlling a train having one or more locomotive trains, where each locomotive train includes one or more locomotives. The method includes determining the location of the train on the way. The method also determines the characteristics of the path. The method further creates a flight plan based on the location of the train, the characteristics of the track and the operating conditions of the locomotive in accordance with at least one operational criterion.

An embodiment of the present invention also discloses computer software code for controlling a train having a computer processing unit, and one or more locomotive trains, where each locomotive train includes one or more locomotives. The computer software code contains a software module for creating a flight plan based on the location of the train, the characteristics of the track and the operating conditions of the locomotive in accordance with at least one operational criterion for the train.

An exemplary embodiment of the present invention further discloses a method for controlling a train having one or more locomotive trains, where each locomotive train includes one or more locomotives, where a track plan has been devised for the train. The method comprises determining a functioning mode for a locomotive train based on a road plan. The method also controls the locomotive train with a power setting parameter. The actual train speed, the actual locomotive power setting and / or the location of the train are collected. The actual speed of the train, the actual power parameter of the locomotive train and / or the location of the train are compared with the power setting parameter.

Another exemplary embodiment of the present invention further discloses a method for controlling a train having one or more locomotive trains, where each locomotive train includes one or more locomotives, where the track plan was designed for the train based on the intended operating parameters for the train and / or locomotive composition. The method comprises estimated operational parameters of the train and / or operational parameters of the locomotive. The method further comprises comparing the estimated parameters of the train and / or the estimated parameters of the locomotive train with the estimated operational parameters of the train and / or the operational parameters of the locomotive train.

Another exemplary embodiment of the present invention further discloses a method for controlling a train having one or more locomotive trains, where each locomotive train includes one or more locomotives, where a track plan has been thought out for the train based on a desired parameter. The method comprises determining operational parameters of a train and / or locomotive train, determining a required parameter based on certain operational parameters, and comparing a specific parameter with operational parameters. If there is a difference from comparing a certain parameter with operational parameters, the method further includes adjusting the flight plan.

An exemplary embodiment of the present invention also discloses a system for controlling a railway system having one or more locomotive trains, where each locomotive train includes one or more locomotives. The method includes determining the location of the train on the track and determining the characteristics of the track. The method further comprises creating a control plan for at least one of the locomotives based on the location of the rail system, track characteristics and / or operating conditions of the locomotive composition, to minimize fuel consumption by the rail system.

Another exemplary embodiment of the present invention further discloses a method for controlling a railway system having one or more locomotive trains, where each locomotive train includes one or more locomotives. On this side, the method comprises determining the location of the train on the track and determining the characteristics of the track. The method further comprises providing powerplant control to the locomotive train in order to minimize fuel consumption by the railway system.

BLUEPRINTS

Next, a detailed description of the examples of the invention briefly described above will be presented with reference to certain embodiments thereof, which are illustrated in the attached drawings. Understanding that these drawings represent only typical embodiments of the invention and thus should not be construed as limiting its scope, the invention will be described and explained with additional specificity and detail by using the accompanying drawings, in which:

FIG. 1 is an exemplary flow diagram of an exemplary embodiment of the present invention;

FIG. 2 depicts a simplified train model that can be used;

FIG. 3 is an exemplary illustration of components of an exemplary embodiment of the present invention;

FIG. 4 shows an exemplary embodiment of the fuel / travel time curve;

FIG. 5 shows an example segmentation for path planning;

FIG. 6 shows an exemplary embodiment of an example of segmentation;

FIG. 7 is an exemplary flow chart of an exemplary embodiment of the present invention;

FIG. 8 depicts an example image of a dynamic display device for use by a driver;

FIG. 9 depicts another exemplary image of a dynamic display device for use by a driver;

FIG. 10 depicts another exemplary image of a dynamic display device for use by a driver.

DETAILED DESCRIPTION

Next, detailed reference will be made to preferred embodiments consistent with the present invention, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or similar details.

Exemplary embodiments of the present invention solve the problems of the technical field by providing a system, method and machine-implemented method for determining and implementing a train control strategy having a locomotive composition, determining an approach to monitoring and controlling the operation of a train to improve the requirements for the parameters of certain target operational criteria, while satisfying graphics and speed limits. Throughout this disclosure, the term “present invention” or “invention” is used. Even if the term "exemplary (e) embodiment (s) of implementation" does not immediately extend to the aforementioned term, the meaning of "the present invention" or the invention is read as meaning "exemplary (e) embodiment (s) of the invention. The present invention is also practicable when the locomotive is in distributed mechanized control.

One of skill in the art will recognize that a device, such as a data processing system including a CPU, memory, I / O, program storage, connection bus, and other hardware components, can be programmed or otherwise designed to facilitate the implementation of the inventive method. Such a system will include appropriate software for performing the method of the invention.

Also, an article, such as a pre-recorded disc or other similar computer program product, for use with a data processing system, could include a storage medium and software recorded thereon to direct the data processing system to facilitate the implementation of the method of the invention. Such a device and products also fall within the essence and scope of the invention.

Generally speaking, the technical effect is the definition and implementation of a train control strategy with a locomotive composition that defines the approach to monitoring and controlling the operation of the train to improve certain requirements for the parameters of the target operational criteria, while satisfying the schedule and speed limits. To facilitate understanding of the present invention, it will be described hereinafter with reference to individual variants of its implementation. The invention is described in the general context of machine-executable instructions, for example, software modules that are computer-executable. Typically, program modules include procedures, programs, objects, components, data structures, and so on, that perform specific tasks or implement specific abstract data types. For example, the software programs that underlie the invention may be encoded in various languages for use with various platforms. In the description that follows, examples of the invention are described in the context of a web portal that uses a web browser. However, it will be appreciated that the principles that underlie the invention can also be implemented in conjunction with other types of computer technology.

Moreover, a person skilled in the art will take into account that the invention can be put into practice with other configurations of computing systems, including “handheld” devices, multiprocessor systems based on microprocessors or programmable household electronic equipment, network PCs, mini Computers, universal computers, etc. The invention, moreover, can be practiced in a distributed computing environment where tasks are performed by remote processing devices that are linked through a data network. In a distributed computing environment, program modules may be located in a storage medium of both a local and a remote computer, including memory storage devices. These local and remote computer environments can be contained entirely in the locomotive, or adjacent locomotives in the composition, or outside of them on the track lane or central offices where wireless communication is used.

Throughout this document, the term “locomotive train” is used. As used herein, a locomotive train can be characterized as having one or more locomotives in a row connected together in order to provide the possibility of propulsion and / or braking. The locomotives are connected together so that there are no train cars between the locomotives. A train can have more than one train in its structure.

Namely, there may be a head train, and more than one located at a distance trains, such as located in the middle in a row of cars and another distant train at the end of the train. Each locomotive train may have a first locomotive and a tail locomotive (s). Although the train is usually regarded as successive locomotives, one skilled in the art will easily recognize that the train of a group of locomotives can be recognized as a train even if at least one car divides the locomotives, for example when the train is arranged for distributed mechanized control, where speed and braking commands are transmitted from the lead locomotive to the remotely located tails via radio or physical cable. On this side, the term “locomotive train” should not be considered as a limiting factor when several locomotives are discussed within the same train.

Turning now to the drawings, embodiments of the present invention will be described. The invention can be implemented in numerous ways, including as a system (including a computer data 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 a data structure that is materially fixed in a machine-readable memory. Various embodiments of the invention are discussed below.

FIG. 1 is an exemplary flowchart of the present invention. As illustrated, flight-specific commands are entered either on board or from a remote location, such as a control center 10. Such input includes, but is not limited to, the position of the train, a description of the train (such as locomotive models), descriptions locomotive power, locomotive traction transmission characteristic, locomotive fuel consumption as a function of power output, cooling characteristics planned by flight (effective track slope and curvature as a function of m pillars or “effective slope” component for displaying curvature, following standard railway practice), by a train represented by the composition of the wagons and the load together with the effective drag coefficients required by the flight parameters, including, but not limited to, time and place of departure, place of arrival , the required travel time, crew identification (user and / or driver), the end time of the crew shift and course.

This data can be provided to the locomotive 42 in various ways, such as, but not limited to, manually entering this data into the locomotive 42 using the on-board display, inserting a memory device, such as a hard card and / or USB drive containing data, into a receiver on board the locomotive and transmitting information wirelessly from a central or track location 41, such as a track signal device and / or track device, to a locomotive 42. Load characteristics of a locomotive 42 and trains 31 (e.g., drag) can also change along the way (e.g., altitude, ambient temperature, and the condition of rails and railroad cars), and the plan can be updated to reflect such changes as required by any of of the methods described above and / or autonomous real-time collection of conditions for a locomotive / train. This includes, for example, changes in the characteristics of a locomotive or train detected by monitoring equipment on board or outside the locomotive (s) 42.

The directional alarm system determines the permissible train speed. There are many types of trip signaling systems and operating rules associated with each signal. For example, some signals have one light (on / off), some signals have single lenses with different colors, and some signals have different lights and colors. These signals may indicate that the track is clear and that the train can follow at maximum permissible speed. They may also indicate that a reduced speed or stop is required. It may be necessary for this reduced speed to be achieved immediately or at a specific location (for example, until the next signal or move).

The signal status is transmitted to the train and / or operator by various means. Some systems have circuits in the path itself and inductive pickup coils on locomotives. Other systems have wireless communication systems. Alarm systems may also require the operator to visually inspect the signal and take appropriate action.

Alarm systems can be matched with alarm systems on board and adjust the speed of the locomotive according to input data and corresponding operating speeds. For signaling systems that require the driver to visually monitor the signal status, the operator screen will present options appropriate for the signal to be entered by the driver based on the location of the train. The type of alarm systems and operating rules as a function of location can be stored in a database 63 on board.

Based on the input of detail data into the present invention, an optimal plan is calculated that minimizes the use of fuel and / or exhaust emissions, depending on the speed limits along the route with the required departure and arrival times to create a flight profile 12. The profile contains the settings for the optimal speed and power (mark) that the train should follow, expressed as a function of distance and / or time, and such limits of the operation of the train, including but not limited to the settings for the maximum mark of power and braking, and speed limits as a function of location, and estimated fuel used and exhaust emissions. In an exemplary embodiment, the value of the setting parameter of the mark is selected to obtain decisions about changing the position of the handle of the speed controller about once every 10-30 seconds. A person skilled in the art will easily take into account that decisions to change the position of the handle of the speed controller may occur after longer or shorter periods if it is necessary and / or desirable to follow the profile of the optimum speed. In a broader sense, it will be apparent to a person skilled in the art that the profiles provide power settings for a train, at train level, train level and / or individual train level. Power includes braking power, engine rotation power and air brake power. In another preferred embodiment, instead of operating under traditional discrete power mark parameters, the present invention is able to select continuous power settings that are determined to be optimal for the selected profile. Thus, for example, if the optimum profile is determined by the setting parameter of the mark 6.8, instead of functioning on the setting parameter of the mark 7, the locomotive 42 can operate at 6.8. Allowing such intermediate power settings can add additional efficiency benefits, as described below.

The procedure used to calculate the optimal profile can be any number of methods for calculating the power series that train 31 drives to minimize fuel consumption and emissions, provided that the locomotive operates and schedule constraints are summarized below. In some cases, the required optimal profile can be quite close to a predefined one due to the similarity of the train configuration, track and external environmental conditions. In these cases, it may be sufficient to find the control path in the database 63 and try to follow it. If there is no suitable pre-computed plan, methods for calculating a new plan include, but are not limited to, directly calculating the optimal profile using models from differential equations that approximate the physics of motion.

The setup includes the selection of a quantitative objective function, in most cases, a weighted sum (integral) of model variables that correspond to the fuel consumption rate and emission generation, plus an element for penalizing excessive speed variation.

The formulation of optimal control is achieved in minimizing the quantitative objective function, subject to restrictions including, but not limited to, speed limits and the minimum and maximum power (speed) settings. Depending on the planning objectives, at any time, the task can be flexibly adapted to minimize the fuel facility for emission and speed limits or to minimize emissions, subject to fuel and arrival restrictions. It is also possible to set, for example, as a goal, minimizing the total travel time without restrictions on total emissions or fuel use, where such relaxation of restrictions can be allowed or required for the target.

Mathematically, the problem that must be solved can be formulated more accurately. Basic physics is expressed by:

where x is the position of the train, v is its speed, and t is time (in miles, miles per hour or minutes and hours, as predetermined), and u is the input of the mark (speed) command. Further, D denotes the distance that must be covered, T _f is the required arrival time at a distance D along the path, T _e is the traction force of the vehicle produced by the locomotive train, G _a is the gravitational braking force that depends on the length of the train, the train and the terrain on which the trains are located, R is the total speed-dependent resistance of the combination of the locomotive and train. The initial and final speeds can also be set, but without loss of generality they are accepted here as zero (the train is stopped at the beginning and end). Ultimately, the model is easily modified to include other important dynamic properties, such as the delay between changes in speed, u, and the resulting traction or braking. Using this model, the formulation of optimal control is achieved in minimizing the quantitative objective function, subject to restrictions including, but not limited to, the speed limits and the minimum and maximum power (speed) settings. Depending on the planning objectives, at any time the task can be flexibly adapted to minimize the fuel facility for emission and speed limits or to minimize emissions, subject to fuel and arrival time restrictions.

It is also possible to set, for example, as a goal to minimize the total travel time without restrictions on total emissions or fuel use, where such relaxation of restrictions may be allowed or required for the target. These performance criteria can be expressed as a linear combination of any of the following:

- Минимизирует общее потребление топлива

- Minimizes overall fuel consumption

- Минимизирует время в пути

- Minimizes travel time

- Минимизирует предельный переход (кусочно-постоянный ввод)

- Minimizes marginal transition (piecewise constant input)

- Минимизирует предельный переход (непрерывный ввод)

- Minimizes marginal transition (continuous input)

4. Replace the fuel expression F in (1) with the expression corresponding to the emission. A widely applicable and characteristic objective function is such

The coefficients of the linear combination will depend on the importance (weight) given for each of the members. Note that in equation (OP), u (t) is the optimizing variable, which is the continuous position of the mark. If a discrete mark is required, for example, for older locomotives, the solution of the equation (OP) can be discretized, which may result in less fuel savings. Finding the minimum time solution (α ₁ and α ₂ set to 0) is used to find the lower limit, the preferred embodiment is to solve the equation (OP) for various values of T _f c α ₃ set to 0. For specialists familiar with such optimal problems , it may be necessary to apply restrictions, for example speed limits along a path:

Or, when the minimum time is used as a goal, which should satisfy the limit at the end point, for example, the total fuel consumed should be less than what is in the tank, for example with:

where W _F is the fuel remaining in the tank at T _f . One of ordinary skill in the art will readily recognize that the equation (OP) can also be in other forms and that what is presented above is an exemplary equation for use in the present invention.

Mention of emissions in the context of the present invention is actually directed to the total emissions produced in the form of nitrogen oxides (NOx), unburned hydrocarbons and particulate matter of exhaust gases. Each locomotive must be designed in accordance with EPA standards for brake-specific emissions, and so when emissions are optimized in the present invention, these will be total emissions of a task for which no specification exists today. At all times, operation must be compatible with Federal Environmental Protection Agency (EPA) instructions. If the main objective function during the voyage is to reduce emissions, the wording of the optimal control, the equation (OP), will be changed to take into account this purpose of the voyage. A key flexibility in tuning optimization is that any or all of the flight’s objective functions may vary according to area or purpose. For example, for a high-priority train, the minimum time may be the only objective function along the way, since it is a high-priority flow. In another example, emissions can vary from state to state along the planned train route.

To solve the resulting optimization problem, in an exemplary embodiment, the present invention decodes the dynamic optimal control problem in a time interval into an equivalent statistical mathematical programming problem with N decision variables, where N depends on the frequency with which adjustments are made to the speed and braking set and the duration of the flight. For a typical task, this N may be in the thousands. For example, in an exemplary embodiment, suppose a train travels a 172-mile track in the northeastern United States. Using the present invention, an approximate 7.6% fuel economy can be realized when comparing a flight determined and followed using the present invention in comparison with a real driver’s speed / braking history where the flight was determined by the operator. Improved savings are realized because the optimization implemented by using the present invention creates a control strategy with less loss of resistance to movement and little or no loss of braking compared to the operator’s flight plan.

In order to perform the optimization described above continuously decrypted, a simplified train model, such as illustrated in FIG. 2 and the equations considered above. A key improvement in the optimal profile is created by controlling a more detailed model with the created optimal power range, to check if other temperature, electrical or mechanical restrictions are violated, leading to a modified profile at a speed depending on the distance that is closest to the movement that may be received without damage to the equipment of the locomotive or train, i.e. satisfying additional assumed restrictions, such as the temperature and electric limits of the locomotive and the forces acting between the cars in the train.

Turning back to FIG. 1, as soon as the flight starts 12, teams of power 14 are created to set the plan in motion. Depending on the functioning setting of the present invention, one command is a command for a locomotive to follow an optimized power command 16 in order to obtain an optimal speed. The present invention obtains the optimum speed and power information from the locomotive train 18. Due to the inevitable approximations in the models used for optimization, the calculation of the closed loop of adjustments for the optimized power is obtained to record the required optimal speed. Such adjustments to the limits of operation of a train can be made automatically or by a driver who always has the final control of the train.

In some cases, the model used in optimization may differ significantly from a real train. This may occur due to various reasons, including, but not limited to, additional cargo pickups or locations, locomotives that did not achieve the track's purpose, and errors in the initial database 63 or operator input. For these reasons, the control system is in a position that uses real-time train data to estimate locomotive and / or train parameters in real time 20. The estimated parameters are then compared with the estimated parameters used when the flight was originally created 22. Based on any deviations between the estimated and estimated values, the flight can be rescheduled 24, when fairly large savings can come from the new plan.

Other reasons for a flight to be rescheduled include commands from a remote location, such as requesting a dispatch service or shift operator, so that they are consistent with more general traffic planning goals. More general traffic planning goals may include, but are not limited to, schedules of other trains, taking into account the dispersion of exhaust gases from the tunnel, maintenance work, etc. Another reason may be due to a component error on board. Rescheduling strategies can be grouped into incremental and large adjustments, depending on the severity of the violation, as will be discussed in more detail below. In general, the "new" plan should be derived from solving the equation (OP) of the optimization problem described above, but faster approximate solutions can often be found, as described in this document.

During operation, the locomotive 42 will constantly monitor the system’s performance and continuously update the flight plan based on the actual measured efficiency, whenever such an update improves the performance of the flight. Rescheduling calculations can be performed entirely within the locomotive (s) or transferred in whole or in part to a remote location, such as dispatch or travel processing facilities, where wireless technologies are used to transmit plans to the locomotive 42. The present invention can also create efficiency trends that can be used to develop locomotive fleet data regarding efficiency transfer functions. The park-wide data can be used when the initial train plan is determined, and can be used for network-wide optimization of coordination when considering the provisions of multiple trains. For example, a fuel utilization matching curve while driving, as illustrated in FIG. 4, displays the capabilities of a train on a single track at a given time, adjusted from a plurality of averages collected for a plurality of trains on the same track. Thus, the accumulation curves of the central dispatching processing means, similar to those shown in FIG. 4, from a variety of locomotives, they can use this information to better coordinate the overall train movement to achieve a system-wide benefit in fuel use or in bandwidth.

Many events during daily functioning can lead to the need to generate or modify the plan currently being executed, where it is desirable to maintain the same target functions of the flight when the train is not present in the schedule for a planned meeting or discrepancy with another train and it takes time to catch up. Using the actual speed, power and location of the locomotive, a comparison is made between the planned arrival time and the current estimated (predicted) arrival time 25. Based on the difference in time, as well as the difference in parameters (detected or changed by the dispatch service or operator), the plan is adjusted 26. This adjustment can be done automatically, following the railway company’s request for how such waste from the plan should be handled, or alternatives for the machine can be manually proposed. ISTA on board and manager together to choose the best way to get back to the plan. Whenever a plan changes, but when there are initial goals, such as but not limited by the arrival time, that remain the same, additional changes can be factorized at the same time, for example new changes within the future speed that can affect the feasibility or even return original plan. In such cases, if the original route plan cannot be saved or, in other words, the train cannot achieve the original goals of the route plan, as discussed in this document, other flight plans can be presented to the driver and / or the remote service facility, or dispatcher.

Rescheduling can also be done when you need to change your original goals. Such re-planning can be performed either at pre-scheduled time points, in manual mode at the choice of the driver or dispatcher, or autonomously, when predetermined limits are exceeded, such as the limits of operation of the train. For example, if the execution of the current plan is late for more than a certain threshold value, such as thirty minutes, the present invention can reschedule the flight to provide a delay in increased fuel consumption, as described above, or warn the driver and dispatcher how much time can be compensated in general (i.e. e. what is the minimum time that must pass or the maximum fuel that can be stored within time limits). Other start-up circuits for replanning can be presented based on fuel consumed or condition of the power train, including but not limited to arrival time, loss of horsepower due to equipment failure and / or temporary malfunctioning of equipment (such as functioning with too high or too high low temperature) and / or the detection of gross tuning errors, such as in the expected train load. That is, if the change reflects a deterioration in the performance of the locomotive for the current flight, this can be factorized in the model and / or equations used in the optimization.

Changes to the objectives of the plan can also occur because of the need to coordinate events, when the plan for one train jeopardizes the ability of the other train to meet the goals, and because of the need to resolve conflicts at different levels, for example, a dispatch service is required. For example, coordination of meetings and passes can be further optimized through communication between trains. Thus, as in the example, if the train driver knows that he is behind when reaching the meeting and / or skipping position, communication from another train can notify the late train (and / or dispatcher). The driver may then enter information related to the delay in the present invention, where the present invention will recount the train's flight plan. The present invention can also be used at a high level, or network level, to enable the dispatcher to determine which train should slow down or speed up, or if the time constraints of a scheduled meeting or pass may not be satisfied. As discussed in this document, this is accomplished by trains transmitting data to a control center to set priorities for how each train should change its planning goals. The choice may depend on the benefits of the schedule or fuel economy, depending on the situation.

For any of the manually started or automatically started redevelopments, the present invention may present more than one flight plan to the driver. In an exemplary embodiment of the present invention, various profiles will be presented to the driver, enabling the driver to select the arrival time and have a corresponding effect on fuel and / or emissions. Such information can also be provided to the dispatcher for similar analysis, either as a simple list of alternatives and as a plurality of curves, such as those illustrated in FIG. four.

The present invention has the ability to learn and adapt key changes in the train and power train, which may be included in the current plan and / or in future plans. For example, one of the starting circuits discussed above is the loss of power, expressed in horsepower (hp). When increasing power in hp by time or after loss of power in hp or during the start of a flight, transition logic is used to determine when the required power is reached. This information can be stored in the locomotive database 61 for use in optimizing future flights or the current flight if a power loss occurs again.

FIG. 3 shows an exemplary embodiment of the elements of the present invention. A locator component 30 is provided for locating the train 31. The locator component 30 may be a GPS sensor or a system of sensors that determine the location of the train 31. Examples of such other systems may include, but are not limited to, travel devices, such as RFID tags automatic identification (RF AEI), dispatch communication and / or video detection. Another system may include tachometer (s) on board a locomotive and distance calculations from a reference point. As previously discussed, a wireless communication system 47 may also be provided to enable communication between trains and / or from a remote location, such as dispatch communication. Travel location information may also be transmitted from other trains.

A path-describing component 33 is also provided for providing path information, mainly information about slope, elevation, and bend. The path describing component 33 may include an on-board path safety database 36 located on board. Sensors 38 are used to measure the thrust force 40 generated by the locomotive train 42, the setting parameter of the position of the handle of the speed controllers of the locomotive train 42, the configuration of the individual locomotives 42, the power of an individual locomotive, etc. In an exemplary embodiment, configuration information for the locomotive 42 may be downloaded without the use of sensors 38, and entered through other approaches, as discussed above. Moreover, the condition of the locomotives in the train can also be taken into account. For example, if one locomotive in the train cannot function above level 5 of the power mark, this information is used to optimize the flight plan.

The information from the locator component can also be used to determine the appropriate arrival time for train 31. For example, if there is a train 31 moving along route 34 towards its destination and there is no next train behind it, the train does not have a fixed arrival deadline so that adhere to it, a locator component, which includes, but is not limited to the labels of radio frequency automatic identification (RF AEI) equipment, dispatch communication, and / or video detection, can be used to verify LfTetanus location of the train 31. Furthermore, inputs from these signaling systems may be used to adjust the train speed. Using the on-board track database discussed below and a locator component, such as GPS, the present invention can adjust the driver interface to reflect the state of the alarm system at a given locomotive location. In a situation where the signal states will indicate prohibiting speeds ahead, the scheduler may choose to slow down the train to save fuel consumption.

Information from locator component 30 can also be used to change planning goals as a function of distance to destination. For example, due to the inevitable uncertainties about traffic congestion, “faster” temporary goals at the start of the journey can be used as insurance against delays that statistically occur later. If delays do not occur on a particular flight, the goals at a later part of the trip can be changed to use the inherent idle time that was set earlier, and thus restore some fuel efficiency. A similar strategy can be implemented with respect to limiting emissions, for example, when approaching a residential area.

As an example of a restriction strategy, if a train is planned from New York to Chicago, the system may have the option of slower operation of the train at the beginning of the track or in the middle of the track or at the end of the track. The present invention can optimize the flight plan to enable slower operation at the end of the flight due to unknown reasons, such as, but not limited to, weather conditions, track maintenance, etc. that may occur and become known during the flight. As another embodiment, if traditionally congested areas are known, a plan is developed with the option to have greater flexibility around these traditionally congested areas. Thus, the present invention may also take into account the weight / penalty as a function of future time / distance and / or based on known / past experience. One skilled in the art will easily recognize that such planning and re-planning is to take into account weather conditions, the condition of the track, other trains on the track, etc. can be taken into account at any time during the flight, where the flight plan is adjusted accordingly.

FIG. 3 further discloses other elements that may be part of the present invention. A processing unit 44 is provided that operates to receive information from the locator component 30 describing the path of the component 33 and sensors 38. The algorithm 46 operates within the processing unit 44. Algorithm 46 is used to calculate an optimized flight plan based on parameters affecting locomotive 42, train 31, track 34, and the goal of the task being performed, as described above. In an exemplary embodiment, the flight plan is adopted based on the behavior patterns of a train with train 31 moving along path 34 as a solution of nonlinear differential equations derived from physics using simplifying assumptions that are presented in the algorithm. Algorithm 46 has access to information from the locator component 30, describing the path of component 33 and / or sensors 38, to create a flight plan that minimizes the fuel consumption of the locomotive 42, minimizes emissions of the locomotive 42, creates the required flight time and / or provides the right time the work of the crew on board the locomotive 42. In an exemplary embodiment, a driver or a control element 51 is provided. As discussed herein, a control element 51 is used to control the train when it follows the flight plan. In the exemplary embodiment discussed later in this document, the control element 51 autonomously creates solutions for the operation of the train. In another exemplary embodiment, the driver may be affected to direct the train to follow the flight plan.

A requirement of the present invention is the ability to initially create and quickly modify on the fly any plan that is being implemented. This includes creating an initial plan when a large distance is involved, due to the complexity of the plan optimization algorithm. When the total length of the path profile exceeds a predetermined distance, algorithm 46 can be used to divide the task in progress into segments where the task to be performed can be divided by waypoints. Although only a single algorithm 46 is considered, one skilled in the art will easily recognize that more than one algorithm can be used where the algorithms can be connected together. The waypoint may include natural locations where train 31 stops, such as, but not limited to, access roads, where there is a meeting with oncoming traffic, or a train detour behind the current train planned to appear on a single-track railway, or station line, or an enterprise where the wagons are to be hooked or uncoupled, and the locations of the planned operation. At such waypoints from train 31, it may be necessary to be at a given location at a scheduled time and to be stopped or to move at a speed in a predetermined range. The length of time from arrival to departure at points of travel is called the time of stay.

In an exemplary embodiment, the present invention is capable of breaking a longer flight into smaller segments in a particular systematic manner. Each segment may be somewhat arbitrary in length, but are typically matched at natural locations, such as a stop or special speed limit, or at key milestones that define connections to other paths. For a given partition, or a segment selected by this method, a control profile is created for each segment of the path as a function of the path time taken as an independent variable, as shown in Figure 4. The ratio of fuel used / travel time associated with each segment can be calculated before train 31 reaches this segment of the track. A general roadmap can be created from management profiles created for each segment. The invention distributes the travel time between all flight segments in an optimal way, so that the total required travel time is satisfied, and the total fuel consumed across all segments is the smallest possible. An exemplary 3-segment flight is disclosed in FIG. 6 and is discussed below. However, one skilled in the art will recognize, for the segments under consideration, that a flight plan may contain a single segment representing a complete flight.

FIG. 4 depicts an exemplary embodiment of a fuel / travel time curve. As mentioned earlier, such a curve 50 is created when the optimal flight profile is calculated for different travel times for each segment. That is, for a given travel time 49, fuel used 53, there is the result of a detailed control profile calculated as described above. Once the travel times for each segment are distributed, the power / speed plan is determined for each segment from the previously calculated solutions. If there are any travel restrictions on speed between segments, such as, but not limited to, changes in the speed limit, they are agreed upon when creating the profile of the optimal flight. If speed limits are changed in only one segment, the fuel / travel time curve 50 should only be recalculated for the changed segment. This reduces the time required to recalculate more parts, or segments, of a flight. If the locomotive train or train changes significantly along the way, for example, due to the loss of a locomotive or the selection or detachment of cars, the control profiles for all subsequent segments must be recalculated, creating new instances of curve 50. These new curves 50 will then be used along with new targets schedule for planning the remaining flight.

Once the flight plan is created, as discussed above, the speed and power trajectory depending on the distance is used to reach the destination with minimal fuel and / or emissions at the required flight time. There are several ways you can carry out a flight plan. As presented below in more detail, in one exemplary embodiment, the instructing mode of the present invention displays information to the driver so that the driver follows it to achieve the required power and speed determined according to the optimal flight plan. In this mode, operation information is the proposed operating conditions that the operator should use. In another exemplary embodiment, accelerating and maintaining a constant speed is performed by 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 exemplary embodiment, the present invention commands power and braking as required to follow a desired speed-distance path.

Feedback control is used to provide adjustments to the power control sequence in the profile for adjustments due to events such as but not limited to train load fluctuations caused by headwind and tailwind fluctuations. Another similar error can be caused by an error in the train parameters, such as, but not limited to, the train weight and / or drag, compared with the assumptions in the optimized flight plan. A third type of error may occur in connection with the information contained in the path database 36. Another possible error may affect unmodeled differences in performance due to the engine of the locomotive, a decrease in the load with increasing temperature of the traction engine and / or other factors. Feedback management strategies compare actual speed as a function of position with speed in the desired optimal profile. Based on this difference, an adjustment is added to the optimum power profile to direct the actual speed towards the optimal profile. To ensure stable adjustment, a compensation algorithm may be provided that filters the feedback forces into power adjustments to ensure that closed-loop stability is guaranteed. Compensation may include standard dynamic compensation, such as that used by those skilled in the art of developing control systems to meet performance goals.

The present invention provides the simplest and therefore the fastest means for adapting to changes for the purpose of the voyage, which are more likely the rule, and not the exception in railway activities. In an exemplary embodiment, to determine the fuel-optimal flight from point A to point B where there are stops on the way, and to update the flight for the remainder of the flight, once the flight has been started, the quasi-optimal decomposition method is convenient for finding the optimal flight profile. Using simulation methods, the calculation method can find a flight plan with a given travel time and initial and final speed in order to satisfy all speed limits and locomotive capacity limitations if there are stops. Although the following discussion is directed towards optimizing fuel use, it can also be applied to optimizing other factors, such as but not limited to emissions, schedule, crew comfort, and load effects. The method can be used at the beginning of the development of the flight plan, and more importantly, to adapt to changes in goals after the flight starts.

As discussed herein, the present invention may utilize customization, as illustrated in the exemplary flowchart shown in FIG. 5, and as an exemplary 3-segment example, shown in detail in FIG. 6. As illustrated, a flight can be divided into two or more segments, T1, T2 and T3. Although, as discussed in this document, it is possible to consider a flight as a single segment. As discussed herein, segment boundaries may not have equal segments as a result. Instead, segments are natural or task-specific boundaries. Optimum flight plans are pre-computed for each segment. If the use of fuel depending on the travel time is the goal of the flight that needs to be satisfied, the fuel curves depending on the flight time are plotted for each segment. As discussed in this document, curves can be based on other factors, where factors are goals that must be met by a flight plan. When the flight time is a definable parameter, the flight time for each segment is calculated, while at the same time satisfying the general time limits of the flight time. FIG. 6 illustrates speed limits for an exemplary 3-segment 200-mile flight 97. In addition, the incline changes along the 200-mile flight 98 are illustrated. A combination diagram 99 is also shown illustrating curves for each segment of the fuel used flight versus travel time.

Using the optimal control setting described earlier, the present calculation method can find a flight plan with a given travel time and initial and final speed in order to satisfy all speed limits and locomotive capacity limitations if there are stops.

Although the following detailed discussion is directed towards optimizing fuel use, it can also be applied to optimizing other factors, as discussed in this document, such as but not limited to emissions. The key flexibility is to adapt the required parking time, and to take into account the restrictions on the earliest arrival and departure at a location, as may be required, for example, in single-track operations where arrival or departure times are critical.

The present invention finds an optimum fuel flight for distances from D ₀ to D _M traveled during time T with Ml at intermediate stops D ₁ , ..., D _M-1 and with arrival and departure times at these stops limited by

where t _arr (D _i ), t _dep (D _i ) and ∆t _i are the arrival, departure and minimum parking times at the i-th stop. Assuming that fuel optimality implies minimizing the stopping time, therefore t _dep (D _i ) = t _arr (D _i ) + ∆t _i , which eliminates the second inequality above. Suppose that for each i = 1, ..., M, the fuel-optimal flight from D _i-1 to D _i is known for the travel time t T _min (i) <t <T _max (i). Let F _i (t) be the use of fuel corresponding to this flight. If the flight time from D _j-1 to D _{j is} indicated by T _j , then the arrival time in D _i is given

where Δt _{0 is} defined equal to zero. The fuel-efficient flight from D ₀ to D _M for the flight time T is obtained by finding T _i , i = l, ..., M, which minimize

provided that

_i, T_j, j=i+l,...M, которые минимизируютOnce the flight is en route, the problem is to redefine the fuel-optimal solution for the remainder of the flight (initially from D ₀ to D _M during time T) while traveling on the flight, but where violations interfere with the pursuit of the fuel-optimal solution. Let the current distance and speed be x and v, respectively, where D _i-1 <x <D _i . Also, let the current time from the start of the flight be t _act . When the fuel-optimal solution for the remainder of the flight from x to D _M , which preserves the original arrival time at D _M , is obtained by finding

_i , T _j , j = i + l, ... M, which minimize

provided that

_i(t,x,v) является использованным топливом оптимального рейса от x до D_i проходимого за время t, с первоначальной скоростью в х, равной v.Here

_i (t, x, v) is the fuel used for the optimal flight from x to D _i traveled in time t, with an initial speed in x equal to v.

As discussed above, an exemplary way of enabling more efficient rescheduling is to build the optimal solution for a flight from stop to stop from individual segments. For a flight from D _i-1 to D _i , with the travel time T _i , we choose a set of intermediate points

=D_i. Затем выразим использование топлива для оптимального рейса от D_i-1 до D_i какD _ij , j = 1, ..., N _i -1. Let D _i0 = D _i-1 and

= D _i . Then we express the use of fuel for the optimal flight from D _i-1 to D _i as

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

= 0.

The above expression enables the function F _i (t) to be alternatively determined first by defining the function f _ij (), 1≤j≤N _i , then finding τ _ij , 1≤j≤N _i and v _ij , 1≤j≤N _i that minimize

provided that

By choosing D _ij (for example, with speed limits or meeting points), v _max (i, j) -v _min (i, j) can be minimized, thus minimizing the domain of definition on which f _ij () should be known.

Based on the above separation, a simpler quasi-optimal re-planning approach than the one described above is to limit re-planning to times when the train is at points D _ij , 1≤i≤M, 1≤j≤N _i . At the point D _{ij, the} 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 that minimize

provided that

Where

Further simplification is obtained by recalculating T _m , i <m≤M until the distance point D _i is reached. In this way, at the points D _ij between D _i-1 and D _{i, the} minimization of the above should be performed at τ _ik , j <k≤N _i , v _ik , j <k <N _i . T _{i is} increased as required to adapt to any longer travel time from D _i-1 to D _ij than planned. This increase is later 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 train 31 from point A to point B consists of the sum of four components, namely, the difference in kinetic energy between points A and B; differences in potential energy between points A and B; energy losses due to friction and other resistance losses; and energy dissipated by applying brakes. Assuming the start and end speeds to be equal (for example, unchanged), the first component is zero.

Moreover, the second component is independent of the management strategy. Thus, this is enough to minimize the sum of the last two components.

Following a constant speed profile minimizes drag. Following a constant speed profile also minimizes total energy consumption when braking is not required to maintain a constant speed. However, if braking is required to maintain a constant speed, applying braking only to maintain a constant speed will most likely increase the total energy required due to the requirement to replenish the energy dissipated by the brakes. It is possible that some braking can actually reduce overall energy use, the additional loss of brakes is more than compensating for the total decrease in drag due to braking by reducing speed fluctuations.

After rescheduling is performed due to the set of events described above, the new optimal top 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 segmented planning described above, and practically when there are critical speed limits that need to be recognized, an alternative is required. The present invention accomplishes this using an algorithm referred to as “smart cruise control”. The smart cruise control algorithm is an effective way to generate on-the-fly energy-efficient (therefore fuel-efficient) quasi-optimal directions for controlling train 31 across a known territory. This algorithm allows knowledge of the position of train 31 along path 34 all the time, as well as knowledge of the slope and curvature of the path depending on the position. The method relies on a point mass model for the movement of a train 31, whose parameters can be adaptively estimated from operational measurements of the movement of the train, as described previously.

The smart cruise control algorithm has three fundamental components, in particular a modified speed limit profile, which serves as an energy-efficient guide around speed limit restrictions; a profile of parameters for the ideal position of the handle of the speed controller or dynamic brake, which tries to balance between minimizing speed fluctuations and braking; and a mechanism for combining the last two components to create a mark command using a speed feedback loop to compensate for inconsistencies of the simulated parameters when compared with real parameters. Intelligent cruise control can accommodate strategies in the present invention that do not make active braking (i.e. the driver is notified and is supposed to provide the necessary braking) or an option that makes active braking.

With respect to the cruise control algorithm that does not control dynamic braking, the three exemplary components are modified speed limit profiles that serve as an energy-efficient guide near the speed limit limits, a notification signal sent to notify the driver when braking should be applied, ideal a profile of the position of the handle of the speed controller, which tries to balance between minimized fluctuations in speed, and notifies the driver about USAGE braking mechanism that involves a feedback loop to compensate for the model parameters and actual parameters inconsistencies.

Also included in the present invention is an approach for identifying key parameter values of train 31. For example, with regard to estimating train mass, the Kalman filter and the recursive least squares approximation can be used to identify errors that can develop over time.

FIG. 7 is an exemplary flow chart of the present invention. As previously discussed, a remote service facility, such as a dispatch service 60, may provide information for the present invention. As illustrated, such information is provided for the executing control element 62. Also supplied to the executing control element 62 is a locomotive simulation information database 63, information from a database 36 such as, but not limited to, road gradient information and speed limit information, estimated parameters trains, such as but not limited to train weights and drag coefficients, and fuel consumption tables from fuel consumption estimation unit 64. The executing control element 62 supplies information to the scheduler 12, which is described in detail in FIG. 1. Once the flight plan has been calculated, the plan is submitted to element 51 of the consultant for management, control or monitoring. A flight plan is also provided to executive control 62 so that it can compare the flight when other new data is provided.

As discussed above, the management consultant 51 may automatically set a power mark, a predefined mark parameter, or an optimal continuous power mark. In addition to sending a speed command to the locomotive 31, a display device 68 is provided so that the driver can view what the scheduler recommended. The driver also has access to the control panel 69. Through the control panel 69, the driver can decide whether to apply the recommended power mark. On this side, the driver may limit the target or recommended speed. That is, at any moment the driver always has the final authority in which power setting the locomotive will operate. This includes deciding whether to apply braking if the flight plan recommends slowing down the train 31. For example, when operating in an unlit area, or where information from the track equipment cannot electronically transmit information to the train, and instead the driver views visual signals from the track equipment, the driver enters commands based on the information contained in the database of the path and signals from the track equipment. Based on how the train 31 functions, information related to the fuel management is supplied to the fuel consumption estimation unit 64. Since direct measurement of fuel flow is usually not available in a locomotive, all information about fuel consumed so far in the flight and planning for the future, following the optimal plans, is performed using calibrated physical models, such as those used in the development of optimal plans. For example, such forecasts may include, but are not limited to using the measured apparent power in hp. and known fuel characteristics for deriving the total fuel used.

Train 31 also has a locator device 30, such as a GPS sensor, as discussed above. Information is provided to the train parameter estimation unit 65. Such information may include, but is not limited to GPS sensor data, traction / braking force data, braking status data, speed, and any changes in speed data. With information related to slope and speed limit information, information about the train weight and drag coefficient is supplied to the executing control element 62.

The present invention may also provide the ability to use continuously changing power throughout the optimization planning and implementation of closed-loop control. In a traditional locomotive, power is typically quantized into eight discrete levels. Modern locomotives can realize a continuous change in horsepower, which can be included in the previously described optimization methods. With continuous power, locomotive 42 can further optimize operating conditions, for example by minimizing auxiliary loads and losses during power transmission, and fine-tuning the engine power in hp. areas of optimal efficiency, or points of increased lower emission limits. Examples include, but are not limited to, minimizing cooling system losses, adjusting alternator voltage, adjusting engine speeds, and reducing the number of driven axles. Moreover, locomotive 42 can use the on-board track data base 36 and predicted performance requirements to minimize auxiliary loads and power transmission losses to ensure optimal efficiency for the target fuel / emissions consumption. Examples include, but are not limited to reducing the number of driven axles on level ground and pre-cooling the locomotive engine before entering the tunnel.

The present invention can also use the on-board track database 36 and the predicted performance characteristics to adjust the locomotive's performance characteristics, such as ensuring that the train has a significant speed as it approaches a hill and / or tunnel. For example, this can be expressed as a speed limit at a specific location, which becomes part of creating the optimal plan created to solve the equation (OP). Additionally, the present invention may include train control rules, such as, but not limited to, traction force tracking speeds, maximum braking force tracking speeds. This can be included directly in the wording for the optimal flight profile or alternatively included in a closed loop controller used to control the application of power to achieve the target speed.

In a preferred embodiment, the present invention is mounted on a lead train locomotive. Even though the present invention is independent of data or interactions with other locomotives, it can be integrated with the functionality of the composition manager, as disclosed in US Patent No. 6691957 and Patent Application No. 10/429596 (owned by the Assignee and both incorporated herein by reference) , and / or composition optimizer functionality to improve performance. Interaction with various trains is not impeded, as illustrated by the dispatch reasoning example for the two “independently optimized” trains described in this document.

Trains with distributed power systems can be controlled in different modes. One mode is one where all the locomotives in the train operate with one mark command. So if the lead locomotive gives the engine rotation command - N8, all members of the train will be ordered to create engine rotation power - N8. Another mode of functioning is "independent" management. In this mode, locomotives or sets of locomotives distributed over a train can be controlled at various engine rotation or braking powers. For example, while the train reaches the top of the mountain, the head locomotives (on the downhill slope of the mountain) can be put in a braking condition, while the locomotives in the middle or at the end of the train (on the uphill slope) can be engine rotation. This is done to minimize the tensile forces on the mechanical couplings that connect the wagons and locomotives. Traditionally, controlling the distributed power system in the “independent” mode requires the driver to manually issue a command to each remote locomotive or set of locomotives through a display device on the head locomotive using a physics-based planning model, train setup information located on board the track database, rules work on board, positioning system, closed-loop real-time power / braking control and sensor response, the system will automatically directs the distributed power system in "independent" mode.

During distributed power control, the driver in the lead locomotive can control the operating parameters of the remote locomotives in the remote trains using a control system such as a distributed power control component. Thus, when operating with distributed power, the driver can issue commands to each locomotive train to operate at different levels of the power mark (or one train can be in the state of rotation of the engine, and the other in the state of braking), where each individual locomotive in the locomotive train operates on one power mark. In an exemplary embodiment, with the present invention mounted on a train, preferably in communication with a distributed power control component, when a power mark level for a remote locomotive train is required, as recommended by the optimized flight plan, the present invention will transmit this power setting parameter to remote locomotives compositions for sale. As discussed below, the same holds true for braking.

The present invention can be used in conjunction with compositions in which the locomotives are not in contact, for example, with one or more locomotives in front, others in the middle and behind the train. Such configurations are called distributed power, where the standard connection between locomotives is replaced by a radio link or auxiliary cable to connect the locomotives in an external manner. During distributed power control, the driver in the lead locomotive can control the operating parameters of the remote locomotives in the trains using a control system such as a distributed power control component. In particular, when operating with distributed power, the driver can issue commands to each locomotive train to operate at different levels of the power mark (or one train can be in the state of rotation of the engine, and the other in the state of braking), where each individual representative in the locomotive train operates on the same power mark.

In an exemplary embodiment, with the present invention mounted on a train, preferably in communication with a distributed power control component, when a power mark level for a remote locomotive train is required, as recommended by the optimized flight plan, the present invention will transmit this power setting parameter to remote locomotives compositions for sale. As discussed below, the same holds true for braking. When optimizing for distributed power, the previously described optimization task can be improved to allow additional levels of freedom in which each of the remote elements can be independently controlled from the head element. The meaning of this is additional goals or restrictions related to the forces acting inside the train, which can be included in the function of functioning characteristics, assuming that a model is also included to display the forces acting inside the train. Thus, the present invention may include the use of several speed controls to better control the forces within the train, as well as fuel consumption and emissions.

In a train using a train administrator, a lead locomotive in a locomotive train can operate with excellent settings for power marking from other locomotives in the train. Other locomotives in the train operate at the same power level setting parameter. The present invention can be used in conjunction with a train administrator to issue a command for power mark setting parameters for locomotives in a train. Thus, based on the present invention, since the train manager divides the locomotive into two groups, the lead locomotive and the rail parts, the lead locomotive will receive commands for functioning at a certain power mark, and the tail locomotives will be controlled to operate at a different specific power mark. In an exemplary embodiment, the distributed power control component may be the system and / or device where this functionality is located.

Moreover, when a train optimizer is used with a locomotive train, the present invention can be used in conjunction with a train optimizer to determine a power mark for each locomotive in a train. For example, suppose a flight plan recommends a power mark setting of 4 for a locomotive. Based on the location of the train, the train optimizer will take this information and then determine the setting parameter for the power mark for each locomotive in the train. In this implementation, the efficiency of setting the parameter of the power mark on the communication channels inside the train is improved. Moreover, as discussed above, the implementation of this configuration can be performed using a distributed control system.

Moreover, as previously discussed, the present invention can be used for continuous adjustments and rescheduling regarding when the train composition uses braking based on upcoming events of interest, such as, but not limited to railway crossings, changes in slope, approach to access roads, approach to depot and approach to gas stations, where each locomotive in the train may require different braking options. For example, if a train passes over a hill, the head locomotive may need to go into a braking state, while remote locomotives that have not yet reached the top of the hill may need to remain in a state of functioning in motor mode.

FIG. 8, 9, and 10 depict exemplary images of a dynamic display device for use by a driver. As shown, FIG. 8, a flight profile 72 is provided. Within the profile, a locomotive location 73 is provided. Information such as the length of 105 trains and 106 the number of cars in a train is provided. Elements are also provided related to track slope 107, bend and track elements 108, including location of bridges 109 and train speed 110. The display device 68 allows the operator to view such information and also see where the train is along the way. Provides information related to distance and / or estimated time of arrival at locations such as crossings 112, signaling devices 114, speed change 116, landmarks 118, and destinations 120. An arrival time management tool 125 is also provided to enable the user to determine the fuel economy that was made during the flight. The driver is able to change the arrival time 127 and see how this affects fuel economy. As discussed herein, one skilled in the art will recognize that fuel economy is a typical example of only one goal that can be verified with a control tool. On this side, depending on the parameter being checked, other parameters considered here can be checked and evaluated using the control tool that is visible to the driver. The driver is also provided with information about how long the team has been operating the train. In exemplary embodiments, the time and distance information may be illustrated as time and / or distance to a specific event and / or location, or may represent the total elapsed time.

As shown in FIG. 9, an example display device provides information about composition data 130, a schedule of events and situations 132, an arrival time management tool 134, and action keys 136. Similar information, as discussed above, is also provided on this display device. This display device 68 provides action buttons 138 to enable the engineer to reschedule as well as turn off 140 the present invention.

FIG. 10 depicts another exemplary embodiment of a display device. The data typical of a modern locomotive is visible, including state 72 of an air brake, an analog speedometer with digital insert 74 and information about traction in pound force (or power amperes in DC locomotives). An indicator 74 is provided to show the current optimum speed in plan, which is executed in the same way as the accelerometer graph to complement reading in miles per hour / minute. Important new data for fulfilling the optimal plan is located in the center of the screen, which includes a graph 76 in the form of a unfolding strip with an optimal speed and a setting parameter for the mark depending on the distance compared with the current history of these variables. In this exemplary embodiment, the location of the train is derived using the locator component. As illustrated, the location is provided by identifying how far the train is from its final destination, absolute position, original destination, waypoint, and / or driver input.

The bar chart provides an advance look at the changes in speed required to follow the optimal plan, which is useful in manual control, and controls the plan depending on the actual during automatic control. As discussed in this document, as in training mode, the driver can either follow the recommended mark or speed proposed by the present invention. The vertical bar gives a graph of the desired and actual elevation level, which is also digitally displayed below the bar chart. When a continuous power mark parameter is used, as discussed below, the display device will simply be rounded to the closest discrete equivalent, the display device may be an analog display device, so that an analogue equivalent or a percentage or actual horsepower / traction is displayed.

Critical information about the condition of the track is displayed on the screen and shows the current angle of inclination, of the train indicated by number 88, or of the leading locomotive, location along the train or the average length of the train. The distance traveled so far in plan 90, the total used fuel 92, where or is planned the distance outside the next stop 94, the current and projected arrival time 96, the time, arrival at the next stop are also disclosed. The display device 68 also shows the maximum possible time before the appointment, possible in the presence of calculated plans. If a later arrival is required, rescheduling can be carried out. The delta plan data shows the status for fuel and the graph in front of or behind the current optimal plan. Negative numbers indicate more fuel, or later compared to the plan, and typically a trade-off in opposite directions (slowing down the train to save fuel delays the train, and vice versa).

All the time, these display devices 68 give the driver a snapshot of where he stands in relation to the currently established control plan. The display device is for the purpose of illustration only, since there are many different ways to display / transmit this information to the operator and / or dispatcher. On this side, the information disclosed above may be mixed to provide a display other than that disclosed.

Other properties that may be included in the present invention include, but are not limited to, the ability to create data logs and reports. This information can be stored on the train and uploaded to the off-board system at some point in time. Unloading can occur using manual and / or wireless transmission. This information can also be viewed by the operator using the locomotive display. The data may include information such as, but not limited to, the driver’s input, system operating time, stored fuel, fuel imbalance between locomotives in a train, off-course train flight, diagnostic system problems, such as GPS sensor malfunctioning.

Since flight plans should also take into account the crew’s allowable hours, the present invention may take such information into account when planning a flight. For example, if the maximum time that the team can work is eight hours, then the flight must be arranged so that it contains stopping places to replace the old team with the new team. Such specific stopping locations may include, but are not limited to, railway stations, meeting / passing locations, etc. If the flight time can be exceeded over the course of the trip, the present invention can be manually adjusted by the driver to meet the criteria set by the driver. Ultimately, regardless of the conditions of operation of the train, such as, but not limited to high load, low speed, elasticity conditions of the team, etc., the driver remains in the position to set commands and operating conditions of the train.

Using the present invention, a train can operate in a variety of modes of operation. In one operational concept, the present invention may provide commands for commanding forward movement, dynamic braking. The driver then controls all the other functions of the train. In another concept of operation, the present invention can provide commands for commanding only forward movement. The driver then controls the dynamic braking and all other functions of the train. In yet another operational concept, the present invention can provide commands for commanding forward movement, dynamic braking and an aerodynamic brake application system. The driver then controls all the other functions of the train.

The present invention can also be used by notifying the driver of upcoming events of interest to the actions to be performed. In particular, or may be the forecasting logic of the present invention, continuous adjustments and rescheduling for an optimized flight plan, track database, in addition, the driver can be notified of upcoming intersections, signals, incline changes, braking, access roads, railway stations, gas stations etc. This notification can occur audibly and / or through the driver’s interface.

Specifically, using a physics-based planning model, train setup information, an on-board track database, on-board operating rules, a positioning system, a real-time power / braking closed loop, and a sensor response, the system will present and / or notify the driver about the required actions. The notification may be visual or audible. Examples include a moving notice that requires the driver to ring or ring, notifying of silent crossings that do not require the driver to ring or ring the locomotive.

In another exemplary embodiment, using the physics-based planning model discussed above, train setup information, on-board track database, on-board operation rules, location system, real-time closed-loop power / brake control and sensor response, the present invention may represent driver information that allows the driver to see when the train arrives at different locations, as illustrated in FIG. 9. The system will provide the driver with the opportunity to adjust the flight plan (target arrival time). This information (actual estimated time of arrival or information required to get off the train) can be transmitted to the dispatch center to allow the dispatcher or dispatch system to adjust the target arrival time. This allows the system to quickly adjust and optimize the appropriate target function (for example, to alternate use of speed and fuel use).

Based on the above information, exemplary embodiments of the invention can be used to determine the location of the train 31 on the track, step 18. Determining the characteristics of the track can also be performed, such as by using the train parameter estimator 65. A flight plan can be created based on the location of the train, the characteristics of the track and the operating conditions of at least one locomotive of the train. Moreover, the requirements for optimal power can be transferred to a train, where the train operator can be instructed to control the locomotive, locomotive and / or train in accordance with the optimal power, for example, using a wireless communication network 47. In another example, instead of controlling the train operator, train 31, locomotive 18 and / or locomotive can be automatically controlled based on the optimal power setting.

In addition, the method may also involve determining a power setting, or power command 14, for a locomotive 18 based on a flight plan. The locomotive 18 is then controlled with a power setting parameter. The operation parameters of the train and / or locomotive train can be assembled in such a way as, but not limited to, the actual speed of the train, the actual setting parameter of the train and the location of the train. At least one of these parameters can be compared with the power setting parameter specified by the command for the locomotive for its operation.

In another embodiment, the method may involve determining operation parameters 62 of the train and / or locomotive. The required functioning parameters are determined based on certain functioning parameters. The determined parameter is compared with the functioning parameter, if a difference is found, the flight plan is adjusted, step 24.

Another embodiment may entail a method where the location of a train 31 on a path 34 is determined. The characteristics of the path 34 are also determined. A flight or management plan is being developed or created in order to minimize fuel consumption. A flight plan can be created based on the location of the train, the characteristics of the track and / or operating conditions of at least one locomotive structure 18 and / or train 31. In a similar way, once the location of the train on the track is determined and the characteristics of the track are known, control of the power plant and / or mark commands are provided to minimize fuel consumption.

List of items

Position number Name 5 Power level 10 Dispatching service 12 Flight profile; scheduler fourteen Power Commands 16 Power team eighteen Locomotive train twenty Real time 22 Options 24 Re-scheduled flight 25 Estimated (predicted) arrival time 25 Adjusted time thirty Component / Locator 31 A train 33 Component Description Path 34 Way 36 On-board path database 38 Sensors 40 Traction force 41 Central or track location 42 Locomotive (composition) 44 Processing device 46 Algorithm 47 Wireless communication system 49 Preset travel time; control element; management consultant fifty Curve 51 Control element; management consultant 52 Brake system 53 Fuel used 60 Dispatching 62 Executive control 61 Locomotive Database 63 Database 64 Fuel Consumption Estimator 65 Train Parameter Estimator 68 Display device 69 Control Panel 71 Air brake status 72 Flight Profile Provided 73 Location 74 Analog speedometer with digital insertion; indicator 76 Unfolding bar chart 88 Current bias 90 Plan 92 Total Used Fuel 94 Next planned stop 96 Current and intended arrival time 97 Speed Limits / Mile Flight 98 Grade / mile flight changes 99 Combo chart 105 Train length 106 Number of cars 107 Path slope 108 Bend and Track Features 109 Bridge location 110 Train speed 112 Moving 114 Signals 116 Speed changes 118 Landmarks 120 Destinations 125 Arrival Time Management Tool 127 Arrival time 130 Composition Data 132 Event schedule 134 Arrival Time Management Tool 136 Action buttons 138 Action buttons 140 Rescheduling / Release

Claims (7)

1. A system for controlling a train having one or more locomotive trains, where each locomotive train contains one or more locomotives, the system comprising:
locator component for locating a train;
a path-describing component for providing path information;
a processor configured to receive information from the locator component and describing the component path and configured to create a flight plan on board the train at any time while the train is moving along the railway track, which optimizes the operation parameters of the train in accordance with one or more operational criteria of the train moreover, the processor is configured to create a movement plan partially based on the conditions for imposing restrictions on changes in the position of the handle; and
controller element for autonomous control of a train when it follows a path according to a traffic plan. 2. The system according to claim 1, in which the processor is configured to create a track plan at the beginning of a train along a rail and independently of other trains moving along a rail, the track plan covering the entire track. 3. A method of controlling a train having one or more locomotive trains, each locomotive train containing one or more locomotives, the method comprising the steps of:
receive information about the location of the train on the way;
receive information about the characteristics of the path;
receive information about the operating conditions of one or more component locomotives,
create a flight plan on board the train at any time while the train is moving along the railway track based on the location of the train, the characteristics of the track and the operating conditions of one or more locomotive trains in accordance with at least one operational criterion for the train, and the movement plan is partially based on conditions for imposing restrictions on changes in the position of the handle and
autonomously control the train when it follows the path according to the traffic plan. 4. The method according to claim 3, further comprising stages in which:
transmit the optimum power requirement and
control at least one of the locomotive, locomotive train and train in accordance with the optimal power. 5. The method according to claim 3, further comprising stages in which:
transmitting the optimum setting parameter of the position of the handle of the speed controller selected from a plurality of setting parameters, and
automatically control at least one of the locomotive, locomotive and train in accordance with the optimal setting parameter of the position of the handle of the speed controller. 6. The method according to claim 3, in which the movement plan is created in part based on the condition for imposing restrictions on changes in the position of the handle when using the movement plan to control the train. 7. The method according to claim 3, in which the movement plan is created at the beginning of the train’s movement along the railway track and independently of other trains moving along this railway track, while the track plan covers the entire track.

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