US20160194015A1

US20160194015A1 - Method of controlling train consist

Info

Publication number: US20160194015A1
Application number: US15/071,221
Authority: US
Inventors: James D. Seaton
Original assignee: Electro Motive Diesel Inc
Current assignee: Progress Rail Locomotive Inc
Priority date: 2016-03-16
Filing date: 2016-03-16
Publication date: 2016-07-07

Abstract

A method to control a train consist by an off-board train control system is provided. The method includes retrieving train sequence initialization data from a plurality of car control devices. The train sequence initialization data is retrieved via an on-board locomotive control system. The method of retrieval includes automatically fetching the train sequence initialization data by the on-board locomotive control system from the plurality of car control devices, via an electronically controlled pneumatic brake system. Thereafter, the method includes, transmitting the train sequence initialization data by the on-board locomotive control system to the off-board train control system. Further, the train consist is controlled based on the train sequence initialization data retrieved from the plurality of car control devices.

Description

TECHNICAL FIELD

The present disclosure relates to a method of train control. More particularly, to a method for electronically controlled pneumatic brake train sequence initialization.

BACKGROUND

A train consist may be configured with one or more locomotives and one or more railcars. With the train consist extending over a mile in length in some situations, it is necessary to maintain suitable distances between the trains and manage rail traffic. Typically, to manage rail traffic train tracks are divided into blocks and an automatic train protection signaling system determines whether a train can travel in the next block. A signaling system typically includes an off board back office to manage rail network traffic, and an on board component to communicate with the controlling locomotive. In this disclosure, the on board component of the signaling system is combined with the locomotive control system. The signaling system will dictate the appropriate speed, route, and the braking of the train consist.
A signaling system can continuously, through its connected network of on board locomotive controller and wayside system sensors, manage rail traffic, in an automatic or semi-automatic manner.
In order to manage rail traffic, it is important that the signaling system includes a map of the rail road system and have the ability to locate the train's location. In addition, it becomes essential for the signaling system to have accurate train sequence initialization data. The train sequence initialization data includes information on the number of railcars in a train consist, type of rail cars in the train consist, type of locomotive and other train characteristics such as, power, braking system, order of rail cars, and length of the train consist. The train sequence initialization data can be used by the signaling system to control rail traffic, convey instruction to an on-board locomotive control system, automatic train operation systems for route guidance and locomotive control, automatic train protection systems, monitoring locomotive health and instructing condition-monitoring system etc.
In an ideal situation, a train would travel with same configuration and train sequence initialization data may not change. However, in actuality, railcars are added or removed from the train consist. Adding or removing railcars or locomotives in the train consist changes the train's sequence initialization data, The resulting change in the train sequence initialization data, including the number and kind of railcars and locomotives, must be initialized and continuously updated to the on-board locomotive control system in the train. This update can occur during start-up and may be supplied to the off-board train control system.
Typically, the train sequence initialization data is manually input by an operator of the train at the on-board locomotive control system in the locomotive, during start-up of the train.
However, manually inputting the train sequence initialization data is error prone and operator may fault on part of updating the train sequence initialization data whenever new railcars/locomotives are added to, or removed from, the train consist. This is further amplified with the frequency of the movement of various types of trains on railway tracks.
World Intellectual Property Organisation patent application 2002,022,425 (the '425 patent application) discloses an integrated train control system configured to determine the condition of each car and locomotives in the train and transmits over a trainline individualized brake signals to each car and locomotive and individualized propulsion signals to each locomotive. However, the '425 patent does not describe updating train sequence initiation data.
The presently disclosed system s directed to overcoming one or more of the problems set forth above.

SUMMARY OF THE DISCLOSURE

A method to control a train consist by an off-board train control system is provided. The method includes automatic retrieval of the train sequence initialization data from the car control devices by the off-board train control system via electronically controlled pneumatic brake system. Furthermore, the method of retrieval includes, transmitting the train sequence initialization data by the on-board locomotive control system to the off-board train control system. In addition, the method includes controlling the train consist based on the train sequence initialization data retrieved from the plurality of car control devices.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an exemplary train consist, in accordance with the concepts of the present disclosure;

FIG. 2 is a block diagram showing the electronically controlled pneumatic brake (ECPB) system of the present invention; and

FIG. 3 illustrates a flow diagram depicting a method of controlling a train consist 10 by an off-board signaling system, in accordance with the concepts of the present disclosure.

DETAILED DESCRIPTION

FIG. 1 is a schematic diagram of a typical train consist 10 including a locomotive 12 coupled to a plurality of rail cars 14 in accordance with the concepts of the present disclosure. The train consist 10 includes a locomotive 12 followed by a plurality of rail cars 14. In an embodiment, any combination of locomotives 12 and a plurality of rail cars 14 can be included in the train consist 10.
The train consist 10 is controlled by an on-board locomotive control system (LCS) 16. The on-board LCS 16 can be a microprocessor based control system that controls the operations of the train, such as engine, power generation, propulsion, and brakes, and can be configured to control the train stopping and speed of the train consist 10. The on-board LCS 16 automatically tracks the location of the train consist 10 and includes a database of train characteristics, braking performance and engine performance. The on-board LCS 16 may also include a map database that represents the track layout, speed limits, track grades, route information, locations of all of the train stations positioned along a track and any other relevant position data. The information in the map database is transmitted by the on-board LCS 16 to an off-board train control system 18. The off-board train control system 18 can be a remote server configured to communicate wirelessly with the on-board LCS 16 and send command signals to control the train consist 10. In one embodiment, the off-board train control system 18 may be a remote signaling system configured to control the rail traffic based on the information shared by the on-board LCS 16. A typical signaling system is an off-board train control system 18 configured to continuously, through its connected network of on-board LCS 16 and wayside system sensors, manage rail traffic. The on-board LCS 16 of the locomotive 12 communicates with the remote signaling system through a communication gateway 20. In one embodiment, the communication gateway 20 may include a controller, a memory connected to the controller, and a wireless communication interface configured to connect the on-board LCS 16. The communication gateway 20 may include a set of protocols to enable wireless communication between the signaling system and the on-board LCS 16 of the train consist 10.
The locomotive consist 10 also includes an electronically controlled pneumatic brake (ECPB) system 22. The ECPB system 22 is further described in detail in conjunction with FIG. 2.
FIG. 2 is a block diagram showing the ECPB system 22. The train consist 10 employs the ECPB system 22 to apply braking to the locomotive 12 and the plurality of rail cars 14. The ECPB system 22 is generally located on the locomotive 12 and can include a plurality of mechanical and electrical components that cooperate to brake the train consist 10. Typically, the ECPB system 22 includes a compressed air source 24, and brake cylinders (not shown) for applying and releasing brakes on the locomotive 12 and the plurality of rail cars 14. In addition, the ECPB system 22 includes a brake controller 26 and a brake line 28. The brake line 28 is a brake pipeline that can carry compressed air or vacuum pressure between the locomotive 12 and the plurality of rail cars 14. For example, when a signal to apply brakes is commanded by the on-board ICS 16, the brake controller 26 commands a valve unit (not shown) to apply brake. Based on the signal, the brake line 28 transfers air pressure from the compressed air source 24 to the brake cylinders on the locomotive 12 and each car of the plurality of rail cars 14. Compressed air, from the compressed air source 24 such as an air compressor in the ECPB system 22, is sent from one car to another car by the brake line 28 made up of pipes and hoses beneath each rail car of the plurality of rail car 14 and the locomotive 12. Compressed air pushes on a piston in the brake cylinders (not shown). The piston push a set of brake shoes to rub on the train wheels, causing the friction to slow the train consist 10.
The brake line 28 is in fluid communication with all of the cars and locomotives. The brake line 28 is thus capable of providing the necessary air pressure to the brakes of each car for braking operations. The brake line 28 pressure is supplied by the ECPB system 22 and controlled by the ECPB system 22 and the car control devices 30.
The ECPB system 22 includes a Car Control Device (CCD) 30 on each rail car of the plurality of rail cars 14. The CCD 30 can provide for electronically controlled brake applications. In one embodiment, the CCD 30 can be a computer based control module, which receives and communicates instructions to and from the brake controller 26. The CCD 30 can include an electronic control module, power management electronics, pressure transducers, proportional solenoids, and combination of relay valves. The CCD 30 can store information such as train sequence initialization data. The train sequence initialization data includes information on the rail car identity information, type of rail cars, type and count of locomotive 12 in the train consist 10 and other train configuration such as, braking system, order of rail cars, and length of train consist 10. The CCD 30 is mounted on each rail car and is in communication with the brake controller 26 and is powered by an ECPB train line 32 extending the length of the train consist 10.
The ECPB train line 32 is a two-conductor electric wire spanning the length of the train consist 10 and carrying both electrical power to operate all CCD 30 devices and communications network signals.
The ECPB train line 32 acts as a communication link between the CCD 30 and the brake controller 26 of the ECPB system 22 so that the train sequence initialization data from each CCD 30 can be provided to the Locomotive Control Unit (LCS) 16. In this manner, the ECPB system 22 provides an ability for individual train cars of the plurality of rail cars 14 to communicate with each other and the on-board LCS 16, via the ECPB train line 32. The on-board LCS 16 thus has the ability to fetch the train sequence initialization data gathered through the ECPB train line 32 and communicate the fetched train sequence initialization data to the off-board train control system 18.
FIG. 3 shows a flow chart 34 depicting a method for controlling a train consist 10 by the off-board train control system 18.
At step 36, the method is initiated. The method proceeds to step 38.
At step 38, the method proceeds to retrieving train sequence initialization data from the CCD 30. The method to retrieve train sequence initialization data is conducted via the ECPB system 22 via the ECPB train line 32. The plurality of CCD 30 are microprocessor based control devices configured to store train sequence initialization data pertaining to the individual rail car identity, type of rail cars, type and count of locomotive 12 in the train consist 10 and other train characteristic information such as, braking system, order of rail cars, and length of train consist 10. Thereafter the method proceeds to step 38.
At step 40, the train sequence initialization data is fetched by the on-board LCS 16 from the ECPB system 22. Hence, at step 40, the train sequence initialization data is automatically fetched by the ECPB system 22 through the ECPB train line 32 and automatically updated to the on-board LCS 16. For example, the on-board LCS 16 may query the plurality of CCD 30 at a predetermined time interval and fetch the updated train sequence initialization data. The ECPB system 22 enables an integrated system to control brake system and communicate the train sequence initialization data of each rail car of the plurality of rail car 14. Thereafter, the method proceeds to step 42.
At step 42, the train sequence initialization data fetched from the plurality of CCD 30 is transmitted by the on-board LCS 16 to the off-board train control system 18. The on-board LCS 16 may be in communication with the off-board train control system 18 via the communication gateway 20. In one embodiment, the communication gateway 20 can be a wireless system configured to establish a communication link between the on-board LCS 16 and the off-board train control system 18, such as the signaling system. Thereafter, the method proceeds to step 44.
At step 44, the method for retrieving train sequence initialization data provides for controlling the train consist 10. The train sequence initialization data received by the off-board train control system 18 is processed and a corresponding control signal is transmitted back to the on-board LCS 16. For example, updated train sequence initialization data retrieved from the plurality of CCD 30 may indicate increase in the length of the train consist 10. Based on this information the off-board train control system 18 may command another train following the train consist 10 to slow down and increase the gap between the following train and the train consist 10. In another example, the updated train sequence initialization data retrieved from the plurality of CCD 30 may indicate an increase in the weight of the train consist 10. Hence, based on the updated train sequence initialization data the off-board train control system 18 may update the braking profile in the on-board LCS 16 to provide for sufficient braking distance. Thereafter, the method terminates.

INDUSTRIAL APPLICABILITY

In operation, the locomotive consist 10 may include the locomotive 12 and the plurality of rail cars 14. The locomotive 12 is equipped with the on-board LCS 16. The on-board LCS 16 includes information about the configuration of the train, such as type of brake system, whether an air brake system or vacuum brake system. LCS may also store information about the location of the locomotive 12 and planned route path of the train consist 10.
The on-board LCS 16 is in communication with the off-board train control system 18 and ECPB system 22. The off-board train control system 18 is a signaling system configured to control rail traffic and command signals to the on-board LCS 16 to control the train consist 10.
Each rail car of the plurality of rail cars 14 is equipped with an individual CCD 30. Individual CCD 30 of the plurality of the rail cars 14 is configured to store train sequence initialization data such as the rail car type or road number. For example, the CCD 30 will have information whether the rail car is a freight car, a passenger car, or an oil tanker. The train sequence information is communicated to the on-board LCS 16 via the ECPB train line 32 of the ECPB system 22. In other words, each CCD 30 may identify itself and communicate the information to the on-board LCS 16. The on-board LCS 16 may process this information fetched from the plurality of the CCD 30 and calculate train parameters such has how many freight cars are in the train consist 10, or what is the total weight or the overall length of the train consist 10. Thereafter, the on-board LCS 16 wirelessly transmits the fetched train sequence initialization data to the off-board train control system 18. The on-board LCS 16 may be configured to fetch the train sequence initialization data at a predefined time interval from the plurality of the CCD 30. In one example, the train consist 10 may drop some cars at a destination and add few more cars. In this example, the on-board LCS 16 at the predefine time interval in query the plurality of the CCD 30 through the ECPB train line 32 and fetch the updated train sequence initialization data. This updated information is processed by the on-board LCS 16 and transmitted to the off-board train control system 18. For example, if the train consist 10 drops two empty cars and add nine loaded cars, the length and the weight of the train consist 10 changes. This change in the train sequence initialization data is communicated to the off-board train control system 18, via the CCD 30, through the ECPB train line 32, and through the communication gateway 20 of the on-board LCS 16. In return, the off-board train control system 18 may send an adjusted brake command signal for the train consist 10, matching the updated weight and length of the train consist 10. Hence, the ECPB system 22 together with the ECPB train line 32 provides an integrated electronically controlled pneumatic brake train sequence initialization system.
From the foregoing, it will be appreciated that, although specific embodiments have been described herein for purposes of illustration, various modifications or variations may be made without deviating from the spirit or scope of inventive features claimed herein. Other embodiments will be apparent to those skilled in the art from consideration of the specification and figures and practice of the arrangements disclosed herein. It is intended that the specification and disclosed examples be considered as exemplary only, with a true inventive scope and spirit being indicated by the following claims and their equivalents.

Claims

What is claimed is:

1. A method of controlling a train consist by an off-board train control system, the method comprising:

retrieving train sequence initialization data from a plurality of car control devices, via an on-board locomotive control system, wherein retrieval includes:

automatically fetching the train sequence initialization data by the on-board locomotive control system from the plurality of the car control devices, via an electronically controlled pneumatic brake system;

transmitting the train sequence initialization data by the on-board locomotive control system to the off-board train control system; and

controlling the train consist based on the train sequence initialization data retrieved from the plurality of car control devices.