CN101356089B - System, method and computer software code for optimizing train operations considering rail car parameters - Google Patents

Abstract

A method for improving train performance, the method including determining a rail car parameter for at least one rail car to be included in a train, and creating a train trip plan based on the rail car parameter in accordance with one or more operational criteria for the train.

Description

In view of rail car parameter optimizes the system of train running, method and computer software code

The application based on the provisional application submitted on May 19th, 2006 number 60/802,147, and is the part continuation application of the U. S. application submitted on March 20th, 2006 numbers 11/385,354, is incorporated herein by reference by its full content at this.

Technical field

The field of the invention relates to rail travel (rail transportation), and relates more particularly to identify that rail compartment (rail car) parameter is for the use improving train (train) operation.

Background of invention

Locomotive (locomotive) is the complication system with multiple subsystem, and wherein each subsystem interdepends with other subsystem.Operator goes up on locomotive usually with the normal operation of the load of freight car guaranteeing locomotive and be associated.Except guaranteeing that locomotive normally runs, operator is also responsible for determining the running velocity of train and is responsible for, in train, various power is restricted to acceptable value, and wherein locomotive is a part for described train.In order to perform this function, operator must have the rich experiences operating locomotive and various train in appointment landform usually.In order to act in accordance with assignable running velocity that may change along the position of track with train, this knowledge is required.In addition, operator is also responsible for guaranteeing that trying hard to keep in train is held within acceptable restriction.

Railway yard (rail yard) is the hinge (hub) of rail transportation system.Railway yard performs many services, such as goods is initiated (origination), is exchanged and stop, locomotive deposit and safeguard, the assembling of new train and inspection, train through the maintenance of factory (facility), the inspection in rail compartment and maintenance, and rail compartment is deposited.The resource of such as personnel, equipment and space and so on is fought in the difference service of railway yard in different factory, and so effectively managing whole railway yard is exactly very complicated operation.

Assemble new train be usually directed to according to carrying capacity (trainload) subscribe to the number of times of given destination and given train can prime power (motive power) assemble.Typically when assembling train, the placement of rail compartment in train can complete randomly.More specifically, not arrange according to the order of train running optimum can be made to perform compartment.When understanding such as carriage weight, load, axletree to, the information of transverse direction and/or vertical power and so on, train trip optimization can be improved.Such information can contribute to optimizing some aspect of train running, such as but not limited to the fuel/speed-optimization for accelerating, slowing down, to the train process of the improvement of distributed-power or non-distributed power train, and/or the discharge improved.

Also exist now improvement train fitting process and improve engine operating parameter to reduce fuel cost and the lasting demand across road transfer time (over-road transit time).A kind of method disclosed herein uses rail car parameter when assembling train.

Summary of the invention

Exemplary embodiment of the present invention disclose a kind of for identify rail car parameter for improve train running system, method and computer software code.For this reason, a kind of method for improvement of train performance comprises at least one rail compartment that will be contained in train defines the step of rail car parameter.Another step comprises at least one operational norm according to train, creates train trip plan according to rail car parameter.

In another exemplary embodiment, disclose a kind of that use within a processor, in order to improve the computer software code of train performance.Described computer software code comprises the computer software module of the rail car parameter at least one the rail compartment for determining described train.Another computer software module is used for creating train trip plan according at least one operational norm of described train according to described rail car parameter.

Also disclose a kind of by determining that rail car parameter improves the system of train performance.This system comprises rail car parameter measurement system.Also disclose central controller.Comprise communication network further, it realizes the communication between described measuring system and described central controller.Rail car parameter is measured and be provided to described central controller, and then this central controller is all rail compartment determination trains composition profile (make upprofile) in train according to described rail car parameter and/or is the plan of train mission determination stroke.

Accompanying drawing describes in detail

Below with reference to specific embodiment of the present invention illustrated in the accompanying drawings, the present invention to as above concise and to the point description is further described in more detail.Be understandable that, these accompanying drawings only describe exemplary embodiments of the present invention, therefore can not be regarded as the restriction to scope of the present invention, below the characteristic sum details by utilizing accompanying drawing use to add are described of the present invention and explained, wherein:

Fig. 1 describes the example illustration of diagram of circuit of the present invention;

Fig. 2 describes the simplified model of the train that can adopt;

Fig. 3 describes the exemplary embodiment of element of the present invention;

Fig. 4 describes the exemplary embodiment that fuel expends (fuel use)/running time diagram of curves;

Fig. 5 describes the exemplary embodiment of stroke plan being carried out to segmentation decomposition;

Fig. 6 describes the exemplary embodiment of segmentation example;

Fig. 7 describes exemplary process diagram of the present invention;

Fig. 8 describes the example illustration of the dynamic display for operator;

Fig. 9 describes another example illustration of the dynamic display for operator;

Figure 10 describes another example illustration of the dynamic display for operator;

Figure 11 describes and carries out schematically showing of the system automatically identified to the rail car parameter for improvement of train running; With

Figure 12 describes the diagram of circuit for illustration of automatically identifying for improvement of the step of the rail car parameter of train running.

Detailed description of the present invention

Exemplary embodiment of the present invention by be provided for identifying rail car parameter for improve train running system, method and computer software code, thus solve the problem in this area.It will be recognized by those skilled in the art, the equipment (comprising CPU, memory device, I/O, program store, connection bus and other suitable assemblies) of such as data processing system and so on, can be programmed or be otherwise designed to the enforcement of the method promoting exemplary embodiment of the present.Such system will comprise the suitable program control unit for performing exemplary embodiment of the present.

In general, technique effect identifies rail car parameter and uses these parameter improvement train runnings.The present invention can at the computing machine performed by computing machine executable instruction (such as program module) general environment in describe.Usually, program module can comprise the routine, program, object, assembly, data structure etc. that perform particular task or realize particular abstract data type.Such as, can with different language to supporting that the software program of exemplary embodiment of the present is encoded, for different computing platforms.But, should be appreciated that the principle that also can use the computer software technology of other types to realize and support exemplary embodiment of the present.

In addition, one skilled in the art will appreciate that, the present invention can implement by other computer system configurations, comprise hand-held device, multi-processor system, based on microprocessor or programmable consumption electronic product, microcomputer, giant brain etc.The present invention also can implement in a distributed computing environment, is executed the task in this context by the remote processing device by communication network coupling (link).In a distributed computing environment, program module can be positioned among both local and remote computer-readable storage mediums comprising memory storage.

And, the program control unit that the manufacture article (such as prerecorded disk or other similar computer programs) used together with data processing system can comprise storage medium and record thereon, described program control unit is used for directs data disposal system to promote the realization of method of the present invention.Such equipment and manufacture article also fall within the spirit and scope of the present invention.

Term " locomotive crew (locomotive consist) " is all employ in whole file.As used herein, locomotive crew can be described to have one or more locomotive in succession, and these locomotives are joined together to provide motorized motions (motoring) and/or braking potential.Locomotive is joined together, and this is between locomotive does not have railway carriage.Train can have more than one locomotive crew in its composition.Especially, a pilot set and more than one long-range group can be had, such as, a group in the middle of compartment line and another long-range group of train end.Each locomotive crew can have the first locomotive (first locomotive) and pull locomotive (trail locomotive) (one or more).Although the first locomotive is counted as pilot engine usually, the first locomotive being easy to recognize in many locomotive crews can be positioned at physics and pull position by one of ordinary skill in the art physically.Although locomotive forms the locomotive be usually counted as in succession, but one of ordinary skill in the art will be easy to recognize, even if when at least one compartment is separated with locomotive, such as when locomotive crew is configured for distributed power operation (wherein throttle and brake command are relayed to long-range train by radio link or physical cables by from pilot engine), locomotive cohort also can think one group.For this reason, when discussing multiple locomotive in same train, term " locomotive crew " should not be considered limiting factor.

With reference now to accompanying drawing, embodiments of the invention are described.The present invention can realize in many ways, comprises as system (comprising computer processing system), method (comprising computer implemented method), equipment, computer-readable medium, computer program, graphic user interface (comprising web network gateway) or the data structure that is positively arranged in computer-readable memory.Some embodiments of the present invention will be discussed below.

Fig. 1 describes the example illustration of the diagram of circuit of exemplary embodiment of the present invention.As shown in the figure, input is exclusively used in onboard or from the instruction of remote location (such as control center 10) planned routes.Such input information includes but not limited to: train location, group describes (such as model locomotive), railroad traction describes, locomotive traction conveying function, as the engine fuel consumption of the function of horsepower output, cooling characteristics, the stroke route of plan is (as effective track grade and the curvature of the function of road sign (milepost), or " effective gradient " composition of the curvature of standard railroad convention is followed in reflection), the train represented together with effective drag coefficient with load is made up of compartment, desired travel parameters includes but not limited to: initial time and position, final position, the running time expected, staff (user and/or operator) identifies, staff changes shifts expiration time and route.

Can adopt various ways that these data are supplied to locomotive 42, such as but not limited to: these data are manually input to locomotive 42 via airborne telltale by operator, the memory storage (such as hardware card and/or usb driver) comprising these data is inserted the socket (receptacle) on locomotive, and transmit information from center or roadside (wayside) position 41 such as track signal transmission (signalling) device and/or roadside device (wayside means) (as shown in Figure 3) to locomotive 42 via radio communication.Locomotive 42 and train 31 load characteristic are (such as, towing) also can with route (such as, situation, temperature highly, around along with rail (rail) and rail compartment) and change, and any one method above-mentioned can be adopted as required and/or upgrade described plan to reflect such change by the situation of automatically collecting locomotive/train in real time.This comprises such as, by monitor on locomotive (one or more) 42 or outside device detect the change of locomotive or train characteristic.

Track signaling system determines the train speed of allowing.There is the very eurypalynous track signaling system and working rule that join with each signal correction.Such as, some signals have single lamp (ON/OFF), and some signals have the single camera lens of band multiple color, and some signals have multiple lamp and color.It is unimpeded and train can advance with maximum permissible speed that these signals can indicate track.They can also indicate needs to slow down or stop.This deceleration may need to complete at once, or completes a certain position (such as, before next signal or crossing).

By various means, signal condition is sent to train and/or operator.Some systems have circuit in track, and on locomotive, have induction gathering line circle.Other system has wireless communication system.Signal system also may need operator check signal intuitively and take adequate measures.

Signal sending system can with cab signal system docking and according to input and suitable working rule carrys out reconditioner vehicle speed.For the signal system needing operator to check signal condition intuitively, the position according to train is presented suitable signal option for input to operator by operator's screen.The type of working rule and signal system, as the function of position, can be stored in vehicle-mounted data storehouse 63.

According to the authority data be input in exemplary embodiment of the present invention, calculate the minimized optimal plan of discharge (it obeys the speed restriction of route along having the expectation starting and ending time) that fuel expended and/or produces to produce lift profile (profile) 12.Described profile comprises optimal velocity that train follows and power (gear) is arranged, it is represented as the function of distance and/or time, and such train running restriction, include but not limited to: highest gear power and brake setting, limit with the speed of the function as position, and the discharge of the desired fuel that expends and generation.In the exemplary embodiment, the value for keeping off setting is selected to obtain a throttle with approximately every 10 to 30 seconds and is changed decision.One of ordinary skill in the art will be easy to recognize, if optimum velocity profile is followed in needs and/or expectation, throttle changes decision can in longer or shorter duration generation.In a broad sense, concerning one of ordinary skill in the art, it is obvious that these profiles at train rank, group rank and/or the arbitrary number of level of single train rank not for train provides power setting.Power comprises B.P., driving power and air brake power.In an additional preferred embodiment, exemplary embodiment of the present invention can be selected to be confirmed as to be that optimum continuous power is arranged with regard to selected profile, instead of arranges lower operation at traditional discrete power gear.Like this, such as, if the profile of optimum specifies the gear of 6.8 arrange instead of arrange 7 times operations at gear, then locomotive 42 can run at 6.8 times.Allow such middle power to arrange can bring as additional efficiency interests described below.

As below summarize, can be drive train 31 to obey the fuel of locomotive operation and time schedule constraint and/or any multiple method of power sequence of discharge to minimize for calculating for calculating the program of optimal profile.In some cases, due to the similarity of train configuration, route and environmental aspect, the profile that required optimal profile previously may have been determined with is enough close.In these cases, it is enough in data bank 63, searching drive track and attempting following it.When the plan previously calculated is all improper, include but not limited to for the method calculating a newly plan, utilize the Differential Equation Model of approximate train movement physical property to guide the calculating of optimal profile.This arranges to comprise selects quantitative objective function, normally with specific consumption of fuel with discharge the weighted sum (integration) producing corresponding model variable and add to punish the item that excessive throttle changes.

Optimum dominated formulate is established to minimize quantitative objective function, and its constraint obeyed includes but not limited to, speed restriction is arranged with minimum and maximum power (throttle).According to planned target any time, this problem can be set up neatly to minimize the fuel of the constraint obeying discharge and speed restriction or to minimize obedience fuel and expend the discharge with the constraint of the time of advent.Also can set up such target, such as, when less than the target minimizing overall travel time when the constraint expended total discharge or fuel, will allow for task or need such constraint to relax herein.

Exemplary equation given in whole file and objective function are all for minimizing railroad fuel consumption.Only as an example, other equations and objective function can be used to the operating parameter optimized consumption of fuel or be used for optimizing other locomotive/trains to these equation sum functions.

Mathematically, problem to be separated can be stated more accurately.Basic physical property is represented as:

$\frac{\mathrm{dx}}{\mathrm{dt}}=v;x\left(0\right)=0.0;x\left(T_f\right)=D$

$\frac{\mathrm{dv}}{\mathrm{dt}}=T_e(u,v)-G_a\left(x\right)-R\left(v\right);v\left(0\right)=0.0;v\left(T_f\right)=0.0$

X is the position of train herein, and v is train speed, and t be the time (unit be respectively mile, mph. and to depend on the circumstances minute or hour), and u is gear (throttle) order input.In addition, D represents the distance that will travel, T _falong track through the time of advent desired by distance D, T _ethe tractive force that locomotive crew produces, G _abe the terrestrial attraction depending on landform residing for train length, train composition and train, R is the gradeability that locomotive crew and train combination depend on net velocity.Initial and final velocity also can be designated, but when without loss of generality, this be set as zero (train beginning with at the end of be all in stopping).Finally, model is easy to be modified to and comprises other important dynamicss (dynamics), and such as throttle u changes and delayed between the tractive force that causes thus or braking force.Utilize this model, establish optimal control formula to minimize quantitative objective function, its constraint obeyed includes but not limited to: speed restriction is arranged with minimum and maximum power (throttle).According to planned target any time, problem of can setting up neatly to minimize the fuel of the constraint obeying discharge and speed restriction, or minimizes obedience fuel and expends the discharge with the constraint of the time of advent.

Also can set up such target, such as, minimize overall travel time when not expending retrain total discharge or fuel, allow for this task herein or need such constraint to relax.All these TEMPEST performance measurement can both be expressed as every arbitrary linear combination below:

-minimize total consumption of fuel

-minimize running time

-minimize gear to handle (jockeying) (piecewise constant input)

-minimize gear to handle (inputting continuously)

The fuel item F in (1) is replaced with the item corresponding with quantity discharged.Such as, for discharge

-minimize and always discharge consumption.In this formula, E is the quantity discharged (unit is gram every horse power hour (gm/hphr)) of each gear (or power setting).Can the weighted sum of based on fuel and discharge realize minimizing in addition.

Therefore, usual used and representational objective function is:

$\underset{u\left(t\right)}{\min }{\mathrm{\α}}_1\underset{0}{\overset{T_f}{\∫}}F\left(u\left(t\right)\right)\mathrm{dt}+{\mathrm{\α}}_3{T}_f+{\mathrm{\α}}_2\underset{0}{\overset{T_f}{\∫}}{(\mathrm{du}/\mathrm{dt})}^2\mathrm{dt}---\left(\mathrm{OP}\right)$

The coefficient of linear combination depends on the importance (weight) of giving each.Note, in equation (OP), u (t) is the optimized variable that continuous gear is put.Such as, if need discrete gear, for older locomotive, the solution of equation (OP) is by discretization, and this can cause lower saving of fuel.Find the minimum time and separate (α ₁be set to 0, α ₂be set to 0 or relatively little value) be utilized for attainable running time and find lower limit (T _f=T _fmin).In this case, u (t) and T _fboth is all optimized variable.Preferred embodiment is at α ₃solve to obtain T to equation (OP) when being set to 0 _f> T _fminvarious T _fvalue.When this latter, T _fbe taken as constraint to treat.

Those are familiar with to the people of the solution of such optimal problem, be necessary additional constraint, such as, the speed along path limits:

0≤v≤SL(x)

Or when using minimum time as target time, terminal constraint must keep, such as consumed total fuel must be less than the fuel in fuel tank, such as via:

$0<\underset{0}{\overset{T_f}{\&Integral;}}F\left(u\left(t\right)\right)\mathrm{dt}\&le;W_F$

W herein _ft _fremaining fuel in moment fuel tank.One of ordinary skill in the art will be easy to recognize equation (OP) also can adopt other forms to represent and also above-mentioned introduction be for the exemplary equation in exemplary embodiment of the present.

The discharge related in the context of exemplary embodiment of the present can refer to the accumulation discharge produced by various forms.Such as, emission request can set the maxim that oxides of nitrogen (NOx) discharge, hydro-carbon (HC) discharge, carbonoxide (COx) discharge and/or particulate matter (PM) discharge.Other discharge restrictions can comprise the maxim of Electromagnetic Launching, such as, to the restriction of radio frequency (RF) power stage (measuring in units of watt) in each frequency of being launched by locomotive.Also have a kind of form of export be the noise that locomotive produces, usually with decibel (dB) for unit tolerance.Emission request can based on the time in the time in one day, 1 year, and/or the change of atmospheric conditions (the pollution level in such as weather or air) and changing.Known, discharge adjustment can change geographically within the scope of the whole railway system.Such as, operation area (such as city or state) can have the emissions object of specifying, and contiguous region can have different emissions objects, such as, allow comparatively low-emission or collect comparatively high cost for given levels of emissions.Therefore, to comprise, to be contained in profile each by the maximum discharge value of adjustment discharge, to meet the predetermined emissions object needed for this region for the discharge profile can working out specific geographical area.Typically, for locomotive, these discharge parameters are determined by power (gear), ambient condition, engine control etc.

By design, each locomotive must obey EPA standard with regard to the specific discharge of braking, and thus when optimizing discharge in an exemplary embodiment of the present invention, this can be that task is always discharged, to its current not existential specification.Federal EPA requirement is all obeyed in operation always.If the common-denominator target during stroke task is emissions reduction, then optimum dominated formulate, equation (OP) will be modified to consider the trip target.Crucial alerting ability in optimal design-aside is that any or all trip objective can both change according to geographic area or task.Such as, for the train of high priority, minimum time can be the unique objects on a route, and reason is that it is that high priority passes through.In another example, discharge exports and can change from state to state along planned train route.

In order to solve the optimization problem caused thus, in the exemplary embodiment, the present invention is the Equivalent Static mathematical programming problem with N number of decision variable dynamic optimum control question variation in the time domain, and wherein digital N depends on that carrying out throttle regulates the frequency at place and the time length of stroke with braking.For typical problem, this N can in thousand.Such as in one exemplary embodiment, assuming that train travels on the track section of South West USA 172 miles.Utilize exemplary embodiment of the present invention, when compare use exemplary embodiment of the present institute to determine and the stroke followed and determined by operator at stroke, actual actuator throttle/speed history time, can the saving of implementing exemplary 7.6% on spent fuel.Because compared with the stroke plan of operator, the optimization realized by utilizing exemplary embodiment of the present produces the driving strategy both having had less towing loss and had seldom or do not have brake loss, so achieve the increase of saving.

In order to make optimization described above computationally be easy to process, the simplified model of train can be adopted, equation such as, shown in Fig. 2 and discussed above.By driving the more detailed model with produced optimal power sequence, just create the crucial refinement optimizing profile, with test whether violate other heat, electricity with the constraint of machinery, thus produce the profile had with running the correction that immediate speed is adjusted the distance, described operation (namely can meet additional hidden constraints, such as, to the heat restriction of power and electricity restriction between locomotive power and compartment in train) when not damaging locomotive or train equipment and realize.

Refer back to Fig. 1, once stroke starts 12, just produce power command 14 to start plan.Operation setting according to an exemplary embodiment of the present invention, an order is used for making locomotive follow the power command 16 of optimization to obtain optimum speed.Exemplary embodiment of the present obtains actual speed and power information 18 from the locomotive crew of train.Inevitably approximate due to in optimization and the model that uses, the closed loop being corrected to optimizing power calculates obtained with the optimal velocity following the tracks of expectation.The correction of such train running restriction can automatically perform or be performed by the operator having the final control of train always.

In some cases, the model used in optimization can be obviously different from the train of reality.This can occur because of a lot of reasons, includes but not limited to, the collecting of extra goods (pickup) or distribute (setout), and in route, the locomotive of et out of order and initial data base 63 or operator input the mistake in data.Due to these reasons, a supervisory system is suitable, and this system utilizes real-time train data to estimate locomotive and/or initial train parameter 20 in real time.Then when stroke is created at first, then the parameter estimated compared with used hypothesis parameter 22.If will from newly producing enough large saving in the works, according to any difference of default and estimated valve, stroke can be replanned 24.

Stroke can be comprised the instruction from remote location by the other reasons replanned, such as scheduling and/or operator ask to change target with consistent with more overall exercise program target.More overall exercise program target can include but not limited to: other train time schedules, permission waste gas are from tunnel dissipation, attended operation etc.Another reason can owing to the fault of vehicle-mounted part.According to the order of severity destroyed, the strategy for carrying out replanning can be grouped into be increased and main adjustment, as discussed in more detail below.Generally speaking, " newly " plan must draw from the solution of above-mentioned optimization problem equation (OP), but as described herein, usually can find numerical solution faster.

In operation, locomotive 42 is by monitored control system efficiency continuously and upgrade stroke plan continuously according to measured practical efficiency, just upgrades when such renewal can improve stroke performance.The calculating replanned can all perform or completely or partially transfer to remote location to perform in locomotive (one or more), and such as scheduling or roadside treatment facility, wherein utilize wireless technology that plan is sent to locomotive 42.The all right formation efficiency trend of exemplary embodiment of the present invention, described efficiency trend can be used to produce locomotive fleet (fleet) data about efficiency transfer function.When determining priming stroke plan, fleet's range data can be used, and when considering the position of multiple train, described fleet range data can be used to the optimization balance of network range.Such as, the running time fuel shown in Fig. 4 expends the performance that balance curve reflects the train at that time in particular course, and it upgrades according to the ensemble average value of collecting for similar train multiple on same route.Like this, the central dispatching facility collecting the such curve of Fig. 4 from multiple locomotive can utilize this information to coordinate the motion of overall train better, thus expends at fuel or obtain the advantage of system scope in loading and unloading capacity.

A lot of events in day-to-day operation can both cause the needs to producing or revise current executive plan, wherein for when train not on time with another train generation plan meet or through and its need to make up the time, it is desirable that keep identical trip objective.Utilize the speed of locomotive reality, power and bit puts, between the time of advent and (prediction) time of advent of current estimation of plan, compare 25.According to the difference of time, and (by dispatch or operator detects or change) difference of parameter carrys out plan for adjustment 26.Railroad can be followed and automatically carry out this adjustment about this requirement departed from planning how should be processed, or be proposed to select jointly to determine the best way coming back to plan by the operator on car and dispatcher artificially.No matter plan when to be updated still when original object (such as but not limited to the time of advent) keeps identical, additional change can be included simultaneously, such as new following speed restriction change, it can affect the feasibility once recovering original scheme.Under such a condition, if can not maintain original stroke plan, or in other words train can not meet original stroke planned target, then as discussed herein, other stroke plan (one or more) can be provided to operator and/or remote facility, or scheduling.

Also can replan when hope changes original object.Replanning so manually can be completed by the judgement of operator or dispatcher in the fixing time that preplans, or is accomplished automatically when exceeding predefined restriction (such as train running restriction) time.Such as, if the execution of current planning is more late than assign thresholds (such as 30 minutes), exemplary embodiment so of the present invention can as above-mentioned described replan stroke for cost can altogether make up how long (maximum fuel that the minimum time namely will walked in the scope of time-constrain maybe can be saved) to adapt to delay or alert operator and dispatcher to increase fuel.Can also trigger for other replanning according to the situation prediction of consumed fuel or power pack, include but not limited to the time of advent, because breakdown of equipment and/or equipment temporarily operate extremely (such as, too hot or too cold operation) and the loss of horsepower caused, and/or detect always mistake is set, these are all in the train load of hypothesis.In other words, if change reflects the abatement of the performance of locomotive of current stroke, then these can be included in the model and/or equation used in optimization.

The change of planned target also may be due to the needs coordinated event, and the plan of one of them train takes into account another row train meets target and arbitration (arbitration) ability at different brackets, such as, need operation department.Such as, by the communication of train to train, can optimize further and meet and the coordination of process.Like this, as an example, if train know it arrive meet and/or process position on fall behind, then the communication from other trains can notify late train (and/or scheduling).Then operator can be input in exemplary embodiment of the present invention by about late information, and wherein exemplary embodiment will recalculate the stroke plan of train.Exemplary embodiment of the present invention also can use at high-grade or network level, with allow to dispatch determine when may not meet predetermined meet and/or elapsed time constraint which train should slow down or accelerate.As described herein, this transmits data by train to scheduling and completes with the priority ranking distinguished often row train and how should change its planned target.According to circumstances, can make a choice according to the benefit of time schedule or conservation of fuel.

To any start manually or automatically replan, exemplary embodiment of the present invention can provide more than one stroke plan to operator.In one exemplary embodiment, the present invention provides different profiles by operator, selects the time of advent and understand corresponding fuel and/or discharge impact to allow operator.For similar consideration, such information can also be provided to scheduling, simple list alternatively or as multiple balance curves as shown in Figure 4.

Exemplary embodiment of the present invention can learn and adapt to the key change in train and power pack, and it can be merged in current planning and/or in the future in the works.Such as, one of above-mentioned triggering is loss of horsepower.When increasing horse-power-hour along with time lapse, or when losing after horsepower or when beginning stroke, utilizing conversion logic to determine when and reach required horsepower.This information can be stored in locomotive data storehouse 61, for optimizing following stroke or current stroke when loss of horsepower occurs again.

Fig. 3 describes the exemplary embodiment of the element of the part that can be example system.Provide the locator element 30 of the position for determining train 31.Locator element 30 can be GPS sensor or sensing system, for determining the position of train 31.The example of such other system can include but not limited to: roadside device, and such as radio frequency automatic equipment identification (RFAEI) label, scheduling and/or video are determined.Another system can comprise the revolution counter (one or more) on locomotive and calculate from the distance of R point.As discussed previously, can also provide wireless communication system 47 with to consider between train and/or with the communication of remote location (such as dispatching).Information about traveling-position can also be transmitted by from other trains.

Additionally provide orbital characteristics and describe element 33, in order to provide the information about track, the mainly gradient, height above sea level and curvature information.Orbital characteristics describes element 33 can comprise track integrity data storehouse 36 on car.Sensor 38 be used for measuring pulled by locomotive crew 42 tractive force 40, throttle settings of locomotive crew 42, locomotive crew 42 configuration information, the speed of locomotive crew 42, separately configuration of locomotives, independent locomotive ability etc.In the exemplary embodiment, locomotive crew 42 configuration information can be loaded when not using sensor 38, but is inputted by other modes as above.In addition, the situation of locomotive in locomotive crew can also be considered.Such as, if a locomotive in group can not operate on power gear rank 5, then this information is used when optimizing stroke plan.

Information from locator element also can be used to determine the time of advent that train 31 is suitable.Such as, if train 31 moves along track 34 to destination and does not have train after it, and the fixing arrival deadline that train will not observed, so locator element (including but not limited to that radio frequency automatic equipment identification (RF AEI) label, scheduling and/or video are determined) can be used for the accurate location of accurate measurement train 31.In addition, the input from these signal sending systems can be used for adjusting train speed.Utilize car discussed below to get on the right track data bank and locator element (such as GPS), exemplary embodiment of the present invention can at given locomotive position adjustment operator interface therewith with reflected signal transmission system state.When signal condition can indicate above restricted speed, planner (planner) can be selected to reduce the speed of train with saving fuel consumption.

Information from locator element 30 can also be used to change one's plans target according to the distance of destination.Such as, due to along circuit about blocking inevitable uncertainty, the early part of circuit can be taked " faster " time target to avoid after a while contingent delay statistically.If by chance do not occur postponing at other stroke individual, then can revise the target of the aft section of stroke to utilize the built-in slack time of early stage accumulation, thus compensate some fuel efficiencies.About discharge limited target, such as, near urban district, similar strategy can be quoted.

As the example of Precaution Tactics, if stroke is planned into from New York to Chicago, system can be selected the beginning at stroke or the centre at stroke or at the end of stroke, train more slowly be run.Because the constraint of the unknown (such as but not limited to weather condition, railway maintenance etc.) can progressively manifest and become known during stroke, so the plan of optimization stroke is run slowly at the end of stroke with consideration by exemplary embodiment of the present invention.Consider as another kind, if traditionally crowded area is known, then plan can be selected to be developed to and be had more alerting abilitys around these traditionally crowded areas.Therefore, exemplary embodiment of the present invention also can using weighting/punish as time/function of distance takes into account that the experience in the future and/or based on known/past is considered.One of ordinary skill in the art will be easy to recognize the plan of such other trains considered on weather condition, rail conditions, track etc. and replan, and can consider any time during stroke, wherein stroke plan is adjusted accordingly.

Fig. 3 also discloses can as other elements of a part for exemplary embodiment of the present.Provide and can operate for receiving the treater 44 describing the information of element 33 and sensor 38 from locator element 30, orbital characteristics.Algorithm 46 runs in treater 44.Algorithm 46 is used for, according to the parameter relating to locomotive 42 as above, train 31, track 34 and task object, carrying out the stroke plan of calculation optimization.In the exemplary embodiment, set up stroke plan according to train 31 along the model of the train behavior of track 34 movement, wherein model is as the solution of the nonlinear differential equation drawn from the physical property with the simplification and assumption provided in the algorithm.Algorithm 46 can use and describe the information of element 33 and/or sensor 38 to create such stroke plan from locator element 30, orbital characteristics, described stroke plan minimize locomotive crew 42 consumption of fuel, minimize locomotive crew 42 discharge, set up expect travel time and/or guarantee operated by personnel's time suitable in locomotive crew 42.In the exemplary embodiment, actuator or controller component 51 is additionally provided.As discussed herein, when controller component 51 is for following stroke plan when train, train is controlled.In the exemplary embodiment here further described, controller component 51 spontaneously makes train running decision-making.In another exemplary embodiment, operator can devote oneself to guide train to follow stroke counter and to row row.

The requirement of exemplary embodiment of the present invention is can any plan that performing of initial creation plan the Modify rapidly that can be in operation.Due to the complexity of planning optimization algorithm, so when relating to long distance, this comprises establishment original plan.When the total length of lift profile exceedes to set a distance, algorithm 46 can be used for segmentation task, and wherein task can be split by waypoint.Although only describe single algorithm 46, one of ordinary skill in the art will be easy to recognize the algorithm that can utilize more than one, and wherein these algorithms can be combined.Waypoint can comprise the physical slot that train 31 is stopped, such as but not limited to: to meet with opposing train or train after current train makes a reservation for appear at the by-track on monorail railway, or in station by-track (yard siding) or the manufacturing district of collecting and distribute compartment, and the control position of plan.In such waypoint, can require that train 31 arrives preposition and stopping in predetermined time or moves with the speed in stated limit.Length of the halt is called as to the period leaving waypoint from arrival waypoint.

In the exemplary embodiment, the present invention can adopt special system approach that longer stroke is resolved into less section.Each section can be arbitrary a little in length, but usually all selects the physical slot such as stopping or having obvious speed and limit, or is limiting and the crucial road sign of other route joints.Provide the subregion or section selected by this way, create driving profile according to each section that the running time being considered independent variable is track, as shown in Figure 4.The fuel be associated with each section expends/and the balance of running time can be calculated before train 31 arrives this track section.Total kilometrage plan can be created according to the driving profile created for each section.Exemplary embodiment of the present invention distributes in an optimal manner running time in all sections of stroke, to meet desired total travel time and to make the total consumption of fuel on all sections little as far as possible.Exemplary 3 section strokes are open in figure 6 also to be described hereinafter.But one of ordinary skill in the art will recognize that, although describe section, stroke plan can comprise the single section representing complete stroke.

Fig. 4 describes fuel and expends/exemplary embodiment of running time diagram of curves.As previously mentioned, such curve 50 is created when the running time different for each section calculates optimum lift profile.That is, for given running time 51, spent fuel 52 is results of the detailed driving profile as above-mentioned calculating.Once be assigned with running time for each section, the solution that just basis had previously calculated is each section determination power/speed plan.If there is the restriction of any waypoint to speed between the sections, such as but not limited to, the change of speed restriction, then, during the optimum lift profile of establishment, make them match.If speed restriction only changes in single section, then only need the section for change to recalculate fuel and expend/running time curve 50.Which reduces and must recalculate the more parts of stroke or the time of section.If locomotive crew or train, along circuit, significant change occurs, such as, because collecting or distributing of the loss of locomotive or compartment, the driving profile of all sections subsequently must so just be recalculated to create the new example of curve 50.Then these new curves 50 are used to plan remaining stroke by together with new time schedule target.

Once create stroke plan as described above, the trajectory that speed and power are adjusted the distance just is used to arrive destination in the travel time required with minimum fuel and/or discharge.There is the multiple method performing stroke plan.As more detailed description below, in the exemplary embodiment, in training mode, show information to operator and follow for operator, thus obtain the power demand and speed determined according to optimum stroke plan.In this mode, operation information is the suggestion operations condition that operator should use.In another exemplary embodiment, realize accelerating and maintaining constant speed.But when train 31 must slow down, operator is responsible for using brake system 52.In another exemplary embodiment of the present invention, provide for the order driven and brake as required, to follow required speed-distance route.

Utilize feedback control strategy to provide the correction to the power control sequence in profile, thus correct such event, such as but not limited to, because of against the wind and/or the train load variations fluctuating and cause with the wind.When with optimize the calculated hypothesis of stroke compared with time, another such error can be caused by the error of initial train parameter, such as but not limited to, train quality and/or gradeability.The error of the third type may occur because of the information be included in track database 36.Another possible error can comprise the performance difference of the non-modeling caused by locomotive engine, the hot deration of traction motor (thermalderation) and/or other factors.Speed in the actual speed of the function as position and the optimal profile of expectation compares by feedback control strategy.According to this difference, add the correction to optimal power profile, approach to optimal profile to make actual speed.In order to ensure stable adjustment, can afford redress algorithm, and feedback speed is filtered in power correction to guarantee the stability of closed performance by described backoff algorithm.The Standard kinetic that the technical personnel that compensation can comprise Control System Design field uses compensates to meet performance objective.

Exemplary embodiment of the present invention allows the simplest and therefore the fastest means to adapt to the change of trip objective, and this is convention in railway operation, instead of exception.In the exemplary embodiment, in order to determine from point A to point B the stroke of the fuel optimum of (wherein having station along route), and just for remaining stroke upgrades stroke, once stroke has started, suboptimal decomposition method can be used for finding optimum lift profile.Utilize modeling method, method of calculating can find to have specifies running time and stroke plan that is initial and final velocity, to meet the speed restriction all when there being station and performance of locomotive constraint.Although ensuing description for be optimize fuel to expend, also can apply it to and optimize other factors, such as but not limited to the comfortable and load effect of discharge, time schedule, staff.The method can be used in the initial stage of exploitation stroke plan, and the more important thing is the object variations after adapting to startup stroke.

As discussed herein, exemplary embodiment of the present invention can adopt graphic setting in exemplary process diagram as shown in Figure 5, and exemplarily, describe in detail 3 section examples in figure 6.As diagram, stroke can be broken down into two or more section: T1, T2 and T3.Although as discussed here, also stroke can be used as single section.As discussed herein, the existence of section boundaries may can not cause equal section.Replace, the border that section uses naturally or task is special.For each section precalculates optimum stroke plan.If it is the trip objective that will meet that fuel expends with the relation of travel time, then for each section sets up the relation curve of fuel and travel time.As discussed herein, curve can based on other factors, and wherein said factor is the target that stroke plan will meet.When travel time is the parameter that will determine, when meeting total travel time constraint, calculate the travel time of each section.Fig. 6 shows the speed restriction of exemplary 3 sections, 200 miles of strokes 97.Further illustrate the slope change on 200 miles of strokes 98.The fuel that also show each section representing stroke expends the combination Figure 99 with the relation curve of running time.

Utilize previously described optimal control to arrange, this method of calculating can find to have specifies running time and stroke plan that is initial and final velocity, has during station meet all speed restrictions and locomotive capacity consistency with box lunch.Although ensuing detailed description for be optimize fuel expend, also can use it for optimize other factors as described herein, such as but not limited to: discharge.Crucial alerting ability is the expectation length of the halt that adapts to AT STATION and considers the constraint arriving and leave a position the earliest, and this is such as entering or be during harsh monorail runs may be needs by the time of by-track.

Exemplary embodiment of the present invention obtains from distance D ₀to D _m, travel in time T, have M-1 intermediate station at D ₁..., D _m-1the stroke of fuel optimum, and arrival at these stations and time departure retrain by following formula:

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

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

Wherein, t _arr(D _i), t _dep(D _i), and Δ t _ibe the arrival at i-th station respectively, leave and minimum standing time.Suppose that fuel optimality means and minimize standing time, therefore t _dep(D _i)=t _arr(D _i)+Δ t _ieliminate second inequality above.Suppose for each i=1 ..., M, from D _i-1to D _irunning time is t (T _min(i)≤t≤T _max(i)) the optimum stroke of fuel be known.Allow F _it () represents the consumption of fuel corresponding with the trip.If from D _j-1to D _jrunning time by T _jrepresent, so at D _ithe time of advent provided by following formula:

$t_{\mathrm{arr}}\left(D_i\right)=\underset{j=1}{\overset{i}{\mathrm{\&Sigma;}}}(T_j+{\mathrm{\&Delta;t}}_{j-1})$

Wherein Δ t ₀be defined as 0.From D ₀to D _mrunning time is that the optimum stroke of fuel of T is by finding T _i(i=1 ..., M) and obtain, it minimizes

$\underset{i=1}{\overset{M}{\mathrm{\&Sigma;}}}{F}_i\left(T_i\right){,T}_{\min }\left(i\right)\&le;T_i\&le;T_{\max }\left(i\right)$

Obey

$t_{\min }\left(i\right)\&le;\underset{j=1}{\overset{i}{\mathrm{\&Sigma;}}}(T_j+{\mathrm{\&Delta;t}}_{j-1})\&le;t_{\max }\left(i\right)-\mathrm{\&Delta;}{t}_i,i=1,...,M-1$

$\underset{j=1}{\overset{M}{\mathrm{\&Sigma;}}}(T_j+{\mathrm{\&Delta;t}}_{j-1})=T$

Once stroke is underway, problem be exactly along with stroke carrying out for remaining stroke (originally in time T from D ₀to D _m) redefine the solution of fuel optimum, but at this, ELIMINATION OF ITS INTERFERENCE follows the solution of fuel optimum.Suppose that current distance and speed are x and v, wherein D respectively _i-1< x≤D _i.And, suppose that the current time since stroke starts is t _act.So, keep original arrival D _mtime, from x to D _mthe fuel optimal solution of remaining stroke be by finding ${\tilde{T}}_i,T_j,j=i+1,...,M$ And obtain, it minimizes

${\tilde{F}}_i({\tilde{T}}_i,x,v)+\underset{j=i+1}{\overset{M}{\mathrm{\&Sigma;}}}{F}_j\left(T_j\right)$

Obey

$t_{\min }\left(i\right)\&le;t_{\mathrm{act}}+{\tilde{T}}_i\&le;t_{\max }\left(i\right)-{\mathrm{\&Delta;t}}_i$

$t_{\min }\left(k\right)\&le;t_{\mathrm{act}}+{\tilde{T}}_i+\underset{j=i+1}{\overset{k}{\mathrm{\&Sigma;}}}(T_j+\mathrm{\&Delta;}{t}_{j-1})\&le;t_{\max }\left(k\right)-\mathrm{\&Delta;}{t}_k,k=i+1,...,M-1$

$t_{\mathrm{act}}+{\tilde{T}}_i+\underset{j=i+1}{\overset{M}{\mathrm{\&Sigma;}}}(T_j+{\mathrm{\&Delta;t}}_{j-1})=T$

Here, be, at x, there is rate of onset v, in time t, advance to the consumption of fuel of the optimum stroke of Di from x.

As mentioned above, the illustrative methods realizing replanning more efficiently is for the stroke of the container freight station to container freight station of division section sets up optimal solution.For from D _i-1to D _i, running time is T _istroke, select one group of intermediate point D _ij, j=1 ..., N _i-1.If D _i0=D _i-1and $D_{i{N}_i}=D_i.$ So, from D _i-1to D _ithe fuel of optimum stroke expend and be represented as

$F_i\left(t\right)=\underset{j=1}{\overset{N_i}{\mathrm{\&Sigma;}}}{f}_{\mathrm{ij}}(t_{\mathrm{ij}}-t_{i,j-1},v_{i,j-1},v_{\mathrm{ij}})$

Herein, f _ij(t, v _{i, j-1}, v _ij) travel in time t, there is initial and final velocity V _{i, j-1}and V _ijfrom D _{i, j-1}to D _ijthe fuel of optimum stroke expend.In addition, t _ijbe and distance D _ijtime in corresponding optimum stroke.By definition, $t_{i{N}_i}-t_{i0}=T_i.$ Because train is parked in D _i0and D _iNi, so $v_{i0}=v_{i{N}_i}=0.$

Above-mentioned expression formula makes function F _it first () can by determining function f _ij() (1≤j≤N _i) then obtain τ _ij, 1≤j≤N _iand v _ij, 1≤j < N _iand alternatively determined, it minimizes

$F_i\left(t\right)=\underset{j=1}{\overset{N_i}{\mathrm{\&Sigma;}}}{f}_{\mathrm{ij}}({\mathrm{\&tau;}}_{\mathrm{ij}},v_{i,j-1},v_{\mathrm{ij}})$

Obey

$\underset{j=1}{\overset{N_i}{\mathrm{\&Sigma;}}}{\mathrm{\&tau;}}_{\mathrm{ij}}=T_i$

v _min(i，j)≤v _ij≤v _max(i，j) j＝1，...，N _i-1

$v_{i0}=v_{i{N}_i}=0$

By selecting D _ij(such as, at constraint of velocity or engagement point), v _max(i, j)-v _min(i, j) can be minimized, thus minimizes and need to know f _ijthe scope of ().

According to above-mentioned division, replan method than above-mentioned simpler suboptimum and be used for being limited to train being positioned at range points D replanning _ij, 1≤i≤M, 1≤j≤N _itime.At a D _ij, from D _ijto D _mnew optimum stroke can 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 _mand determined, it minimizes

$\underset{k=j+1}{\overset{N_i}{\mathrm{\&Sigma;}}}{f}_{\mathrm{ik}}({\mathrm{\&tau;}}_{\mathrm{ik}},v_{i,k-1},v_{\mathrm{ik}})+\underset{m=i+1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{n=1}{\overset{N_m}{\mathrm{\&Sigma;}}}{f}_{\mathrm{mn}}({\mathrm{\&tau;}}_{\mathrm{mn}},v_{m,n-1},v_{\mathrm{mn}})$

Obey

$t_{\min }\left(i\right)\&le;t_{\mathrm{act}}+\underset{k=j+1}{\overset{N_i}{\mathrm{\&Sigma;}}}{\mathrm{\&tau;}}_{\mathrm{ik}}\&le;t_{\max }\left(i\right)-\mathrm{\&Delta;}{t}_i$

$t_{\min }\left(n\right)\&le;t_{\mathrm{act}}+\underset{k=j+1}{\overset{N_i}{\mathrm{\&Sigma;}}}{\mathrm{\&tau;}}_{\mathrm{ik}}+\underset{m=i+1}{\overset{n}{\mathrm{\&Sigma;}}}(T_m+\mathrm{\&Delta;}{t}_{m-1})\&le;t_{\max }\left(n\right)-\mathrm{\&Delta;}{t}_n,n=i+1,...,M-1$

$t_{\mathrm{act}}+\underset{k=j+1}{\overset{N_i}{\mathrm{\&Sigma;}}}{\mathrm{\&tau;}}_{\mathrm{ik}}+\underset{m=i+1}{\overset{M}{\mathrm{\&Sigma;}}}(T_m+\mathrm{\&Delta;}{t}_{m-1})=T$

Herein

$T_m=\underset{n=1}{\overset{N_m}{\mathrm{\&Sigma;}}}{\mathrm{\&tau;}}_{\mathrm{mn}}$

By waiting for T _m, i < m≤M recalculates, until arrive range points D _i, can further be simplified.Like this, at D _i-1and D _ibetween some D _ij, minimizing above only needs at τ _ik, j < k≤N _i, v _ik, j < k < N _iupper execution.Increase T as required _i, to adapt to than from D _i-1to D _ijthe longer any actual driving time of planned time.If possible, subsequently by recalculating T _m, i < m≤M, at range points D _icompensate this increase.

About disclosed closed loop configuration above, be made up of the summation of four components by the total input energy that train 31 moves to needed for a B from an A, the kinetic energy specifically put between A and some B is poor; Potential energy difference between point A and B; The degradation of energy caused due to friction and the loss of other gradeabilitys; And owing to using the energy of braking and consumption.Assuming that start equal with end speed (for example, static), the first component is zero.And second component does not rely on and drives strategy.Therefore, this is enough to latter two component sum is minimized.

Follow constant speed profile to minimize gradeability (drag) loss.When not needing braking to maintain constant speed, following constant speed profile and also minimizing gross energy input.But if need braking to maintain constant speed, then owing to needing to supplement the energy that consumes because of braking, applying braking increases total institute's energy requirement just to maintain constant speed by very most probable.There is such possibility, if additional brake loss is more than the brake loss of being offset by total minimizing of braking the gradeability loss caused, then by reducing velocity variations, in fact some braking can reduce gross energy and use.

After completing according to the collection of above-mentioned event and replanning, new optimum gear/speed plan can be followed by using closed loop control described here.But, in some cases, may have insufficient time to and perform above-mentioned section resolution plan, especially when considering that critical speed limits, need an alternative.Exemplary embodiment of the present invention uses the algorithm being called as " intelligent cruise control " to realize this alternative.Intelligent cruise control algorithm is so a kind of high efficiency method, in order to produce the suboptimum scheme of the energy efficient (thus fuel-efficient) for driving train 31 in known landform under steam.The position of train 31 along track 34 is always known in the supposition of this algorithm, and knows that track is to the gradient of position and curvature.The method depends on the Mass Model that train 31 moves, and its parameter can be estimated adaptively according to the on-line measurement of aforesaid train movement.

Intelligent cruise control algorithm has three main portions: the speed restriction profile specifically revised, and its energy efficient being used as to be reduced to speed restriction center guides; Desirable throttle or dynamic brake arrange profile, and it attempts minimizing maintenance balance between velocity variations and braking; For combining two parts next to produce the mechanism of gear order, it utilizes velocity feedback loop to carry out the mismatch of compensating Modeling parameter when comparing with actual parameter.In an embodiment of the present invention, intelligent cruise controls to adapt to the strategy not carrying out effective brake (active braking) (namely actuator is signaled and supposes to provide requisite braking), or adapts to the variant carrying out effective brake.

For the control algorithm that cruises not controlling dynamic brake, these three sample portion are: the speed restriction profile of amendment, and its energy efficient being used as to be reduced to speed restriction center guides; Notification signal, in order to notify when operator should apply braking; Desirable throttle profile, it attempts minimizing velocity variations and notifying that operator applies to keep balance between braking; Feedback loop is adopted to carry out the mechanism of the mismatch of compensation model parameter and actual parameter.

Exemplary embodiment of the present invention also comprises the method for the key parameter values for identifying train 31.Such as, for estimation train quality, Kalman's (Kalman) filter and recurrent least square method can be used to detect may pass in time and the error that engenders.

Fig. 7 describes exemplary process diagram of the present invention.As previously discussed, remote facility, such as dispatching for 60 (as disclosed in fig. 3) can provide information.As shown, such information is provided to and performs control element 62.Be provided to and perform the locomotive modeling information data bank 63 in addition of control element 62, the information from track database 36, such as but not limited to, the initial train parameter of track grade information and speed limiting information, estimation, such as but not limited to, train weight and drag coefficient, and from the specific consumption of fuel table of specific consumption of fuel estimator 64.Perform control element 62 and provide information to planner 12, this is in FIG by open in more detail.Once calculate stroke plan, this plan has just been provided to and has driven consulting device (advisor), actuator or controller component 51.Stroke plan is also provided to and performs control element 62, and when being provided with other new datas of box lunch, it can compare stroke.

As discussed above, drive consulting device 51 can keep off power by Lookup protocol, or the gear established in advance is arranged or the continuous gear power of optimum.Operator except providing except speed command to locomotive 31, also provides telltale 68, so that can check the content that planner is recommended.Operator also can use control panel 69.By control panel 69, operator can determine whether apply advised gear power.For this reason, operator can the power of limited target or suggestion.Namely, at any time, operator always with what power setting will run locomotive crew and have final authority.This is included in stroke plan suggestion when train 31 is slowed down, determines whether apply to brake.Such as, if run in the area of dark, or the information from roadside device can not be adopted power mode and be transmitted information to train, but operator checks optical signal from roadside device, then operator carrys out input command according to the information be included in track database with from the optical signal of roadside device.How to run according to train 31, the information about fuel measurement is supplied to specific consumption of fuel estimator 64.Due to the direct measurement to fuel flow usually can not be obtained in locomotive crew, therefore be utilize the physical model (such as those develop in optimal plan use) calibrated to realize at the fuel of stroke internal consumption and all information relevant to the prediction of in the future optimal plan subsequently up to now.Such as, such prediction can include, but are not limited to: the gross horsepower measured by use and known fuel characteristic obtain the fuel used accumulated.

Train 31 also has positioner equipment 30, such as GPS sensor, as discussed above.Information is provided to initial train parameter estimator 65.Such information can include but not limited to: any change of GPS sensing data, traction/braking force data, braking mode data, speed and speed data.About the information of the gradient and speed limiting information, be provided to together with drag coefficient information with train weight and perform control element 62.

Exemplary embodiment of the present invention it is also conceivable to use continually varying power in whole optimal planning and closed loop control perform.In conventional locomotive, power is usually quantized into 8 discrete levels.Modern locomotive can realize the consecutive variations of horsepower, and this can be incorporated in aforesaid optimization method.Utilize continuous print power, locomotive 42 can optimizing operation condition further, such as, by minimizing assistant load and power delivery loss, and the engine horsepower region of fine setting optimum efficiency, or be fine-tuning to the point of discharge allowance (margin) of increase.Example includes but not limited to: minimize cooling system loss, adjustment alternating current generator (alternator) voltage, adjustment engine speed, and reduce the number of axle drive shaft (axles).In addition, the performance requriements that locomotive 42 can use the track database 36 on car and predict, minimizes assistant load and power delivery loss, to provide the optimum efficiency of desired fuel consumption/discharge.Example includes but not limited to the number of the axle drive shaft reduced in plane landform, and before entering tunnel cooler car engine in advance.

Exemplary embodiment of the present invention can also use the performance of track database on car 36 and prediction to adjust the performance of locomotive, such as, to guarantee having enough speed when approach of train mountain and/or tunnel.Such as, this can be expressed as the constraint of velocity at ad-hoc location, the part that its optimal plan becoming solving (OP) and create generates.In addition, exemplary embodiment of the present invention can be incorporated to the rule that train is handled, such as but be not restricted to tractive force ramp rate, maximum braking force ramp rate.These can be directly incorporated into for optimizing in the formula of lift profile, or are alternatively incorporated in closed-loop regulator, and described closed-loop regulator is used for controlling power to obtain target velocity.

In a preferred embodiment, the present invention is only installed on the pilot engine of train group.Even if exemplary embodiment of the present invention does not rely on data or the interaction with other locomotives, it also can with group manager (as at U.S. Patent number 6,691,957 and number of patent application 10/429, disclosed in 596 (had by cessionary, and the two being all introduced into as a reference at this)), functional and/or functional the combining of group optimizer raise the efficiency.The interaction with multiple train is not got rid of, shown in the scheduling instance by arbitrating to two " independent optimization " trains as the described herein yet.

The train with distributed power system can with different mode operations.Pattern is that all locomotives in train run under identical gear order.Therefore, if pilot engine is order motorized motions-N8, then all unit in train will be produced motorized motions-N8 power by order.Another operation mode is that " independence " controls.Under this scheme, multiple locomotive in whole train is distributed in or locomotive crew can run under different motorized motions or B.P..Such as, when train attains the top of the hill, pilot engine (on the descending on mountain) can be placed in braking, and locomotive (on the upward slope on mountain) that is middle at train or end can be in motorized motions.This is done to minimize the tension force on the mechanical coupler connecting rail compartment and locomotive.Traditionally, under " independence " pattern, operating distributed power system needs operator to come each remote locomotive of manual command or locomotive crew via the telltale in pilot engine.Use the track database on the planning model of physically based deformation character, train configuration information, car, working rule, position determination system, real-time closed-loop power/control for brake and sensor feedback on car, this system automatically will operate distributed power system under " independence " pattern.

When operating in distributed power, the operator in pilot engine can pass through the operating function that control system (such as distributed-power control element) controls the remote locomotive in long-range group.Like this, when operating in distributed power, operator can order each locomotive crew to run (or one group can be in motorized motions, and other are in braking) under difference gear power grade, and each the independent locomotive wherein in locomotive crew runs under identical gear power.In the exemplary embodiment, exemplary embodiment of the present is mounted aboard, preferably communicate with distributed-power control element, when the grade that the stroke plan that the gear power grade of remote locomotive group is contemplated to be optimization is recommended, exemplary embodiment of the present invention will transmit this power setting for execution to remote locomotive group.As discussed below, this is suitable for for braking is same.

Exemplary embodiment of the present invention may be used for locomotive crew that wherein locomotive do not adjoin (such as have one or more locomotive above, other the centre at train and below).Such configuration is called as distributed-power, and the standard wherein between locomotive connects and replaced with locomotive coupling in outside by radio link or relief cable.When operating in distributed power, the operator in pilot engine can pass through the operating function that control system (such as distributed-power control element) carrys out the remote locomotive in control group.Especially, when operating in distributed power, operator can order each locomotive crew run under difference gear power grade (or one group is in motorized motions, and other be in braking), each individuality wherein in locomotive crew runs under identical gear power.

In the exemplary embodiment, exemplary embodiment of the present invention is mounted aboard, preferably communicate with distributed-power control element, when the gear power grade of remote locomotive group be supposed to be optimum stroke plan recommend grade time, exemplary embodiment of the present invention will transmit this power setting for execution to remote locomotive group.As described below, this is suitable for for braking is same.When operating in distributed power, aforesaid optimization problem can be enhanced the degree of freedom allowing to add, this is because each remote unit can be independently controlled relative to guidance unit.Its value is, additional object or the constraint relevant with train forces can be merged in performance function, assuming that the model of reflection train forces is also included in.Therefore, exemplary embodiment of the present invention can comprise and uses heavy wool gate control, manages power in train and consumption of fuel and discharge better.

In the train utilizing group manager, the pilot engine in locomotive crew can run under the gear power setting different from other locomotives in this group.Other locomotives in group run under identical gear power setting.Exemplary embodiment of the present invention can be combined with group manager, with the gear power setting of the locomotive in command group.Like this, according to exemplary embodiment of the present invention, because locomotive crew's composition is two groups by group manager: pilot engine and Trail Unit, pilot engine will be run under a certain gear power by order, and trail locomotive is ordered and run under another determines gear power.In one exemplary embodiment, distributed-power control element can be system and/or the equipment of accommodating this operation.

Similarly, when organizing optimizer and being used for locomotive crew, exemplary embodiment of the present invention can be combined with group optimizer the gear power determining each locomotive in locomotive crew.Such as, assuming that the gear power setting of locomotive crew is 4 by stroke proposed recommendations.According to the position of train, group optimizer, by this information of acquisition, then determines the gear power setting of each locomotive in group.In this implementation, improve the efficiency that gear power setting is set via the communication channel in train.In addition, as discussed above, the implementation of this configuration can utilize dcs to perform.

In addition, as discussed previously, when use for braking according to the project be concerned about being about to occur with regard to train group, exemplary embodiment of the present invention can be used to continuous correction and replan, described project such as but be not restricted to railway connections, slope change, close to by-track, close to car depot station (depot yard) and close to bunker station, each locomotive wherein in group may need different braking to select.Such as, if hill crossed by train, so pilot engine may must enter braking mode, and the remote locomotive do not reached the top of the hill may must keep motorized motions state.

Fig. 8, Fig. 9 and Figure 10 describe the example illustration of the dynamic display for operator.As Fig. 8 provide, provide lift profile 72.In this profile, provide the position 73 of locomotive.The information of the compartment number 106 in such as train length 105 and train and so on is also provided.Additionally provide the key element 107 of the associated rails gradient, curvature (curve) and roadside key element 108 (comprising position 109 and the train speed 110 of bridge).Along route where telltale 68 allows operator to check such information and watches train to be in.Arrive time of the position of such as crossing 112 and so on about distance and/or estimate, signal 114, speed change 116, the information of terrestrial reference 118 and destination 120 is also provided.The time of advent, management tool 125 was also provided, and determined the conservation of fuel realized during stroke to allow user.Operator can change the time of advent 127 and observe this how to affect conservation of fuel.As discussed in this, those skilled in the art will recognize that, conservation of fuel is only the illustrative example of a target that management tool can be utilized to check.For this reason, depend on checked parameter, can utilize and operator's appreciiable management tool checked and evaluates other parameters discussed at this.Operator is also provided to operate train how long information about staff.In the exemplary embodiment, time and range information can be expressed as time before particular event and/or position and/or distance, or it can provide total elapsed time.

As shown in Figure 9, exemplary display provide about group data 130, event and position Figure 132, the time of advent management tool 134 and information of action key 136.In this telltale, additionally provide similar information as discussed above.This telltale 68 additionally provides action key 138, to allow operator to replan, and removes exemplary embodiment of the present 140.

Figure 10 describes another exemplary embodiment of telltale.Comprise air-lock state 72, the analog rate meter 74 of (inset) that has digital inset and the typical data about the modern locomotive of the information of the tractive force of ft lbf (or for DC locomotive, being traction amperes (traction amps)) form be appreciiable.There is provided indicating device 74, to illustrate the calculated current optimal velocity be just performed and the accelerometer figure being used for the reading supplemented in units of mph/ minute.The important new bit performed for optimal plan, in the center of screen, comprises roll optimal velocity shown in banded Figure 76, figure and gear and arranges the relation (compared with the current history of these variablees) with distance.In this exemplary embodiment, locator element is used to obtain the position of train.As shown, by identifying how far train has apart from its final destination, absolute location, initial destination, intermediate point and/or operator input to provide described position.

Strip chart provides the prediction to the velocity variations followed needed for optimal plan, and this is useful in Non-follow control, and monitors the relation of plan and actual conditions at automatic control period.As in this discussion, such as, when in training mode, operator can follow the gear or speed of being advised by exemplary embodiment of the present.Vertical bar gives the figure of desired gear and actual gear, and they are also digitally presented at below bar chart.As discussed above, when utilizing continuously gear power, this telltale only will be rounded to immediate discrete equivalence value, and this telltale can be simulative display, so that display simulation equivalence value or percentage or true horse power/tractive force.

Key message about stroke state is displayed on screen, and the current hill grade 88 that train runs into is shown, the described gradient refers to the average gradient of pilot engine, the gradient run into along other positions of train or whole train length.Also disclose the distance 90 travelled up to now in the works, accumulate expend fuel 92, the plan next stop is where or from the distance 94 of the next stop, current and time of advent 96 of prediction, the expeced time to the next stop.The most-likely time of the possible destination that telltale 68 also show the plan according to available calculating and obtains.If need arrive evening, execution is replanned.Increment planning data illustrates the state of fuel before current optimal plan or afterwards and time schedule.Negative number representation fuel compared with plan less or time, comparatively early positive number to represent that compared with plan fuel is more or the time is more late, and usually weighed (slow down with fuel saving train is arrived evening, vice versa) in the opposite direction.

These displays 68 provide him relative to the snapshots in time (snapshot) of the driving plan present position of current formulation to operator always.Only for illustration purposes, reason is also to also exist much for other modes by this information displaying/send to operator and/or scheduling this telltale.For this reason, information disclosed above can be mixed with each other to provide the display different from disclosed display.

Other features that can be included in exemplary embodiments of the present invention include but not limited to: consider to produce data logging daily record and report.This information can be stored aboard, and can be downloaded to car external system sometime.Described download can manually and/or transmission over radio and occurring.This information also can be checked via engine display by operator.Described data can include but not limited to such information, such as operator's input, the time of system cloud gray model, the fuel of saving, the fuel imbalance in train within the scope of locomotive, the train trip of off the course, system diagnostics problem (if such as GPS sensor failure).

Because stroke plan must consider the operating time of the staff allowed, so such information can take into account by exemplary embodiment of the present invention when planned routes.Such as, if the maximum time that staff can work is 8 hours, so stroke should be formed to comprise the stop position replacing work at present personnel for new staff.The stop position of specifying like this can include but not limited to: railway yard, meet/and through position etc.If along with the carrying out of stroke, travel time may exceed, exemplary embodiment of the present invention can be covered (override) by operator, to meet the standard determined by operator.Finally, no matter the operating conditions (stretching (stretch) situation etc. such as but not limited to high capacity, low speed, train) of train how, and operator keeps the control of speed to train and/or condition of service.

Utilize exemplary embodiment of the present invention, train can run under multiple operation.In a kind of operating concept, exemplary embodiment of the present invention can be provided for the order controlling propelling, dynamic brake.So operator handles every other train function.In another operating concept, exemplary embodiment of the present invention can provide only for controlling the order advanced.So operator handles dynamic brake and every other train function.In another operating concept, exemplary embodiment of the present invention can comprise for controlling to advance, the order of dynamic brake and air-lock effect.So operator handles every other train function.

Exemplary embodiment of the present invention also can by being used to operator's notice the action taked by the project be concerned about occurred.Particularly, the prediction logic of exemplary embodiment of the present invention, for the stroke plan optimized continuous correction and replan, track database, can notify that operator is about to the crossing, signal, slope change, brake, by-track, railway yard, bunker station etc. occurred.This notice can occur to audibly and/or by operator interface therewith.

Especially, use the track database on the planning model of physically based deformation character, train configuration information, car, working rule, position determination system, real-time closed-loop power/control for brake and sensor feedback on car, the action that this system will present to operator and/or needed for notifying.This notice can be visual and/or can hear.Example comprises notice needs operator to start the crossing of locomotive horn and/or bell, and notice does not need operator to start " noiseless " crossing of locomotive horn or bell.

In another exemplary embodiment, use the track database on the planning model of physically based deformation character discussed above, train configuration information, car, working rule, position determination system, real-time closed-loop power/control for brake and sensor feedback on car, as shown in Figure 9, exemplary embodiment of the present invention can provide such information (scale on such as telltale) to operator, and described information allows operator to check when train will arrive diverse location.Permission operator is adjusted stroke plan (the target time of advent) by this system.This information (time of advent of actual estimated or the information needed drawn outside car) also can be transmitted to control center, to allow scheduler or dispatching system adjustment aim time of advent.This allows system adjust rapidly suitable objective function (such as balance speed and fuel expend) and optimize.

Generally speaking, train running can be improved according to the understanding of the rail car parameter in the rail compartment to formation train.These parameters can comprise about the weight of rail, the wheel number of axle, the type of coupler and characteristic, speed restriction, axial load, friction force, air draught (wind resistance), wheel axial load, radial weight and lateral load.Independent car parameter and then train load-carrying capacity can be affected.Such as, one group of light duty compartment being positioned at train central authorities can cause larger derailed possibility with the heavy load compartment be positioned at below when accelerating with curve or drawing.In addition, the relation to speed and train consumption of fuel and train discharge is allowed to be optimized to the understanding of total car load.Equally, also dispatching sooner from railway yard can be caused to the understanding of rail car parameter.

In a further exemplary embodiment, the information about cargo data also can be included as rail car parameter.This information can comprise quantity and the type of goods.Such as, suppose that compartment carrys liquid.If this compartment is not filled, then the motion of liquid may affect total power that can carry on wheel and coupler.This information can be used for optimizing train running further.Similarly, suppose that compartment carrys hazardous material.Owing to may require a certain speed restriction, therefore this information can be used for optimizing train running further.When cargo data is unavailable, sensor can be used for detecting the change of load, the load variations such as realized by the delivery compartment being partly full of liquid.Be in operation, train is decelerated and axial load change is measured.In a further exemplary embodiment, hump (being such as present in hump yard (hump yard)) is introduced into the path in compartment, and wherein axial load change is measured.Can be considered on the displacement (displacement) of liquid and its understanding how affecting axial load, to guarantee to set up maximum acceleration and restriction of slowing down by train optimizer disclosed above.

In a further exemplary embodiment, utilize sensor to detect axial load, the accident change of axial load can illustrate unexpected goods movement.Utilize signature analysis (signature analysis) system, the movement of difference liquid displacement and restraint of loads (cargo) (box such as but not limited to loosening).Characteristic analysis system can be detected as has high frequency spectrum, and liquid sport is shown as wider frequency spectrum.

Automatically the compartment characteristic providing train to form and manifest (manifest) advantageously can reduce station (yard) setup times and allow the overall railway yard network optimization, wherein can weigh on setup times, wherein compartment is arranged in an optimal manner and often must be reordered, and thus adds the station time.Can weigh total setup times relative to the train running time.There is provided compartment characteristic to allow to produce train manifest, described train manifest has about staff, scheduling and the problem of unloading and the details of compartment characteristic.Compartment characteristic is provided to allow the load characteristic of railway carriage to be formulated as weight, resistance, curve performance, allow and train process without DP optimised, allow in train, compartment be assembled together and make station in order to improve network traffic ability, for the cause of the understanding to car load and performance, by adjustment train processing parameter (such as acceleration/accel, deceleration/decel and speed) to allow to reduce the possibility of overstepping the limit, compartment performance is allowed to be transfused to for train speed/fuel optimization as limiting factor and/or to improve discharge, this can realize one man operation, and allow the optimization controlled of cruising.

Disclose rail compartment characterisation system and method at this, it determines car parameter automatically, such as weight, load, wheel axial force, transverse force and vertical power.On the way and/or on by-track rail car parameter can be provided during the composition of train in railway yard (such as hump yard).Rail car parameter may be used for train manifest and characterizes and can be coupled to railway efficiency instrument (such as cruise control) to allow the fuel/speed-optimization having the train process of DP or non-DP train to the discharge accelerated and/or improve, deceleration, improvement.Rail car parameter can allow by considering that the relation of train fuel and speed is optimized in train process constraint (such as with regard to DP and non-DP operates, its can limited speed, acceleration/accel and deceleration/decel).Rail car parameter can allow to determine the balance across between road train payment (delivery) time and station train makeup time (makeuptime), to improve total cargo delivery efficiency.Rail car parameter can be used to provide train manifest data, and it comprises the power in compartment performance response weight, transverse direction, axis and vertical axis load and compartment.As the described herein, car parameter is determined to be performed automatically.

The compartment of some type may be subject to the impact of wind and/or air resistance.Such as, unloaded timber delivery compartment has larger surface, and the sail affecting carriage movements can be served as in described surface.In one aspect, measured rail car parameter can comprise the windage factor determining rail compartment.Therefore, car types and corresponding windage factor and/or windage measurement parameter such as can be comprised in take off data via the visible observation device (visual observer) in the other compartment of track during measurement collection process.

In the exemplary embodiment shown in Fig. 1, the rail car parameter in rail compartment 200 can be obtained at railway yard 205, there when crossing (traverse) predetermined rail portion 216 (such as straight part or sweep), the parameter of such as carriage weight and vehicle wheel forces can be measured.Rail car parameter measuring system 215 (or measuring system) is provided and can comprises car upper sensor 220 and/or car outer sensor 225, such as force snesor, it is for measuring the power in track, wheel, overarm (suspension) and/or its combination.Other sensors can comprise deflection (deflection) detector, spring, laser measuring apparatus (laser gauge) etc.Measuring system 215 can comprise the data collection module 230 for collecting take off data and can via transceiver 235 and central controller 240 (such as compartment dispatching system, train composition/manifest systems) communicate, and take off data can be provided to network scheduling system and train speed/fuel efficiency optimization system.Measuring system can also provide metrical information to portable data collection unit 245, locomotive 250 and communicate with it via car transceiver 255, roadside electronic unit 260 and car outer sensor 255.These systems can share information in a communication network together, and wherein these elements can communicate with one another with exchange message.This type of communication can pass through wireless coupling mode (such as via radio frequency (RF) and infrared communication) to be provided, or can pass through hardwired fashion (hardwired connect) such as between rail compartment and locomotive 250 and provide.

In another embodiment, measuring system 215 can be implemented in outside railway yard, such as, away from the by-track of railway yard.Therefore, take off data can be acquired after train leaves railway yard 205, and take off data can be fed to network 265 and central controller 240, for further action after train is assembled in station.

In one aspect of the invention, central controller 240 can comprise treater 270, for the treatment of being supplied to the take off data of train to provide acceleration/deceleration optimizing factors, thus guarantees that these restrictions are taken into account by train operation parameter.When optimizing compartment composition, the given other parameter for optimizing, acceleration/deceleration can be increased to reduce mission time.When distributed-power (DP) train, due to the take off data provided for the rail compartment of train, the tractive force (TE) of the normal reduction of the trailing unit of train can match with preceding units better.

In a further exemplary embodiment, characteristic analysis system 300 is provided.This system 300 can be a part for controller 240 or communicate with it.As discussed above, this characteristic analysis system 300 can be used for distinguishing the restraint of loads of liquid displacement and movement.

In addition, by the data of current data and first pre-test being compared, the take off data previously obtained can be used for determining improper compartment performance, such as may owing to the high wheel friction force of bearing problem.This permission was safeguarded before compartment is coupled to train.

Advantageously, this system can provide the ability of the power setting of the ability that station train makeup time and the relation of train running time are weighed, the locomotive optimizing train (such as DP train), according to the car load measured or predict for the given more compartments of locomotive power increase ability, optimize the ability that fuel/speed arranges, and provide compartment to diagnose, such as excessive friction, wheel flat spot (flat spot) etc.

In one aspect of the invention, car upper sensor can comprise weight sensor, the scale on such as rail compartment or spring deflection sensor.Car outer sensor 225 can comprise the force indicator (force gauge) be positioned on track 210 that rail compartment travels thereon.In one aspect of the invention, when carrying out acceleration or deceleration (such as by utilizing the accelerometer on rail compartment to determine) with known friction load (deceleration) or applying power (acceleration) to compartment in orbit, weight can be measured.

For bending rail measure portion, car upper sensor 220 can comprise the force detector detecting vehicle wheel forces, such as vertically, axially and/or horizontal force indicator.In another embodiment, car upper sensor 220 can be included in deflection (motion) sensor (such as, for the minimizing of the observation speed when flexing line is advanced) monitoring wheel when (go around) curve is advanced; And the thermal transmitter that can comprise for detecting the heat dissipated when flexing line is advanced.Car outer sensor 225 can comprise for detecting being positioned at the force indicator on rail 210 and/or being positioned at the force indicator on switch (switch) that rail compartment travels thereon of rail deflection.

For straight rail measure portion, car upper sensor 220 can comprise the force detector detecting vehicle wheel forces, such as vertically, axially and/or horizontal force indicator or accelerometer.Car outer sensor 225 can comprise the force indicator be positioned on rail, the deflection/accelerometer of rail and/or the force indicator that is positioned on switch.In another embodiment, car upper sensor 220 can comprise monitor wheel when advancing on straight rail deflection (motion) sensor (by around predetermined straightaway time observation speed minimizing calculate), and can comprise for around straightaway time detect the thermal transmitter of dissipated heat.

Data Collection can be performed by data gathering system on car 230 or can at long-distance support, such as, by utilizing portable data collection unit 245.Network 265 can comprise one or more of following type network: wired, wireless, real-time, batch data transmission, stores and forward, data push away (when data is available), data draw (in real time or lingeringly request action point out) and/or manual entry.

In other embodiments, by be coupled to central controller 240 (such as station/dispatching system) electronics (electronic) and hardware (hard), there is the electronics of artificial coupling device (linkage), there is the electronics of reader (readout) and the manual entry to another system, be coupled to machinery (mechanical) and the hardware of station/dispatching system, there is the machinery of artificial coupling device, there is the machinery of reader and/or the manual entry to other system, the data reading of the take off data from this system can be provided.Rail compartment mark for system can artificially or be imported into this system via the rail compartment recognizer 280 that can comprise electronic tag, radio frequency (RF) label and/or bar code.

In other exemplary embodiments, measuring system configuration can comprise: the artificial station scheduling using electronic data typing (data entry), use the artificial station scheduling of artificial data typing, use the electronics station scheduling of artificial data typing, use the electronics station scheduling of electronic data typing, artificial manifest composition, electronic manifest forms, use artificial network's system of the data from artificial station system-computed handbook (manual)/search/electronics, use artificial network's system of the data from electronics station system-computed handbook/search/electronics, use the electronic network system of the data from artificial station system-computed handbook/search/electronics, use the electronic network system of the data from electronics station system-computed handbook/search/electronics, use the artificial routing optimizer of the data from artificial station system-computed handbook/search/electronics, use the artificial routing optimizer of the data from electronics station system-computed handbook/search/electronics, use the electronic journey optimizer of the data of the handbook/search/electronics from artificial station system-computed, use the electronic journey optimizer of the data from electronics station system-computed handbook/search/electronics, use the artificial routing optimizer of the data from the handbook on road/by-track/switch system-computed handbook/search/electronics, use the artificial routing optimizer of the data from the electronic machine on road/by-track/switch system-computed handbook/search/electronics, use the electronic journey optimizer of the data from the handbook on road/by-track/switch system-computed handbook/search/electronics, and/or use the electronic journey optimizer of the data from the electronic machine on road/by-track/switch system-computed handbook/search/electronics.

The operation that the take off data obtained by system can be used for controlling train limit operating parameter, equalization operation parameter, relax parameter restriction, Cheng Qian of being expert at/for arranging Optimum Operation parameter, in real time Optimum Operation parameter, optimize the operating parameter of whole stroke, optimize the operating parameter of partial journey, use single input Optimum Operation parameter, use multiple data input group Optimum Operation parameter and/or Optimized Diagnosis and compartment maintenance.

Roadside electronic unit 260, compartment electronic machine (such as data collection module 230), locomotive 250 and/or central controller 240 (such as station system or dispatching system) can be comprised for data source data are stored in system.Data sink for receiving take off data can comprise off-line main frame, online locomotive system, online station system, off-line station system, on-line scheduling system, off-line dispatching system, online roadside device, off-line roadside device, online network optimizer, offline network optimizer and/or bill system.

Can be used to manipulate measurement data and can comprise lax (relaxation) method of Approach by inchmeal, sequential Taylor (Taylor) progression, neural network, conversion, the look-up table based on experience, the technology based on the first mechanics principle and/or Kalman (Kalman) filtering with the optimization technique producing the operating parameter optimized.

In the exemplary embodiment, provide remote location, such as but not limited to regional and/or national center 310, it safeguards national (national) data bank 320 of rail car information.This nationwide database 320 can be used as the resource that train is built.It also may be used for model analysis.Due to provided information type, this data bank 320 also can be used by government organs and solve transportation request and/or safety problem.Information from nationwide database transmits between himself and controller 240.When obtaining new information from controller 240, the information in nationwide database 320 is updated.Communication between controller 248 and nationwide database 320 can be protected, such as but not limited to encryption and/or authentication technique.In a further exemplary embodiment, can there is multiple regional data storehouse, it communicates each other, as above disclosed to communicate with controller 240 about nationwide database.In the exemplary embodiment, network 265 can be protected and from the attack in the dark from external agent, and wherein communication is occurred by this network.

Fig. 2 describes the diagram of circuit of the step illustrated for identifying the rail car parameter for improvement of train running.These steps recognized easily in diagram of circuit 330 can be carried out by those skilled in the art automatically and/or spontaneously.These steps comprise the rail car parameter (step 335) in the rail compartment determining train, and according at least one operational norm of described train, create train trip plan (step 340) according to described rail car parameter.Extra step comprises according at least one rail car parameter in train inner position rail compartment.In addition, as discussed above, the order of rail compartment in train can be determined according to rail car parameter.Same as discussed above, these steps (step 335 and/or 334) can realize by using computer software code and/or another treater actualizing technology.

In a further exemplary embodiment, reading information (being generally manifest information) from rail compartment is used for as roadside automatic equipment identification (AEI) label reader of a part for rail categorizing system.Rail categorizing system needs to possess failure-free manifest to complete the task in classification and forwarding rail compartment.Most systems obtains these manifests via company's net from data bank.After construction train, the compartment list in this train by station personnel and/or AEI system uploads in data bank.Therefore, when train is through AEI label reader (usually once permutation train is through later), information can be read from rolling stock.In the exemplary embodiment, the information of reading is sent to locomotive, is more specifically sent to routing optimizer, and wherein information is used for upgrading stroke plan and/or being used for creating following stroke plan.When intended destination increases and/or reduce rail compartment, can lastest imformation.

Although describe the present invention with reference to exemplary embodiment, but those skill in the art will appreciate that, when not departing from spirit and scope of the invention, various change, omission and/or increase can be made, and element of the present invention can be replaced with equivalent.In addition, when not departing from scope of the present invention, can carry out much revising to adapt to particular case or material to instruction of the present invention.Therefore, object is, the present invention is not restricted to disclosed as the specific embodiment being used for performing anticipated optimal set pattern of the present invention, but the present invention will comprise all embodiments fallen within the scope of claims.In addition, unless explicitly stated otherwise, any use of first, second grade of term does not represent any order or importance, but for an element and another element are differentiated.

Claims (36)

1. a method, described method comprises:

A) be at least one non-locomotive compartment determination parameter that will be comprised in train, described parameter comprises at least one of the axial load in described non-locomotive compartment, is different from the total weight in described non-locomotive compartment; And

B) according at least one operational norm of train, train trip plan is created according to described parameter,

C) yard setup time of train is reduced according to described non-locomotive car parameter.

2. method according to claim 1, the parameter in wherein said non-locomotive compartment also comprises at least one of described total weight, friction force or air draught.

3. method according to claim 1, comprises further and determines the position of described non-locomotive compartment in train according to described non-locomotive car parameter.

4. method according to claim 1, comprise further according to described non-locomotive car parameter come optimal speed the discharge of the consumption of fuel of train and train is exported at least one.

5. method according to claim 1, comprises further and described non-locomotive car parameter data is sent to central remote database.

6. method according to claim 5, comprises the communication of protection to and from described central remote database further.

7. method according to claim 2, whether the change comprising the axial load determining described non-locomotive compartment is further caused by least one in the goods of liquid displacement in described non-locomotive compartment or described non-locomotive compartment superior displacement.

8. method according to claim 1, comprises the load characteristic determining the described non-locomotive compartment in train according at least one in weight, resistance and curve performance further.

9. method according to claim 1, comprises the operating characteristic of at least one come according to described non-locomotive car parameter in Optimum distribution formula dynamical train and non-distributed power train further.

10. method according to claim 1, also comprises and provides multiple non-locomotive compartment, and the order wherein arranging described multiple non-locomotive compartment in train is based on described non-locomotive car parameter.

11. methods according to claim 1, comprise further and operate train according to created stroke plan.

12. methods according to claim 1, wherein determine that non-locomotive car parameter comprises further and determine described non-locomotive car parameter by passing through planned orbit part.

13. methods according to claim 1, comprise further and determine non-locomotive car data by reading the information be comprised on the identification label investing non-locomotive compartment.

14. 1 kinds of devices for improvement of train performance, described device comprises:

A) for the parts for being comprised at least one the non-locomotive compartment determination non-locomotive car parameter in train, described non-locomotive car parameter comprises at least one axial load at least one non-locomotive compartment described; And

B) at least one operational norm according to train, the parts of train trip plan are created according to described non-locomotive car parameter,

C) for reducing the parts of the yard setup time of train according to described non-locomotive car parameter.

15. devices according to claim 14, wherein non-locomotive car parameter comprises at least one in weight, friction force, air draught, wheel axial load, radial weight and lateral load.

16. devices according to claim 14, comprise further for the parts according to the position of non-locomotive car parameter determination non-locomotive compartment in train.

17. devices according to claim 14, comprise further for come according to non-locomotive car parameter optimal speed the discharge of the consumption of fuel of train and train is exported in the parts of at least one.

18. devices according to claim 14, comprise the parts for non-locomotive car parameter being sent to central remote database further.

19. devices according to claim 18, comprise the parts for the protection of the communication to and from described central remote database further.

20. devices according to claim 15, whether the change comprising the axial load for determining non-locomotive compartment is further by least one parts caused in the restraint of loads of liquid displacement and displacement.

21. devices according to claim 14, comprise the parts of the load characteristic for determining the non-locomotive compartment in train according at least one in weight, resistance and curve performance further.

22. devices according to claim 14, comprise the parts for carrying out the operating characteristic of at least one in Optimum distribution formula dynamical train and non-distributed power train according to non-locomotive car parameter further.

23. devices according to claim 14, comprise the parts arranging non-locomotive compartment for being based upon the non-locomotive car parameter determined in non-locomotive compartment in train further.

24. devices according to claim 14, comprise the parts for operating train according to created stroke plan further.

25. devices according to claim 14, wherein for determining that the parts of non-locomotive car parameter comprise the parts for passing through planned orbit part further.

26. devices according to claim 14, comprise the parts for determining non-locomotive car parameter by reading the information be comprised on the identification label investing non-locomotive compartment further.

27. 1 kinds by determining that non-locomotive car parameter improves the system of train performance, described system comprises:

A) non-locomotive car parameter measurement system, for measuring at least one parameter relevant with the non-locomotive compartment in multiple non-locomotive compartments of train, described parameter comprises the axial load in described non-locomotive compartment, is different from the total weight in described non-locomotive compartment;

B) controller, is configured to utilize communication network to communicate with described parameter measurement system;

C) wherein said non-locomotive car parameter is configured to provide the parameter in described non-locomotive compartment to described controller, described controller be configured to based on described parameter determine described multiple non-locomotive compartment in train train profile or for the stroke of train mission calculated at least one, wherein reduce the yard setup time of train according to described non-locomotive car parameter.

28. systems according to claim 27, wherein said parameter measurement system also comprises at least one in the car upper sensor of the parameter for determining described non-locomotive compartment and car outer sensor.

29. systems according to claim 28, at least one in wherein said car upper sensor or car outer sensor is configured to determine at least one in the described total weight in described non-locomotive compartment, axial load, friction force, air draught.

30. systems according to claim 27, also comprise at least one in remote data base or portable data collection unit, and it is configured to receive described parameter from described parameter measurement system.

31. systems according to claim 27, at least two in wherein said parameter measurement system, controller, remote data base, portable data collection unit, roadside device, car outer sensor, locomotive or described non-locomotive compartment utilize described communication network to communicate.

32. systems according to claim 30, wherein said communication network is guarded communication network.

33. systems according to claim 27, wherein said controller also comprises treater.

34. systems according to claim 30, wherein said remote data base comprises the multiple parameters measured by multiple rail compartments of described train.

35. systems according to claim 27, also comprise:

A) identification marking investing described non-locomotive compartment is configured to;

B) identification tag reader, described identification tag reader is configured to settle the track that can pass through near described non-locomotive compartment with from described label collection information;

C) its middle controller is configured to communicate with identification tag reader, and obtains information to determine the one or more characteristics in described non-locomotive compartment from described mark.

36. systems according to claim 35, the information be wherein associated with identification marking is provided to routing optimizer for the use determining stroke plan.