CN101426676A

CN101426676A - Systems, methods, and computer readable media for adaptively determining a brake application level for signaling a remote locomotive of a train during a communication loss

Info

Publication number: CN101426676A
Application number: CN200780013815.1A
Authority: CN
Inventors: 尤金·A·史密斯
Original assignee: General Electric Co
Current assignee: General Electric Co
Priority date: 2006-04-18
Filing date: 2007-03-27
Publication date: 2009-05-06
Anticipated expiration: 2027-03-27
Also published as: ZA200809391B; CN101426676B

Abstract

In a railroad train having a brake system including a fluid carrying brake pipe (14) having an exhaust (52) and connecting a lead locomotive (12) and at least one remote locomotive, the train further including a communication system (24) for communicating between the lead locomotive and the remote locomotive, a method for adaptively determining a brake application level for signaling a remote locomotive of the train during a communication loss, including determining a brake system operating condition (72) of the train. The method also includes determining an operability condition of the communication system (74), and identifying an operator commanded brake application level at the lead locomotive during the communication system inoperability condition (76). The method also includes determining a signaling brake application level (78) sufficient to signal the remote locomotive via the brake pipe in response to the monitored brake system operating condition.

Description

Be used for during communication loss, being identified for adaptively system, method and the computer-readable medium of brake application level of the remote locomotive of train notified

Technical field

Various embodiments of the present invention are usually directed to the locomotive control field, relate in particular to the method for the brake application level of the remote locomotive that is used for being identified for adaptively train notified during communication loss.

Background technology

Distributed power train operation from train groups hauling engine and provide kinetic energy with the separated one or more remote locomotives of hauling engine.Each traction and remote locomotive comprise the air brake control system that is used for control brake operation and are used for communication system by communication link interactive information between traction and remote locomotive.Each locomotive and the rail carriages of brake pipe fluid ground interconnection train, wherein the modulation of fluid flow (as the fluid pressure in the brake pipe) is used for the brake operating of indicative of desired traditionally.Braking applies typically and finishes by the pressure in exhaust (venting) or the minimizing brake pipe.Yet only the corresponding Brake pipe pressure of brake pipe exhaust requirements at the hauling engine place of train reduces the propagation along train length, has therefore slowed down to apply at rail carriages with near the braking of the remote locomotive of train end.In distributed power train, by at the traction of train and remote locomotive place all the energy brake pipe more effectively realized braking, the applying of braking of therefore having quickened the brake pipe exhaust and having run through train.

But for the distributed power train with the operation communication link between traction and the remote locomotive, wireless traction and brake command typically send to each remote unit by this link, when applying as the train operator command brakes in traction place.For example, apply order in response to wireless brake, each remote locomotive is the energy brake pipe also.Similarly, the braking of starting in traction place discharges also by radio link communication, and each long-range can response by discharging its braking and inflating brake pipe.

Radiocommunication becomes in the time of can not operating in distributed power train, may expect to order the locomotive that just experiences the radiocommunication disappearance to enter the fail safe pattern of operation, as inflation or the exhaust of forbidding, and/or reduce long-range traction situation at the brake pipe at long-range place.This fault peace zone state can be by applying signal and start to generate the brake pipe that propagates into remote locomotive along brake pipe at traction place brake activation.For example, when in hauling engine place indication communication loss situation, the operator of hauling engine can come the command fault safe condition to train by apply minimum brake application via brake pipe.The minimum brake application signal that should propagate along brake pipe from hauling engine is interpreted as delaying the order that brake pipe is inflated and/or entered idle traction state at remote locomotive then.

Summary of the invention

In one embodiment, the present invention includes a kind of method of brake application level of the remote locomotive that is used for during communication loss, being identified for adaptively train notified, this railroad train has and comprises that fluid carries the brake system of brake pipe, this brake pipe has eduction gear and connects hauling engine and at least one remote locomotive, and this railroad train also comprises be used for the communication system of communicating by letter between described hauling engine and remote locomotive.This method comprises the brake system operation situation of definite train and the operability condition of definite communication system.This method also be included in communication system can not operating conditions during, be identified in the brake application level of the operator command at hauling engine place.This method also comprises at least a in response to the brake application level of the operability condition of brake system operation situation, communication system and operator command, determines to be enough to the notice brake application level via described brake pipe notice remote locomotive.

In another embodiment, the present invention includes a kind of system of brake application level of the remote locomotive that is used for during communication loss, being identified for adaptively train notified, this railroad train has and comprises that fluid carries the brake system of brake pipe, this brake pipe has eduction gear and connects hauling engine and at least one remote locomotive, and this railroad train also comprises be used for the communication system of communicating by letter between described hauling engine and remote locomotive.This system comprises the first sensor of the brake system operation situation that is used for definite train and is used for determining second sensor of the operability condition of communication system.This system also comprises the 3rd sensor, is used for being identified in the brake application level of the operator command at hauling engine place during communication system can not operating conditions.This system also comprises controller, itself and first, second and the 3rd sensor communication, and be arranged at least a in response to the brake application level of the operability condition of brake system operation situation, communication system and operator command, determine to be enough to notice brake application level via described brake pipe notice remote locomotive.

In another embodiment, the present invention includes a kind of computer-readable medium that comprises programmed instruction, this programmed instruction is used for being identified for adaptively the brake application level of the remote locomotive of train notified during communication loss, this railroad train has and comprises that fluid carries the brake system of brake pipe, this brake pipe has eduction gear and connects hauling engine and at least one remote locomotive, and this railroad train also comprises and is used for communication system logical between described hauling engine and remote locomotive.This computer-readable medium comprises the computer program code of the brake system operation situation that is used for definite train and is used for determining the computer program code of the operability condition of communication system.This computer-readable medium also comprises the computer program code of brake application level that is used for during communication system can not operating conditions, is identified in the operator command at hauling engine place.This computer-readable medium also comprises and is used at least a in response to the brake application level of the operability condition of brake system operation situation, communication system and operator command, determines to be enough to the computer program code via the notice brake application level of described brake pipe notice remote locomotive.

Description of drawings

When reading the following detailed description in conjunction with the accompanying drawings, these and other feature of the present invention, aspect and advantage will become better understood, and run through accompanying drawing, and same numeral is represented same section, in the accompanying drawings:

Fig. 1 is the scheme drawing of example system of brake application level that is used for being identified for adaptively the remote locomotive of distribution of notifications formula power train during communication loss; And

Fig. 2 is the diagram of circuit of illustrative methods of brake application level that is used for being identified for adaptively the remote locomotive of distribution of notifications formula power train during communication loss.

The specific embodiment

Observe in the distributed power train that the inventor has moved under the situation of communication loss situation: if brake pipe is not also inflated from braking mode before fully, then the order remote locomotive that is used for that is undertaken by the operator of hauling engine enters idle condition and/or delays the gas filed braking of brake pipe and applies and may not propagate into remote locomotive along brake pipe.Therefore, during the communication loss period, remote locomotive may keep traction and/or braking inflated condition, and this may cause long undesirably stopping distance, too high train forces etc.In order to compensate the problems referred to above, train operator need be estimated train length and configuration, determine whether to apply or discharge train braking, and the state of the inflating condition of assessment brake pipe, so that determine during the communication loss situation, to realize the traction of expectation and/or the amount that the required Brake pipe pressure of inflating condition reduces at the remote locomotive place of train.The contriver has developed the scheme of novelty, and it makes the operator needn't assess train configuration and train runing parameters to determine to be enough to notify the brake application level of the operation conditions of the expectation of remote locomotive to realize remote locomotive.

Fig. 1 is the scheme drawing that is used for controlling adaptively the example system 10 that applies from the braking hauling engine 12 of train (as distributed power train), that be used to notify remote locomotive during communication loss.System 10 can comprise adjusting/balanced holder (reservoir) by-pass valve control 20 that receives source of the gas 40.Adjusting/balanced holder by-pass valve control 20 can be operated and be used for via exhausr port 52 selectivity air-outs, and provides air via connecting to the fluid of holder 50, so that the applying and discharge of control train braking.Holder 50 can also provide air to also via the relaying valve 18 of source of the gas 40 admission of airs.Adjusting/balanced holder by-pass valve control 20 can be by manually operated brake rod 54 controls and/or can be by automatic guidance, so that selectivity air-out or provide air to balanced holder 50, this equilibrium holder 50 applies or brakes the aspiration level of release conversely via relaying valve 18 control brake pipes 14 so that realize braking.

System 10 can also comprise and is used for the communication system 24 (as wireless communication system) of communicating by letter with one or more remote locomotive (not shown) via communication link 34.Communication system 24 can generate communication operability status information 28 from communication system 24, and whether its indication Radio Link 34 can be operated and be used for communicating by letter with one or more remote locomotives of train.Indicating device 66 can received communication operability status information 28, and generates indication (as the indication of the vision and/or the sense of hearing) in response to communication operability status information 28 and give the operator.

In one aspect of the invention, system 10 comprises the controller 16 that receives fluid flow signal 26 from flow sensor 22.Flow sensor 22 monitors the situation (as enter the fluid flow of brake pipe 14 at hauling engine 12 places) of brake pipe fluid flow, and generates fluid flow signal 26 in response to the fluid flow situation of sensing.Controller 16 can also receive fluid pressure signal 36 from fluid pressure sensor 32.Fluid pressure sensor 32 can monitor the situation (as the fluid pressure in hauling engine place brake pipe 14) of brake pipe fluid pressure, and generates fluid pressure signal 36 in response to the fluid flow situation of sensing.The brake pipe fluid pressure can be indicated the brake application level in hauling engine 12 orders.Controller 16 can also be from the reservoir pressure signal 56 of reservoir pressure sensor 58 receptions in response to the fluid pressure the holder 50.Controller 16 can also receive in response to the delivery flow signal 60 from adjusting/delivery flow that balanced holder by-pass valve control 20 flows out from delivery flow sensor 62.Controller 16 can also be from communication system 24 received communication operability status informations 28, and whether its indication Radio Link 34 can be operated and be used for communicating by letter with one or more remote locomotives 12 of train.Controller 16 can also for example be braked in response to the position reception of braking valve bar 54 and apply status signal, and the braking of indication operator command applies or discharges.Controller 16 can adopt any form known in the art, for example analog or digital microprocessor or computing machine, and can be integrated into or with one or more control grouies of other function of the operation that is used to relate to hauling engine 12.

In one embodiment of the invention, controller 16 can be arranged to provides self adaptation braking to apply controlling schemes, and this applies controlling schemes and is used for during communication loss remote locomotive via brake pipe distribution of notifications formula power train.This scheme can comprise that automatic guidance braking applies and/or provides indication to apply to be used for control brake to the operator of train.For example, during controller 16 can be arranged to and be implemented in the communication loss state, determine to be enough to notify remote locomotive to reduce tractive force and/or be limited in the step that the gas filed braking of the brake pipe at remote locomotive place applies.Apply based on enough brakings of determining, when the operator ordered not enough braking to apply during communication loss, controller 16 can for example need apply extra braking via telltale 64 notification operator and apply to guarantee that speed-slackening signal propagates into long-range.In another embodiment, controller 16 can apply the automatic guidance braking based on enough brakings of determining and apply, and applies to guarantee the enough brakings of order.The required step of this process can be with hardware, can be realized by treater 16 visits and any type of software and/or the firmware carrying out and can be stored on any medium (as memory device 38) that conveniently is used for application-specific.

Shown in flow process Figure 70 of Fig. 2, each step can comprise the brake system operation situation 72 of definite train and the operability condition 74 of definite communication system.Each step can also comprise be identified in communication system can not operating conditions during, at the brake application level 76 of the operator command at hauling engine place.Each step can comprise at least a in response to the brake application level of the operability condition of brake system operation situation, communication system and operator command then, determines to be enough to the notice brake application level via described brake pipe notice remote locomotive.

In order to carry out these steps, the controller 16 of Fig. 1 can be arranged to the braking mode (applying state or brake release state as braking) of supervision train and/or the time length of braking mode.Controller 16 can also monitor each element operating conditions separately of train braking system, as passing through

monitor signal

26,36,60 and 56.Shown in the communication loss state during, for example, by communication operability status signal 28, controller 16 can use the braking mode of supervision and the signal of supervision to be identified for ordering the suitable braking of the operating conditions of remote locomotive to apply reliably via brake pipe 14.

In example embodiment, when communication loss occurring during brake release state, the value that controller 16 can be arranged to based on braking flow signal 26 provides brake application level.Controller 16 can be configured to less relatively sensed flow and generate less applying, and is that relatively large sensed flow generates bigger applying.Generation can comprise the indication of the brake application level that provides suitable and/or can comprise and apply suitable brake application level automatically.For example, when sensed flow during less than about 20 cub ft per minutes (cfm), the minimum service that can generate about 7 pound per square foots (psi) applies the brake pipe signal that obtains as sufficient to guarantee and is transmitted to remote locomotive.Therefore, apply, then can not need extra braking to apply if the operator has carried out minimum service.For sensed flow between about 20cfm and about 60cfm, the full service that can generate about 15psi applies.Therefore, apply, then may need the extra braking of about 8psi to apply if the operator has only carried out minimum service.For sensed flow, can generate promptly and apply greater than about 60cfm.

When communication loss occurring during braking applies state, controller 16 can be arranged to based on by the brake application level of operator command, apply the beginning elapsed time and/or the brake pipe extraction flow generates brake application level from braking.For example, apply for braking less than about 16psi, and the starting that braking applies when communication loss takes place begins to pass through greater than about 90 seconds, and when the brake pipe exhaust has stopped, for example, when extraction flow is about 0cfm, can generates the additional braking that is about 10psi by controller 16 and apply.The starting that applies of braking begins to pass through less than about 90 seconds when communication loss occurs, or when brake pipe during just in exhaust, or when having applied braking greater than about 16psi and apply, can promptly be applied by controller 16 generations.

In another embodiment of the present invention, system 10 can comprise the memory device 38 of storing braking scheme, and this braking scheme comprises that the braking corresponding to train braking system applies the brake application level with operational factor.Controller 16 can comprise can carry out the logic that is used for visiting the braking scheme that is stored in memory device 38, is used for determining adaptively that the brake application that is used for the remote locomotive of distribution of notifications formula power train during communication loss applies level.In one aspect of the invention, braking scheme can be realized brake application level in response to the operational factor of as previously shown train braking system.

Based on aforementioned description, the present invention can use the computer programming or the designing technique of any combination that comprises computer software, firmware, hardware or its son group to realize, wherein technique effect is that self adaptation determines to be used for the remote locomotive of distribution of notifications formula power train during communication loss brake application applies level.Any this program that obtains has computer-readable code means, and can realize or be provided in one or more computer-readable mediums, thereby make according to computer program of the present invention, and, manufacture a product.Computer-readable medium can for example be fixing (firmly) actuator, dish, CD, tape, semiconductor memory (as read-only memory (ROM) (ROM) etc.) or any transmission/receiver media (as internet or other communication network or link).Can be by from a direct run time version of medium, make and/or use and comprise manufacturing a product of computer code by code is copied to another medium or sends code by network from a medium.

The technical personnel of computer science will easily can make up the software of establishment as mentioned above and suitable universal or special computer hardware (as microprocessor), create computer system or the subsystem of realizing method of the present invention.Being used for making, using or sell device of the present invention can be one or more disposal systems, include but not limited to any word assembly of central processing unit (CPU), memory device, storage equipment, communication link and equipment, server, I/O equipment or one or more disposal systems, this disposal system comprises any combination that realizes software of the present invention, firmware, hardware or its son group.

Although this illustrate and described various embodiment of the present invention, only it is evident that the mode by example provides this embodiment.Can carry out various variations, change and substitute and do not depart from the present invention here.Therefore, intention is that the present invention is only limited by the spirit and scope of claim.

The cross reference of related application

The application's requirement was submitted to based on April 18th, 2006, application number is No.60/792, and 888 U.S. Provisional Application No. is incorporated herein by reference in its entirety.

Claims

1. In a railroad train having a brake system comprising a fluid-carrying brake pipe having a drain and connecting a leading locomotive and at least one remote locomotive, the train further comprising A communication system for intercommunication, a method for adaptively determining a brake application level of a remote locomotive for informing a train during a loss of communication, comprising:

determine the operating condition of the brake system of the train;

Determining the operability status of the communications system;

identifying an operator-commanded level of brake application at the traction locomotive during a communication system inoperable condition, and

A notification brake application level sufficient to notify a remote locomotive via the brake pipe is determined in response to at least one of a brake system operating condition, an operability condition of the communication system, and an operator commanded brake application level.

2. The method of claim 1, further comprising automatically applying an additional amount of brake application when the notified brake application level is greater than the operator commanded brake application level.

3. The method of claim 1, further comprising notifying an operator of a traction locomotive that an additional amount of brake application is required when the notified brake application level is greater than the operator commanded brake application level.

4. The method of claim 1, wherein determining brake system operating conditions of the train includes sensing at least one of brake pipe fluid flow, brake pipe fluid pressure, fluid reservoir pressure, and brake system exhaust flow.

5. The method of claim 1, further comprising generating a notification brake application level in response to sensed brake pipe fluid flow when the operator commanded brake application level indicates a brake release state.

6. The method of claim 5, further comprising generating a notification brake application level of about 7 pounds per square inch when said sensed brake fluid flow is less than about 20 cubic feet per minute.

7. The method of claim 5, further comprising generating a notification brake of about 15 pounds per square inch when said sensed brake fluid flow is between about 20 cubic feet per minute and about 60 cubic feet per minute. Dynamic application level.

8. The method of claim 5, further comprising generating an emergency brake application level when said sensed brake fluid flow is greater than about 60 cubic feet per minute.

9. The method of claim 1, further comprising, when the operator commanded brake application level is indicative of a brake application state, responsive to the operator commanded brake application level, time elapsed since brake application, And at least one of the brake pipe exhaust flows, generating a notification brake application level.

10. The method of claim 9, further comprising determining an elapsed time from initiation of the operator commanded brake application level when the communication system inoperable condition is identified.

11. The method of claim 10, further comprising sensing brake pipe discharge flow.

12. The method of claim 11 , further comprising when the operator commanded brake application level is less than about 16 cubic feet per minute, the determined time elapsed from initiation of the operator commanded brake application level is greater than about For 90 seconds, and with a sensed brake pipe discharge flow of approximately 0 cubic feet per minute, an additional brake application level of approximately 10 pounds per square inch is generated.

13. The method of claim 10, further comprising generating emergency brake application when less than about 90 seconds have elapsed since initiation of the operator commanded brake application level.

14. The method of claim 10, further comprising generating an emergency brake application level when brake pipe flow is greater than about 0 cubic feet per minute.

15. The method of claim 10, further comprising generating the emergency brake application level when the operator commanded brake application level is greater than about 16 pounds per square inch.

16. In a railroad train having a brake system comprising a fluid-carrying brake pipe having a drain and connecting a leading locomotive and at least one remote locomotive, the train further comprising A communication system for inter-communication, a system for adaptively determining a brake application level for a remote locomotive for informing a train during a loss of communication, comprising:

a first sensor for determining the operating condition of the brake system of the train;

a second sensor for determining an operability condition of the communication system;

a third sensor for identifying an operator commanded level of brake application at the traction locomotive during the communication system inoperable condition, and

a controller in communication with the first, second and third sensors and configured to respond to at least one of brake system operating conditions, communication system operability conditions, and operator commanded brake application levels , determining a notification brake application level sufficient to notify a remote locomotive via the brake pipe.

17. The system of claim 16, further comprising a memory in communication with the controller for storing a braking scheme comprising: when an inoperable condition of the communication system is identified, corresponding to a braking system operating condition , a predetermined notified brake application level of at least one of an operator commanded brake application level and an elapsed time from brake application.

18. A computer readable medium containing program instructions for adaptively determining a brake application level for notifying a remote locomotive of a railroad train having a fluid-carrying brake pipe comprising a fluid-carrying brake pipe during a loss of communication A brake system having a brake duct and connecting a lead locomotive and at least one remote locomotive, the railroad train further comprising a communication system for communicating between the lead locomotive and the remote locomotive, the computer readable medium comprising :

computer program code for determining the operating condition of the braking system of the train;

computer program code for determining the operability status of the communications system;

computer program code for identifying an operator-commanded level of brake application at the traction locomotive during a communication system inoperable condition; and

a computer for determining a notification brake application level sufficient to notify a remote locomotive via said brake pipe in response to at least one of a brake system operating condition, a communication system operability condition, and an operator commanded brake application level code.