초록 ▼

A method of distributed control of train throttle and braking includes transmitting an instruction to a remote power unit to apply at least one acceleration to the train at a future time; receiving the instruction; transmitting a confirmation that the remote power unit is armed to execute the instru

A method of distributed control of train throttle and braking includes transmitting an instruction to a remote power unit to apply at least one acceleration to the train at a future time; receiving the instruction; transmitting a confirmation that the remote power unit is armed to execute the instruction to a lead power unit; and computing a profile describing at least one acceleration to be applied to the train as it travels over a predetermined route. The computation is determined at least in part on whether or not the confirmation has been received by the lead power unit. The instructions may be contained in a profile which optimizes fuel consumption, emissions, and/or trip time. The accelerations may be carried out by direct control or by prompting an operator. In another aspect, the confirmed instructions may be used to ensure braking in accordance with a predetermined braking curve.

대표청구항 ▼

What is claimed is: 1. A method of controlling a train which includes a lead power unit, at least one remote power unit, and at least one car, the method comprising: (a) using a communications channel, transmitting to the remote power unit an instruction for the remote power unit to apply at least

What is claimed is: 1. A method of controlling a train which includes a lead power unit, at least one remote power unit, and at least one car, the method comprising: (a) using a communications channel, transmitting to the remote power unit an instruction for the remote power unit to apply at least one acceleration to the train at a future time; (b) using the remote power unit to receive the instruction; (c) using the communications channel, transmitting a confirmation that the remote power unit is armed to execute the instruction from the remote power unit to the lead power unit; and (d) computing a profile describing at least one acceleration to be applied to the train as it travels over a predetermined route, wherein the computation is determined at least in part on whether or not the confirmation has been received by the lead power unit. 2. The method of claim 1, further comprising: (e) in the absence of the confirmation from the remote power unit, computing a baseline profile for use by the train; and (f) in the presence of the confirmation from the remote power unit, computing an alternate profile for use by the train. 3. The method of claim 2 wherein the baseline profile is computed using a first set of acceleration capabilities of the train, and the alternate profile is computed using a second set of acceleration capabilities of the train, wherein the second set of acceleration capabilities is substantially better than the first set of acceleration capabilities in at least one aspect. 4. The method of claim 3 wherein the first and second sets of acceleration capabilities take into account at least one of tractive effort, dynamic braking, and braking. 5. The method of claim 1 further comprising prompting an operator to apply at least one acceleration to the train in accordance with the computed profile. 6. The method of claim 1 further comprising using at least one of the lead power unit and the remote power unit to apply at least one acceleration to the train in accordance with the computed profile. 7. A method of controlling a train which includes a lead power unit, at least one remote power unit, and at least one car, the method comprising: (a) computing a baseline profile describing a first set of accelerations to be applied to the train as it travels over a predetermined route; (b) computing an alternate profile describing a second set of accelerations to be applied to the train as it travels over the predetermined route; (c) transmitting the alternate profile to the remote power unit over a communications channel; (d) using the remote power unit to receive the alternate profile; (e) transmitting a confirmation that the remote power unit is armed to the alternate profile from the remote power unit to the lead power unit, over the communications channel; and (f) in the absence of the confirmation from the remote power unit, selecting baseline profile for use by the train; and (g) in the presence of the confirmation from the remote power unit, selecting the alternate profile for use by the train. 8. The method of claim 7 wherein the baseline profile is computed using a first set of acceleration capabilities of the train, and the alternate profile is computed using a second set of acceleration capabilities of the train, wherein the second set of acceleration capabilities is substantially better than the first set of acceleration capabilities in at least one aspect. 9. The method of claim 8 wherein the first and second sets of acceleration capabilities take into account at least one of tractive effort, dynamic braking, and braking. 10. The method of claim 7 further comprising prompting an operator to apply at least one acceleration to the train in accordance with the selected profile. 11. The method of claim 7 further comprising using at least one of the lead power unit and the remote power unit to apply at least one acceleration to the train in accordance with the selected profile. 12. A method of controlling a train which includes a lead power unit, at least one remote power unit, and at least one car, the method comprising: (a) computing a profile describing at least one acceleration to be applied to the train as it travels over a predetermined route; (b) transmitting the profile from the lead power unit to the remote power unit over a communications channel; (c) using the lead power unit, applying at least one acceleration to the train in accordance with the profile; (d) using the remote power unit to receive the profile; (e) transmitting a confirmation that the remote power unit is armed to the profile from the remote power unit to the lead power unit, over the communications channel; and (f) using the remote power unit, applying accelerations to the train in accordance with the profile. 13. The method of claim 12, wherein step (c) further comprises: (a) in the absence of the confirmation from the remote power unit, using the lead power unit to apply accelerations to the train in accordance with a baseline profile; and (b) in the presence of the confirmation from the remote power unit, using the lead power unit to apply accelerations to the train in accordance with an alternate profile. 14. The method of claim 12 wherein the alternate profile is computed assuming substantially better acceleration capabilities of the train than the baseline profile. 15. The method of claim 13, further comprising using the remote power unit to apply accelerations to the train in accordance with the alternate profile. 16. The method of claim 12 wherein at least one acceleration is applied to the train through tractive effort of at least one of the lead power unit and the remote power unit. 17. The method of claim 12 wherein at least one acceleration is applied to the train through dynamic braking of at least one of the lead power unit and the remote power unit. 18. The method of claim 12 wherein at least one acceleration is applied to the train through braking of at least one of the lead power unit, the remote power unit, and the at least one car. 19. The method of claim 12 wherein the profile is computed to optimize fuel consumed. 20. The method of claim 12 wherein the profile is computed to optimize emissions. 21. The method of claim 12 wherein the profile is computed to optimize trip time between predefined start and end points. 22. The method of claim 12 wherein the profile is computed to minimize wheel-on-rail lateral forces. 23. The method of claim 12 wherein the profile is computed to minimize in-train longitudinal buff and draught forces. 24. A control system for a train including a lead power unit, at least one remote power unit, and at least one car having a braking system, the control system comprising: (a) a targeted braking system operably coupled to the braking system, the lead targeted braking system programmed to: (i) identify a braking target located at a position ahead of the train; (ii) transmit braking target data over a communications channel; and (iii) activate the braking system at a braking point located prior to the braking target, the braking point being determined in accordance with a predetermined braking curve; and (b) a remote brake control system operably connected to the braking system, the remote brake control system programmed to: (i) receive the braking target data; (ii) transmit a confirmation to the targeted braking system over the communications channel that it is armed to the braking target; and (iii) activate the braking system at the braking point. 25. The control system of claim 24, wherein the targeted braking unit is programmed to: (a) in the absence of the confirmation from the remote brake control system, activate the braking system at a first braking point determined in accordance with a first braking curve; and (b) in the presence of the confirmation from the remote brake control system, activate the braking system at a second braking point determined in accordance with a second braking curve. 26. The control system of claim 25 wherein the second braking point is substantially closer to the braking target than the first braking point. 27. The control system of claim 25, wherein the remote brake control system is programmed to activate the braking system at the second braking point. 28. The control system of claim 24 wherein each of the targeted braking system and the remote brake control unit includes a respective positioning unit adapted to provide location information thereto. 29. The control system of claim 24 further comprising: a lead distributed power (DP) system operably connected to the braking system, the lead DP system adapted to transmit braking commands over the communications channel; and a remote DP system including a DP control unit operably connected to the braking system and adapted to activate the braking system in response to the braking commands received from the lead DP system. 30. The control system of claim 29 wherein the lead DP system is carried in the lead power unit and the remote DP system is carried in the remote power unit. 31. The control system of claim 24 wherein the targeted braking system and remote brake control system are programmed to activate the braking system only if a predetermined speed condition is not met. 32. The control system of claim 24 wherein the targeted braking system is carried in the lead power unit and the remote brake control system is carried in the remote power unit. 33. The control system of claim 24 wherein the braking system is an air brake system. 34. The control system of claim 24 wherein the braking system is a dynamic braking system. 35. The control system of claim 24 wherein the communications channel is an RF channel. 36. A method of controlling a train which includes a lead power unit carrying a targeted braking system, at least one remote power unit carrying a remote brake control system, and at least one car having a braking system operably connected to the power units, the method comprising: (a) using the targeted braking system, identifying a braking target located at a position ahead of the train; (b) transmitting braking target data from the targeted braking system to the remote brake control system over a communications channel; (c) using the targeted braking system, activating the braking system at a braking point located prior to the braking target, the braking point being determined in accordance with a predetermined braking curve; (d) using the remote brake control system to receive the braking target data; (e) transmitting a confirmation that the remote brake control system is armed to the braking target from the remote brake control system to the targeted braking system, over the communications channel; and (f) using the remote brake control system, activating the braking system at the braking point. 37. The method of claim 36, wherein step (c) further comprises: (a) in the absence of the confirmation from the remote brake control system, using the targeted braking system to activate the braking system at a first braking point determined in accordance with a first braking curve; and (b) in the presence of the confirmation from the remote system, using the targeted braking system to activate the braking system at a second braking point determined in accordance with a second braking curve. 38. The method of claim 37 wherein the second braking point is substantially closer to the braking target than the first braking point. 39. The method of claim 38, further comprising using the remote brake control unit to activate the braking system at the second braking point. 40. The method of claim 36 wherein each of the targeted braking system and the remote brake control unit includes a respective positioning unit which provides location information thereto. 41. The method of claim 36 further comprising: (a) using a lead distributed power (DP) system including a lead DP control unit operably connected to braking system to transmit braking commands over the communications channel; and (b) using a remote DP system including a remote DP control unit operably connected to the braking system to activate the braking system in response to the braking commands received from the lead DP system. 42. The method of claim 41 wherein the lead DP system is carried in the lead power unit and the remote DP system is carried in the remote power unit. 43. The method of claim 36 wherein the targeted braking system and remote brake control system activate the braking system only if a predetermined speed condition is not met. 44. The method of claim 36 wherein the braking system is an air brake system. 45. The method of claim 36 wherein the communications channel is an RF channel.