Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives

Abstract

One embodiment of the invention comprises a system for operating a railway vehicle ( 8 ) comprising a lead powered unit ( 14/15 ) and a non-lead powered unit ( 16/17/18 ) during a trip along a track The system comprises a first element ( 65 ) for determining a location of the vehicle or a time from the beginning of a current trip, aa processor ( 62 ) operable to receive information from the first element ( 65 ) and an algorithm embodied within the processor ( 62 ) having access to the information to create a trip plan that optimizes performance of one or both of the lead unit ( 14/15 ) and the non-lead unit ( 16/17/18 ) in accordance with one or more operational criteria for one or more of the vehicle ( 8 ), the lead unit ( 14/15 ) and the non-lead unit ( 16/17/18 ).

1 . A system for operating a railway vehicle comprising a lead powered unit and a non-lead powered unit during a trip along a track, the system comprising:
 a first element for determining a location of the vehicle or a time from the beginning of a current trip;   a processor operable to receive information from the first element; and   an algorithm embodied within the processor having access to the information to create a trip plan that optimizes performance of one or both of the lead unit and the non-lead unit in accordance with one or more operational criteria for one or more of the vehicle, the lead unit and the non-lead unit.   
     
     
         2 . The system of  claim 1  wherein the vehicle comprises a train, and wherein the lead unit comprises a lead locomotive and the non-lead unit comprises a remote locomotive. 
     
     
         3 . The system of  claim 2  further comprising one or more railcars between the lead locomotive and the remote locomotive. 
     
     
         4 . The system of  claim 1  wherein the trip plan comprises tractive effort applications and braking effort applications for the lead and the non-lead units. 
     
     
         5 . The system of  claim 1  wherein the first element determines information for segments of the track. 
     
     
         6 . The system of  claim 1  wherein the one or more operational criteria comprises minimizing a cost element associated with operation of the vehicle, the operation of the lead unit or the operation of the non-lead unit. 
     
     
         7 . The system of  claim 1  farther comprising a control element in each of the lead and the non-lead units wherein the processor determines a control parameter for the lead and the non-lead units, the control parameter supplied to the control element in each of the lead and the non-lead units for controlling the lead and the non-lead units according to the trip plan. 
     
     
         8 . The system of  claim 7  further comprising a communications link between the lead unit and the non-lead units wherein the control parameter is supplied to the non-lead unit over the communications link. 
     
     
         9 . The system of  claim 7  further comprising a communications link between the lead and the non-lead units wherein the processor is disposed on the lead unit and the control parameter is supplied from the lead unit to the non-lead unit over the communications link. 
     
     
         10 . The system of  claim 7  wherein the lead unit and the non-lead unit are independently controlled according to different control parameters. 
     
     
         11 . The system of  claim 10  wherein the different control parameters are intended to independently optimize performance of the lead unit and each of the non-lead unit according to a cost element. 
     
     
         12 . The system of  claim 7  wherein the control element autonomously directs the vehicle to follow the trip plan. 
     
     
         13 . The system of  claim 7  wherein the control parameter comprises a notch setting. 
     
     
         14 . The system of  claim 1  wherein an operator directs the train in accordance with the trip plan. 
     
     
         15 . The system of  claim 1  wherein the algorithm updates the trip plan responsive to the information received from the first element during the trip. 
     
     
         16 . The system of  claim 1  wherein the non-lead unit comprises a-first non-lead unit and a second non-lead unit, each of the lead unit, wherein each of the first non-lead unit and the second non-lead unit is operationally classified into a first group or a second group, and wherein the algorithm determines a first control parameter for the first group and a second different control parameter for the second group. 
     
     
         17 . The system of  claim 1  wherein the trip plan generates a speed trajectory for the lead unit and the non-lead unit. 
     
     
         18 . The system of  claim 1  wherein the algorithm comprises independent constraints related to independent control of the lead unit and the non-lead unit. 
     
     
         19 . The system of  claim 1  wherein the trip plan that optimizes performance comprises optimizing at least one of fuel consumption, emissions generated, sand control and in-train forces limits of the lead unit and the non-lead unit. 
     
     
         20 . The system of  claim 1  wherein the algorithm updates the trip plan as the train progresses on a trip. 
     
     
         21 . The system of  claim 1  further comprising a sensor for measuring an operating condition of the lead unit or the non-lead unit wherein the processor is operable to receive information from the sensor. 
     
     
         22 . The system of  claim 1  wherein the first element comprises a track characterization element that determines information about at least one of a change in speed restriction on the track, a change in track grade, a change in track curvature and a change in a traffic pattern on a track segment. 
     
     
         23 . The system of  claim 1  further comprising a control element in each of the lead unit and the non-lead unit wherein the processor determines a power parameter for the lead unit and the non-lead unit, the power parameter supplied to the control element in each of the lead unit and the non-lead unit for controlling the lead unit and the non-lead unit, and wherein the power parameter is selected from a continuous range of power parameters or from a plurality of discrete power parameters. 
     
     
         24 . The system of  claim 1  further comprising an input device in communication with the processor for transferring information to the processor, the input device further comprising a non-lead unit location, a roadside device or a user. 
     
     
         25 . The system of  claim 1  further comprising a database in communication with the processor comprising operating information for the lead unit and the non-lead unit. 
     
     
         26 . The system of  claim 1  wherein the vehicle further comprises a plurality of non-lead units each independently controllable from the lead unit. 
     
     
         27 . The system of  claim 26  wherein independent control of each one of the plurality of non-lead units permits performance optimization of each one of the plurality of non-lead units. 
     
     
         28 . A method for operating a railway vehicle comprising a lead unit and a non-lead unit during a trip along a track, the method comprising:
 determining vehicle operating parameters and operating constraints; and   executing an algorithm according to the operating parameters and operating constraints to create a trip plan for the vehicle that separately optimizes performance of the lead unit and the non-lead unit, wherein execution of the trip plan permits independent control of the lead unit and the non-lead unit.   
     
     
         29 . The method of  claim 28  wherein the vehicle comprises a train, and wherein the lead unit comprises a lead locomotive and the non-lead unit comprises a remote locomotive and further comprising one or more railcars between the lead locomotive and the remote locomotive. 
     
     
         30 . The method of  claim 28  wherein the step of determining further comprises determining a location of the vehicle or a time from the beginning of a current vehicle trip. 
     
     
         31 . The method of  claim 28  wherein the step of determining further comprises determining track characterization information. 
     
     
         32 . The method of  claim 28  further comprising determining a speed trajectory for the trip plan and determining from the speed trajectory tractive effort applications and braking effort applications at the lead unit and at the non-lead unit and communicating the tractive effort applications and braking effort applications to the lead unit and the non-lead unit. 
     
     
         33 . The method of  claim 33  wherein the vehicle further comprises a communications link between the lead unit and the non-lead unit, and wherein the step of executing is performed at the lead unit and the tractive effort applications and braking effort applications are communicated from the lead unit to the non-lead unit over the communications link. 
     
     
         34 . The method of  claim 28  wherein the trip plan comprises different parameters for controlling operation of the lead unit and the non-lead unit to independently optimize performance of the lead unit and the non-lead unit. 
     
     
         35 . The method of  claim 34  wherein the optimized performance comprises optimizing at least one of fuel consumption, emissions generated, sand control and in-vehicle force limits. 
     
     
         36 . The method of  claim 28  wherein the step of determining vehicle operating parameters and operating constraints further comprises determining different operating parameters and operating constraints for the lead unit and the non-lead unit. 
     
     
         37 . The method of  claim 28  wherein the vehicle further comprises a plurality of non-lead units each independently controllable from the lead unit to optimize performance of each one of the plurality of non-lead units. 
     
     
         38 . A computer software code for operating a railway vehicle comprising a computer processor, a lead unit and a non-lead unit during a trip along a track, the computer software code comprising:
 a software module for determining vehicle operating parameters and operating constraints; and   a software module for executing an algorithm according to the operating parameters and operating constraints to create a trip plan for the vehicle that independently optimizes performance of the lead unit and the non-lead unit, wherein execution of the trip plan permits independent control of the lead unit and the non-lead unit.   
     
     
         39 . The computer software code of  claim 38  fuirther comprising a software module for determining a speed trajectory for the trip plan and for determining from the speed trajectory tractive effort applications and braking effort applications at the lead unit and the non-lead unit. 
     
     
         40 . The computer software code of  claim 39  wherein the vehicle further comprises a communications link between the lead unit and the non-lead unit, and wherein the software module for executing the algorithm is executed on the lead unit, further comprising a software module for communicating the tractive effort applications and the braking effort applications from the lead unit to the non-lead unit over the communications link. 
     
     
         41 . The computer software code of  claim 38  wherein the trip plan comprises different parameters for controlling operation of the lead unit and the non-lead unit to independently optimize performance of the lead unit and the non-lead unit. 
     
     
         42 . The computer software code of  claim 41  wherein the optimized performance comprises optimizing at least one of fuel consumption, emissions generated, sand control and in-vehicle forces limits. 
     
     
         43 . The computer software code of  claim 38  wherein the software module for determining vehicle operating parameters and operating constraints further comprises determining different operating parameters and operating constraints for the lead unit and the non-lead unit. 
     
     
         44 . The computer software code of  claim 38  wherein the vehicle further comprises a plurality of non-lead units each independently controllable from the lead unit, and wherein the software module for executing the algorithm permits independent control of each one of the plurality of non-lead units to optimize performance of each one of the plurality of non-lead units.