Distributed Locomotive Control Using Synchronized Start-Stop Messages
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Solution Overview
Problem
Existing train control systems do not enable each locomotive in a train to independently determine optimal acceleration values without relying on commands from a lead locomotive or central command, which can lead to inefficiencies and potential breakdowns in communication.
Innovation Solution
A train control system that includes a data acquisition hub connected to sensors and databases on each locomotive, independent virtual in-train forces modeling engines onboard each locomotive, and an analytics engine to assimilate and analyze real-time data, synchronized messages, and heuristic data to determine acceleration values independently for each locomotive.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If each locomotive independently determines acceleration values using virtual modeling engines, then operational efficiency and reliability are improved, but system complexity increases due to distributed computing requirements
Solution Approach 1:
The patent divides the train control system into independent segments, with each locomotive equipped with its own virtual in-train forces modeling engine. This segmentation allows each locomotive to autonomously determine acceleration values without relying on centralized control, thereby improving operational efficiency while distributing system complexity across multiple independent units rather than concentrating it in a single complex controller
Solution Approach 2:
Each locomotive is equipped with the capability to independently determine its own acceleration values through onboard virtual modeling engines that simulate in-train forces. This self-service approach eliminates the need for continuous centralized command and control, allowing locomotives to autonomously optimize their operation based on real-time conditions, thus improving efficiency while the modular nature of independent units manages overall system complexity
2Reliability
If locomotives operate independently without central commands, then communication breakdown risks are reduced, but coordination difficulty increases among multiple locomotives
Solution Approach 1:
The virtual in-train forces modeling engines on each locomotive continuously receive feedback from sensors measuring actual in-train forces and compare them against simulated values. This feedback mechanism enables each locomotive to independently adjust its acceleration commands to maintain force balance across the train, achieving reliable coordination without centralized control and reducing dependence on communication infrastructure
Solution Approach 2:
The patent introduces virtual in-train forces modeling as an intermediary mechanism that mediates coordination between independently operating locomotives. Each locomotive's controller uses the virtual model to predict the effects of its acceleration commands on the entire train, allowing independent locomotives to coordinate their actions automatically based on simulated force interactions rather than requiring direct communication or centralized arbitration
3Productivity
If synchronized control messages are exchanged between locomotives, then acceleration coordination is improved, but data transmission requirements increase
Solution Approach 1:
The patent extracts the essential coordination function from complex continuous data transmission by having each locomotive independently execute acceleration commands determined by its virtual modeling engine. Synchronized control messages are exchanged only when necessary to coordinate timing, rather than continuously transmitting large volumes of operational data, thus achieving effective acceleration coordination with minimized data transmission requirements
Data Source
AI summary
A train control system includes independent virtual in-train forces modeling engines onboard each of a plurality of locomotives in a train and a data acquisition hub configured to acquire signals from sensors, wherein the signals are indicative of real-time force and displacement measurement data from each of draft gears and couplers interconnecting each locomotive with another locomotive or with non-powered rail cars, acquire synchronized messages transmitted from offboard the train or from other locomotives of the train over a range of frequencies used by voice radios on the train for communicating between the locomotives, wherein the synchronized messages include real-time information on starting the train, stopping the train, and the next two speed limits for the train, and acquire heuristic data indicating the locomotive's motion during a predetermined period of time. An energy management system adjusts throttle requests, dynamic braking requests, and pneumatic braking requests for the locomotives based at least in part on a respective one of the virtual in-train forces models.