Dynamic Locomotive Control Arbitration for Rail Consists
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current systems for controlling vehicle consists require significant effort to position locomotives with energy management or control systems at the front end, which is challenging in crowded rail yards and limits the efficient use of equipped locomotives.
Innovation Solution
A system comprising first and second control modules, an energy management module, and a control arbitration module, allowing tractive efforts to be coordinated and controlled between powered vehicles in a vehicle consist, enabling flexible control distribution without the need for a lead locomotive with a control system at the front.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If locomotives with control systems are positioned at the front end of the consist, then control functionality is achieved, but significant time and effort are expended on arranging and organizing the consist in crowded rail yards
Solution Approach 1:
The patent implements dynamic control assignment where the lead locomotive is automatically determined based on real-time conditions rather than fixed positioning. The control system can dynamically switch which locomotive serves as the lead, allowing the consist to adapt to different operational scenarios without requiring manual reconfiguration in crowded yards.
Solution Approach 2:
The patent introduces a distributed control architecture where a central control system coordinates multiple locomotives through communication networks. This intermediary control layer allows any locomotive in the consist to function as lead by relaying control commands, eliminating the need for physical repositioning of equipped locomotives to the front end.
2Productivity
If locomotives are upgraded with energy management or control systems, then efficient control of tractive efforts is achieved, but financial and time costs are incurred that limit the percentage of equipped locomotives
Solution Approach 1:
The patent creates a universal control architecture where locomotives with different levels of equipment can participate in the same consist. The system allows mix-and-match configurations where equipped locomotives provide advanced control while unequipped locomotives contribute mechanical power, maximizing the utility of limited upgraded assets without requiring full fleet replacement.
Solution Approach 2:
The patent segments the control functionality across multiple locomotives rather than requiring a single equipped lead. This allows the control system to be distributed among several locomotives at different equipment levels, reducing the financial burden by spreading upgrades across multiple units over time while maintaining overall system efficiency.
3Adaptability or versatility
If a lead locomotive remotely controls other locomotives in the consist, then distributed power operation is achieved, but the lead locomotive must be disposed at the front end which complicates arrangement in crowded rail yards
Solution Approach 1:
The patent implements dynamic control assignment where the lead locomotive is automatically determined based on real-time conditions rather than fixed positioning. The control system can dynamically switch which locomotive serves as the lead, allowing the consist to adapt to different operational scenarios without requiring manual reconfiguration in crowded yards.
Solution Approach 2:
The patent inverts the traditional model by allowing any locomotive in the consist to serve as the control point, not just the front-end lead. This inversion enables remote control capabilities to function from any position in the consist, eliminating the constraint that requires equipped locomotives to be positioned at the front end for distributed power operation.
Data Source
AI summary
A system includes first and second control modules, an energy management module, and an arbitration module. The first and second control modules are on-board first and second powered vehicles coupled by at least a third vehicle in a vehicle consist. The first control module forms control signals to coordinate tractive efforts provided by the vehicle consist. The energy management module is on-board the second powered vehicle and is communicatively coupled with the second control module. The energy management module forms control signals that are transmitted by the second control module to control the tractive efforts provided by the first powered vehicle and the second powered vehicle based on a trip profile associated with a trip of the vehicle consist. The arbitration module is communicatively coupled with the first and second control modules. The arbitration module determines which of the control modules controls the tractive efforts provided by the vehicle consist.