US20070233335A1 - Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives - Google Patents
Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives Download PDFInfo
- Publication number
- US20070233335A1 US20070233335A1 US11/608,257 US60825706A US2007233335A1 US 20070233335 A1 US20070233335 A1 US 20070233335A1 US 60825706 A US60825706 A US 60825706A US 2007233335 A1 US2007233335 A1 US 2007233335A1
- Authority
- US
- United States
- Prior art keywords
- lead unit
- lead
- train
- trip
- unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 230000003137 locomotive effect Effects 0.000 title claims description 199
- 238000000034 method Methods 0.000 title claims description 49
- 238000004422 calculation algorithm Methods 0.000 claims abstract description 29
- 239000000446 fuel Substances 0.000 claims description 67
- 238000004891 communication Methods 0.000 claims description 40
- 238000005457 optimization Methods 0.000 claims description 16
- 230000008859 change Effects 0.000 claims description 15
- 239000004576 sand Substances 0.000 claims description 5
- 238000012512 characterization method Methods 0.000 claims description 4
- 230000006870 function Effects 0.000 description 19
- 230000008569 process Effects 0.000 description 10
- 230000009471 action Effects 0.000 description 8
- 238000012545 processing Methods 0.000 description 8
- 238000013459 approach Methods 0.000 description 6
- 238000012937 correction Methods 0.000 description 6
- 230000033001 locomotion Effects 0.000 description 6
- 230000005540 biological transmission Effects 0.000 description 5
- 238000007726 management method Methods 0.000 description 5
- 238000012544 monitoring process Methods 0.000 description 5
- 230000008901 benefit Effects 0.000 description 4
- 230000001186 cumulative effect Effects 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 230000009467 reduction Effects 0.000 description 4
- 230000011664 signaling Effects 0.000 description 4
- 238000004364 calculation method Methods 0.000 description 3
- 238000001816 cooling Methods 0.000 description 3
- 238000009472 formulation Methods 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 238000005259 measurement Methods 0.000 description 3
- 230000000007 visual effect Effects 0.000 description 3
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- 238000004590 computer program Methods 0.000 description 2
- 238000011217 control strategy Methods 0.000 description 2
- 238000000354 decomposition reaction Methods 0.000 description 2
- 230000001934 delay Effects 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 230000036541 health Effects 0.000 description 2
- 230000003993 interaction Effects 0.000 description 2
- 230000007257 malfunction Effects 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 230000011218 segmentation Effects 0.000 description 2
- 238000003860 storage Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000006399 behavior Effects 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 238000013479 data entry Methods 0.000 description 1
- 238000013500 data storage Methods 0.000 description 1
- 230000006735 deficit Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 230000005055 memory storage Effects 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 238000005381 potential energy Methods 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000000638 solvent extraction Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
- 230000009897 systematic effect Effects 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
- G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
- G05B13/0205—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric not using a model or a simulator of the controlled system
- G05B13/021—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric not using a model or a simulator of the controlled system in which a variable is automatically adjusted to optimise the performance
-
- B61L15/0058—
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/026—Relative localisation, e.g. using odometer
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/16—Trackside optimisation of vehicle or vehicle train operation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L2205/00—Communication or navigation systems for railway traffic
- B61L2205/04—Satellite based navigation systems, e.g. GPS
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
- G06Q10/063—Operations research, analysis or management
Definitions
- This embodiments of the invention relate to optimizing train operations, and more particularly to optimizing train operations for a train including multiple distributed power locomotive consists by monitoring and controlling train operations to improve efficiency while satisfying schedule constraints.
- a locomotive is a complex system with numerous subsystems, each subsystem interdependent on other subsystems.
- An operator aboard a locomotive applies tractive and braking effort to control the speed of the locomotive and its load of railcars to assure safe and timely arrival at the desired destination.
- Speed control must also be exercised to maintain in-train forces within acceptable limits, thereby avoiding excessive coupler forces and the possibility of a train break. To perform this fimction and comply with prescribed operating speeds that may vary with the train's location on the track, the operator generally must have extensive experience operating the locomotive over the specified terrain with various railcar consists.
- a distributed power train 8 as illustrated in FIGS. 1 and 2 , comprises locomotives 14 - 18 distributed in spaced-apart relation within the train consist.
- the train 8 comprises one or more additional locomotive consists (referred to as remote consists and the locomotives thereof referred to as remote units or remote locomotives) 12 B and 12 C.
- the remote unit consist 12 B comprises the remote locomotives 16 and 17 ;
- the remote unit consist 12 C comprises the remote locomotive 18 .
- a distributed power train can improve train operation and handling by applying tractive and braking efforts at locations other than the train's head end.
- the locomotives of the remote consists 12 B and 12 C are controlled by commands issued by the head end lead unit 14 and carried over a communications system 10 . Such commands, for example, may instruct the remote units to apply braking or tractive effort.
- the communications system 10 referred to as a distributed power communications system, also carries remote unit replies to lead unit commands, remote unit alarm condition messages and remote unit operational parametric data.
- the remote unit transmissions are transmitted to the head end lead unit 14 for the attention of the engineer.
- the distributed power communications system permits the train to be subdivided into a lead consist and as many as four remote consists, with each remote consist independently controllable from the head end.
- the remote consist lead unit 16 receives commands and messages from the lead unit 14 , executes the commands and messages as required and issues corresponding commands and messages to the linked locomotive 17 over an interconnecting cable 19 (referred to as a train line or an MU (multiple unit) line).
- the lead unit 14 also controls operation of the linked locomotive 15 by issuing commands via the MU line 19 connecting the two locomotives.
- the communications system 10 provides communications between the head end lead unit 14 and land-based sites, such as a dispatching center, a locomotive monitoring and diagnostic center, a rail yard, a loading/unloading facility and wayside equipment.
- land-based sites such as a dispatching center, a locomotive monitoring and diagnostic center, a rail yard, a loading/unloading facility and wayside equipment.
- the remote consists 12 B and 12 C can be controlled from either the head end lead unit 14 ( FIG. 1 ) or a control tower 40 ( FIG. 2 ).
- FIGS. 1 and 2 the only difference between the systems of FIGS. 1 and 2 is that the issuance of commands and messages from the lead unit 14 of FIG. 1 is replaced by the control tower 40 of FIG. 2 .
- the control tower 40 communicates with the lead unit 14 , which in turn is linked to the locomotive 15 by the MU line 17 and to the remote consists 12 B and 12 C by the communications system 10 .
- the distributed power train 8 of FIGS. 1 and 2 further comprises a plurality of railcars 20 interposed between the lead consist 12 A and the remote consists 12 B/ 12 C.
- the arrangement of the consists 12 A- 12 C and railcars 20 illustrated in FIGS. 1 and 2 is merely exemplary as the present invention can be applied to other locomotive/railcar arrangements.
- the railcars 20 comprise an air brake system (not shown in FIGS. 1 and 2 ) that applies the railcar air brakes in response to a pressure drop in a brake pipe 22 and releases the air brakes upon a pressure rise in the brake pipe 22 .
- the brake pipe 22 runs the length of the train for conveying the air pressure changes specified by the individual air brake controls 24 in the lead unit 14 and the remote units 16 - 18 .
- an off-board repeater 26 is disposed within radio communications distance of the train 8 for relaying communications signals between the lead unit 14 and the remote consists 12 B and 12 C over the communications system 10 .
- Each of the locomotives 14 - 18 , the off board repeater 26 and the control tower 40 comprises a transceiver 28 operative with an antenna 29 for receiving and transmitting communications signals over the communications system 10 .
- the transceiver 28 in the lead unit 14 is associated with a lead controller 30 for generating and issuing the commands and messages from the lead unit 14 to the remote consists 12 B and 12 C and receiving reply messages therefrom. Commands are generated in the lead controller 30 in response to operator control of the traction and braking controls within the lead unit 14 .
- Each locomotive 15 - 18 and the off-board repeater 26 comprises a remote controller 32 for processing and responding to received signals and for issuing reply messages, alarms and commands.
- the present invention comprises 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 comprises 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.
- the present invention comprises a method for operating a railway vehicle comprising a lead unit and a non-lead unit during a trip along a track.
- the method comprises 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.
- the invention comprises 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 comprises 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.
- FIGS. 1 and 2 depict distributed power railroad trains to which the teachings of the present invention can be applied.
- FIG. 3 depicts an exemplary illustration of a flow chart of the present invention
- FIG. 4 depicts a simplified model of the train that may be employed
- FIG. 5 depicts an exemplary embodiment of elements of the present invention
- FIG. 6 depicts an exemplary embodiment of a fuel-use/travel time curve
- FIG. 7 depicts an exemplary embodiment of segmentation decomposition for trip planning
- FIG. 8 depicts an exemplary embodiment of a segmentation example
- FIG. 9 depicts an exemplary flow chart of the present invention.
- FIG. 10 depicts an exemplary illustration of a dynamic display for use by the operator
- FIG. 11 depicts another exemplary illustration of a dynamic display for use by the operator
- FIG. 12 depicts another exemplary illustration of a dynamic display for use by the operator.
- aspects of the present invention solve certain problems in the art by providing a system, method, and computer implemented method for determining and implementing a driving strategy of a train including a locomotive consist and a plurality of railcars, by monitoring and controlling (either directly or through suggested operator actions) a train's operations to improve certain objective operating parameters while satisfying schedule and speed constraints.
- the embodiments of the present invention are also applicable to a train including a plurality of locomotive consists, referred to as a distributed power train.
- an apparatus such as a data processing system, including a CPU, memory, I/O, program storage, a connecting bus, and other appropriate components, could be programmed or otherwise designed to facilitate the practice of the methods of the invention embodiments.
- a system would include appropriate program means for executing the methods of the invention.
- an article of manufacture such as a pre-recorded disk or other similar computer program product, for use with a data processing system, includes a storage medium and a program recorded thereon for directing the data processing system to facilitate the practice of the methods of the invention.
- Such apparatus and articles of manufacture also fall within the spirit and scope of the embodiments of the invention.
- the embodiments of the invention teachs a method, apparatus, and program for determining and implementing a driving strategy of a train to improve certain objective operating parameters while satisfying schedule and speed constraints.
- the embodiments are described in the general context of computer-executable instructions, such as program modules, executed by a computer.
- program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types.
- the software programs that underlie the invention embodiments can be coded in different languages, for use with different processing platforms.
- examples of the embodiments of the invention are described in the context of a web portal that employs a web browser. It will be appreciated, however, that the principles that underlie these embodiments can be implemented with other types of computer software technologies as well.
- inventions may be practiced with other computer system configurations, including hand-held devices, multiprocessor systems, microprocessor-based or programmable consumer electronics, minicomputers, mainframe computers, and the like.
- the inventions may also be practiced in a distributed computing environment where tasks are performed by remote processing devices that are linked through a communications network.
- program modules may be located in both local and remote computer storage media including memory storage devices.
- These local and remote computing environments may be contained entirely within the locomotive, or within adjacent locomotives in consist or off-board in wayside or central offices where wireless communications are provided between the computing environments.
- the term locomotive consist means one or more locomotives in succession, connected together so as to provide motoring and/or braking capability with no railcars between the locomotives, such as the locomotive consists 12 A, 12 B and 12 C of FIG. 1 .
- a train may comprise one or more locomotive consists such as the locomotive consist 12 A, 12 B and 12 C.
- there may be a lead consist (such as the consist 12 A) and one or more remote consists, such as a first remote consist (such as the remote consist 12 B) midway along the line of railcars and another remote consist (such as the remote consist 12 C) at an end-of-train position.
- Each locomotive consist may have a first or lead locomotive (such as the lead unit locomotive 14 of the consist 12 A and the lead unit locomotive 16 of the remote consist 12 B) and one or more trailing locomotives (such as the locomotive 15 of the consist 12 A and the locomotive 17 of the remote consist
- locomotive consist is usually considered as connected successive locomotives
- a group of locomotives may also be recognized as a consist even with at least one railcar separating the locomotives, such as when the consist is configured for distributed power operation, as described above, wherein throttle and braking commands are relayed from the lead locomotive to the remote locomotives by the communications system 10 .
- the term locomotive consist should be not be considered a limiting factor when discussing multiple locomotives within the same train.
- FIG. 3 depicts an exemplary illustration of a flow chart of one embodiment of the present invention.
- instructions are input specific to planning a trip either on board or from a remote location, such as a dispatch center 110 .
- Such input information includes, but is not limited to, train position, consist composition (such as locomotive models), locomotive tractive power performance of locomotive traction transmission, consumption of engine fuel as a function of output power, cooling characteristics, intended trip route (effective track grade and curvature as function of milepost or an “effective grade” component to reflect curvature, following standard railroad practices), car makeup and loading (including effective drag coefficients), desired trip parameters including, but not limited to, start time and location, end location, travel time, crew (user and/or operator) identification, crew shift expiration time and trip route.
- train position consist composition (such as locomotive models), locomotive tractive power performance of locomotive traction transmission, consumption of engine fuel as a function of output power, cooling characteristics, intended trip route (effective track grade and curvature as function of milepost or an “effective grade” component to reflect curvature,
- This data may be provided to the locomotive 142 (see FIG. 3 ) according to various techniques and processes, such as, but not limited to, manual operator entry into the locomotive 142 via an onboard display, linking to a data storage device such as a hard card, hard drive and/or USB drive or transmitting the information via a wireless communications channel from a central or wayside location 141 , such as a track signaling device and/or a wayside device, to the locomotive 142 .
- Locomotive 142 and train 131 load characteristics e.g., drag
- the updated data that affects the trip optimization process can be supplied by any of the methods and techniques described above and/or by real-time autonomous collection of locomotive/train conditions.
- Such updates include, for example, changes in locomotive or train characteristics detected by monitoring equipment on or off board the locomotive(s) 142 .
- a track signal system indicates certain track conditions and provides instructions to the operator of a train approaching the signal.
- the signaling system which is described in greater detail below, indicates, for example, an allowable train speed over a segment of track and provides stop and run instructions to the train operator. Details of the signal system, including the location of the signals and the rules associated with different signals are stored in the onboard database 163 (see FIG. 9 ).
- an optimal trip plan that minimizes fuel use and/or generated emissions subject to speed limit constraints and a desired start and end time is computed to produce a trip profile 112 .
- the profile contains the optimal speed and power (notch) settings for the train to follow, expressed as a fanction of distance and/or time from the beginning of the trip, train operating limits, including but not limited to, the maximum notch power and brake settings, speed limits as a function of location and the expected fuel used and emissions generated.
- the value for the notch setting is selected to obtain throttle change decisions about once every 10 to 30 seconds.
- the throttle change decisions may occur at a longer or shorter intervals, if needed and/or desired to follow an optimal speed profile.
- the profiles provide power settings for the train, either at the train level, consist level and/or individual locomotive level.
- power comprises braking power, motoring power and airbrake power.
- the present invention embodiments instead of operating at the traditional discrete notch power settings, the present invention embodiments determine a desired power setting, from a continuous range of power settings, to optimize the speed profile.
- a desired power setting from a continuous range of power settings, to optimize the speed profile.
- an optimal profile specifies a notch setting of 6.8, instead of a notch setting of 7, the locomotive 142 operates at 6.8. Allowing such intermediate power settings may provide additional efficiency benefits as described below.
- the procedure for computing the optimal profile can include any number of methods for computing a power sequence that drives the train 131 to minimize fuel and/or emissions subject to locomotive operating and schedule constraints, as summarized below.
- the optimal profile may be sufficiently similar to a previously determined profile due to the similarity of train configurations, route and environmental conditions. In these cases it may be sufficient to retrieve the previously-determined driving trajectory from the database 163 and operate the train accordingly.
- methods to compute a new plan include, but are not limited to, direct calculation of the optimal profile using differential equation models that approximate train physics of motion.
- a quantitative objective function is determined, commonly the function comprises a weighted sum (integral) of model variables that correspond to a fuel consumption rate and emissions generated plus a term to penalize excessive throttle variations.
- An optimal control formulation is established to minimize the quantitative objective function subject to constraints including but not limited to, speed limits and minimum and maximum power (throttle) settings.
- the problem may be setup to minimize fuel subject to constraints on emissions and speed limits or to minimize emissions subject to constraints on fuel use and arrival time. It is also possible to setup, for example, a goal to minimize the total travel time without constraints on total emissions or fuel use where such relaxation of constraints is permitted or required for the mission.
- x is the position of the train
- v is train velocity
- t time (in miles, miles per hour and minutes or hours as appropriate)
- u is the notch (throttle) command input.
- D denotes the distance to be traveled
- T f the desired arrival time at distance D along the track
- T e is the tractive effort produced by the locomotive consist
- G a is the gravitational drag (which depends on train length, train makeup and travel terrain)
- R is the net speed dependent drag of the locomotive consist and train combination.
- the initial and final speeds can also be specified, but without loss of generality are taken to be zero here (train stopped at beginning and end of the trip).
- the model is readily modified to include other dynamics factors such the lag between a change in throttle u and a resulting tractive or braking effort.
- u(t) is the optimizing variable that is the continuous notch position. If discrete notch is required, e.g. for older locomotives, the solution to equation (OP) is discretized, which may result in lower fuel savings.
- both u(t) and T f are optimizing variables.
- the preferred embodiment solves the equation (OP) for various values of T f with T f >T fmin with ⁇ 3 set to zero. In this latter case, T f is treated as a constraint.
- the adjoin constraint may be that an end point constraint must hold, e.g. total fuel consumed must be less than what is in the tank, e.g. via:
- Reference to emissions in the context of the embodiments of the present invention is generally directed to cumulative emissions produced in the form of oxides of nitrogen (NOx), unburned hydrocarbons and particulates.
- NOx oxides of nitrogen
- every locomotive must be compliant with EPA emission standards, and thus in an embodiment of the present invention that optimizes emissions this may refer to mission-total emissions, for which there is no current EPA specification. Operation of the locomotive according to the optimized trip plan is at all times compliant with EPA emission standards.
- OP optimal control formulation
- a key flexibility in the optimization process is that any or all of the trip objectives can vary by geographic region or mission. For example, for a high priority train, minimum time may be the only objective on one route because of the train's priority. In another example emission output could vary from state to state along the planned train route.
- the present invention transcribes a dynamic optimal control problem in the time domain to an equivalent static mathematical programming problem with N decision variables, where the number ‘N’ depends on the frequency at which throttle and braking adjustments are made and the duration of the trip. For typical problems, this N can be in the thousands.
- N can be in the thousands.
- a train is traveling a 172-mile stretch of track in the southwest United States.
- an exemplary 7.6% fuel consumption may be realized when comparing a trip determined and followed using the present features of the inventions versus a trip where the throttle/speed is determined by the operator according to standard practices.
- the improved savings is realized because the optimization provided by the present invention produces a driving strategy with both less drag loss and little or no braking loss compared to the operator controlled trip.
- a simplified model of the train may be employed, such as illustrated in FIG. 4 and set forth in the equations discussed above.
- a key refinement to the optimal profile is produced by deriving a more detailed model with the optimal power sequence generated, to test if any thermal, electrical and mechanical constraints are violated, leading to a modified profile with speed versus distance that is closest to a run that can be achieved without damaging the locomotive or train equipment, i.e. satisfying additional implied constraints such thermal and electrical limits on the locomotive and in-train forces.
- power commands are generated 114 to put the start the plan.
- one command causes the locomotive to follow the optimized power command 116 so as to achieve optimal speed.
- the present invention obtains actual speed and power information from the locomotive consist of the train 118 . Due to the common approximations in the models used for the optimization, a closed-loop calculation of corrections to the optimized power is obtained to track the desired optimal speed. Such corrections of train operating limits can be made automatically or by the operator, who always has ultimate control of the train.
- the model used in the optimization may differ significantly from the actual train. This can occur for many reasons, including but not limited to, extra cargo pickups or setouts, locomotives that fail in-route, errors in the initial database 163 and data entry errors by the operator. For these reasons a monitoring system uses real-time train data to estimate locomotive and/or train parameters in real time 120 . The estimated parameters are then compared to the assumed parameters when the trip was initially created 122 . Based on any differences in the assumed and estimated values, the trip may be re-planned 124 . Typically the trip is re-planned if significant savings can be realized from a new plan.
- a trip may be re-planned include directives from a remote location, such as dispatch, and/or an operator request of a change in objectives to be consistent with global movement planning objectives.
- global movement planning objectives may include, but are not limited to, other train schedules, time required to dissipate exhaust from a tunnel, maintenance operations, etc. Another reason may be due to an onboard failure of a component.
- Strategies for re-planning may be grouped into incremental and major adjustments depending on the severity of the disruption, as discussed in more detail below.
- a “new” plan must be derived from a solution to the optimization problem equation (OP) described above, but frequently faster approximate solutions can be found, as described herein.
- OP optimization problem equation
- the locomotive 142 will continuously monitor system efficiency and continuously update the trip plan based on the actual measured efficiency whenever such an update may improve trip performance.
- Re-planning computations may be carried out entirely within the locomotive(s) or fully or partially performed at a remote location, such as dispatch or wayside processing facilities where wireless technology can communicate the new plan to the locomotive 142 .
- the various embodiments of the present invention may also generate efficiency trends for developing locomotive fleet data regarding efficiency transfer functions.
- the fleet-wide data may be used when determining the initial trip plan, and may be used for network-wide optimization tradeoff when considering locations of a plurality of trains. For example, the travel-time fuel-use tradeoff curve as illustrated in FIG.
- a planned arrival time is compared with a currently estimated (predicted) arrival time 25 .
- the plan is adjusted 126 . This adjustment may be made automatically responsive to a railroad company's policy for handling departures from plan or manually as the on-board operator and dispatcher jointly decide the best approach for returning the plan.
- a re-plan may also be made when it is desired to change the original objectives. Such re-planning can be done at either fixed preplanned times, manually at the discretion of the operator or dispatcher or autonomously when predefined limits, such a train operating limits, are exceeded. For example, if the current plan execution is running late by more than a specified threshold, such as thirty minutes, the embodiments of the invention can re-plan the trip to accommodate the delay at the expense of increased fuel consumption as described above or to alert the operator and dispatcher as to the extent to which lost time can be regained, if at all, (i.e. what is the minimum time remaining or the maximum fuel that can be saved within a time constraint).
- triggers for re-plan can also be envisioned based on fuel consumed or the health of the power consist, including but not limited time of arrival, loss of horsepower due to equipment failure and/or equipment temporary malfunction (such as operating too hot or too cold), and/or detection of gross setup errors, such in the assumed train load. That is, if the change reflects impairment in the locomotive performance for the current trip, these may be factored into the models and/or equations used in the optimization process.
- Changes in plan objectives can also arise from a need to coordinate events where the plan for one train compromises the ability of another train to meet objectives and arbitration at a different level, e.g. the dispatch office, is required.
- the coordination of meets and passes may be further optimized through train-to-train communications.
- an operator knows he is behind schedule in reaching a location for a meet and/or pass, communications from the other train can advise the operator of the late train (and/or dispatch).
- the operator can enter information pertaining to the expected late arrival for recalculating the train's trip plan.
- the present invention can also be used at a high level or network-level, to allow a dispatch to determine which train should slow down or speed up should it appear that a scheduled meet and/or pass time constraint may not be met. As discussed herein, this is accomplished by trains transmitting data to dispatch to prioritize how each train should change its planning objective. A choice can be made either based on schedule or fuel saving benefits, depending on the situation.
- the invention may present more than one trip plan to the operator.
- the present invention presents different profiles to the operator, allowing the operator to select the arrival time and also understand the corresponding fuel and/or emission impact.
- Such information can also be provided to the dispatch for similar considerations, either as a simple list of alternatives or as a plurality of tradeoff curves such as illustrated in FIG. 6 .
- the present invention includes the ability to learn and adapt to key changes in the train and power consist that can be incorporated either in the current plan and/or for future plans.
- one of the triggers discussed above is loss of horsepower.
- transition logic is utilized to determine when a desired horsepower is achieved. This information can be saved in the locomotive database 161 for use in optimizing either future trips or the current trip should loss of horsepower occur again later.
- FIG. 5 depicts an exemplary embodiment of elements of the present invention.
- a locator element 130 determines a location of the train 131 .
- the locator element 130 comprises a GPS sensor or a system of sensors that determine a location of the train 131 .
- Examples of such other systems may include, but are not limited to, wayside devices, such as radio frequency automatic equipment identification (RF AEI) tags, dispatch, and/or video-based determinations.
- RF AEI radio frequency automatic equipment identification
- Another system may use tachometer(s) aboard a locomotive and distance calculations from a reference point.
- a wireless communication system 147 may also be provided to allow communications between trains and/or with a remote location, such as dispatch. Information about travel locations may also be transferred from other trains over the communications system.
- a track characterization element 133 provides information about a track, principally grade, elevation and curvature information.
- the track characterization element 133 may include an on-board track integrity database 136 .
- Sensors 138 measure a tractive effort 140 applied by the locomotive consist 142 , throttle setting of the locomotive consist 142 , locomotive consist 142 configuration information, speed of the locomotive consist 142 , individual locomotive configuration information, individual locomotive capability, etc.
- the locomotive consist 142 configuration information may be loaded without the use of a sensor 138 , but is input by other approaches as discussed above.
- the health of the locomotives in the consist may also be considered. For example, if one locomotive in the consist is unable to operate above power notch level 5 this information is used when optimizing the trip plan.
- Information from the locator element may also be used to determine an appropriate arrival time of the train 131 .
- the locator element including but not limited to radio frequency automatic equipment identification (RF AEI) tags, dispatch, and/or video-based determinations, may be used to determine the exact location of the train 131 .
- RF AEI radio frequency automatic equipment identification
- inputs from these signaling systems may be used to adjust the train speed.
- the locator element such as GPS
- embodiments of the invention can adjust the operator interface to reflect the signaling system state at the given locomotive location. In a situation where signal states indicate restrictive speeds ahead, the planner may elect to slow the train to conserve fuel consumption.
- Information from the locator element 130 may also be used to change planning objectives as a function of distance to a destination. For example, owing to inevitable uncertainties about congestion along the route, “faster” time objectives on the early part of a route may be employed as hedge against delays that statistically occur later. If on a particular trip such delays do not occur, the objectives on a latter part of the journey can be modified to exploit the built-in slack time that was banked earlier and thereby recover some fuel efficiency.
- emission-restrictive objectives e.g. emissions constraints that apply when approaching an urban area.
- the system may provide an option to operate the train slower at either the beginning of the trip, at the middle of the trip or at the end of the trip.
- the embodiments of the present invention optimize the trip plan to allow for slower operation at the end of the trip since unknown constraints, such as but not limited to weather conditions, track maintenance, etc., may develop and become known during the trip.
- the plan is developed with an option to increase the driving flexibility around such regions. Therefore, in one embodiment the present invention may also consider weighting/penalizing as a function of time/distance into the future and/or based on known/past experiences. Those skilled in the art will readily recognize that such planning and re-planning to take into consideration weather conditions, track conditions, other trains on the track, etc., may be considered at any time during the trip wherein the trip plan is adjusted accordingly.
- FIG. 5 further discloses other elements that may be part of an embodiment of the present invention.
- a processor 144 operates to receive information from the locator element 130 , track characterizing element 133 and sensors 138 .
- An algorithm 146 operates within the processor 144 .
- the algorithm 146 computes an optimized trip plan based on parameters involving the locomotive 142 , train 131 , track 134 , and objectives of the mission as described herein.
- the trip plan is established based on models for train behavior as the train 131 moves along the track 134 as a solution of non-linear differential equations derived from applicable physics with simplifying assumptions that are provided in the algorithm.
- the algorithm 146 has access to the information from the locator element 130 , track characterizing element 133 and/or sensors 138 to create a trip plan minimizing fuel consumption of a locomotive consist 142 , minimizing emissions of a locomotive consist 142 , establishing a desired trip time, and/or ensuring proper crew operating time aboard the locomotive consist 42 .
- a driver or controller element, 151 is also provided. As discussed herein the controller element 151 may control the train as it follows the trip plan. In an exemplary embodiment discussed further herein, the controller element 151 makes train operating decisions autonomously. In another exemplary embodiment the operator may be involved with directing the train to follow or deviate from the trip plan in his discretion.
- the trip plan is modifiable in real time as the plan is being executed. This includes creating the initial plan for a long distance trip, owing to the complexity of the plan optimization algorithm.
- an algorithm 46 may be used to segment the mission by dividing the mission into waypoints. Though only a single algorithm 146 is discussed, those skilled in the art will readily recognize that more than one algorithm may be used and that such multiple algorithms are linked to create the trip plan.
- the trip waypoints may include natural locations where the train 131 stops, such as, but not limited to, single mainline sidings for a meet with opposing traffic or for a pass with a train behind the current train, a yard siding, an industrial spur where cars are picked up and set out and locations of planned maintenance work.
- the train 131 may be required to be at the location at a scheduled time, stopped or moving with speed in a specified range.
- dwell time The time duration from arrival to departure at waypoints is called dwell time.
- the present invention is able to break down a longer trip into smaller segments according to a systematic process.
- Each segment can be somewhat arbitrary in length, but is typically picked at a natural location such as a stop or significant speed restriction, or at key waypoints or mileposts that define junctions with other routes.
- a driving profile is created for each segment of track as a function of travel time taken as an independent variable, such as shown in FIG. 6 .
- the fuel used/travel-time tradeoff associated with each segment can be computed prior to the train 131 reaching that segment of track.
- a total trip plan can therefore be created from the driving profiles created for each segment.
- the invention optimally distributes travel time among all segments of the trip so that the total trip time required is satisfied and total fuel consumed over all the segments is minimized.
- An exemplary three segment trip is disclosed in FIG. 8 and discussed below. Those skilled in the art will recognize however, though segments are discussed, the trip plan may comprise a single segment representing the complete trip.
- FIG. 6 depicts an exemplary embodiment of a fuel-use/travel time curve.
- a curve 150 is created when calculating an optimal trip profile for various travel times for each segment. That is, for a given travel time 151 , fuel used 152 is the result of a detailed driving profile computed as described above. Once travel times for each segment are allocated, a power/speed plan is determined for each segment from the previously computed solutions. If there are any waypoint speed constraints between the segments, such as, but not limited to, a change in a speed limit, they are matched during creation of the optimal trip profile. If speed restrictions change only within a single segment, the fuel use/travel-time curve 150 has to be re-computed for only the segment changed.
- This process reduces the time required for re-calculating more parts, or segments, of the trip. If the locomotive consist or train changes significantly along the route, e.g. loss of a locomotive or pickup or set-out of railcars, then driving profiles for all subsequent segments must be recomputed creating new instances of the curve 150 . These new curves 150 are then used along with new schedule objectives to plan the remaining trip.
- a trajectory of speed and power versus distance allows the train to reach a destination with minimum fuel and/or emissions at the required trip time.
- the present invention displays control information to the operator. The operator follows the information to achieve the required power and speed as determined according to the optimal trip plan. Thus in this mode the operator is provided with operating suggestions for use in driving the train.
- control actions to accelerate the train or maintain a constant speed are performed by the present invention. However, when the train 131 must be slowed, the operator is responsible for applying brakes by controlling a braking system 152 .
- the present invention commands power and braking actions as required to follow the desired speed-distance path.
- Feedback control strategies are used to correct the power control sequence in the profile to account for such events as, but not limited to, train load variations caused by fluctuating head winds and/or tail winds.
- Another such error may be caused by an error in train parameters, such as, but not limited to, train mass and/or drag, as compared with assumptions in the optimized trip plan.
- a third type of error may occur due to incorrect information in the track database 136 .
- Another possible error may involve un-modeled performance differences due to the locomotive engine, traction motor thermal deration and/or other factors.
- Feedback control strategies compare the actual speed as a fumction of position with the speed in the desired optimal profile. Based on this difference, a correction to the optimal power profile is added to drive the actual velocity toward the optimal profile.
- a compensation algorithm may be provided that filters the feedback speeds into power corrections to assure closed-loop performance stability. Compensation may include standard dynamic compensation as used by those skilled in the art of control system design to meet performance objectives.
- a sub-optimal decomposition method can be used for finding an optimal trip profile.
- the computation method can find the trip plan with specified travel time and initial and final speeds to satisfy all the speed limits and locomotive capability constraints when there are stops.
- aspects of the invention may employ a setup as illustrated in the exemplary flow chart depicted in FIG. 7 and as an exemplary three segment example depicted in detail in FIGS. 8 .
- the trip may be broken into two or more segments, T 1 , T 2 , and T 3 , though as discussed herein, it is possible to consider the trip as a single segment.
- the segment boundaries may not result in equal-length segments. Instead the segments use natural or mission specific boundaries.
- Optimal trip plans are pre-computed for each segment. If fuel use versus trip time is the trip object to be met, fuel versus trip time curves are generated for each segment. As discussed herein, the curves may be based on other factors wherein the factors are objectives to be met with a trip plan.
- trip time is the parameter being determined, trip time for each segment is computed while satisfying the overall trip time constraints.
- FIG. 8 illustrates speed limits for an exemplary three segment 200 mile trip 197 . Further illustrated are grade changes over the 200 mile trip 198 . A combined chart 199 illustrating curves of fuel used for each segment of the trip over the travel time is also shown.
- the present computation method can find the trip plan with specified travel time and initial and final speeds, to satisfy all the speed limits and locomotive capability constraints when there are stops. Though the following detailed discussion is directed to optimizing fuel use, it can also be applied to optimize other factors as discussed herein, such as, but not limited to, emissions.
- the method can accommodate desired dwell times at stops and considers constraints on earliest arrival and departure at a location as may be required, for example, in single-track operations where the time to enter or pass a siding is critical.
- Embodiments of the present invention find a fuel-optimal trip from distance D 0 to D M , traveled in time T, with M ⁇ 1 intermediate stops at D 1 , . . . ,D M ⁇ 1 , and with the arrival and departure times at these stops constrained by
- t ⁇ rr (D i ), t dep (D i ), and ⁇ t i are the arrival, departure, and minimum stop time at the i th stop, respectively.
- t dep (D i ) t ⁇ rr (D i )+ ⁇ t i which eliminates the second inequality above.
- T min (i) ⁇ t ⁇ T max (i) the fuel-optimal trip from D i ⁇ 1 to D i for travel time t.
- F i (t) be the fuel-use corresponding to this trip. If the travel time from D j ⁇ 1 to D j is denoted T j , then the arrival time at D i is given by
- ⁇ i 1 M ⁇ F i ⁇ ( T i ) ⁇ T min ⁇ ( i ) ⁇ T i ⁇ T max ⁇ ( i )
- the issue is re-determining the fuel-optimal solution for the remainder of the trip (originally from D 0 to D M in time T) as the trip is traveled, but where disturbances preclude following the fuel-optimal solution.
- Let the current distance and speed be x and v, respectively, where D i ⁇ 1 ⁇ x ⁇ D i . Also, let the current time since the beginning of the trip be t act . Then the fuel-optimal solution for the remainder of the trip from x to D M , which retains the original arrival time at D M , is obtained by finding
- ⁇ tilde over (F) ⁇ i (t, x, v) is the fuel-used of the optimal trip from x to D i , traveled in time t, with initial speed at x of v.
- an exemplary process to enable more efficient re-planning constructs the optimal solution for a stop-to-stop trip from partitioned segments.
- D i ⁇ 1 to D i the optimal trip from D i ⁇ 1 to D i as
- f ij (t, v i,j ⁇ 1 , v ij ) is the fuel-use for the optimal trip from D ij ⁇ 1 to D ij , traveled in time t, with initial and final speeds of v ij ⁇ 1 and v ij .
- t ij is the time in the optimal trip corresponding to distance D ij .
- v max (i,j) ⁇ v min (i,j) can be minimized, thus minimizing the domain over which f ij ( ) needs to be known.
- a further simplification is obtained by waiting on the re-computation of T m , i ⁇ m ⁇ M, until distance point D i is reached.
- T i is increased as needed to accommodate any longer actual travel time from D i ⁇ 1 to D ij than planned. This increase is later compensated, if possible, by the re-computation of T m i ⁇ m ⁇ M, at distance point D i .
- the total input energy required to move a train 131 from point A to point B consists of the sum of four components, specifically difference in kinetic energy between the points A and B; difference in potential energy between the points A and B; energy loss due to friction and other drag losses; and energy dissipated by the application of the brakes. Assuming the start and end speeds are equal (e.g., stationary) the first component is zero. Furthermore, the second component is independent of driving strategy. Thus, it suffices to minimize the sum of the last two components.
- the new optimal notch /speed plan can be followed using the closed loop control described herein.
- an algorithm referred to as “smart cruise control”.
- the smart cruise control algorithm is an efficient process for generating, on the fly, an energy-efficient (hence fuel-efficient) sub-optimal prescription for driving the train 131 over a known terrain.
- This algorithm assumes knowledge of the position of the train 131 along the track 134 at all times, as well as knowledge of the grade and curvature of the track versus position.
- the method relies on a point-mass model for the motion of the train 131 , whose parameters may be adaptively estimated from online measurements of train motion as described earlier.
- the smart cruise control algorithm has three principal components, specifically a modified speed limit profile that serves as an energy-efficient guide around speed limit reductions; an ideal throttle or dynamic brake setting profile that attempts to balance minimizing speed variations and braking; and a mechanism for combining the latter two components to produce a notch command, employing a speed feedback loop to compensate for mismatches of modeled parameters when compared to reality parameters.
- Smart cruise control can accommodate strategies in the embodiments of the invention without active braking (i.e. the driver is signaled and assumed to provide the requisite braking) or a variant that does provide active braking.
- the three exemplary components are a modified speed limit profile that serves as an energy-efficient guide around speed limit reductions, a notification signal to notify the operator when braking should be activated, an ideal throttle profile that attempts to balance minimizing speed variations and notifying the operator to apply brakes and a mechanism employing a feedback loop to compensate for mismatches of model parameters to reality parameters.
- One embodiment of the present invention includes an approach to identify key parameter values of the train 131 .
- a Kalman filter and a recursive least-squares approach may be utilized to detect errors that may develop over time.
- FIG. 9 depicts an exemplary flow chart of the present invention.
- a remote facility such as a dispatch center 160 can provide information for use by the steps of the flow chart.
- information is provided to an executive control element 162 .
- a locomotive modeling information database 163 Also supplied to the executive control element 162 is a locomotive modeling information database 163 , a track information database 136 such as, but not limited to, track grade information and speed limit information, estimated train parameters such as, but not limited to, train weight and drag coefficients, and fuel rate tables from a fuel rate estimator 164 .
- the executive control element 162 supplies information to the planner 112 , which is disclosed in more detail in FIG. 3 . Once a trip plan has been calculated, the plan is supplied to a driving advisor, driver or controller element 151 . The trip plan is also supplied to the executive control element 162 so that it can compare the trip when other new data is provided.
- the driving advisor 151 can automatically set a notch power, either a pre-established notch setting or an optimum continuous notch power value.
- a display 168 is provided so that the operator can view what the planner has recommended.
- the operator also has access to a control panel 169 . Through the control panel 169 the operator can decide whether to apply the notch power recommended. Towards this end, the operator may limit a targeted or recommended power. That is, at any time the operator always has final authority over the power setting for operation of the locomotive consist, including whether to apply brakes if the trip plan recommends slowing the train 131 .
- the operator inputs commands based on information contained in the track database and visual signals from the wayside equipment. Based on how the train 131 is functioning, information regarding fuel measurement is supplied to the fuel rate estimator 164 . Since direct measurement of fuel flows is not typically available in a locomotive consist, all information on fuel consumed to a point in the trip and projections into the future if the optimal plans are followed use calibrated physics models, such as those used in developing the optimal plans. For example, such predictions may include, but are not limited to, the use of measured gross horse-power and known fuel characteristics to derive the cumulative fuel used.
- the train 131 also has a locator device 130 such as a GPS sensor, as discussed above.
- Information is supplied to the train parameters estimator 165 .
- Such information may include, but is not limited to, GPS sensor data, tractive/braking effort data, braking status data, speed and any changes in speed data.
- train weight and drag coefficients information is supplied to the executive control element 162 .
- the embodiments of the present invention may also allow the use of continuously variable power throughout the optimization planning and closed loop control implementation.
- power is typically quantized to eight discrete levels.
- Modem locomotives can realize continuous variation in horsepower that may be incorporated into the previously described optimization methods.
- the locomotive 142 can further optimize operating conditions, e.g., by minimizing auxiliary loads and power transmission losses, and fine tuning engine horsepower regions of optimum efficiency or to points of increased emissions margins.
- Example include, but are not limited to, minimizing cooling system losses, adjusting alternator voltages, adjusting engine speeds, and reducing number of powered axles.
- the locomotive 142 may use the on-board track database 36 and the forecasted performance requirements to minimize auxiliary loads and power transmission losses to provide optimum efficiency for the target fuel consumption/emissions. Examples include, but are not limited to, reducing a number of powered axles on flat terrain and pre-cooling the locomotive engine prior to entering a tunnel.
- the present invention may also use the on-board track database 136 and the forecasted performance to adjust the locomotive performance, such as to ensure that the train has sufficient speed as it approaches a hill and/or tunnel. For example, this could be expressed as a speed constraint at a particular location that becomes part of the optimal plan generation created solving the equation (OP). Additionally, one embodiment may incorporate train-handling rules, such as, but not limited to, tractive effort ramp rates and maximum braking effort ramp rates. These may incorporated directly into the formulation for optimum trip profile or alternatively incorporated into the closed loop regulator used to control power application to achieve the target speed.
- the present invention is installed only on a lead locomotive of the train consist. Even though in one embodiment the present invention is not dependent on data or interactions with other locomotives in the train, it may be integrated with a consist manager, as disclosed in U.S. Pat. No. 6,691,957 and patent application Ser. No. 10/429,596 (both owned by the Assignee and both incorporated by reference), functionality and/or a consist optimizer functionality to improve efficiency. Interaction with multiple trains is not precluded as illustrated by the example of dispatch arbitrating two “independently optimized” trains described herein.
- the lead locomotive in a locomotive consist may operate at a different notch power setting than other locomotives in that consist.
- the other locomotives in the consist operate at the same notch power setting.
- the present invention may be utilized in conjunction with the consist manager to command different notch power settings for the locomotives in the consist.
- the consist manager divides a locomotive consist into two groups, lead locomotive and trailing units, the lead locomotive can be commanded to operate at a certain notch power and the trailing locomotives can be commanded to operate at a different notch power, each trailing locomotive not necessarily operating at the same notch power.
- the present invention can be used in conjunction with the consist optimizer to determine notch power for each locomotive in the locomotive consist. For example, suppose that a trip plan recommends a notch power setting of four for the locomotive consist. Based on the location of the train, the consist optimizer can use this information to determine the notch power setting for each locomotive in the consist. In this implementation, the efficiency of setting notch power settings over intra-train communication channels is improved. Furthermore, implementation of this configuration may be performed utilizing the distributed power communications system.
- An embodiment of the present invention may be used with a distributed power train such as illustrated in FIGS. 1 and 2 and described above. Absent the teachings of the present inventions, a distributed power train can be operated in a normal or an independent mode. In the normal mode, the operator in the lead unit 14 of the lead consist 12 A commands each of the locomotive consists 12 A, 12 B and 12 C to operate at the same notch power or to apply the same braking effort as applied by the lead locomotive 14 . If the lead locomotive 14 of the lead consist 12 A commands motoring at notch N 8 , all other locomotives 15 - 18 are commanded to motoring at notch N 8 by a signal transmitted over the communications system 10 from the lead locomotive 14 .
- the distributed power train is segregated into two independent locomotive consist groups, i.e., a front group and a back group by the operator when the communications system is set-up.
- the locomotive consist 12 A is configured as the front group and the locomotive consists 12 B and 12 C are configured as the back group.
- Each of the front and back groups can be commanded to different operation. For example, as the train crests a mountaintop, the front group locomotives 14 and 15 in the lead consist 12 A (on the downward slope of the mountain) are commanded to progressively lower notch settings (including perhaps a braking setting) as the front group descends the grade.
- the back group locomotives 16 , 17 and 18 in the remote consists 12 B and 12 C (on the upward slope of the mountain) remain in a motoring mode until the end of the train crests the mountain.
- the division of the train into front and back groups and differential control of the two groups can minimize tensile forces on the mechanical couplers that connect the railcars and the locomotives.
- operating the distributed power train in independent mode requires the operator to manually command the front group locomotives and the back group locomotives via a display in the lead locomotive.
- one embodiment of the trip optimizer system of the present invention determines optimum operation for each locomotive 14 - 18 to achieve optimal train operation. Responsive to the optimized trip plan, the trip optimizer controls the distributed power train by independently controlling each locomotive, whether in the same or a different locomotive consist. Thus the trip optimizer, as applied to a distributed power train, provides more granular train control and optimizes train performance to the individual locomotive level.
- independent trip optimizer control of the individual locomotives segregates the train into multiple consists (where by electing to group certain locomotives together or control each locomotive independently, the number independently controlled locomotives can include any number up to the total number of locomotives in the train).
- the performance of the train and its individual locomotives can be controlled to improve fuel consumption, for example.
- the trip optimizer and/or the lead unit operator can command each individual locomotive or one or more locomotive consists to operate at different notch and/or braking settings to optimize the performance of each individual locomotive. If desired, of course, all locomotives can be operated at the same notch power or brake setting.
- the notch power or braking settings are communicated over the distributed communications system 10 to the remote locomotives 15 - 18 for execution at each remote locomotive.
- application of the trip optimizer concepts to a distributed power train allows the train to be segregated into smaller controlled sections (creating multiple, individually-controlled but coupled trains) to improve train operation and control, including a reduction in in-train forces, simplification of in-train force management, improved control over stopping distances and more optimal performance for each locomotive. Further, longer and/or heavier trains can be better and more safely controlled when the locomotives are subject to independent and individual control.
- the trip optimizer also controls train acceleration and deceleration by raising or lowering the notch position of one or more of the remote locomotives by suitable commands sent over the communications system 10 , promoting economy, flexibility in train makeup, train force reduction, increased train sizes, etc.
- Independent locomotive control also offers additional degrees of freedom for use by the trip optimizing algorithm. Additional objectives or constraints relating to in-train forces can therefore be incorporated into the performance function for optimization.
- a dynamic brake modem link can also be used to provide the optimized trip control information to each locomotive of the train.
- This link is a serial high frequency communications signal imposed on a DC voltage carried by a trainline that connects the locomotives of the train.
- the modem carries signals to the operator in the lead locomotive that indicate the application of dynamic brakes at one or more remote locomotives.
- various train operating parameters can be optimized, including fuel consumption, emissions generated, sand control, application of tractive and braking efforts and air brake applications.
- the train length, in-train force limits and stopping distances which are constrained by the position and control of the locomotives in the consist and the number of cars in the train between locomotives, can also be optimized.
- the embodiment thus allows the railroad to run longer and/or heavier trains and provides better performance as measured by costs, such as the cost of fuel and sand.
- Increased train length increases railroad network throughput, without sacrificing train handling characteristics.
- the present inventions as applied to distributed power trains may be used for continuous corrections and re-planning based on previous or expected railroad crossings, grade changes, approaching sidings, approaching depot yards and approaching fuel stations where each locomotive in the consist may require a different control operation. For example, if the train is coming over a hill, the lead locomotive may enter a braking mode whereas the remote locomotives, having not reached the peak of the hill may have to remain in a motoring state.
- FIGS. 10 , 11 and 12 depict exemplary illustrations of dynamic displays for use by the operator.
- FIG. 8 illustrates a provided trip profile 172 . Within the profile a location 173 of the locomotive is indicated. Such information as train length 205 and the number of cars 206 in the train is provided. Elements are also provided regarding track grade 207 , curve and wayside elements 208 , including bridge location 209 and train speed 210 .
- the display 168 allows the operator to view such information and also see where the train is along the route. Information pertaining to distance and/or estimated time of arrival to such locations as crossings 212 , signals 214 , speed changes 216 , landmarks 218 and destinations 220 is provided.
- An arrival time management tool 225 is also provided to allow the user to determine the fuel savings realized during the trip.
- the operator has the ability to vary arrival times 227 and witness how this affects the fuel savings.
- fuel saving is an exemplary example of only one objective that can be reviewed with a management tool.
- other parameters, discussed herein can be viewed and evaluated with a management tool visible to the operator.
- the operator is also provided with information regarding the time duration that the crew has been operating the train. In exemplary embodiments time and distance information may either be illustrated as the time and/or distance until a particular event and/or location or it may provide a total elapsed time.
- an exemplary display provides information about consist data 230 , an events and situation graphic 232 , an arrival time management tool 234 and action keys 236 . Similar information as discussed above is provided in this display as well.
- This display 168 also provides action keys 238 to allow the operator to re-plan as well as to disengage 240 the control features of the present inventions.
- FIG. 12 depicts another exemplary embodiment of the display.
- Typical information for a modern locomotive including air-brake status 172 , analog speedometer with digital inset 174 , and information about tractive effort in pounds force (or traction amps for DC locomotives) is visible.
- An indicator 14 shows the current optimal speed in the plan being executed as well as an accelerometer graphic to supplement the readout in mph/minute.
- Important new data for optimal plan execution is in the center of the screen, including a rolling strip graphic 176 with optimal speed and notch setting versus distance compared to the current history of these variables.
- location of the train is derived using the locator element. As illustrated, the location is provided by identifying how far the train is away from its final destination, an absolute position, an initial destination, an intermediate point and/or an operator input.
- the strip chart provides a look-ahead to changes in speed required to follow the optimal plan, which is useful in manual control and monitors plan versus actual during automatic control.
- the operator can either follow the notch or speed suggested by the embodiments of the invention.
- the vertical bar gives a graphic of desired and actual notch, which are also displayed digitally below the strip chart.
- the display will simply round to closest discrete equivalent, the display may be an analog display so that an analog equivalent or a percentage or actual horse power/tractive effort is displayed.
- Critical information on trip status is displayed on the screen, and shows the current grade the train is encountering 188 , either by the lead locomotive, a location elsewhere along the train or an average over the train length.
- a cumulative distance traveled in the plan 190 , cumulative fuel used 192 , the location of or the distance to the next stop as planned 194 and current and projected arrival time 196 at the next stop are also disclosed.
- the display 168 also shows the maximum possible time to destination with the computed plans available. If a later arrival is required, a re-plan is executed. Delta plan data shows status for fuel and schedule ahead or behind the current optimal plan. Negative numbers mean less fuel or early compared to plan, positive numbers mean more fuel or late compared to plan. Typically these parameters trade-off in opposite directions (slowing down to save fuel makes the train late and conversely).
- Other features that may be included in different embodiments of the present invention include, but are not limited to, generating of data logs and reports.
- This information may be stored on the train and downloaded to an off-board system. The downloads may occur via manual and/or wireless transmission. This information may also be viewable by the operator via the locomotive display.
- the data may include such information as, but not limited to, operator inputs, time system is operational, fuel saved, fuel imbalance across locomotives in the train, train journey off course and system diagnostic issues, such as a GPS sensor malfunction.
- trip plans may also take into consideration allowable crew operation time
- an embodiment of the present invention may take such information into consideration as a trip is planned. For example, if the maximum time a crew may operate is eight hours, then the trip can be fashioned to include stopping location for a new crew to replace the present crew. Such specified stopping locations may include, but are not limited to rail yards, meet/pass locations, etc. If, as the trip progresses, the trip time may be exceeded, the present invention may be overridden by the operator to meet other criteria as determined by the operator. Ultimately, regardless of the operating conditions of the train, such as but not limited to high load, low speed, train stretch conditions, etc., the operator remains in control to command a safe speed and/or operating condition of the train.
- the train may operate in a plurality of different operational concepts.
- the present invention provides commands for commanding propulsion and dynamic braking. The operator handles all other train functions.
- the present invention provides commands for commanding propulsion only. The operator handles dynamic braking and all other train functions.
- the present invention provides commands for commanding propulsion, dynamic braking and application of the airbrake. The operator handles all other train fuictions.
- the present inventions may also notify the operator of upcoming items of interest or actions to be taken, such as forecasting logic of the present invention, the continuous corrections and re-planning to the optimized trip plan, the track database.
- the operator can also be notified of upcoming crossings, signals, grade changes, brake actions, sidings, rail yards, fuel stations, etc. These notifications may occur audibly and/or through the operator interface.
- the system presents and/or notify the operator of required actions.
- the notification can be visual and/or audible. Examples include notification of crossings that require the operator to activate the locomotive horn and/or bell and “silent” crossings that do not require the operator to activate the locomotive horn or bell.
- the present invention may present the operator information (e.g. a gauge on display) that allows the operator to see when the train will arrive at various locations, as illustrated in FIG. 11 .
- the system allows the operator to adjust the trip plan (target arrival time).
- This information can also be communicated to the dispatch center to allow the dispatcher or dispatch system to adjust the target arrival times. This allows the system to quickly adjust and optimize for the appropriate target function (for example trading off speed and fuel usage).
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).
Description
- This application is a continuation-in-part application claiming the benefit of U.S. patent application entitled Trip Optimization System and Method for a Train, filed on Mar. 20, 2006 and assigned application Ser. No. 11/385,354, which is hereby incorporated by reference.
- This embodiments of the invention relate to optimizing train operations, and more particularly to optimizing train operations for a train including multiple distributed power locomotive consists by monitoring and controlling train operations to improve efficiency while satisfying schedule constraints.
- A locomotive is a complex system with numerous subsystems, each subsystem interdependent on other subsystems. An operator aboard a locomotive applies tractive and braking effort to control the speed of the locomotive and its load of railcars to assure safe and timely arrival at the desired destination. Speed control must also be exercised to maintain in-train forces within acceptable limits, thereby avoiding excessive coupler forces and the possibility of a train break. To perform this fimction and comply with prescribed operating speeds that may vary with the train's location on the track, the operator generally must have extensive experience operating the locomotive over the specified terrain with various railcar consists.
- However, even with sufficient knowledge and experience to assure safe operation, the operator generally cannot operate the locomotive to minimize fuel consumption (or other operating characteristics, e.g., emissions) during a trip. Multiple operating factors affect fuel consumption, including, for example, emission limits, locomotive fuel/emissions characteristics, size and loading of railcars, weather, traffic conditions and locomotive operating parameters. An operator can more effectively and efficiently operate a train (through the application of tractive and braking efforts) if provided control information that optimizes performance during a trip while meeting a required schedule (arrival time) and using a minimal amount of fuel (or optimizing another operating parameter), despite the many variables that affect performance. Thus it is desired for the operator to operate the train under the guidance (or control) of an apparatus or process that advises the application
- A
distributed power train 8, as illustrated inFIGS. 1 and 2 , comprises locomotives 14-18 distributed in spaced-apart relation within the train consist. In addition to the head end locomotive consist 12A, includinglocomotives train 8 comprises one or more additional locomotive consists (referred to as remote consists and the locomotives thereof referred to as remote units or remote locomotives) 12B and 12C. The remote unit consist 12B comprises theremote locomotives remote locomotive 18. A distributed power train can improve train operation and handling by applying tractive and braking efforts at locations other than the train's head end. - The locomotives of the remote consists 12B and 12C are controlled by commands issued by the head
end lead unit 14 and carried over acommunications system 10. Such commands, for example, may instruct the remote units to apply braking or tractive effort. Thecommunications system 10, referred to as a distributed power communications system, also carries remote unit replies to lead unit commands, remote unit alarm condition messages and remote unit operational parametric data. The remote unit transmissions are transmitted to the headend lead unit 14 for the attention of the engineer. Typically, the distributed power communications system permits the train to be subdivided into a lead consist and as many as four remote consists, with each remote consist independently controllable from the head end. - The types, contents and format of the various messages carried over the
communications system 10 are described in detail in the commonly owned U.S. Pat. Nos. 5,039,038 and 4,582,580, both entitled Railroad Communication System, which are incorporated by reference herein. - For a remote consist including two or more locomotives, one of the consist locomotives is designated the remote consist lead unit, such as the
locomotive 16 for the remote consist 12B. The remote consistlead unit 16 receives commands and messages from thelead unit 14, executes the commands and messages as required and issues corresponding commands and messages to the linkedlocomotive 17 over an interconnecting cable 19 (referred to as a train line or an MU (multiple unit) line). Thelead unit 14 also controls operation of the linkedlocomotive 15 by issuing commands via the MUline 19 connecting the two locomotives. - The
communications system 10 provides communications between the headend lead unit 14 and land-based sites, such as a dispatching center, a locomotive monitoring and diagnostic center, a rail yard, a loading/unloading facility and wayside equipment. For example, the remote consists 12B and 12C can be controlled from either the head end lead unit 14 (FIG. 1 ) or a control tower 40 (FIG. 2 ). - It should be understood that the only difference between the systems of
FIGS. 1 and 2 is that the issuance of commands and messages from thelead unit 14 ofFIG. 1 is replaced by thecontrol tower 40 ofFIG. 2 . Typically, thecontrol tower 40 communicates with thelead unit 14, which in turn is linked to thelocomotive 15 by theMU line 17 and to the remote consists 12B and 12C by thecommunications system 10. - The
distributed power train 8 ofFIGS. 1 and 2 , further comprises a plurality ofrailcars 20 interposed between the lead consist 12A and the remote consists 12B/12C. The arrangement of the consists 12A-12C andrailcars 20 illustrated inFIGS. 1 and 2 is merely exemplary as the present invention can be applied to other locomotive/railcar arrangements. - The
railcars 20 comprise an air brake system (not shown inFIGS. 1 and 2 ) that applies the railcar air brakes in response to a pressure drop in abrake pipe 22 and releases the air brakes upon a pressure rise in thebrake pipe 22. Thebrake pipe 22 runs the length of the train for conveying the air pressure changes specified by the individualair brake controls 24 in thelead unit 14 and the remote units 16-18. - In certain applications an off-
board repeater 26 is disposed within radio communications distance of thetrain 8 for relaying communications signals between thelead unit 14 and the remote consists 12B and 12C over thecommunications system 10. - Each of the locomotives 14-18, the off
board repeater 26 and thecontrol tower 40 comprises atransceiver 28 operative with anantenna 29 for receiving and transmitting communications signals over thecommunications system 10. Thetransceiver 28 in thelead unit 14 is associated with alead controller 30 for generating and issuing the commands and messages from thelead unit 14 to the remote consists 12B and 12C and receiving reply messages therefrom. Commands are generated in thelead controller 30 in response to operator control of the traction and braking controls within thelead unit 14. Each locomotive 15-18 and the off-board repeater 26 comprises aremote controller 32 for processing and responding to received signals and for issuing reply messages, alarms and commands. - According to one embodiment, the present invention comprises 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 comprises 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.
- According to another embodiment the present invention comprises a method for operating a railway vehicle comprising a lead unit and a non-lead unit during a trip along a track. The method comprises 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.
- According to yet another embodiment, the invention comprises 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 comprises 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.
- A more particular description of the embodiments of the invention will be rendered by reference to specific embodiments thereof that are illustrated in the appended drawings. Understanding that these drawings depict only typical embodiments of the invention and are not therefore to be considered to be limiting of its scope, the aspects of the invention will be described and explained with additional specificity and detail through the use of the accompanying drawings in which:
-
FIGS. 1 and 2 depict distributed power railroad trains to which the teachings of the present invention can be applied. -
FIG. 3 depicts an exemplary illustration of a flow chart of the present invention; -
FIG. 4 depicts a simplified model of the train that may be employed; -
FIG. 5 depicts an exemplary embodiment of elements of the present invention; -
FIG. 6 depicts an exemplary embodiment of a fuel-use/travel time curve; -
FIG. 7 depicts an exemplary embodiment of segmentation decomposition for trip planning; -
FIG. 8 depicts an exemplary embodiment of a segmentation example; -
FIG. 9 depicts an exemplary flow chart of the present invention; -
FIG. 10 depicts an exemplary illustration of a dynamic display for use by the operator; -
FIG. 11 depicts another exemplary illustration of a dynamic display for use by the operator; -
FIG. 12 depicts another exemplary illustration of a dynamic display for use by the operator. - Reference will now be made in detail to the embodiments consistent with the invention, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numerals used throughout the drawings refer to the same or like parts.
- Aspects of the present invention solve certain problems in the art by providing a system, method, and computer implemented method for determining and implementing a driving strategy of a train including a locomotive consist and a plurality of railcars, by monitoring and controlling (either directly or through suggested operator actions) a train's operations to improve certain objective operating parameters while satisfying schedule and speed constraints. The embodiments of the present invention are also applicable to a train including a plurality of locomotive consists, referred to as a distributed power train.
- Persons skilled in the art will recognize that an apparatus, such as a data processing system, including a CPU, memory, I/O, program storage, a connecting bus, and other appropriate components, could be programmed or otherwise designed to facilitate the practice of the methods of the invention embodiments. Such a system would include appropriate program means for executing the methods of the invention.
- In another embodiment, an article of manufacture, such as a pre-recorded disk or other similar computer program product, for use with a data processing system, includes a storage medium and a program recorded thereon for directing the data processing system to facilitate the practice of the methods of the invention. Such apparatus and articles of manufacture also fall within the spirit and scope of the embodiments of the invention.
- Broadly speaking, the embodiments of the invention teachs a method, apparatus, and program for determining and implementing a driving strategy of a train to improve certain objective operating parameters while satisfying schedule and speed constraints. To facilitate an understanding of the present inventions, it is described hereinafter with reference to specific implementations thereof. The embodiments are described in the general context of computer-executable instructions, such as program modules, executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types. For example, the software programs that underlie the invention embodiments can be coded in different languages, for use with different processing platforms. In the description that follows, examples of the embodiments of the invention are described in the context of a web portal that employs a web browser. It will be appreciated, however, that the principles that underlie these embodiments can be implemented with other types of computer software technologies as well.
- Moreover, those skilled in the art will appreciate that the inventions may be practiced with other computer system configurations, including hand-held devices, multiprocessor systems, microprocessor-based or programmable consumer electronics, minicomputers, mainframe computers, and the like. The inventions may also be practiced in a distributed computing environment where tasks are performed by remote processing devices that are linked through a communications network. In the distributed computing environment, program modules may be located in both local and remote computer storage media including memory storage devices. These local and remote computing environments may be contained entirely within the locomotive, or within adjacent locomotives in consist or off-board in wayside or central offices where wireless communications are provided between the computing environments.
- The term locomotive consist means one or more locomotives in succession, connected together so as to provide motoring and/or braking capability with no railcars between the locomotives, such as the locomotive consists 12A, 12B and 12C of
FIG. 1 . A train may comprise one or more locomotive consists such as the locomotive consist 12A, 12B and 12C. Specifically, there may be a lead consist (such as the consist 12A) and one or more remote consists, such as a first remote consist (such as the remote consist 12B) midway along the line of railcars and another remote consist (such as the remote consist 12C) at an end-of-train position. Each locomotive consist may have a first or lead locomotive (such as thelead unit locomotive 14 of the consist 12A and thelead unit locomotive 16 of the remote consist 12B) and one or more trailing locomotives (such as thelocomotive 15 of the consist 12A and the locomotive 17 of the remote consist - Though a consist is usually considered as connected successive locomotives, those skilled in the art will readily recognize that a group of locomotives may also be recognized as a consist even with at least one railcar separating the locomotives, such as when the consist is configured for distributed power operation, as described above, wherein throttle and braking commands are relayed from the lead locomotive to the remote locomotives by the
communications system 10. Towards this end, the term locomotive consist should be not be considered a limiting factor when discussing multiple locomotives within the same train. - Referring now to the drawings, embodiments of the present invention will be described. These embodiments can be implemented in numerous ways, including as a system (including a computer processing system), a method (including a computerized method), an apparatus, a computer readable medium, a computer program product, a graphical user interface, including a web portal, or a data structure tangibly fixed in a computer readable memory. Several embodiments of the invention are discussed below.
-
FIG. 3 depicts an exemplary illustration of a flow chart of one embodiment of the present invention. As illustrated, instructions are input specific to planning a trip either on board or from a remote location, such as adispatch center 110. Such input information includes, but is not limited to, train position, consist composition (such as locomotive models), locomotive tractive power performance of locomotive traction transmission, consumption of engine fuel as a function of output power, cooling characteristics, intended trip route (effective track grade and curvature as function of milepost or an “effective grade” component to reflect curvature, following standard railroad practices), car makeup and loading (including effective drag coefficients), desired trip parameters including, but not limited to, start time and location, end location, travel time, crew (user and/or operator) identification, crew shift expiration time and trip route. - This data may be provided to the locomotive 142 (see
FIG. 3 ) according to various techniques and processes, such as, but not limited to, manual operator entry into the locomotive 142 via an onboard display, linking to a data storage device such as a hard card, hard drive and/or USB drive or transmitting the information via a wireless communications channel from a central orwayside location 141, such as a track signaling device and/or a wayside device, to the locomotive 142.Locomotive 142 and train 131 load characteristics (e.g., drag ) may also change over the route (e.g., with altitude, ambient temperature and condition of the rails and rail-cars), causing a plan update to reflect such changes according to any of the methods discussed above. The updated data that affects the trip optimization process can be supplied by any of the methods and techniques described above and/or by real-time autonomous collection of locomotive/train conditions. Such updates include, for example, changes in locomotive or train characteristics detected by monitoring equipment on or off board the locomotive(s) 142. - A track signal system indicates certain track conditions and provides instructions to the operator of a train approaching the signal. The signaling system, which is described in greater detail below, indicates, for example, an allowable train speed over a segment of track and provides stop and run instructions to the train operator. Details of the signal system, including the location of the signals and the rules associated with different signals are stored in the onboard database 163 (see
FIG. 9 ). - Based on the specification data input into the various embodiments of the present invention, an optimal trip plan that minimizes fuel use and/or generated emissions subject to speed limit constraints and a desired start and end time is computed to produce a
trip profile 112. The profile contains the optimal speed and power (notch) settings for the train to follow, expressed as a fanction of distance and/or time from the beginning of the trip, train operating limits, including but not limited to, the maximum notch power and brake settings, speed limits as a function of location and the expected fuel used and emissions generated. In an exemplary embodiment, the value for the notch setting is selected to obtain throttle change decisions about once every 10 to 30 seconds. - Those skilled in the art will readily recognize that the throttle change decisions may occur at a longer or shorter intervals, if needed and/or desired to follow an optimal speed profile. In a broader sense, it should be evident to ones skilled in the art that the profiles provide power settings for the train, either at the train level, consist level and/or individual locomotive level. As used herein, power comprises braking power, motoring power and airbrake power. In another preferred embodiment, instead of operating at the traditional discrete notch power settings, the present invention embodiments determine a desired power setting, from a continuous range of power settings, to optimize the speed profile. Thus, for example, if an optimal profile specifies a notch setting of 6.8, instead of a notch setting of 7, the locomotive 142 operates at 6.8. Allowing such intermediate power settings may provide additional efficiency benefits as described below.
- The procedure for computing the optimal profile can include any number of methods for computing a power sequence that drives the
train 131 to minimize fuel and/or emissions subject to locomotive operating and schedule constraints, as summarized below. In some situations the optimal profile may be sufficiently similar to a previously determined profile due to the similarity of train configurations, route and environmental conditions. In these cases it may be sufficient to retrieve the previously-determined driving trajectory from thedatabase 163 and operate the train accordingly. - When a previous plan is not available, methods to compute a new plan include, but are not limited to, direct calculation of the optimal profile using differential equation models that approximate train physics of motion. According to this process, a quantitative objective function is determined, commonly the function comprises a weighted sum (integral) of model variables that correspond to a fuel consumption rate and emissions generated plus a term to penalize excessive throttle variations.
- An optimal control formulation is established to minimize the quantitative objective function subject to constraints including but not limited to, speed limits and minimum and maximum power (throttle) settings. Depending on planning objectives at any time, the problem may be setup to minimize fuel subject to constraints on emissions and speed limits or to minimize emissions subject to constraints on fuel use and arrival time. It is also possible to setup, for example, a goal to minimize the total travel time without constraints on total emissions or fuel use where such relaxation of constraints is permitted or required for the mission.
- Throughout the document exemplary equations and objective functions are presented for minimizing locomotive fuel consumption. These equations and functions are for illustration only as other equations and objective functions can be employed to optimize fuel consumption or to optimize other locomotive/train operating parameters.
- Mathematically, the problem to be solved may be stated more precisely. The basic physics are expressed by:
-
- where x is the position of the train, v is train velocity, t is time (in miles, miles per hour and minutes or hours as appropriate) and u is the notch (throttle) command input. Further, D denotes the distance to be traveled, Tf the desired arrival time at distance D along the track, Te is the tractive effort produced by the locomotive consist, Ga is the gravitational drag (which depends on train length, train makeup and travel terrain) and R is the net speed dependent drag of the locomotive consist and train combination. The initial and final speeds can also be specified, but without loss of generality are taken to be zero here (train stopped at beginning and end of the trip). The model is readily modified to include other dynamics factors such the lag between a change in throttle u and a resulting tractive or braking effort.
- All these performance measures can be expressed as a linear combination of any of the following:
-
- Replace the fuel term F(·) in (1) with a term corresponding to emissions production. A commonly used and representative objective function is thus
-
- The coefficients of the linear combination depend on the importance (weight) given to each of the terms. Note that in equation (OP), u(t) is the optimizing variable that is the continuous notch position. If discrete notch is required, e.g. for older locomotives, the solution to equation (OP) is discretized, which may result in lower fuel savings. Finding a minimum time solution (α1 set to zero and α2 set to zero or a relatively small value) is used to find a lower bound for the achievable travel time (Tf=Tfmin). In this case, both u(t) and Tf are optimizing variables. The preferred embodiment solves the equation (OP) for various values of Tf with Tf>Tfmin with α3 set to zero. In this latter case, Tf is treated as a constraint.
- For those familiar with solutions to such optimal problems, it may be necessary to adjoin constraints, e.g. the speed limits along the path:
-
0≦v≦SL(x) - or when using minimum time as the objective, the adjoin constraint may be that an end point constraint must hold, e.g. total fuel consumed must be less than what is in the tank, e.g. via:
-
- where WF is the fuel remaining in the tank at Tf. Those skilled in the art will readily recognize that equation (OP) can presented in other forms and that the version above is an exemplary equation for use in the embodiments of the present invention.
- Reference to emissions in the context of the embodiments of the present invention is generally directed to cumulative emissions produced in the form of oxides of nitrogen (NOx), unburned hydrocarbons and particulates. By design, every locomotive must be compliant with EPA emission standards, and thus in an embodiment of the present invention that optimizes emissions this may refer to mission-total emissions, for which there is no current EPA specification. Operation of the locomotive according to the optimized trip plan is at all times compliant with EPA emission standards.
- If a key objective during a trip is to reduce emissions, the optimal control formulation, equation (OP), is amended to consider this trip objective. A key flexibility in the optimization process is that any or all of the trip objectives can vary by geographic region or mission. For example, for a high priority train, minimum time may be the only objective on one route because of the train's priority. In another example emission output could vary from state to state along the planned train route.
- To solve the resulting optimization problem, in an exemplary embodiment the present invention transcribes a dynamic optimal control problem in the time domain to an equivalent static mathematical programming problem with N decision variables, where the number ‘N’ depends on the frequency at which throttle and braking adjustments are made and the duration of the trip. For typical problems, this N can be in the thousands. In an exemplary embodiment a train is traveling a 172-mile stretch of track in the southwest United States. Utilizing certain aspects of the present invention, an exemplary 7.6% fuel consumption may be realized when comparing a trip determined and followed using the present features of the inventions versus a trip where the throttle/speed is determined by the operator according to standard practices. The improved savings is realized because the optimization provided by the present invention produces a driving strategy with both less drag loss and little or no braking loss compared to the operator controlled trip.
- To make the optimization described above computationally tractable, a simplified model of the train may be employed, such as illustrated in
FIG. 4 and set forth in the equations discussed above. A key refinement to the optimal profile is produced by deriving a more detailed model with the optimal power sequence generated, to test if any thermal, electrical and mechanical constraints are violated, leading to a modified profile with speed versus distance that is closest to a run that can be achieved without damaging the locomotive or train equipment, i.e. satisfying additional implied constraints such thermal and electrical limits on the locomotive and in-train forces. - Referring back to
FIG. 3 , once the trip is started 112, power commands are generated 114 to put the start the plan. Depending on the operational set-up of the various embodiments of the present invention, one command causes the locomotive to follow the optimizedpower command 116 so as to achieve optimal speed. According to its various embodiments, the present invention obtains actual speed and power information from the locomotive consist of thetrain 118. Due to the common approximations in the models used for the optimization, a closed-loop calculation of corrections to the optimized power is obtained to track the desired optimal speed. Such corrections of train operating limits can be made automatically or by the operator, who always has ultimate control of the train. - In some cases, the model used in the optimization may differ significantly from the actual train. This can occur for many reasons, including but not limited to, extra cargo pickups or setouts, locomotives that fail in-route, errors in the
initial database 163 and data entry errors by the operator. For these reasons a monitoring system uses real-time train data to estimate locomotive and/or train parameters inreal time 120. The estimated parameters are then compared to the assumed parameters when the trip was initially created 122. Based on any differences in the assumed and estimated values, the trip may be re-planned 124. Typically the trip is re-planned if significant savings can be realized from a new plan. - Other reasons a trip may be re-planned include directives from a remote location, such as dispatch, and/or an operator request of a change in objectives to be consistent with global movement planning objectives. Such global movement planning objectives may include, but are not limited to, other train schedules, time required to dissipate exhaust from a tunnel, maintenance operations, etc. Another reason may be due to an onboard failure of a component. Strategies for re-planning may be grouped into incremental and major adjustments depending on the severity of the disruption, as discussed in more detail below. In general, a “new” plan must be derived from a solution to the optimization problem equation (OP) described above, but frequently faster approximate solutions can be found, as described herein.
- In operation, the locomotive 142 will continuously monitor system efficiency and continuously update the trip plan based on the actual measured efficiency whenever such an update may improve trip performance. Re-planning computations may be carried out entirely within the locomotive(s) or fully or partially performed at a remote location, such as dispatch or wayside processing facilities where wireless technology can communicate the new plan to the locomotive 142. The various embodiments of the present invention may also generate efficiency trends for developing locomotive fleet data regarding efficiency transfer functions. The fleet-wide data may be used when determining the initial trip plan, and may be used for network-wide optimization tradeoff when considering locations of a plurality of trains. For example, the travel-time fuel-use tradeoff curve as illustrated in
FIG. 6 reflects a capability of a train on a particular route at a current time, updated from ensemble averages collected for many similar trains on the same route. Thus, a central dispatch facility collecting curves likeFIG. 6 from many locomotives could use that information to better coordinate overall train movements to achieve a system-wide advantage in fuel use or throughput. - Many events during daily operations may motivate the generation of a new or modified plan, including a new or modified trip plan that retains the same trip objectives, for example, when a train is not on schedule for a planned meet or pass with another train and therefore must make up the lost time. Using the actual speed, power and location of the locomotive, a planned arrival time is compared with a currently estimated (predicted)
arrival time 25. Based on a difference in the times, as well as the difference in parameters (detected or changed by dispatch or the operator) the plan is adjusted 126. This adjustment may be made automatically responsive to a railroad company's policy for handling departures from plan or manually as the on-board operator and dispatcher jointly decide the best approach for returning the plan. Whenever a plan is updated but where the original objectives, such as but not limited to arrival time remain the same, additional changes may be factored in concurrently, e.g. new future speed limit changes, which could affect the feasibility of recovering the original plan. In such instances if the original trip plan cannot be maintained, or in other words the train is unable to meet the original trip plan objectives, as discussed herein other trip plan(s) may be presented to the operator, remote facility and/or dispatch. - A re-plan may also be made when it is desired to change the original objectives. Such re-planning can be done at either fixed preplanned times, manually at the discretion of the operator or dispatcher or autonomously when predefined limits, such a train operating limits, are exceeded. For example, if the current plan execution is running late by more than a specified threshold, such as thirty minutes, the embodiments of the invention can re-plan the trip to accommodate the delay at the expense of increased fuel consumption as described above or to alert the operator and dispatcher as to the extent to which lost time can be regained, if at all, (i.e. what is the minimum time remaining or the maximum fuel that can be saved within a time constraint). Other triggers for re-plan can also be envisioned based on fuel consumed or the health of the power consist, including but not limited time of arrival, loss of horsepower due to equipment failure and/or equipment temporary malfunction (such as operating too hot or too cold), and/or detection of gross setup errors, such in the assumed train load. That is, if the change reflects impairment in the locomotive performance for the current trip, these may be factored into the models and/or equations used in the optimization process.
- Changes in plan objectives can also arise from a need to coordinate events where the plan for one train compromises the ability of another train to meet objectives and arbitration at a different level, e.g. the dispatch office, is required. For example, the coordination of meets and passes may be further optimized through train-to-train communications. Thus, as an example, if an operator knows he is behind schedule in reaching a location for a meet and/or pass, communications from the other train can advise the operator of the late train (and/or dispatch). The operator can enter information pertaining to the expected late arrival for recalculating the train's trip plan. According to various embodiments, the present invention can also be used at a high level or network-level, to allow a dispatch to determine which train should slow down or speed up should it appear that a scheduled meet and/or pass time constraint may not be met. As discussed herein, this is accomplished by trains transmitting data to dispatch to prioritize how each train should change its planning objective. A choice can be made either based on schedule or fuel saving benefits, depending on the situation.
- For any of the manually or automatically initiated re-plans, the invention may present more than one trip plan to the operator. In an exemplary embodiment the present invention presents different profiles to the operator, allowing the operator to select the arrival time and also understand the corresponding fuel and/or emission impact. Such information can also be provided to the dispatch for similar considerations, either as a simple list of alternatives or as a plurality of tradeoff curves such as illustrated in
FIG. 6 . - In one embodiment the present invention includes the ability to learn and adapt to key changes in the train and power consist that can be incorporated either in the current plan and/or for future plans. For example, one of the triggers discussed above is loss of horsepower. When building up horsepower over time, either after a loss of horsepower or when beginning a trip, transition logic is utilized to determine when a desired horsepower is achieved. This information can be saved in the locomotive database 161 for use in optimizing either future trips or the current trip should loss of horsepower occur again later.
-
FIG. 5 depicts an exemplary embodiment of elements of the present invention. Alocator element 130 determines a location of thetrain 131. Thelocator element 130 comprises a GPS sensor or a system of sensors that determine a location of thetrain 131. Examples of such other systems may include, but are not limited to, wayside devices, such as radio frequency automatic equipment identification (RF AEI) tags, dispatch, and/or video-based determinations. Another system may use tachometer(s) aboard a locomotive and distance calculations from a reference point. As discussed previously, awireless communication system 147 may also be provided to allow communications between trains and/or with a remote location, such as dispatch. Information about travel locations may also be transferred from other trains over the communications system. - A
track characterization element 133 provides information about a track, principally grade, elevation and curvature information. Thetrack characterization element 133 may include an on-boardtrack integrity database 136.Sensors 138 measure atractive effort 140 applied by the locomotive consist 142, throttle setting of the locomotive consist 142, locomotive consist 142 configuration information, speed of the locomotive consist 142, individual locomotive configuration information, individual locomotive capability, etc. In an exemplary embodiment the locomotive consist 142 configuration information may be loaded without the use of asensor 138, but is input by other approaches as discussed above. Furthermore, the health of the locomotives in the consist may also be considered. For example, if one locomotive in the consist is unable to operate abovepower notch level 5 this information is used when optimizing the trip plan. - Information from the locator element may also be used to determine an appropriate arrival time of the
train 131. For example, if there is a train 31 moving along a track 134 toward a destination and no train is following behind it, and the train has no fixed arrival deadline to satisfy, the locator element, including but not limited to radio frequency automatic equipment identification (RF AEI) tags, dispatch, and/or video-based determinations, may be used to determine the exact location of thetrain 131. Furthermore, inputs from these signaling systems may be used to adjust the train speed. Using the on-board track database, discussed below, and the locator element, such as GPS, embodiments of the invention can adjust the operator interface to reflect the signaling system state at the given locomotive location. In a situation where signal states indicate restrictive speeds ahead, the planner may elect to slow the train to conserve fuel consumption. - Information from the
locator element 130 may also be used to change planning objectives as a function of distance to a destination. For example, owing to inevitable uncertainties about congestion along the route, “faster” time objectives on the early part of a route may be employed as hedge against delays that statistically occur later. If on a particular trip such delays do not occur, the objectives on a latter part of the journey can be modified to exploit the built-in slack time that was banked earlier and thereby recover some fuel efficiency. A similar strategy can be invoked with respect to emission-restrictive objectives, e.g. emissions constraints that apply when approaching an urban area. - As an example of the hedging strategy, if a trip is planned from New York to Chicago, the system may provide an option to operate the train slower at either the beginning of the trip, at the middle of the trip or at the end of the trip. The embodiments of the present invention optimize the trip plan to allow for slower operation at the end of the trip since unknown constraints, such as but not limited to weather conditions, track maintenance, etc., may develop and become known during the trip. As another consideration, if traditionally congested areas are known, the plan is developed with an option to increase the driving flexibility around such regions. Therefore, in one embodiment the present invention may also consider weighting/penalizing as a function of time/distance into the future and/or based on known/past experiences. Those skilled in the art will readily recognize that such planning and re-planning to take into consideration weather conditions, track conditions, other trains on the track, etc., may be considered at any time during the trip wherein the trip plan is adjusted accordingly.
-
FIG. 5 further discloses other elements that may be part of an embodiment of the present invention. Aprocessor 144 operates to receive information from thelocator element 130, track characterizingelement 133 andsensors 138. Analgorithm 146 operates within theprocessor 144. Thealgorithm 146 computes an optimized trip plan based on parameters involving the locomotive 142,train 131, track 134, and objectives of the mission as described herein. In an exemplary embodiment the trip plan is established based on models for train behavior as thetrain 131 moves along the track 134 as a solution of non-linear differential equations derived from applicable physics with simplifying assumptions that are provided in the algorithm. Thealgorithm 146 has access to the information from thelocator element 130, track characterizingelement 133 and/orsensors 138 to create a trip plan minimizing fuel consumption of a locomotive consist 142, minimizing emissions of a locomotive consist 142, establishing a desired trip time, and/or ensuring proper crew operating time aboard the locomotive consist 42. In an exemplary embodiment, a driver or controller element, 151 is also provided. As discussed herein thecontroller element 151 may control the train as it follows the trip plan. In an exemplary embodiment discussed further herein, thecontroller element 151 makes train operating decisions autonomously. In another exemplary embodiment the operator may be involved with directing the train to follow or deviate from the trip plan in his discretion. - In one embodiment of the present invention the trip plan is modifiable in real time as the plan is being executed. This includes creating the initial plan for a long distance trip, owing to the complexity of the plan optimization algorithm. When a total length of a trip profile exceeds a given distance, an algorithm 46 may be used to segment the mission by dividing the mission into waypoints. Though only a
single algorithm 146 is discussed, those skilled in the art will readily recognize that more than one algorithm may be used and that such multiple algorithms are linked to create the trip plan. - The trip waypoints may include natural locations where the
train 131 stops, such as, but not limited to, single mainline sidings for a meet with opposing traffic or for a pass with a train behind the current train, a yard siding, an industrial spur where cars are picked up and set out and locations of planned maintenance work. At such waypoints thetrain 131 may be required to be at the location at a scheduled time, stopped or moving with speed in a specified range. The time duration from arrival to departure at waypoints is called dwell time. - In an exemplary embodiment, the present invention is able to break down a longer trip into smaller segments according to a systematic process. Each segment can be somewhat arbitrary in length, but is typically picked at a natural location such as a stop or significant speed restriction, or at key waypoints or mileposts that define junctions with other routes. Given a partition or segment selected in this way, a driving profile is created for each segment of track as a function of travel time taken as an independent variable, such as shown in
FIG. 6 . The fuel used/travel-time tradeoff associated with each segment can be computed prior to thetrain 131 reaching that segment of track. A total trip plan can therefore be created from the driving profiles created for each segment. In one embodiment the invention optimally distributes travel time among all segments of the trip so that the total trip time required is satisfied and total fuel consumed over all the segments is minimized. An exemplary three segment trip is disclosed inFIG. 8 and discussed below. Those skilled in the art will recognize however, though segments are discussed, the trip plan may comprise a single segment representing the complete trip. -
FIG. 6 depicts an exemplary embodiment of a fuel-use/travel time curve. As mentioned previously, such acurve 150 is created when calculating an optimal trip profile for various travel times for each segment. That is, for a giventravel time 151, fuel used 152 is the result of a detailed driving profile computed as described above. Once travel times for each segment are allocated, a power/speed plan is determined for each segment from the previously computed solutions. If there are any waypoint speed constraints between the segments, such as, but not limited to, a change in a speed limit, they are matched during creation of the optimal trip profile. If speed restrictions change only within a single segment, the fuel use/travel-time curve 150 has to be re-computed for only the segment changed. This process reduces the time required for re-calculating more parts, or segments, of the trip. If the locomotive consist or train changes significantly along the route, e.g. loss of a locomotive or pickup or set-out of railcars, then driving profiles for all subsequent segments must be recomputed creating new instances of thecurve 150. Thesenew curves 150 are then used along with new schedule objectives to plan the remaining trip. - Once a trip plan is created as discussed above, a trajectory of speed and power versus distance allows the train to reach a destination with minimum fuel and/or emissions at the required trip time. There are several techniques for executing the trip plan. As provided below in more detail, in one exemplary embodiment of a coaching mode, the present invention displays control information to the operator. The operator follows the information to achieve the required power and speed as determined according to the optimal trip plan. Thus in this mode the operator is provided with operating suggestions for use in driving the train. In another exemplary embodiment, control actions to accelerate the train or maintain a constant speed are performed by the present invention. However, when the
train 131 must be slowed, the operator is responsible for applying brakes by controlling abraking system 152. In another exemplary embodiment, the present invention commands power and braking actions as required to follow the desired speed-distance path. - Feedback control strategies are used to correct the power control sequence in the profile to account for such events as, but not limited to, train load variations caused by fluctuating head winds and/or tail winds. Another such error may be caused by an error in train parameters, such as, but not limited to, train mass and/or drag, as compared with assumptions in the optimized trip plan. A third type of error may occur due to incorrect information in the
track database 136. Another possible error may involve un-modeled performance differences due to the locomotive engine, traction motor thermal deration and/or other factors. Feedback control strategies compare the actual speed as a fumction of position with the speed in the desired optimal profile. Based on this difference, a correction to the optimal power profile is added to drive the actual velocity toward the optimal profile. To assure stable regulation, a compensation algorithm may be provided that filters the feedback speeds into power corrections to assure closed-loop performance stability. Compensation may include standard dynamic compensation as used by those skilled in the art of control system design to meet performance objectives. - The embodiments of the invention allow the simplest and therefore fastest means to accommodate changes in trip objectives, which is the rule rather than the exception in railroad operations. In an exemplary embodiment, to determine the fuel-optimal trip from point A to point B where there are stops along the way, and for updating the trip for the remainder of the trip once the trip has begun, a sub-optimal decomposition method can be used for finding an optimal trip profile. Using modeling methods, the computation method can find the trip plan with specified travel time and initial and final speeds to satisfy all the speed limits and locomotive capability constraints when there are stops. Though the following discussion is directed to optimizing fuel use, it can also be applied to optimize other factors, such as, but not limited to, emissions, schedule, crew comfort and load impact. The method may be used at the outset in developing a trip plan, and more importantly to adapting to changes in objectives after initiating a trip.
- As discussed herein, aspects of the invention may employ a setup as illustrated in the exemplary flow chart depicted in
FIG. 7 and as an exemplary three segment example depicted in detail inFIGS. 8 . As illustrated, the trip may be broken into two or more segments, T1, T2, and T3, though as discussed herein, it is possible to consider the trip as a single segment. As discussed herein, the segment boundaries may not result in equal-length segments. Instead the segments use natural or mission specific boundaries. Optimal trip plans are pre-computed for each segment. If fuel use versus trip time is the trip object to be met, fuel versus trip time curves are generated for each segment. As discussed herein, the curves may be based on other factors wherein the factors are objectives to be met with a trip plan. When trip time is the parameter being determined, trip time for each segment is computed while satisfying the overall trip time constraints. -
FIG. 8 illustrates speed limits for an exemplary threesegment 200mile trip 197. Further illustrated are grade changes over the 200mile trip 198. A combinedchart 199 illustrating curves of fuel used for each segment of the trip over the travel time is also shown. - Using the optimal control setup described previously, the present computation method can find the trip plan with specified travel time and initial and final speeds, to satisfy all the speed limits and locomotive capability constraints when there are stops. Though the following detailed discussion is directed to optimizing fuel use, it can also be applied to optimize other factors as discussed herein, such as, but not limited to, emissions. The method can accommodate desired dwell times at stops and considers constraints on earliest arrival and departure at a location as may be required, for example, in single-track operations where the time to enter or pass a siding is critical.
- Embodiments of the present invention find a fuel-optimal trip from distance D0 to DM, traveled in time T, with M−1 intermediate stops at D1, . . . ,DM−1, and with the arrival and departure times at these stops constrained by
-
t min(i)≦t αrr(D i)≦t max(i)−Δt i -
t αrr(D i)+Δt i ≦t dep(D i)≦t max(i) i=1, . . . M−1 - where tαrr(Di), tdep(Di), and Δti are the arrival, departure, and minimum stop time at the ith stop, respectively. Assuming that fuel-optimality implies minimizing stop time, therefore tdep(Di)=tαrr(Di)+Δti which eliminates the second inequality above. Suppose for each i=1, . . . ,M, the fuel-optimal trip from Di−1 to Di for travel time t, Tmin(i)≦t≦Tmax(i), is known. Let Fi(t) be the fuel-use corresponding to this trip. If the travel time from Dj−1 to Dj is denoted Tj, then the arrival time at Di is given by
-
- where Δt0 is defined to be zero. The fuel-optimal trip from D0 to DM for travel time T is then obtained by finding Ti, i=1, . . . ,M, which minimizes
-
- subject to
-
- Once a trip is underway, the issue is re-determining the fuel-optimal solution for the remainder of the trip (originally from D0 to DM in time T) as the trip is traveled, but where disturbances preclude following the fuel-optimal solution. Let the current distance and speed be x and v, respectively, where Di−1<x≦Di. Also, let the current time since the beginning of the trip be tact. Then the fuel-optimal solution for the remainder of the trip from x to DM, which retains the original arrival time at DM, is obtained by finding
-
{tilde over (T)} i , T j , j=i+1, . . . M, which minimizes -
- subject to
-
- As discussed above, an exemplary process to enable more efficient re-planning constructs the optimal solution for a stop-to-stop trip from partitioned segments. For the trip from Di−1 to Di, with travel time Ti, choose a set of intermediate points Dij, j=1, . . . , Ni−1. Let Di0=Di−1 and DiN
i =Di. Then express the fuel-use for the optimal trip from Di−1 to Di as -
- where fij(t, vi,j−1, vij) is the fuel-use for the optimal trip from Dij−1 to Dij, traveled in time t, with initial and final speeds of vij−1 and vij. Furthermore, tij is the time in the optimal trip corresponding to distance Dij. By definition, tiN
i −ti0=Ti. Since the train is stopped at Di0 and DiN, vi0=viNi =0. - The above expression enables the function Fi(t) to be alternatively determined by first determining the functions fij(·),1≦j≦Ni, then finding τij,1≦j≦Niand vij,1≦j<Ni, that minimize
-
- subject to
-
- By choosing Dij (e.g., at speed restrictions or meeting points), vmax(i,j)−vmin(i,j) can be minimized, thus minimizing the domain over which fij( ) needs to be known.
- Based on the partitioning described above, a simpler suboptimal re-planning approach than that described above restricts re-planning to times when the train is at distance points Dij,1≦i≦M,1≦j≦Ni. At point Dij, the new optimal trip from Dij to DM can be determined by finding τik, j<k≦Ni, vik, j<k<Ni and
-
τik , i<m≦M, 1≦n≦N m , v min , i<m≦M, 1≦n<N m, which minimize -
- subject to
-
- where
-
- A further simplification is obtained by waiting on the re-computation of Tm, i<m≦M, until distance point Di is reached. In this way at points Dij between Di−1, and Di, the minimization above needs to be performed only over τik, j<k≦Ni, vik, j<k<Ni. Ti is increased as needed to accommodate any longer actual travel time from Di−1 to Dij than planned. This increase is later compensated, if possible, by the re-computation of Tmi<m≦M, at distance point Di.
- With respect to the closed-loop configuration disclosed above, the total input energy required to move a
train 131 from point A to point B consists of the sum of four components, specifically difference in kinetic energy between the points A and B; difference in potential energy between the points A and B; energy loss due to friction and other drag losses; and energy dissipated by the application of the brakes. Assuming the start and end speeds are equal (e.g., stationary) the first component is zero. Furthermore, the second component is independent of driving strategy. Thus, it suffices to minimize the sum of the last two components. - Following a constant speed profile minimizes drag loss. Following a constant speed profile also minimizes total energy input when braking is not needed to maintain constant speed. However, if braking is required to maintain constant speed, applying braking just to maintain constant speed will most likely increase total required energy because of the need to replenish the energy dissipated by the brakes. A possibility exists that some braking may actually reduce total energy usage if the additional brake loss is more than offset by the resultant decrease in drag loss caused by braking, by reducing speed variation.
- After completing a re-plan from the collection of events described above, the new optimal notch /speed plan can be followed using the closed loop control described herein. However, in some situations there may not be enough time to carry out the segment-decomposed planning described above, and particularly when there are critical speed restrictions that must be respected, an alternative may be preferred. Aspects of the present invention accomplish this with an algorithm referred to as “smart cruise control”. The smart cruise control algorithm is an efficient process for generating, on the fly, an energy-efficient (hence fuel-efficient) sub-optimal prescription for driving the
train 131 over a known terrain. This algorithm assumes knowledge of the position of thetrain 131 along the track 134 at all times, as well as knowledge of the grade and curvature of the track versus position. The method relies on a point-mass model for the motion of thetrain 131, whose parameters may be adaptively estimated from online measurements of train motion as described earlier. - The smart cruise control algorithm has three principal components, specifically a modified speed limit profile that serves as an energy-efficient guide around speed limit reductions; an ideal throttle or dynamic brake setting profile that attempts to balance minimizing speed variations and braking; and a mechanism for combining the latter two components to produce a notch command, employing a speed feedback loop to compensate for mismatches of modeled parameters when compared to reality parameters. Smart cruise control can accommodate strategies in the embodiments of the invention without active braking (i.e. the driver is signaled and assumed to provide the requisite braking) or a variant that does provide active braking.
- With respect to the cruise control algorithm that does not control dynamic braking, the three exemplary components are a modified speed limit profile that serves as an energy-efficient guide around speed limit reductions, a notification signal to notify the operator when braking should be activated, an ideal throttle profile that attempts to balance minimizing speed variations and notifying the operator to apply brakes and a mechanism employing a feedback loop to compensate for mismatches of model parameters to reality parameters.
- One embodiment of the present invention includes an approach to identify key parameter values of the
train 131. For example, with respect to estimating train mass, a Kalman filter and a recursive least-squares approach may be utilized to detect errors that may develop over time. -
FIG. 9 depicts an exemplary flow chart of the present invention. As discussed previously, a remote facility, such as adispatch center 160 can provide information for use by the steps of the flow chart. As illustrated, such information is provided to anexecutive control element 162. Also supplied to theexecutive control element 162 is a locomotivemodeling information database 163, atrack information database 136 such as, but not limited to, track grade information and speed limit information, estimated train parameters such as, but not limited to, train weight and drag coefficients, and fuel rate tables from afuel rate estimator 164. Theexecutive control element 162 supplies information to theplanner 112, which is disclosed in more detail inFIG. 3 . Once a trip plan has been calculated, the plan is supplied to a driving advisor, driver orcontroller element 151. The trip plan is also supplied to theexecutive control element 162 so that it can compare the trip when other new data is provided. - As discussed above, the driving
advisor 151 can automatically set a notch power, either a pre-established notch setting or an optimum continuous notch power value. In addition to supplying a speed command to the locomotive 131, adisplay 168 is provided so that the operator can view what the planner has recommended. The operator also has access to acontrol panel 169. Through thecontrol panel 169 the operator can decide whether to apply the notch power recommended. Towards this end, the operator may limit a targeted or recommended power. That is, at any time the operator always has final authority over the power setting for operation of the locomotive consist, including whether to apply brakes if the trip plan recommends slowing thetrain 131. For example, if operating in dark territory, or where information from wayside equipment cannot electronically transmit information to a train and instead the operator views visual signals from the wayside equipment, the operator inputs commands based on information contained in the track database and visual signals from the wayside equipment. Based on how thetrain 131 is functioning, information regarding fuel measurement is supplied to thefuel rate estimator 164. Since direct measurement of fuel flows is not typically available in a locomotive consist, all information on fuel consumed to a point in the trip and projections into the future if the optimal plans are followed use calibrated physics models, such as those used in developing the optimal plans. For example, such predictions may include, but are not limited to, the use of measured gross horse-power and known fuel characteristics to derive the cumulative fuel used. - The
train 131 also has alocator device 130 such as a GPS sensor, as discussed above. Information is supplied to thetrain parameters estimator 165. Such information may include, but is not limited to, GPS sensor data, tractive/braking effort data, braking status data, speed and any changes in speed data. With information regarding grade and speed limit information, train weight and drag coefficients information is supplied to theexecutive control element 162. - The embodiments of the present invention may also allow the use of continuously variable power throughout the optimization planning and closed loop control implementation. In a conventional locomotive, power is typically quantized to eight discrete levels. Modem locomotives can realize continuous variation in horsepower that may be incorporated into the previously described optimization methods. With continuous power, the locomotive 142 can further optimize operating conditions, e.g., by minimizing auxiliary loads and power transmission losses, and fine tuning engine horsepower regions of optimum efficiency or to points of increased emissions margins. Example include, but are not limited to, minimizing cooling system losses, adjusting alternator voltages, adjusting engine speeds, and reducing number of powered axles. Further, the locomotive 142 may use the on-board track database 36 and the forecasted performance requirements to minimize auxiliary loads and power transmission losses to provide optimum efficiency for the target fuel consumption/emissions. Examples include, but are not limited to, reducing a number of powered axles on flat terrain and pre-cooling the locomotive engine prior to entering a tunnel.
- In one embodiment, the present invention may also use the on-
board track database 136 and the forecasted performance to adjust the locomotive performance, such as to ensure that the train has sufficient speed as it approaches a hill and/or tunnel. For example, this could be expressed as a speed constraint at a particular location that becomes part of the optimal plan generation created solving the equation (OP). Additionally, one embodiment may incorporate train-handling rules, such as, but not limited to, tractive effort ramp rates and maximum braking effort ramp rates. These may incorporated directly into the formulation for optimum trip profile or alternatively incorporated into the closed loop regulator used to control power application to achieve the target speed. - In a preferred embodiment the present invention is installed only on a lead locomotive of the train consist. Even though in one embodiment the present invention is not dependent on data or interactions with other locomotives in the train, it may be integrated with a consist manager, as disclosed in U.S. Pat. No. 6,691,957 and patent application Ser. No. 10/429,596 (both owned by the Assignee and both incorporated by reference), functionality and/or a consist optimizer functionality to improve efficiency. Interaction with multiple trains is not precluded as illustrated by the example of dispatch arbitrating two “independently optimized” trains described herein.
- In a train utilizing a consist manager, the lead locomotive in a locomotive consist may operate at a different notch power setting than other locomotives in that consist. The other locomotives in the consist operate at the same notch power setting. In one embodiment, the present invention may be utilized in conjunction with the consist manager to command different notch power settings for the locomotives in the consist. Thus based on this embodiment, since the consist manager divides a locomotive consist into two groups, lead locomotive and trailing units, the lead locomotive can be commanded to operate at a certain notch power and the trailing locomotives can be commanded to operate at a different notch power, each trailing locomotive not necessarily operating at the same notch power.
- Likewise, when a consist optimizer is used with a locomotive consist, in one embodiment the present invention can be used in conjunction with the consist optimizer to determine notch power for each locomotive in the locomotive consist. For example, suppose that a trip plan recommends a notch power setting of four for the locomotive consist. Based on the location of the train, the consist optimizer can use this information to determine the notch power setting for each locomotive in the consist. In this implementation, the efficiency of setting notch power settings over intra-train communication channels is improved. Furthermore, implementation of this configuration may be performed utilizing the distributed power communications system.
- An embodiment of the present invention may be used with a distributed power train such as illustrated in
FIGS. 1 and 2 and described above. Absent the teachings of the present inventions, a distributed power train can be operated in a normal or an independent mode. In the normal mode, the operator in thelead unit 14 of the lead consist 12A commands each of the locomotive consists 12A, 12B and 12C to operate at the same notch power or to apply the same braking effort as applied by thelead locomotive 14. If thelead locomotive 14 of the lead consist 12A commands motoring at notch N8, all other locomotives 15-18 are commanded to motoring at notch N8 by a signal transmitted over thecommunications system 10 from thelead locomotive 14. - In the independent mode, the distributed power train is segregated into two independent locomotive consist groups, i.e., a front group and a back group by the operator when the communications system is set-up. For example, the locomotive consist 12A is configured as the front group and the locomotive consists 12B and 12C are configured as the back group. Each of the front and back groups can be commanded to different operation. For example, as the train crests a mountaintop, the
front group locomotives back group locomotives - Using the physics based planning model, train set-up information (including the performance capabilities and location of each locomotive in the train, which can be determined by the operator during set-up or automatically by one embodiment of the trip optimizer), on-board track database information, operating rules, location determination systems, real-time closed loop power/brake controls, sensor feedback, etc. (as described elsewhere herein), one embodiment of the trip optimizer system of the present invention determines optimum operation for each locomotive 14-18 to achieve optimal train operation. Responsive to the optimized trip plan, the trip optimizer controls the distributed power train by independently controlling each locomotive, whether in the same or a different locomotive consist. Thus the trip optimizer, as applied to a distributed power train, provides more granular train control and optimizes train performance to the individual locomotive level. Unlike the prior art distributed power trains in which the locomotives are segregated and controlled according to a front group and a back group, independent trip optimizer control of the individual locomotives according to the aspects of the present invention segregates the train into multiple consists (where by electing to group certain locomotives together or control each locomotive independently, the number independently controlled locomotives can include any number up to the total number of locomotives in the train). Thus the performance of the train and its individual locomotives can be controlled to improve fuel consumption, for example.
- The trip optimizer and/or the lead unit operator can command each individual locomotive or one or more locomotive consists to operate at different notch and/or braking settings to optimize the performance of each individual locomotive. If desired, of course, all locomotives can be operated at the same notch power or brake setting. The notch power or braking settings are communicated over the distributed
communications system 10 to the remote locomotives 15-18 for execution at each remote locomotive. Thus application of the trip optimizer concepts to a distributed power train allows the train to be segregated into smaller controlled sections (creating multiple, individually-controlled but coupled trains) to improve train operation and control, including a reduction in in-train forces, simplification of in-train force management, improved control over stopping distances and more optimal performance for each locomotive. Further, longer and/or heavier trains can be better and more safely controlled when the locomotives are subject to independent and individual control. - Since operating parameters of the train are affected by the location of the locomotives in the train and the number of railcars between the locomotives, independent control of the locomotives reduces the affects of these factors on train performance and control. The trip optimizer also controls train acceleration and deceleration by raising or lowering the notch position of one or more of the remote locomotives by suitable commands sent over the
communications system 10, promoting economy, flexibility in train makeup, train force reduction, increased train sizes, etc. - Independent locomotive control also offers additional degrees of freedom for use by the trip optimizing algorithm. Additional objectives or constraints relating to in-train forces can therefore be incorporated into the performance function for optimization.
- A dynamic brake modem link can also be used to provide the optimized trip control information to each locomotive of the train. This link is a serial high frequency communications signal imposed on a DC voltage carried by a trainline that connects the locomotives of the train. The modem carries signals to the operator in the lead locomotive that indicate the application of dynamic brakes at one or more remote locomotives.
- According to this embodiment of the trip optimizer, various train operating parameters can be optimized, including fuel consumption, emissions generated, sand control, application of tractive and braking efforts and air brake applications. The train length, in-train force limits and stopping distances, which are constrained by the position and control of the locomotives in the consist and the number of cars in the train between locomotives, can also be optimized. The embodiment thus allows the railroad to run longer and/or heavier trains and provides better performance as measured by costs, such as the cost of fuel and sand. Increased train length increases railroad network throughput, without sacrificing train handling characteristics.
- Furthermore, as discussed with respect to other embodiments, the present inventions as applied to distributed power trains may be used for continuous corrections and re-planning based on previous or expected railroad crossings, grade changes, approaching sidings, approaching depot yards and approaching fuel stations where each locomotive in the consist may require a different control operation. For example, if the train is coming over a hill, the lead locomotive may enter a braking mode whereas the remote locomotives, having not reached the peak of the hill may have to remain in a motoring state.
-
FIGS. 10 , 11 and 12 depict exemplary illustrations of dynamic displays for use by the operator.FIG. 8 illustrates a providedtrip profile 172. Within the profile a location 173 of the locomotive is indicated. Such information astrain length 205 and the number ofcars 206 in the train is provided. Elements are also provided regardingtrack grade 207, curve andwayside elements 208, includingbridge location 209 andtrain speed 210. Thedisplay 168 allows the operator to view such information and also see where the train is along the route. Information pertaining to distance and/or estimated time of arrival to such locations ascrossings 212, signals 214, speed changes 216,landmarks 218 anddestinations 220 is provided. An arrivaltime management tool 225 is also provided to allow the user to determine the fuel savings realized during the trip. The operator has the ability to varyarrival times 227 and witness how this affects the fuel savings. As discussed herein, those skilled in the art will recognize that fuel saving is an exemplary example of only one objective that can be reviewed with a management tool. Thus, depending on the parameter being viewed, other parameters, discussed herein can be viewed and evaluated with a management tool visible to the operator. The operator is also provided with information regarding the time duration that the crew has been operating the train. In exemplary embodiments time and distance information may either be illustrated as the time and/or distance until a particular event and/or location or it may provide a total elapsed time. - As illustrated in
FIG. 11 an exemplary display provides information about consistdata 230, an events and situation graphic 232, an arrivaltime management tool 234 andaction keys 236. Similar information as discussed above is provided in this display as well. Thisdisplay 168 also providesaction keys 238 to allow the operator to re-plan as well as to disengage 240 the control features of the present inventions. -
FIG. 12 depicts another exemplary embodiment of the display. Typical information for a modern locomotive including air-brake status 172, analog speedometer withdigital inset 174, and information about tractive effort in pounds force (or traction amps for DC locomotives) is visible. Anindicator 14 shows the current optimal speed in the plan being executed as well as an accelerometer graphic to supplement the readout in mph/minute. Important new data for optimal plan execution is in the center of the screen, including a rolling strip graphic 176 with optimal speed and notch setting versus distance compared to the current history of these variables. In this exemplary embodiment, location of the train is derived using the locator element. As illustrated, the location is provided by identifying how far the train is away from its final destination, an absolute position, an initial destination, an intermediate point and/or an operator input. - The strip chart provides a look-ahead to changes in speed required to follow the optimal plan, which is useful in manual control and monitors plan versus actual during automatic control. As discussed herein, such as when in the coaching mode, the operator can either follow the notch or speed suggested by the embodiments of the invention. The vertical bar gives a graphic of desired and actual notch, which are also displayed digitally below the strip chart. When continuous notch power is utilized, as discussed above, the display will simply round to closest discrete equivalent, the display may be an analog display so that an analog equivalent or a percentage or actual horse power/tractive effort is displayed.
- Critical information on trip status is displayed on the screen, and shows the current grade the train is encountering 188, either by the lead locomotive, a location elsewhere along the train or an average over the train length. A cumulative distance traveled in the plan 190, cumulative fuel used 192, the location of or the distance to the next stop as planned 194 and current and projected arrival time 196 at the next stop are also disclosed. The
display 168 also shows the maximum possible time to destination with the computed plans available. If a later arrival is required, a re-plan is executed. Delta plan data shows status for fuel and schedule ahead or behind the current optimal plan. Negative numbers mean less fuel or early compared to plan, positive numbers mean more fuel or late compared to plan. Typically these parameters trade-off in opposite directions (slowing down to save fuel makes the train late and conversely). - At all times these displays l68 gives the operator a snapshot of the trip status with respect to the currently instituted driving plan. This display is for illustrative purpose only as there are many other ways of displaying/conveying this information to the operator and/or dispatch. Towards this end, any other items of information disclosed above can be added to the display to provide a display that is different than those disclosed.
- Other features that may be included in different embodiments of the present invention include, but are not limited to, generating of data logs and reports. This information may be stored on the train and downloaded to an off-board system. The downloads may occur via manual and/or wireless transmission. This information may also be viewable by the operator via the locomotive display. The data may include such information as, but not limited to, operator inputs, time system is operational, fuel saved, fuel imbalance across locomotives in the train, train journey off course and system diagnostic issues, such as a GPS sensor malfunction.
- Since trip plans may also take into consideration allowable crew operation time, an embodiment of the present invention may take such information into consideration as a trip is planned. For example, if the maximum time a crew may operate is eight hours, then the trip can be fashioned to include stopping location for a new crew to replace the present crew. Such specified stopping locations may include, but are not limited to rail yards, meet/pass locations, etc. If, as the trip progresses, the trip time may be exceeded, the present invention may be overridden by the operator to meet other criteria as determined by the operator. Ultimately, regardless of the operating conditions of the train, such as but not limited to high load, low speed, train stretch conditions, etc., the operator remains in control to command a safe speed and/or operating condition of the train.
- Using the aspects of the present invention, the train may operate in a plurality of different operational concepts. In one operational concept the present invention provides commands for commanding propulsion and dynamic braking. The operator handles all other train functions. In another operational concept, the present invention provides commands for commanding propulsion only. The operator handles dynamic braking and all other train functions. In yet another operational concept, the present invention provides commands for commanding propulsion, dynamic braking and application of the airbrake. The operator handles all other train fuictions.
- The present inventions may also notify the operator of upcoming items of interest or actions to be taken, such as forecasting logic of the present invention, the continuous corrections and re-planning to the optimized trip plan, the track database. The operator can also be notified of upcoming crossings, signals, grade changes, brake actions, sidings, rail yards, fuel stations, etc. These notifications may occur audibly and/or through the operator interface.
- Specifically using the physics based planning model, train set-up information, on-board track database, on-board operating rules, location determination system, real-time closed loop power/brake control, and sensor feedback, the system presents and/or notify the operator of required actions. The notification can be visual and/or audible. Examples include notification of crossings that require the operator to activate the locomotive horn and/or bell and “silent” crossings that do not require the operator to activate the locomotive horn or bell.
- In another exemplary embodiment, using the physics based planning model discussed above, train set-up information, on-board track database, on-board operating rules, location determination system, real-time closed power/brake control, and sensor feedback, the present invention may present the operator information (e.g. a gauge on display) that allows the operator to see when the train will arrive at various locations, as illustrated in
FIG. 11 . The system allows the operator to adjust the trip plan (target arrival time). This information (actual estimated arrival time or information needed to derive off-board) can also be communicated to the dispatch center to allow the dispatcher or dispatch system to adjust the target arrival times. This allows the system to quickly adjust and optimize for the appropriate target function (for example trading off speed and fuel usage). - This written description of the various embodiments of the invention uses examples to disclose these embodiments, including the best mode, and also to enable any person skilled in the art to make and use the embodiments of the invention. The patentable scope of these embodiments are defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims. For example, although described in the context of a railroad network over which trains comprising locomotives and railcars operate, the teachings of the invention are also applicable to other railway and rail-based systems and vehicles including, but not limited to, interurban trains, people movers, shuttles and trams.
Claims (44)
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.
Priority Applications (16)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/608,257 US20070233335A1 (en) | 2006-03-20 | 2006-12-08 | Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives |
CA002622865A CA2622865A1 (en) | 2006-12-07 | 2007-09-10 | Trip optimization system and method for a train |
PCT/US2007/078016 WO2008073546A2 (en) | 2006-12-07 | 2007-09-10 | Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives |
CN201210258349.6A CN102806923B (en) | 2006-12-07 | 2007-09-10 | For operating the method for rolling stock |
RU2008109249/11A RU2501695C2 (en) | 2006-12-07 | 2007-09-10 | System and method for optimisation of train haul |
BRPI0706027-0A BRPI0706027A2 (en) | 2006-12-07 | 2007-09-10 | travel optimization system and method for a train |
CA002622514A CA2622514A1 (en) | 2006-12-07 | 2007-09-10 | Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives |
JP2009540342A JP5469462B2 (en) | 2006-12-07 | 2007-09-10 | Method and apparatus for optimizing railway train operation for trains including multiple power distribution locomotives |
CN2007800013457A CN101415594B (en) | 2006-12-07 | 2007-09-10 | Trip optimization system and method for a train |
JP2009540343A JP5469463B2 (en) | 2006-12-07 | 2007-09-10 | Navigation optimization system and method for trains |
MX2008003368A MX2008003368A (en) | 2006-12-07 | 2007-09-10 | Trip optimization system and method for a train. |
RU2008108985/11A RU2482990C2 (en) | 2006-12-07 | 2007-09-10 | Method for optimising operation of train with multiple locomotives with distributed power feed |
AU2007289022A AU2007289022B2 (en) | 2006-12-07 | 2007-09-10 | Trip optimization system and method for a train |
PCT/US2007/078026 WO2008073547A2 (en) | 2006-12-07 | 2007-09-10 | Trip optimization system and method for a diesel powered system |
AU2007289021A AU2007289021A1 (en) | 2006-12-07 | 2007-09-10 | Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives |
BRPI0706026-2A BRPI0706026A2 (en) | 2006-12-07 | 2007-09-10 | method and device for optimizing the operation of a railway train for a distributed train including several locomotives |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/385,354 US9733625B2 (en) | 2006-03-20 | 2006-03-20 | Trip optimization system and method for a train |
US11/608,257 US20070233335A1 (en) | 2006-03-20 | 2006-12-08 | Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/385,354 Continuation-In-Part US9733625B2 (en) | 2002-06-04 | 2006-03-20 | Trip optimization system and method for a train |
Publications (1)
Publication Number | Publication Date |
---|---|
US20070233335A1 true US20070233335A1 (en) | 2007-10-04 |
Family
ID=38109518
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/385,354 Active 2026-10-07 US9733625B2 (en) | 2002-06-04 | 2006-03-20 | Trip optimization system and method for a train |
US11/608,257 Abandoned US20070233335A1 (en) | 2006-03-20 | 2006-12-08 | Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/385,354 Active 2026-10-07 US9733625B2 (en) | 2002-06-04 | 2006-03-20 | Trip optimization system and method for a train |
Country Status (9)
Country | Link |
---|---|
US (2) | US9733625B2 (en) |
EP (1) | EP1999002A2 (en) |
JP (1) | JP5593066B2 (en) |
CN (1) | CN101374714B (en) |
AU (1) | AU2007202928A1 (en) |
BR (1) | BRPI0702827A (en) |
CA (1) | CA2593331A1 (en) |
WO (1) | WO2007111768A2 (en) |
ZA (1) | ZA200710661B (en) |
Cited By (47)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20080231506A1 (en) * | 2007-03-19 | 2008-09-25 | Craig Alan Stull | System, method and computer readable media for identifying the track assignment of a locomotive |
US20080281477A1 (en) * | 2006-02-13 | 2008-11-13 | Hawthorne Michael J | Distributed Train Intelligence System & Method |
US20090143946A1 (en) * | 2007-11-30 | 2009-06-04 | Brian Douglas Hoff | Power train control system with engine speed override |
US20090271052A1 (en) * | 2008-04-28 | 2009-10-29 | General Electric Company | Automatic estimation of train characteristics |
US20090277998A1 (en) * | 2008-05-07 | 2009-11-12 | James Kiss | Methods and system for detecting railway vacancy |
US20100174440A1 (en) * | 2007-05-30 | 2010-07-08 | Jean-Laurent Franchineau | Driving Assistance Method and Device for a Vehicle for Travelling Along a Predetermined Path Between a First Point and a Second Point |
US20100235022A1 (en) * | 2009-03-14 | 2010-09-16 | General Electric | Control of throttle and braking actions at individual distributed power locomotives in a railroad train |
US20100300325A1 (en) * | 2009-05-28 | 2010-12-02 | Union Pacific Railroad Company | Railroad tunnel fan car |
US20120116616A1 (en) * | 2010-11-10 | 2012-05-10 | Lockheed Martin Corporation | Methods and systems for continually measuring the length of a train operating in a positive train control environment |
US8521345B2 (en) * | 2011-12-28 | 2013-08-27 | General Electric Company | System and method for rail vehicle time synchronization |
US20130268147A1 (en) * | 2012-04-05 | 2013-10-10 | Srinivas Chundru | System and Method for Automated Locomotive Startup and Shutdown Recommendations |
US8594865B1 (en) * | 2012-05-17 | 2013-11-26 | New York Air Brake Corporation | Train control system |
US20140142868A1 (en) * | 2012-11-18 | 2014-05-22 | Andian Technologies Ltd. | Apparatus and method for inspecting track in railroad |
US20140229058A1 (en) * | 2011-09-09 | 2014-08-14 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Brake force detection for dynamic brakes of a rail vehicle |
US20140277860A1 (en) * | 2013-03-15 | 2014-09-18 | General Electric Company | System and method of vehicle system control |
US20140263862A1 (en) * | 2013-03-15 | 2014-09-18 | Lockheed Martin Corporation | Automated real-time positive train control track database validation |
US20140277862A1 (en) * | 2013-03-15 | 2014-09-18 | Bright Energy Storage Technologies, Llp | Apparatus and method for controlling a locomotive consist |
US20140277845A1 (en) * | 2013-03-14 | 2014-09-18 | General Electric Company | System and method for remotely controlling a vehicle consist |
US20140309837A1 (en) * | 2013-04-11 | 2014-10-16 | Hyundai Mobis Co., Ltd. | Automatic driving control system |
AU2012380356B2 (en) * | 2012-05-17 | 2014-12-11 | New York Air Brake Llc | Train control system |
US20140365096A1 (en) * | 2013-06-10 | 2014-12-11 | General Electric Company | Methods and systems for speed management within a transportation network |
US8918237B2 (en) | 2013-03-15 | 2014-12-23 | Lockheed Martin Corporation | Train integrity and end of train location via RF ranging |
US9227639B1 (en) | 2014-07-09 | 2016-01-05 | General Electric Company | System and method for decoupling a vehicle system |
US20160121912A1 (en) * | 2013-11-27 | 2016-05-05 | Solfice Research, Inc. | Real time machine vision system for train control and protection |
CN106143534A (en) * | 2016-06-23 | 2016-11-23 | 株洲广义电子技术有限公司 | Motorcycle safety controls aid system and motorcycle safety controls householder method |
US9598094B2 (en) | 2014-09-29 | 2017-03-21 | Progress Rail Services Corporation | Method and system for event recorder playback |
US9669851B2 (en) | 2012-11-21 | 2017-06-06 | General Electric Company | Route examination system and method |
US9671358B2 (en) | 2012-08-10 | 2017-06-06 | General Electric Company | Route examining system and method |
US9682716B2 (en) | 2012-11-21 | 2017-06-20 | General Electric Company | Route examining system and method |
US9733625B2 (en) | 2006-03-20 | 2017-08-15 | General Electric Company | Trip optimization system and method for a train |
US20170272351A1 (en) * | 2016-03-18 | 2017-09-21 | Westinghouse Air Brake Technologies Corporation | Distributed Power Remote Communication Status System And Method |
US9802631B2 (en) | 2012-11-21 | 2017-10-31 | General Electric Company | Route examining system |
US9828010B2 (en) | 2006-03-20 | 2017-11-28 | General Electric Company | System, method and computer software code for determining a mission plan for a powered system using signal aspect information |
US9834237B2 (en) | 2012-11-21 | 2017-12-05 | General Electric Company | Route examining system and method |
US9855961B2 (en) * | 2016-02-01 | 2018-01-02 | Westinghouse Air Brake Technologies Corporation | Railroad locomotive monitoring system configuration system and method |
US9950722B2 (en) | 2003-01-06 | 2018-04-24 | General Electric Company | System and method for vehicle control |
US9953472B2 (en) * | 2016-05-04 | 2018-04-24 | General Electric Company | System and method for determining grade errors of a route |
US10091299B2 (en) | 2013-06-17 | 2018-10-02 | International Electronic Machines Corp. | Vehicle group monitoring |
US10167005B2 (en) | 2012-11-21 | 2019-01-01 | General Electric Company | Route examining system and method |
US10308265B2 (en) | 2006-03-20 | 2019-06-04 | Ge Global Sourcing Llc | Vehicle control system and method |
US20190179314A1 (en) * | 2017-04-28 | 2019-06-13 | General Electric Company | Vehicle inspection system |
WO2019204467A1 (en) * | 2018-04-17 | 2019-10-24 | Amsted Rail Company, Inc. | Autonomous optimization of intra-train communication network |
US10479382B2 (en) | 2017-04-07 | 2019-11-19 | Westinghouse Air Brake Technologies Corporation | System, method, and apparatus for determining a communication status of locomotives in a distributed power system |
US10730536B2 (en) | 2016-08-10 | 2020-08-04 | Ge Global Sourcing Llc | Systems and methods for route mapping |
CN112009522A (en) * | 2020-09-08 | 2020-12-01 | 四川瑞云信通科技有限公司 | Train control system and method for mountain track |
US20210331725A1 (en) * | 2018-08-31 | 2021-10-28 | Siemens Mobility GmbH | Energy optimisation during operation of a rail vehicle fleet |
US11265284B2 (en) * | 2016-03-18 | 2022-03-01 | Westinghouse Air Brake Technologies Corporation | Communication status system and method |
Families Citing this family (123)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11208129B2 (en) | 2002-06-04 | 2021-12-28 | Transportation Ip Holdings, Llc | Vehicle control system and method |
US9233696B2 (en) * | 2006-03-20 | 2016-01-12 | General Electric Company | Trip optimizer method, system and computer software code for operating a railroad train to minimize wheel and track wear |
US11358615B2 (en) | 2002-06-04 | 2022-06-14 | Ge Global Sourcing Llc | System and method for determining vehicle orientation in a vehicle consist |
US9205849B2 (en) | 2012-05-23 | 2015-12-08 | General Electric Company | System and method for inspecting a route during movement of a vehicle system over the route |
US10569792B2 (en) | 2006-03-20 | 2020-02-25 | General Electric Company | Vehicle control system and method |
US9376123B2 (en) * | 2012-08-22 | 2016-06-28 | General Electric Company | Integrated friction modification system for a transporation network vechicle |
US8924049B2 (en) | 2003-01-06 | 2014-12-30 | General Electric Company | System and method for controlling movement of vehicles |
US9956974B2 (en) | 2004-07-23 | 2018-05-01 | General Electric Company | Vehicle consist configuration control |
US9527518B2 (en) | 2006-03-20 | 2016-12-27 | General Electric Company | System, method and computer software code for controlling a powered system and operational information used in a mission by the powered system |
US8370006B2 (en) | 2006-03-20 | 2013-02-05 | General Electric Company | Method and apparatus for optimizing a train trip using signal information |
US20080208401A1 (en) * | 2006-03-20 | 2008-08-28 | Ajith Kuttannair Kumar | System, method, and computer software code for insuring continuous flow of information to an operator of a powered system |
US8126601B2 (en) * | 2006-03-20 | 2012-02-28 | General Electric Company | System and method for predicting a vehicle route using a route network database |
US8398405B2 (en) | 2006-03-20 | 2013-03-19 | General Electric Company | System, method, and computer software code for instructing an operator to control a powered system having an autonomous controller |
US9156477B2 (en) | 2006-03-20 | 2015-10-13 | General Electric Company | Control system and method for remotely isolating powered units in a vehicle system |
US8295993B2 (en) | 2006-03-20 | 2012-10-23 | General Electric Company | System, method, and computer software code for optimizing speed regulation of a remotely controlled powered system |
US8249763B2 (en) | 2006-03-20 | 2012-08-21 | General Electric Company | Method and computer software code for uncoupling power control of a distributed powered system from coupled power settings |
US8290645B2 (en) | 2006-03-20 | 2012-10-16 | General Electric Company | Method and computer software code for determining a mission plan for a powered system when a desired mission parameter appears unobtainable |
US9266542B2 (en) * | 2006-03-20 | 2016-02-23 | General Electric Company | System and method for optimized fuel efficiency and emission output of a diesel powered system |
US8401720B2 (en) | 2006-03-20 | 2013-03-19 | General Electric Company | System, method, and computer software code for detecting a physical defect along a mission route |
US8370007B2 (en) * | 2006-03-20 | 2013-02-05 | General Electric Company | Method and computer software code for determining when to permit a speed control system to control a powered system |
US8473127B2 (en) * | 2006-03-20 | 2013-06-25 | General Electric Company | System, method and computer software code for optimizing train operations considering rail car parameters |
US8998617B2 (en) | 2006-03-20 | 2015-04-07 | General Electric Company | System, method, and computer software code for instructing an operator to control a powered system having an autonomous controller |
US20080183490A1 (en) * | 2006-03-20 | 2008-07-31 | Martin William P | Method and computer software code for implementing a revised mission plan for a powered system |
US8768543B2 (en) * | 2006-03-20 | 2014-07-01 | General Electric Company | Method, system and computer software code for trip optimization with train/track database augmentation |
US9229448B1 (en) | 2014-09-19 | 2016-01-05 | General Electric Company | Energy management system and method for vehicle systems |
US20080201019A1 (en) * | 2006-03-20 | 2008-08-21 | Ajith Kuttannair Kumar | Method and computer software code for optimized fuel efficiency emission output and mission performance of a powered system |
US7974774B2 (en) * | 2006-03-20 | 2011-07-05 | General Electric Company | Trip optimization system and method for a vehicle |
US8788135B2 (en) | 2006-03-20 | 2014-07-22 | General Electric Company | System, method, and computer software code for providing real time optimization of a mission plan for a powered system |
US9201409B2 (en) | 2006-03-20 | 2015-12-01 | General Electric Company | Fuel management system and method |
US9376971B2 (en) * | 2006-03-20 | 2016-06-28 | General Electric Company | Energy management system and method for vehicle systems |
US8630757B2 (en) * | 2006-03-20 | 2014-01-14 | General Electric Company | System and method for optimizing parameters of multiple rail vehicles operating over multiple intersecting railroad networks |
US7447571B2 (en) * | 2006-04-24 | 2008-11-04 | New York Air Brake Corporation | Method of forecasting train speed |
US20070260497A1 (en) * | 2006-05-02 | 2007-11-08 | Wolfgang Daum | Method of planning train movement using a front end cost function |
US9037323B2 (en) | 2006-12-01 | 2015-05-19 | General Electric Company | Method and apparatus for limiting in-train forces of a railroad train |
US9580090B2 (en) | 2006-12-01 | 2017-02-28 | General Electric Company | System, method, and computer readable medium for improving the handling of a powered system traveling along a route |
US8229607B2 (en) * | 2006-12-01 | 2012-07-24 | General Electric Company | System and method for determining a mismatch between a model for a powered system and the actual behavior of the powered system |
US8180544B2 (en) * | 2007-04-25 | 2012-05-15 | General Electric Company | System and method for optimizing a braking schedule of a powered system traveling along a route |
US9120493B2 (en) | 2007-04-30 | 2015-09-01 | General Electric Company | Method and apparatus for determining track features and controlling a railroad train responsive thereto |
JP5142655B2 (en) * | 2007-10-04 | 2013-02-13 | 株式会社東芝 | Electric locomotive and control method thereof |
US8645047B2 (en) * | 2007-11-06 | 2014-02-04 | General Electric Company | System and method for optimizing vehicle performance in presence of changing optimization parameters |
US8649963B2 (en) | 2008-01-08 | 2014-02-11 | General Electric Company | System, method, and computer software code for optimizing performance of a powered system |
US8190312B2 (en) * | 2008-03-13 | 2012-05-29 | General Electric Company | System and method for determining a quality of a location estimation of a powered system |
US8965604B2 (en) | 2008-03-13 | 2015-02-24 | General Electric Company | System and method for determining a quality value of a location estimation of a powered system |
US9862396B2 (en) * | 2008-03-13 | 2018-01-09 | General Electric Company | System and method for determining a quality value of a location estimation of equipment |
EP3718852A3 (en) * | 2008-03-21 | 2021-01-06 | General Electric Company | Method for controlling a powered system based on mission plan |
US8140203B2 (en) * | 2008-04-08 | 2012-03-20 | General Electric Company | Method for controlling vehicle operation incorporating quick clearing function |
US8521344B2 (en) * | 2008-10-09 | 2013-08-27 | General Electric Company | System and method for generating a route navigation database |
US8155811B2 (en) * | 2008-12-29 | 2012-04-10 | General Electric Company | System and method for optimizing a path for a marine vessel through a waterway |
US20100174484A1 (en) * | 2009-01-05 | 2010-07-08 | Manthram Sivasubramaniam | System and method for optimizing hybrid engine operation |
US20100174427A1 (en) * | 2009-01-05 | 2010-07-08 | Manthram Sivasubramaniam | System and method for limiting in-train forces of a railroad train |
WO2010096730A1 (en) | 2009-02-23 | 2010-08-26 | General Electric Company | System and method for controlling a powered vehicle |
US8295998B2 (en) * | 2009-05-11 | 2012-10-23 | General Electric Company | System, method, and computer software code for distributing and managing data for use by a plurality of subsystems on a locomotive |
US8234023B2 (en) | 2009-06-12 | 2012-07-31 | General Electric Company | System and method for regulating speed, power or position of a powered vehicle |
DE102010024800B4 (en) * | 2009-06-25 | 2014-07-03 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Display device and method for operating a display device |
US8494695B2 (en) | 2009-09-02 | 2013-07-23 | General Electric Company | Communications system and method for a rail vehicle |
US20130173094A1 (en) | 2011-12-28 | 2013-07-04 | Jared K. Cooper | System and method for rail vehicle control |
US9623884B2 (en) * | 2009-11-13 | 2017-04-18 | General Electric Company | Method and system for independent control of vehicle |
US8428798B2 (en) * | 2010-01-08 | 2013-04-23 | Wabtec Holding Corp. | Short headway communications based train control system |
CN103415425B (en) | 2010-12-31 | 2017-02-15 | 通用电气公司 | System and method for controlling a vehicle |
US9545854B2 (en) | 2011-06-13 | 2017-01-17 | General Electric Company | System and method for controlling and powering a vehicle |
US10137908B2 (en) | 2011-06-13 | 2018-11-27 | General Electric Company | Vehicle traction control system and method |
US8783626B2 (en) * | 2011-08-03 | 2014-07-22 | Stc, Inc. | Light rail vehicle monitoring and stop bar overrun system |
US8768544B2 (en) * | 2011-08-04 | 2014-07-01 | General Electric Company | System and method for controlling a vehicle consist |
US8583361B2 (en) * | 2011-08-24 | 2013-11-12 | Modular Mining Systems, Inc. | Guided maneuvering of a mining vehicle to a target destination |
US20130117054A1 (en) * | 2011-11-03 | 2013-05-09 | Jared COOPER | Transportation network scheduling system and method |
EP2841841B1 (en) * | 2012-04-27 | 2020-07-29 | Igralub North America, LLC | System and method for fleet wheel-rail lubrication and noise management |
AU2013205954B2 (en) | 2012-05-29 | 2015-09-24 | Tata Consultancy Services Limited | A system and method for vehicle movement modeling in a railway network |
DE102012014468A1 (en) * | 2012-07-21 | 2014-05-15 | Volkswagen Aktiengesellschaft | Method for changing a driving strategy for a vehicle and vehicle control device for a vehicle |
US9419398B2 (en) | 2012-08-10 | 2016-08-16 | General Electric Company | Adaptive energy transfer system and method |
US11150885B2 (en) * | 2012-08-22 | 2021-10-19 | Transportation Ip Holdings, Llc | Method and system for vehicle software management |
US10053120B2 (en) | 2012-12-28 | 2018-08-21 | General Electric Company | Vehicle convoy control system and method |
US9669811B2 (en) | 2012-12-28 | 2017-06-06 | General Electric Company | System and method for asynchronously controlling brakes of vehicles in a vehicle system |
CN103246200B (en) * | 2013-04-17 | 2016-01-13 | 华东交通大学 | A kind of motor train unit synchronization and tracking control method based on distributed model |
CA2818409A1 (en) * | 2013-06-07 | 2014-12-07 | 101070291 Saskatchewan Ltd. | Modular electric vehicle system |
JP6296716B2 (en) * | 2013-07-19 | 2018-03-20 | 株式会社東芝 | Operation curve creation device, control method and control program for operation curve creation device |
CN103879414B (en) * | 2014-03-26 | 2016-03-30 | 中车信息技术有限公司 | A kind of railway locomotive optimized handling method based on self adaptation A-Star algorithm |
US10532755B2 (en) | 2014-03-27 | 2020-01-14 | Ge Global Sourcing Llc | Control system and method for a transportation network |
US9417630B2 (en) * | 2014-05-22 | 2016-08-16 | General Electric Company | Systems and methods for handling malfunctions |
DE102014213863A1 (en) * | 2014-07-16 | 2016-01-21 | Siemens Aktiengesellschaft | Method for stabilizing a rail vehicle |
EP2974939B1 (en) * | 2014-07-17 | 2023-06-07 | Hitachi, Ltd. | Train management system |
US10023162B2 (en) * | 2014-09-05 | 2018-07-17 | Mitsubishi Electric Corporation | Automatic train operation system and brake control device |
US20160090112A1 (en) * | 2014-09-29 | 2016-03-31 | General Electric Company | Vehicle control system and method |
US11312018B2 (en) | 2014-11-14 | 2022-04-26 | Transportation Ip Holdings, Llc | Control system with task manager |
US10246094B2 (en) * | 2014-12-09 | 2019-04-02 | Ford Global Technologies, Llc | Autonomous vehicle cornering maneuver |
DE112015005696T5 (en) * | 2015-01-16 | 2017-09-07 | New York Air Brake, LLC | Improved system for controlling compressors and air dryers in tunnels |
US9393969B1 (en) | 2015-01-16 | 2016-07-19 | New York Air Brake, LLC | System for control of compressors and air dryers in tunnels |
CN105083333B (en) * | 2015-03-31 | 2017-03-15 | 江苏理工学院 | A kind of flow-optimized control method of subway transportation |
US9676403B2 (en) * | 2015-04-29 | 2017-06-13 | General Electric Company | System and method for determining operational restrictions for vehicle control |
CN105015524B (en) * | 2015-07-09 | 2017-11-10 | 中车株洲电力机车研究所有限公司 | A kind of more marshaling braking force distribution method and system |
ITUB20154278A1 (en) * | 2015-10-09 | 2017-04-09 | Faiveley Transport Italia Spa | Traction and braking control system for a railway train. |
JP6454632B2 (en) * | 2015-11-11 | 2019-01-16 | 日立建機株式会社 | Transport vehicle |
US9711046B2 (en) | 2015-11-20 | 2017-07-18 | Electro-Motive Diesel, Inc. | Train status presentation based on aggregated tracking information |
CN105480263A (en) * | 2015-11-30 | 2016-04-13 | 中国神华能源股份有限公司 | Train dispatching optimization method and system |
CN105551337B (en) * | 2015-12-21 | 2018-02-09 | 北京交通大学 | A kind of train operator's auxiliary driving method and system |
US20170197646A1 (en) * | 2016-01-08 | 2017-07-13 | Electro-Motive Diesel, Inc. | Train system having automatically-assisted trip simulation |
CN105607598A (en) * | 2016-01-12 | 2016-05-25 | 北京交通大学 | Driver advisory system and method for train |
FR3047717B1 (en) * | 2016-02-15 | 2020-09-25 | Alstom Transp Tech | DRIVING ASSISTANCE DEVICE FOR A RAILWAY VEHICLE, INCLUDING PROGRESSIVE MEANS OF INDICATING INSTRUCTIONS |
DK3219572T4 (en) | 2016-03-15 | 2024-03-04 | Knorr Bremse Systeme | Method for providing a driving recommendation to a driver of a train and train driver advisory system |
BR102016006590B1 (en) | 2016-03-24 | 2023-01-10 | General Electric Company | POWER CONTROL SYSTEM, METHOD FOR DICTATING POWER SETTINGS AND METHOD FOR CONTROLLING A VEHICLE SYSTEM |
US10029714B2 (en) | 2016-04-22 | 2018-07-24 | Progress Rail Locomotive Inc. | Locomotive health-based train pacing system |
US10279823B2 (en) * | 2016-08-08 | 2019-05-07 | General Electric Company | System for controlling or monitoring a vehicle system along a route |
JP6723121B2 (en) * | 2016-09-08 | 2020-07-15 | 株式会社日立製作所 | Train operation support device |
CN106844621B (en) * | 2017-01-18 | 2020-06-26 | 清华大学 | Method for constructing energy-saving operation real-time optimization control strategy library of rail locomotive |
US10781763B2 (en) * | 2017-04-27 | 2020-09-22 | Ge Global Sourcing Llc | Vehicle control system |
RU2667679C1 (en) * | 2017-07-07 | 2018-09-24 | Общество С Ограниченной Ответственностью "Авп Технология" | Automated cargo train control system with speed regulator, adapted to the traveling on the specific path profile |
CN109532956B (en) * | 2017-09-22 | 2020-10-23 | 交控科技股份有限公司 | Driving control method and device suitable for VBTC (visual basic control) system |
CN109774747B (en) * | 2017-11-14 | 2021-04-27 | 交控科技股份有限公司 | Line resource control method, intelligent vehicle-mounted controller and object controller |
EP3493535B1 (en) * | 2017-11-29 | 2020-09-09 | Mitsubishi Electric R & D Centre Europe B.V. | Method for controlling a video encoder of a video camera installed on a moving conveyance |
CN110531746B (en) * | 2018-05-23 | 2023-06-02 | 宇通客车股份有限公司 | Automatic driving vehicle control method and system and vehicle |
FR3085776B1 (en) * | 2018-09-06 | 2020-11-27 | Alstom Transp Tech | ELECTRICAL CONSUMPTION OPTIMIZATION PROCESS OF A PLURALITY OF VEHICLES, COMPUTER PROGRAM PRODUCT AND ASSOCIATED AUTOMATED DRIVING AND SUPERVISION SYSTEMS |
DE102018215697A1 (en) * | 2018-09-14 | 2020-03-19 | Siemens Mobility GmbH | Automated on-board control system for a rail vehicle |
RU2714966C1 (en) * | 2019-05-16 | 2020-02-21 | Федеральное государственное автономное образовательное учреждение высшего образования "Российский университет транспорта" (ФГАОУ ВО РУТ (МИИТ), РУТ (МИИТ) | Trains movement control method |
CN112441083A (en) * | 2019-08-28 | 2021-03-05 | 比亚迪股份有限公司 | Rail vehicle control method and system |
RU2732670C1 (en) * | 2019-09-20 | 2020-09-21 | Федеральное государственное автономное образовательное учреждение высшего образования "Российский университет транспорта" (ФГАОУ ВО РУТ (МИИТ), РУТ (МИИТ) | Train speed control method |
CN111762236B (en) * | 2020-06-29 | 2022-05-10 | 交控科技股份有限公司 | Rail transit train positioning method, device and system |
CN112700058B (en) * | 2021-01-08 | 2024-03-22 | 北京全路通信信号研究设计院集团有限公司 | Tail marshalling plan determining system and method for railway marshalling station |
CN112859610B (en) * | 2021-01-15 | 2022-12-09 | 青岛地铁集团有限公司运营分公司 | Railway vehicle control operation system and minimum abrasion control algorithm |
US20230035533A1 (en) * | 2021-07-29 | 2023-02-02 | Transportation Ip Holdings, Llc | Vehicle control system and method |
CN114264727B (en) * | 2021-11-20 | 2023-11-24 | 重庆大学 | Rail-bridge system damage identification method based on dynamic response of operation train |
CN114379618B (en) * | 2021-12-23 | 2024-03-26 | 交控科技股份有限公司 | Access control method, device, equipment and computer readable storage medium |
CN114954541B (en) * | 2022-04-29 | 2023-08-18 | 中车工业研究院有限公司 | Cooperative method and device for power distribution and tracking speed of vehicle |
US11873772B1 (en) * | 2022-09-14 | 2024-01-16 | Cummins Power Generation Inc. | Dual fuel engine system and method for controlling dual fuel engine system |
CN116050812A (en) * | 2023-03-31 | 2023-05-02 | 北京全路通信信号研究设计院集团有限公司 | Shunting task management system and method |
Citations (87)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2104652A (en) * | 1936-01-25 | 1938-01-04 | Gen Electric | Electric discharge device |
US2601634A (en) * | 1949-02-14 | 1952-06-24 | Rivette Raymond William | Combination refrigerator and walkin storage compartment |
US2927711A (en) * | 1954-01-12 | 1960-03-08 | Naggiar Joseph Yervant | Tank structure for alternative transportation of liquids and solid goods |
US3650216A (en) * | 1969-08-11 | 1972-03-21 | Rex Chainbelt Inc | Railway car speed control transportation system |
US3655962A (en) * | 1969-04-01 | 1972-04-11 | Melpar Inc | Digital automatic speed control for railway vehicles |
US3794833A (en) * | 1972-05-25 | 1974-02-26 | Westinghouse Air Brake Co | Train speed control system |
US3865042A (en) * | 1973-04-04 | 1975-02-11 | Gen Signal Corp | Automatic switching control system for railway classification yards |
US3886870A (en) * | 1973-04-13 | 1975-06-03 | Frangeco A N F Sa | Gas turbine and electric drive locomotive |
US3948314A (en) * | 1971-03-08 | 1976-04-06 | Isothermic Systems Ltd. | Thermodynamically integrated buildings |
US4005838A (en) * | 1975-05-27 | 1977-02-01 | Westinghouse Air Brake Company | Station stop and speed regulation system for trains |
US4136432A (en) * | 1977-01-13 | 1979-01-30 | Melley Energy Systems, Inc. | Mobile electric power generating systems |
US4181943A (en) * | 1978-05-22 | 1980-01-01 | Hugg Steven B | Speed control device for trains |
US4253399A (en) * | 1979-12-10 | 1981-03-03 | Kansas City Southern Railway Company | Railway locomotive fuel saving arrangement |
US4644705A (en) * | 1986-05-07 | 1987-02-24 | Societe D'etudes Techniques Et D'entreprise Generales Sodeteg | Unfolding, movable hospital unit |
US4663713A (en) * | 1984-02-21 | 1987-05-05 | J. I. Case Company | Automatic power control for variable power train |
US4735385A (en) * | 1987-06-24 | 1988-04-05 | Halliburton Company | Apparatus and method for conserving fuel during dynamic braking of locomotives |
US4827438A (en) * | 1987-03-30 | 1989-05-02 | Halliburton Company | Method and apparatus related to simulating train responses to actual train operating data |
US4843575A (en) * | 1982-10-21 | 1989-06-27 | Crane Harold E | Interactive dynamic real-time management system |
US5109343A (en) * | 1990-06-06 | 1992-04-28 | Union Switch & Signal Inc. | Method and apparatus for verification of rail braking distances |
US5181541A (en) * | 1990-02-06 | 1993-01-26 | B.A. Bodenheimer & Co., Inc. | Multi-tank fuel storage system for refrigerated freight container electric generatore |
US5187945A (en) * | 1991-05-13 | 1993-02-23 | Reefco Manufacturing Corporation | Refrigerated container |
US5197627A (en) * | 1991-03-08 | 1993-03-30 | Petrolite Corporation | Double walled storage tank |
US5316174A (en) * | 1991-03-15 | 1994-05-31 | Protechna Sa | Pallet container |
US5388034A (en) * | 1992-09-16 | 1995-02-07 | General Electric Company | Vehicle headlamp comprising a discharge lamp including an inner envelope and a surrounding shroud |
US5398894A (en) * | 1993-08-10 | 1995-03-21 | Union Switch & Signal Inc. | Virtual block control system for railway vehicle |
US5487516A (en) * | 1993-03-17 | 1996-01-30 | Hitachi, Ltd. | Train control system |
US5623413A (en) * | 1994-09-01 | 1997-04-22 | Harris Corporation | Scheduling system and method |
US5744707A (en) * | 1996-02-15 | 1998-04-28 | Westinghouse Air Brake Company | Train brake performance monitor |
US5758299A (en) * | 1995-11-03 | 1998-05-26 | Caterpillar Inc. | Method for generating performance ratings for a vehicle operator |
US5755349A (en) * | 1993-07-22 | 1998-05-26 | Cargo Unit Containers Ltd. | Freight containers |
US6198993B1 (en) * | 1997-08-22 | 2001-03-06 | Mitsubishi Heavy Industries, Ltd. | Running vehicle control method for automatically controlling a plurality of vehicles running on a road |
US6216957B1 (en) * | 1999-03-02 | 2001-04-17 | Roger Turunen, Jr. | Heated floor system for a movable structure |
US6230668B1 (en) * | 2000-05-22 | 2001-05-15 | General Electric Company | Locomotive cooling system |
US6243694B1 (en) * | 1997-12-29 | 2001-06-05 | General Electric Company | System and method for generating a fuel-optimal reference velocity profile for a rail-based transportation handling controller |
US6363331B1 (en) * | 1998-12-09 | 2002-03-26 | Meritor Heavy Vehicle Systems, Llc | Weight distribution monitor |
US6380639B1 (en) * | 2000-05-11 | 2002-04-30 | Bombardier Inc. | System, method and apparatus for power regulation |
US20020059075A1 (en) * | 2000-05-01 | 2002-05-16 | Schick Louis A. | Method and system for managing a land-based vehicle |
US6404129B1 (en) * | 1999-04-29 | 2002-06-11 | Koninklijke Philips Electronics N.V. | Metal halide lamp |
US20020072833A1 (en) * | 2000-10-31 | 2002-06-13 | Robert Gray | Track database integrity monitor for enhanced railroad safety distributed power |
US20030001050A1 (en) * | 2000-04-03 | 2003-01-02 | Katzer Matthew A. | Model train control system |
US6505103B1 (en) * | 2000-09-29 | 2003-01-07 | Ge Harris Harmon Railway Technology, Llc | Method and apparatus for controlling remote locomotive operation |
US6516727B2 (en) * | 2000-11-21 | 2003-02-11 | Edwin R. Kraft | High capacity multiple-stage railway switching yard |
US6520124B2 (en) * | 2000-12-13 | 2003-02-18 | Tramont Corporation | Double walled fuel tank with integral generator set mounting frame |
US20030034423A1 (en) * | 2001-06-21 | 2003-02-20 | General Electric Company | Control and method for optimizing the operation of two or more locomotives of a consist |
US6549803B1 (en) * | 2000-05-08 | 2003-04-15 | Image-Guided Neurologics Inc. | Method and apparatus for targeting material delivery to tissue |
US20030076221A1 (en) * | 2001-10-19 | 2003-04-24 | Susumu Akiyama | Vehicle communication system |
US20030091017A1 (en) * | 1999-10-04 | 2003-05-15 | Davenport David M. | Method for data exchange with a mobile asset considering communication link quality |
US20030105561A1 (en) * | 1997-09-12 | 2003-06-05 | New York Air Brake Corporation | Method of optimizing train operation and training |
US20030104899A1 (en) * | 2001-11-30 | 2003-06-05 | Keller Jesse P. | Steerable vehicle having a multiple-power unit controller and a method of controlling power to an electric motor |
US20030120400A1 (en) * | 2002-02-28 | 2003-06-26 | Ahmed Baig Mirza Aref | System and method for selectively limiting tractive effort to facilitate train control |
US6676089B1 (en) * | 1998-06-24 | 2004-01-13 | Katzer Matthew A | Model train control system |
US6694231B1 (en) * | 2002-08-08 | 2004-02-17 | Bombardier Transportation Gmbh | Train registry overlay system |
US20040034556A1 (en) * | 1994-09-01 | 2004-02-19 | Matheson William L. | Scheduling system and method |
US6698913B2 (en) * | 2001-04-10 | 2004-03-02 | Koito Manufacturing Co., Ltd. | Vehicle headlamp |
US20040068359A1 (en) * | 2002-10-04 | 2004-04-08 | Konstantin Neiss | Predictive speed control for a motor vehicle |
US6732023B2 (en) * | 2001-12-04 | 2004-05-04 | Hitachi, Ltd. | Train control method and apparatus |
US20040098142A1 (en) * | 2000-10-09 | 2004-05-20 | Energy Transfer Group, Llc | Arbitrage control system for two or more available power sources |
US20040108814A1 (en) * | 2002-09-11 | 2004-06-10 | Koito Manufacturing Co., Ltd | Arc tube for discharge bulb |
US20050007020A1 (en) * | 2003-06-05 | 2005-01-13 | Koito Manufacturing Co., Ltd. | Automotive discharge bulb and automotive headlamp |
US6845953B2 (en) * | 2002-10-10 | 2005-01-25 | Quantum Engineering, Inc. | Method and system for checking track integrity |
US6853888B2 (en) * | 2003-03-21 | 2005-02-08 | Quantum Engineering Inc. | Lifting restrictive signaling in a block |
US6856865B2 (en) * | 2002-11-22 | 2005-02-15 | New York Air Brake Corporation | Method and apparatus of monitoring a railroad hump yard |
US6865454B2 (en) * | 2002-07-02 | 2005-03-08 | Quantum Engineering Inc. | Train control system and method of controlling a train or trains |
US6863246B2 (en) * | 2002-12-31 | 2005-03-08 | Quantum Engineering, Inc. | Method and system for automated fault reporting |
US20050055287A1 (en) * | 2003-09-05 | 2005-03-10 | Sensitech Inc. | Automated generation of reports reflecting statistical analyses of supply chain processes |
US20050065674A1 (en) * | 2003-09-24 | 2005-03-24 | General Electric Company | Method and apparatus for controlling a railway consist |
US6873888B2 (en) * | 2003-02-05 | 2005-03-29 | General Electric Company | Method and system for improving acceleration rates of locomotives |
US20050109882A1 (en) * | 2003-11-20 | 2005-05-26 | Armbruster Robert A. | Strategies for locomotive operation in tunnel conditions |
US6996461B2 (en) * | 2002-10-10 | 2006-02-07 | Quantum Engineering, Inc. | Method and system for ensuring that a train does not pass an improperly configured device |
US20060047379A1 (en) * | 2004-08-27 | 2006-03-02 | Schullian John M | Railcar transport telematics system |
US20060060345A1 (en) * | 2003-01-15 | 2006-03-23 | Behr Gmbh & Co. Kg | Cooling circuit, especially for a motor vehicle transmission |
US7021588B2 (en) * | 2001-06-21 | 2006-04-04 | General Electric Company | System and method for managing two or more locomotives of a consist |
US20060085363A1 (en) * | 2004-10-20 | 2006-04-20 | Emerson Process Management Power & Water Solutions Inc. | Method and apparatus for providing load dispatch and pollution control optimization |
US20060085103A1 (en) * | 2004-04-26 | 2006-04-20 | Smith Eugene A Jr | On-board message repeater for railroad train communications system |
US7164975B2 (en) * | 1999-06-15 | 2007-01-16 | Andian Technologies Ltd. | Geometric track and track/vehicle analyzers and methods for controlling railroad systems |
US20070061053A1 (en) * | 2005-09-13 | 2007-03-15 | Deere & Company, A Delaware Corporation. | Method and system for modular data processing for a vehicle control system |
US20070112475A1 (en) * | 2005-11-17 | 2007-05-17 | Motility Systems, Inc. | Power management systems and devices |
US20080004721A1 (en) * | 2004-06-25 | 2008-01-03 | Emerson Process Management Power & Water Solutions, Inc. | Method and Apparatus for Providing Economic Analysis of Power Generation and Distribution |
US7347168B2 (en) * | 2006-05-15 | 2008-03-25 | Freightliner Llc | Predictive auxiliary load management (PALM) control apparatus and method |
US7349797B2 (en) * | 2004-03-30 | 2008-03-25 | Railpower Technologies Corp | Emission management for a hybrid locomotive |
US7497201B2 (en) * | 2003-11-18 | 2009-03-03 | Mack Trucks, Inc. | Control system and method for improving fuel economy |
US20090063045A1 (en) * | 2007-08-30 | 2009-03-05 | Microsoft Corporation | Gps based fuel efficiency optimizer |
US7500436B2 (en) * | 2003-05-22 | 2009-03-10 | General Electric Company | System and method for managing emissions from mobile vehicles |
US7509193B2 (en) * | 2002-06-15 | 2009-03-24 | Robert Bosch Gmbh | Method and device for limiting the driving speed of a motor vehicle |
US7522990B2 (en) * | 2005-06-08 | 2009-04-21 | General Electric Company | System and method for improved train handling and fuel consumption |
US7539624B2 (en) * | 1994-09-01 | 2009-05-26 | Harris Corporation | Automatic train control system and method |
US7667611B2 (en) * | 2005-11-30 | 2010-02-23 | Caterpillar Inc. | High voltage detection system |
Family Cites Families (886)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2111513A (en) | 1938-03-15 | Interlocking system for railroads | ||
US2293926A (en) | 1942-08-25 | Wallace | ||
US2148005A (en) | 1939-02-21 | Railway signaling | ||
US2366802A (en) | 1945-01-09 | pflasterer | ||
US2104601A (en) | 1938-01-04 | Railway traffic controlling | ||
US2289857A (en) | 1942-07-14 | Railway signaling | ||
US2059160A (en) | 1934-10-13 | 1936-10-27 | Lowell Wintsch Automatic Train | Automatic cab signal system |
GB482625A (en) | 1936-12-24 | 1938-04-01 | Siemens Electric Lamps & Suppl | Improvements in metal vapour electric discharge lamps |
US2233932A (en) | 1940-07-24 | 1941-03-04 | Union Switch & Signal Co | Railway signaling |
US2628335A (en) | 1950-08-10 | 1953-02-10 | Sperry Prod Inc | Ultrasonic rail flaw detector search unit |
US2783369A (en) | 1951-11-23 | 1957-02-26 | Berthel K Olsson | Radio transmitting and receiving signal system |
US3137756A (en) | 1957-10-31 | 1964-06-16 | Zeiss Carl | Device for determining the dimensions of an object |
US2925552A (en) | 1957-11-29 | 1960-02-16 | Sperry Prod Inc | Rail flaw detector mechanism |
US3016464A (en) | 1959-06-10 | 1962-01-09 | Daystrom Inc | Apparatus for determining the location and thickness of a reflecting object |
US3246141A (en) | 1961-12-12 | 1966-04-12 | Westinghouse Air Brake Co | Coded track circuit apparatus |
US3393600A (en) | 1965-09-10 | 1968-07-23 | Atomic Energy Commission Usa | Optical ranging apparatus |
US3508496A (en) | 1967-02-06 | 1970-04-28 | Univ Northwestern | Transportation system |
US3517307A (en) | 1967-09-12 | 1970-06-23 | Melpar Inc | Track profile and gauge measuring system |
US3537401A (en) | 1967-10-19 | 1970-11-03 | Robert G Metzner | Automatically controlled transportation system |
US3519805A (en) | 1967-11-29 | 1970-07-07 | Westinghouse Electric Corp | Vehicle stopping control apparatus |
US3562419A (en) | 1967-12-21 | 1971-02-09 | Canada Iron Foundries Ltd | Inspection method and apparatus for track alignment |
DE1605862B2 (en) | 1968-01-23 | 1977-05-26 | Deutsche Bundesbahn, Vertreten Durch Das Bundesbahn-Zentralamt Minden, 4950 Minden | PROCEDURE FOR FULL OR SEMI-ACTIVITY REGULATION OF THE TRAIN SEQUENCE IN CONNECTION WITH A LINE TRAIN CONTROL |
US3828440A (en) | 1968-04-09 | 1974-08-13 | Plasser Bahnbaumasch Franz | Track surveying |
CH491247A (en) | 1968-05-15 | 1970-05-31 | Matisa Materiel Ind Sa | Measuring equipment for geometric control of railways |
US3589815A (en) | 1968-06-21 | 1971-06-29 | Information Dev Corp | Noncontact measuring probe |
US3575596A (en) | 1969-03-19 | 1971-04-20 | Westinghouse Air Brake Co | Signal transmission arrangements for railroad interlockings |
US3604359A (en) | 1969-04-04 | 1971-09-14 | Railway Maintenance Corp | Apparatus for correcting railroad track |
GB1321054A (en) | 1969-07-09 | 1973-06-20 | Westinghouse Electric Corp | Control of vehicle systems |
DE2033654A1 (en) | 1969-07-09 | 1971-01-14 | Westinghouse Electric Corp , East Pittsburgh, Pa (V St A) | Control of vehicle systems |
US3633010A (en) | 1970-05-04 | 1972-01-04 | Geosystems Inc | Computer-aided laser-based measurement system |
NL145914B (en) | 1970-05-28 | 1975-05-15 | Mining Equipment Manufacturing | UNDERGROUND RAILWAY. |
US3896665A (en) | 1970-06-09 | 1975-07-29 | Cannon Inc | Railway inspection method and vehicle |
US3696243A (en) | 1970-08-26 | 1972-10-03 | Marquardt Ind Products Co | Broken rail detector |
FR2129215A5 (en) | 1971-03-12 | 1972-10-27 | Pichon Claude | |
US3781139A (en) | 1971-04-19 | 1973-12-25 | Contrans Gmbh | Energy supply unit for freight containers |
US3718040A (en) | 1971-09-07 | 1973-02-27 | Bessemer And Lake Erie Railway | Method and apparatus for evaluating railroad track structure and car performance |
AT324391B (en) | 1971-10-08 | 1975-08-25 | Plasser Bahnbaumasch Franz | DEVICE FOR DETERMINING THE DEVIATION OF THE POSITION OF A TRACK FROM ITS TARGET POSITION |
AT323787B (en) | 1972-03-14 | 1975-07-25 | Plasser Bahnbaumasch Franz | ARRANGEMENT FOR CORRECTING POSITIONAL ERRORS IN TRACKS |
US3805056A (en) | 1972-05-08 | 1974-04-16 | British Railways Board | Vehicle program control systems |
US3821558A (en) | 1972-08-09 | 1974-06-28 | Fleet Electronics Ltd | Determination or monitoring of the distances of surfaces from reference positions |
US3791473A (en) | 1972-09-21 | 1974-02-12 | Petro Electric Motors Ltd | Hybrid power train |
US3850390A (en) | 1973-04-09 | 1974-11-26 | Erico Rail Prod Co | Railway signal system with speed determined movement detector |
GB1469510A (en) | 1973-06-21 | 1977-04-06 | British Railways Board | Train control |
US3864039A (en) | 1973-07-12 | 1975-02-04 | Us Transport | Rail gage apparatus |
US3870952A (en) | 1973-07-16 | 1975-03-11 | Gen Signal Corp | Ballast resistance and track continuity indicating circuit |
JPS524867B2 (en) | 1973-07-25 | 1977-02-08 | ||
DE2455729A1 (en) | 1973-12-03 | 1975-06-05 | Roger Philippe Tronel | INDICATOR AND ALARM DEVICE FOR MOTOR VEHICLES |
CA1065039A (en) | 1974-01-25 | 1979-10-23 | John E. Mosier | Method and apparatus for facilitating control of a railway train |
US3962908A (en) | 1974-02-25 | 1976-06-15 | Joy Ivan L | Transducer arrangement for ultrasonic rail tester coupling carriages |
US3937068A (en) | 1974-02-25 | 1976-02-10 | Joy Ivan L | Transducer arrangement for ultrasonic rail tester coupling carriages |
US3987989A (en) | 1974-04-05 | 1976-10-26 | Erico Rail Products Company | Railway signal system |
US3960005A (en) | 1974-08-09 | 1976-06-01 | Canac Consultants Limited | Ultrasonic testing device for inspecting thermit rail welds |
US3924461A (en) | 1974-08-20 | 1975-12-09 | Harris A Stover | Monitoring system for detecting defective rails or road beds |
US4075632A (en) | 1974-08-27 | 1978-02-21 | The United States Of America As Represented By The United States Department Of Energy | Interrogation, and detection system |
US4042810A (en) | 1975-01-25 | 1977-08-16 | Halliburton Company | Method and apparatus for facilitating control of a railway train |
US4062419A (en) | 1975-02-07 | 1977-12-13 | Toyota Jidosha Kogyo Kabushiki Kaisha | Fuel-saving traveling system for an internal combustion engine-driven vehicle |
JPS51101561A (en) | 1975-03-05 | 1976-09-08 | Japan National Railway | Kogakushikikidokuruisokuteisochi |
CH588374A5 (en) | 1975-03-14 | 1977-05-31 | Speno International | |
US4040738A (en) | 1975-03-20 | 1977-08-09 | Gulton Industries, Inc. | Railroad track profile spacing and alignment apparatus |
US4041283A (en) | 1975-07-25 | 1977-08-09 | Halliburton Company | Railway train control simulator and method |
US3995560A (en) | 1975-08-12 | 1976-12-07 | Charles Mackintosh | Rail obstruction sensing means for a rail transportation system |
US3974991A (en) | 1975-08-27 | 1976-08-17 | Erico Rail Products Company | Railroad motion detecting and signalling system with repeater receiver |
US4005601A (en) | 1975-08-29 | 1977-02-01 | Amac, Inc. | Apparatus for detecting rail discontinuities |
CH591597A5 (en) | 1975-11-07 | 1977-09-30 | Matisa Materiel Ind Sa | |
US4022408A (en) | 1976-03-03 | 1977-05-10 | Westinghouse Air Brake Company | Track circuits with cab signals for dual gage railroads |
SU568241A1 (en) | 1976-03-05 | 1981-12-15 | Государственный Проектно-Изыскательский Институт По Проектированию Сигнализации,Централизации,Блокировки,Связи И Радио На Железнодорожном Транспорте | Device for automatic control of train velocity |
JPS5922242B2 (en) | 1976-04-02 | 1984-05-25 | 三菱電機株式会社 | Merging or crossing control method |
US4241403A (en) | 1976-06-23 | 1980-12-23 | Vapor Corporation | Method for automated analysis of vehicle performance |
US4069590A (en) | 1976-07-02 | 1978-01-24 | Southern Railway Company | Rail wear measurement system |
US4044594A (en) | 1976-07-22 | 1977-08-30 | Krautkramer-Branson, Incorporated | Ultrasonic track testing carriage |
US4117463A (en) | 1976-07-28 | 1978-09-26 | Westinghouse Brake & Signal Co. Ltd. | Circuit fault detection apparatus for railroad track circuit redundant connections |
US4198164A (en) | 1976-10-07 | 1980-04-15 | Ensco, Inc. | Proximity sensor and method and apparatus for continuously measuring rail gauge |
US4159088A (en) | 1977-01-03 | 1979-06-26 | The Boeing Company | System for reducing aircraft fuel consumption |
DD129761A1 (en) | 1977-01-18 | 1978-02-08 | Peter Horn | METHOD FOR THE ENERGY SAVING CONTROL OF TRANSMISSIONS |
IT1073468B (en) | 1977-03-18 | 1985-04-17 | Wabco Westinghouse Spa | PROTECTION DEVICE FOR VIARIO IRON SIGNALING EQUIPMENT |
US4117529A (en) | 1977-03-23 | 1978-09-26 | Westinghouse Air Brake Company | Broken rail detecting track circuits |
US4173073A (en) | 1977-05-25 | 1979-11-06 | Hitachi, Ltd. | Track displacement detecting and measuring system |
US4174636A (en) | 1977-07-25 | 1979-11-20 | Pagano Dominick A | Two wheel ultrasonic rail testing system and method |
US4165648A (en) | 1977-07-25 | 1979-08-28 | Pagano Dominick A | Two wheel ultrasonic rail testing system and method |
US4207569A (en) | 1977-08-09 | 1980-06-10 | Meyer Jack R | Railroad radio frequency waveguide |
US4143553A (en) | 1977-12-19 | 1979-03-13 | Automation Industries, Inc. | Contoured search unit for detecting internal flaws |
US4214647A (en) | 1978-02-24 | 1980-07-29 | Lutts William M | Automatic rail greasing apparatus |
US4181278A (en) | 1978-07-28 | 1980-01-01 | Westinghouse Air Brake Company | Railroad interlocking signal system with insulated joint failure and overrun protection |
US4229978A (en) | 1978-10-02 | 1980-10-28 | Dapco Industries, Inc. | System for selectably pulsing ultrasonic transducers in a test apparatus |
US4222275A (en) | 1978-10-02 | 1980-09-16 | Dapco Industries, Inc. | System for non-destructively acquiring and processing information about a test piece |
US4259018A (en) | 1978-11-20 | 1981-03-31 | The United States Of America As Represented By The Secretary Of The Department Of Transportation | Optical track gage measuring device |
IT1192338B (en) | 1978-12-21 | 1988-03-31 | Wabco Westinghouse Spa | SPEED CONTROL DEVICE FOR RAILWAY TRUCKS |
US4262209A (en) | 1979-02-26 | 1981-04-14 | Berner Charles A | Supplemental electrical power generating system |
CH630015A5 (en) | 1979-03-06 | 1982-05-28 | Speno International | DEVICE FOR MEASURING ONDULATORY DEFORMATIONS OF THE RUNNING SURFACE OF RAILS OF A RAILWAY. |
US4234922A (en) | 1979-03-07 | 1980-11-18 | Sab Harmon Industries, Inc. | Automatic locomotive speed control |
US4361202A (en) | 1979-06-15 | 1982-11-30 | Michael Minovitch | Automated road transportation system |
FR2459168A1 (en) | 1979-06-21 | 1981-01-09 | Budd Co | INCLINATION CONTROL SYSTEM ASSOCIATED WITH THE BODY AND A BOGIE OF A RAILWAY VEHICLE |
US4235112A (en) | 1979-08-06 | 1980-11-25 | The United States Of America As Represented By The Secretary Of The Department Of Transportation | Rail flaw detector position control |
JPS5639459A (en) | 1979-09-07 | 1981-04-15 | Hitachi Ltd | Supersonic flaw detector |
JPS56107925A (en) | 1980-01-31 | 1981-08-27 | Mikuni Kogyo Co Ltd | Electronically controlled fuel injector for ignited internal combustion engine |
AT368221B (en) | 1980-02-27 | 1982-09-27 | Plasser Bahnbaumasch Franz | RAIL HEAD SURFACE MEASURING DEVICE |
AU6888181A (en) | 1980-04-08 | 1981-10-15 | Gec-General Signal Ltd. | Broken power rail detection |
US4344364A (en) | 1980-05-09 | 1982-08-17 | Halliburton Company | Apparatus and method for conserving fuel in the operation of a train consist |
AT367480B (en) | 1980-06-04 | 1982-07-12 | Plasser Bahnbaumasch Franz | TRACK PROCESSING MACHINE WITH SAFETY DEVICE |
US4306694A (en) | 1980-06-24 | 1981-12-22 | American Standard Inc. | Dual signal frequency motion monitor and broken rail detector |
US4324376A (en) | 1980-06-24 | 1982-04-13 | American Standard Inc. | Railroad highway crossing warning system |
US4401035A (en) | 1980-07-03 | 1983-08-30 | Kansas City Southern Railway Company | Control device for multiple unit locomotive systems |
EP0044885B1 (en) | 1980-07-24 | 1984-12-12 | Speno International S.A. | Method and apparatus for determining at least one geometrical characteristic of the rail heads of a railway track |
GB2083226B (en) | 1980-08-23 | 1985-01-09 | Hocking Electronics Ltd | Eddy current testing probe |
FR2490569A1 (en) | 1980-09-22 | 1982-03-26 | Signaux Entr Electriques | PERFECTION RAILWAY TRACK CIRCUIT |
CH642418A5 (en) | 1980-10-27 | 1984-04-13 | Brevind Ets | Flushing tank which can be mounted inside a wall for flushing WC pans in sanitary systems |
AT372725B (en) | 1981-02-12 | 1983-11-10 | Plasser Bahnbaumasch Franz | TRACKABLE DEVICE FOR DETERMINING THE LOCATION OF THE NEIGHBORHOOD TRACK |
US4609870A (en) | 1981-03-27 | 1986-09-02 | Hocking Electronics Limited | Lift off compensation of eddy current crack detection system by controlling damping resistance of oscillator |
FR2508174A1 (en) | 1981-06-23 | 1982-12-24 | Matix Ind | METHOD AND APPARATUS FOR ULTRASONIC RAIL CONTROL |
US4429576A (en) | 1981-08-03 | 1984-02-07 | Dapco Industries, Inc. | Ultrasonic inspection apparatus |
US4425097A (en) | 1981-09-08 | 1984-01-10 | Owens Lawrence L | Apparatus for training equipment operators |
CH643618A5 (en) | 1981-09-25 | 1984-06-15 | Sig Schweiz Industrieges | RAILWAY SITE MACHINE. |
FR2520235A1 (en) | 1982-01-27 | 1983-07-29 | Bel Fromageries | PROCESS FOR THE SEPARATION OF IMMUNOGLOBULINS FROM COLOSTRUM |
CH646516A5 (en) | 1982-02-25 | 1984-11-30 | Speno International | METHOD AND DEVICE FOR MEASURING THE CROSS-SECTION PROFILE OF A MUSHROOM OF A RAIL OF A RAILWAY. |
US4432327A (en) | 1982-03-04 | 1984-02-21 | Stanadyne, Inc. | Timing control for fuel injection pump |
US4578665A (en) | 1982-04-28 | 1986-03-25 | Yang Tai Her | Remote controlled surveillance train car |
DD208324B1 (en) | 1982-07-16 | 1992-11-26 | Verkehrsautomatisierung Berlin | METHOD FOR DETERMINING ENERGY-OPTIMUM DRIVING REGIME FOR RAIL VEHICLES OF CITY AND SUBURBAN TRAFFIC |
US4468966A (en) | 1982-09-01 | 1984-09-04 | Jackson Jordan, Inc. | Railroad track inspection car |
US4487071A (en) | 1982-09-22 | 1984-12-11 | Dapco Industries, Inc. | Flaw detection system for railroad rails and the like |
CH653073A5 (en) | 1982-10-18 | 1985-12-13 | Speno International | DEVICE FOR MEASURING THE DEPTH OF THE CORRECTION OF THE RUNNING SURFACE OF THE RAILS OF A RAILWAY. |
CH651871A5 (en) | 1982-12-27 | 1985-10-15 | Speno International | DEVICE FOR CONTINUOUSLY MEASURING THE SHAPE OF THE CROSS-SECTION PROFILE OF THE USEFUL PORTION OF THE MUSHROOM OF AT LEAST ONE RAIL OF A RAILWAY. |
US4617627A (en) | 1983-01-17 | 1986-10-14 | Hitachi, Ltd. | Method for automatic operation of a vehicle |
US4561057A (en) | 1983-04-14 | 1985-12-24 | Halliburton Company | Apparatus and method for monitoring motion of a railroad train |
JPS6028153A (en) | 1983-07-22 | 1985-02-13 | Matsushita Electronics Corp | High-pressure sodium lamp |
US4602335A (en) | 1983-08-10 | 1986-07-22 | K.C. Southern Railway Company | Fuel efficient control of multiple unit locomotive consists |
US4577494A (en) | 1983-08-19 | 1986-03-25 | Jackson Jordan, Inc. | Apparatus and method for measuring the wear of railroad rail |
US4593569A (en) | 1983-08-22 | 1986-06-10 | Joy Ivan L | Ultrasonic transducer unit to locate cracks in rail base |
US4582280A (en) | 1983-09-14 | 1986-04-15 | Harris Corporation | Railroad communication system |
AT382410B (en) | 1983-11-16 | 1987-02-25 | Plasser Bahnbaumasch Franz | DEVICE FOR CORRECTING THE HIGH ALTITUDE AND CROSS-TILTING OF A TRACK |
FR2558806A1 (en) | 1984-01-26 | 1985-08-02 | Venissieux Atel | Improved transport container |
FI68707C (en) | 1984-02-09 | 1985-10-10 | Valmet Oy | DIESELAGGREGAT |
FR2561779B1 (en) | 1984-03-23 | 1987-08-28 | Sncf | METHOD AND DEVICE FOR NON-DESTRUCTIVE TESTING OF A RAIL TRACK |
FR2561780B1 (en) | 1984-03-26 | 1986-08-22 | Sncf | METHOD AND DEVICE FOR AUTOMATIC DETECTION AND RECOGNITION OF DISCONTINUITIES AND IRREGULARITIES OF RAIL TRACKS |
US4599088A (en) | 1984-08-30 | 1986-07-08 | Texaco Inc. | Clear stable gasoline-alcohol-water motor fuel composition |
US4615218A (en) | 1984-09-12 | 1986-10-07 | Pagano Dominick A | Ultrasonic wheel probe with acoustic barrier |
CH665909A5 (en) | 1985-05-15 | 1988-06-15 | Matix Ind Sa | METHOD AND DEVICE FOR ULTRASONIC DETECTION OF INTERNAL DEFECTS OF A RAILWAY RAIL LOCATED IN THE EDGE OF THE MUSHROOM OF THAT RAIL, USE OF THE DEVICE. |
JPS61281915A (en) | 1985-06-07 | 1986-12-12 | Kokusai Kogyo Kk | Vehicle device for measuring properties of road surface |
DE3562105D1 (en) | 1985-08-22 | 1988-05-11 | Plasser Bahnbaumasch Franz | Mobile track machine for measuring respectively recording or correcting the track position with laser beams respectively laser plans |
US4625412A (en) | 1985-09-13 | 1986-12-02 | Jackson Jordan, Inc. | Apparatus and method for measuring the wear of railroad rail |
US4718351A (en) | 1985-09-16 | 1988-01-12 | General Signal Corporation | Articulated coupling for integral trains |
US4654973A (en) | 1985-10-21 | 1987-04-07 | Worthy James T | Railroad track gage |
DE3538165A1 (en) | 1985-10-26 | 1987-04-30 | Standard Elektrik Lorenz Ag | Device for transmitting data to a rail vehicle |
HU193852B (en) | 1986-03-28 | 1987-12-28 | Magyar Allamvasutak | Railway-service data processing and car informing system |
US4711418A (en) | 1986-04-08 | 1987-12-08 | General Signal Corporation | Radio based railway signaling and traffic control system |
CA1258314A (en) | 1986-06-04 | 1989-08-08 | Willard Elliott | Apparatus for detecting the distance between a rail vehicle and a remote obstacle on the rail |
GB8614393D0 (en) | 1986-06-13 | 1986-07-16 | British Railways Board | Train communication system |
US4723738A (en) | 1986-06-26 | 1988-02-09 | American Standard Inc. | Railway track circuit for electrified territory including impedance bonds and insulated joints |
US4728063A (en) | 1986-08-07 | 1988-03-01 | General Signal Corp. | Railway signalling system especially for broken rail detection |
US4794548A (en) | 1986-08-28 | 1988-12-27 | Halliburton Company | Data collection apparatus and train monitoring system |
DD255132A1 (en) | 1986-12-19 | 1988-03-23 | Verkehrswesen Forsch Inst | METHOD FOR DETERMINING ENERGY-OPTIMAL DRIVING REGIME FOR RAIL VEHICLES |
US4741207A (en) | 1986-12-29 | 1988-05-03 | Spangler Elson B | Method and system for measurement of road profile |
US4773590A (en) | 1987-03-30 | 1988-09-27 | Tasa Corporation | Separated end post joint |
JP2674999B2 (en) | 1987-04-24 | 1997-11-12 | 株式会社日立製作所 | Train drive system |
US4763526A (en) | 1987-07-29 | 1988-08-16 | Pagano Dominick A | Ultrasonic wheel probe with improved acoustic barrier |
GB8718552D0 (en) | 1987-08-05 | 1987-09-09 | British Railways Board | Track to train communications systems |
US4944474A (en) | 1987-08-11 | 1990-07-31 | Kooragang Coal Management Pty. Ltd. | Speed indication system |
US5197438A (en) | 1987-09-16 | 1993-03-30 | Nippondenso Co., Ltd. | Variable discharge high pressure pump |
US4853883A (en) | 1987-11-09 | 1989-08-01 | Nickles Stephen K | Apparatus and method for use in simulating operation and control of a railway train |
GB8810923D0 (en) | 1988-05-09 | 1988-06-15 | Westinghouse Brake & Signal | Railway signalling system |
AT399401B (en) | 1988-05-27 | 1995-05-26 | Voest Alpine Eisenbahnsysteme | DEVICE FOR DETECTING THE CONDITION OF RAILS OR CROSSINGS |
US4886226A (en) | 1988-06-23 | 1989-12-12 | General Signal Corporation | Broken rail and/or broken rail joint bar detection |
US4915504A (en) | 1988-07-01 | 1990-04-10 | Norfolk Southern Corporation | Optical rail gage/wear system |
US5239472A (en) | 1988-09-28 | 1993-08-24 | Techsearch Incorporated | System for energy conservation on rail vehicles |
US5240416A (en) | 1988-11-23 | 1993-08-31 | Bennington Thomas E | Simulator apparatus employing actual craft and simulators |
US5140776A (en) | 1989-01-11 | 1992-08-25 | Loram Maintenance Of Way, Inc. | Apparatus and method for measuring and maintaining the profile of a railroad track rail |
US5009014A (en) | 1989-02-07 | 1991-04-23 | Pandrol Jackson, Inc. | Railroad rail profile measuring system |
US4932618A (en) | 1989-04-11 | 1990-06-12 | Rockwell International Corporation | Sonic track condition determination system |
US5065321A (en) | 1989-06-15 | 1991-11-12 | Pulse Electronics, Inc. | Solid state event recorder |
CH680672A5 (en) | 1989-08-28 | 1992-10-15 | Speno International | |
CH680597A5 (en) | 1989-08-28 | 1992-09-30 | Speno International | |
CH680598A5 (en) | 1989-08-28 | 1992-09-30 | Speno International | |
DE69010602T2 (en) | 1989-09-14 | 1995-01-26 | Fruehauf Japan | Roof structure with thermal insulation for shipping containers. |
US4979392A (en) | 1989-11-08 | 1990-12-25 | The Charles Stark Draper Laboratory, Inc. | Railroad track fault detector |
ATE103565T1 (en) | 1989-11-14 | 1994-04-15 | Kreuzer Joerg | PLACE FOR CONTAINERS. |
US5036594A (en) | 1990-02-09 | 1991-08-06 | Ensco, Inc. | Method and apparatus for gauging the corsslevel and warp of railroad tracks |
FR2659113B1 (en) | 1990-03-02 | 1992-06-12 | Lombardini France | PORTABLE ASSEMBLY COMBINING A HEAT ENGINE AND A MACHINE, FOR EXAMPLE GENERATOR. |
FR2662984B1 (en) | 1990-06-12 | 1992-07-31 | Cegelec | VEHICLE ON TRACKS FOR MEASUREMENT OF GEOMETRIC TRACK PARAMETERS. |
US5230613A (en) | 1990-07-16 | 1993-07-27 | Diesel Technology Company | Common rail fuel injection system |
US5133645A (en) | 1990-07-16 | 1992-07-28 | Diesel Technology Corporation | Common rail fuel injection system |
EP0467377B1 (en) | 1990-07-18 | 1997-06-25 | Hitachi, Ltd. | Method of producing a train running plan |
US5129605A (en) | 1990-09-17 | 1992-07-14 | Rockwell International Corporation | Rail vehicle positioning system |
JPH04133601A (en) | 1990-09-21 | 1992-05-07 | Toshiba Corp | Automatic operation controller having protective function |
US5460013A (en) | 1990-10-05 | 1995-10-24 | Thomsen; Van E. | Refrigerated shipping container |
AT402953B (en) | 1990-11-12 | 1997-10-27 | Plasser Bahnbaumasch Franz | DEVICE FOR CONTACTLESS TRACK WIDTH MEASUREMENT OF RAILS |
DE9015532U1 (en) | 1990-11-13 | 1991-01-31 | Kreuzer, Joerg, Dipl.-Volksw., 5206 Neunkirchen-Seelscheid, De | |
US5177684A (en) | 1990-12-18 | 1993-01-05 | The Trustees Of The University Of Pennsylvania | Method for analyzing and generating optimal transportation schedules for vehicles such as trains and controlling the movement of vehicles in response thereto |
US5735492A (en) | 1991-02-04 | 1998-04-07 | Pace; Joseph A. | Railroad crossing traffic warning system apparatus and method therefore |
US5161891A (en) | 1991-02-12 | 1992-11-10 | Practical Transportation, Inc. | Process for determining and controlling railroad rail's neutral temperature to prevent track buckling and rail fractures |
JP2861429B2 (en) | 1991-02-27 | 1999-02-24 | 株式会社デンソー | Accumulation type fuel injection system for diesel engine |
JP3033214B2 (en) | 1991-02-27 | 2000-04-17 | 株式会社デンソー | Accumulation type fuel supply method and apparatus by a plurality of fuel pumping means, and abnormality determination apparatus in equipment having a plurality of fluid pumping means |
AU1994892A (en) | 1991-05-07 | 1992-12-21 | Dapco Industries | Real-time ultrasonic testing system |
AT399851B (en) | 1991-05-08 | 1995-08-25 | Vae Ag | METHOD FOR MONITORING THE CONDITION OF RAILS |
US6163738A (en) | 1991-05-31 | 2000-12-19 | Marathon-Ashland Petroleum, Llc | Point of purchase gasoline analyzing/blending |
US5094004A (en) | 1991-06-21 | 1992-03-10 | The United States Of America As Represented By The Secretary Of The Army | Railroad track gager/leveler/linear measurer |
RU2041310C1 (en) | 1991-06-27 | 1995-08-09 | Франц Плассер Банбаумашинен-Индустригезельшафт, мбХ | Predometer |
US5275051A (en) | 1991-09-11 | 1994-01-04 | Tiescan, Inc. | Method and system for nondestructive testing of railroad crossties |
JPH0577734A (en) | 1991-09-18 | 1993-03-30 | Hitachi Ltd | Train delay action system |
EP0534892B1 (en) | 1991-09-27 | 1996-05-22 | Nessim Igal Levy | Position-locating method |
EP0539885B1 (en) | 1991-10-25 | 1997-04-23 | Kabushiki Kaisha Toshiba | Optimal train running-pattern calculating apparatus and system including the same |
AT398414B (en) | 1991-11-13 | 1994-12-27 | Plasser Bahnbaumasch Franz | MEASURING ARRANGEMENT FOR CONTINUOUS MEASURING OF WAVEOUS RUNNINGS OF A RAIL |
US5398186A (en) | 1991-12-17 | 1995-03-14 | The Boeing Company | Alternate destination predictor for aircraft |
US5339692A (en) | 1992-01-03 | 1994-08-23 | Loram Maintenance Of Way, Inc. | Ultrasonic rail web centerline detector |
GB2263993B (en) | 1992-02-06 | 1995-03-22 | Westinghouse Brake & Signal | Regulating a railway vehicle |
GB9202830D0 (en) | 1992-02-11 | 1992-03-25 | Westinghouse Brake & Signal | A railway signalling system |
JPH05238392A (en) | 1992-02-27 | 1993-09-17 | Toshiba Corp | Train operation assisting device |
JP3329482B2 (en) | 1992-04-02 | 2002-09-30 | 東海旅客鉄道株式会社 | Driving curve drawing device |
US5366376A (en) | 1992-05-22 | 1994-11-22 | Atari Games Corporation | Driver training system and method with performance data feedback |
US5341683A (en) | 1992-06-02 | 1994-08-30 | Searle Donald S | Dynamic rail longitudinal stress measuring system |
US5386727A (en) | 1992-06-02 | 1995-02-07 | Herzog Contracting Corporation | Dynamic rail longitudinal stress measuring system |
GB9211901D0 (en) | 1992-06-05 | 1992-07-15 | British Railways Board | Methods of railway track maintenance |
DE4225800C1 (en) | 1992-07-31 | 1993-11-25 | Siemens Ag | Response device for information transmission system - provides additional energy for coded response signal transmission by energy store in response to interrogation signal |
US5452222A (en) | 1992-08-05 | 1995-09-19 | Ensco, Inc. | Fast-risetime magnetically coupled current injector and methods for using same |
US5253153A (en) | 1992-09-16 | 1993-10-12 | General Electric Company | Vehicle headlamp comprising a metal-halide discharge lamp including an inner envelope and a surrounding shroud |
US5394851A (en) | 1992-09-18 | 1995-03-07 | General Electric Company | Electronic fuel injection system for large compression ignition engine |
NL9201667A (en) | 1992-09-25 | 1994-04-18 | Nl Spoorwegen Nv | System for detecting trains. |
JP3022000B2 (en) | 1992-09-29 | 2000-03-15 | スズキ株式会社 | Engine generator fuel tank mounting structure |
JPH06153327A (en) | 1992-11-10 | 1994-05-31 | Toshiba Corp | Automatic train operating system |
FI96138C (en) | 1992-12-23 | 1996-05-10 | Noptel Oy | Equipment and method for track measurement and correction |
DE69312445T2 (en) | 1992-12-23 | 1998-02-05 | Speno International | Method and device for continuous, non-destructive ultrasound testing of railroad tracks |
US5487002A (en) | 1992-12-31 | 1996-01-23 | Amerigon, Inc. | Energy management system for vehicles having limited energy storage |
US5475597A (en) | 1993-02-24 | 1995-12-12 | Amsc Subsidiary Corporation | System for mapping occurrences of predetermined conditions in a transport route |
US5719771A (en) | 1993-02-24 | 1998-02-17 | Amsc Subsidiary Corporation | System for mapping occurrences of conditions in a transport route |
US5357912A (en) | 1993-02-26 | 1994-10-25 | Caterpillar Inc. | Electronic control system and method for a hydraulically-actuated fuel injection system |
US5261366A (en) | 1993-03-08 | 1993-11-16 | Chrysler Corporation | Method of fuel injection rate control |
US5313924A (en) | 1993-03-08 | 1994-05-24 | Chrysler Corporation | Fuel injection system and method for a diesel or stratified charge engine |
US5419196A (en) | 1993-03-19 | 1995-05-30 | Pandrol Jackson Technologies, Inc. | Ultrasonic side-looker for rail head flaw detection |
US5420883A (en) | 1993-05-17 | 1995-05-30 | Hughes Aircraft Company | Train location and control using spread spectrum radio communications |
US5441027A (en) | 1993-05-24 | 1995-08-15 | Cummins Engine Company, Inc. | Individual timing and injection fuel metering system |
US5363787A (en) | 1993-06-30 | 1994-11-15 | Konopasek James L | Liquid cargo container for marine transport |
US5365902A (en) | 1993-09-10 | 1994-11-22 | General Electric Company | Method and apparatus for introducing fuel into a duel fuel system using the H-combustion process |
DE4331931A1 (en) | 1993-09-14 | 1995-05-18 | Mannesmann Ag | Device for determining and processing the driving data of a rail vehicle |
US5601634A (en) * | 1993-09-30 | 1997-02-11 | The Boc Group, Inc. | Purification of fluids by adsorption |
US5698977A (en) | 1993-10-12 | 1997-12-16 | The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration | Eddy current method for fatigue testing |
DE4335171C1 (en) | 1993-10-15 | 1995-05-04 | Daimler Benz Ag | Fuel injection system for a multi-cylinder diesel internal combustion engine |
JP3213459B2 (en) | 1993-10-20 | 2001-10-02 | 三洋電機株式会社 | Non-aqueous electrolyte secondary battery |
JPH07132832A (en) | 1993-11-08 | 1995-05-23 | Hitachi Ltd | Automatic train control |
US5602336A (en) | 1993-11-12 | 1997-02-11 | Tokimec Inc. | Flow detection apparatus employing tire probes having ultrasonic oscilators mounted therein |
JP2858529B2 (en) | 1993-11-12 | 1999-02-17 | 三菱電機株式会社 | Train operation curve creation device |
DK171019B1 (en) | 1993-12-02 | 1996-04-22 | Maersk Container Ind As | Refrigerator and gable frame |
US5459663A (en) | 1993-12-10 | 1995-10-17 | Union Switch & Signal Inc. | Cab signal apparatus and method |
US5459666A (en) | 1993-12-14 | 1995-10-17 | United Technologies Corporation | Time and fuel display |
US5429329A (en) | 1994-01-31 | 1995-07-04 | Wallace; Charles C. | Robotic railroad accident prevention vehicle and associated system elements |
IL108549A (en) | 1994-02-03 | 1998-08-16 | Zelinkovsky Reuven | Transport system |
DE69502816T2 (en) | 1994-03-15 | 1999-03-18 | H J Hansen Miljosystem A S | METHOD AND COMPONENT FOR CREATING PROVISIONAL STORAGE SYSTEMS FOR LEAKABLE CONTAINERS WITH DANGEROUS LIQUIDS |
DE69502435T2 (en) | 1994-04-06 | 1998-12-03 | Speno International | Ultrasonic measuring device for defects in a railroad track |
US5579013A (en) | 1994-05-05 | 1996-11-26 | General Electric Company | Mobile tracking unit capable of detecting defective conditions in railway vehicle wheels and railtracks |
US5433111A (en) | 1994-05-05 | 1995-07-18 | General Electric Company | Apparatus and method for detecting defective conditions in railway vehicle wheels and railtracks |
SE515008C2 (en) | 1994-07-04 | 2001-05-28 | Daimler Chrysler Ag | Device for speed measurement in rail vehicles |
FR2722894B1 (en) | 1994-07-21 | 1996-08-23 | Gec Alsthom Transport Sa | AUTOMATIC STEERING SYSTEM AND METHOD FOR PROVIDING A SPEED SETPOINT IN SUCH A SYSTEM |
US5600558A (en) | 1994-08-12 | 1997-02-04 | Caterpillar Inc. | Data exception reporting system |
US5533695A (en) | 1994-08-19 | 1996-07-09 | Harmon Industries, Inc. | Incremental train control system |
US6459964B1 (en) | 1994-09-01 | 2002-10-01 | G.E. Harris Railway Electronics, L.L.C. | Train schedule repairer |
US5828979A (en) * | 1994-09-01 | 1998-10-27 | Harris Corporation | Automatic train control system and method |
US5565874A (en) | 1994-09-16 | 1996-10-15 | Siemens Automotive Corporation | Expandable, multi-level intelligent vehicle highway system |
US5574659A (en) | 1994-10-12 | 1996-11-12 | Chromax, Inc. | Dye transfer prints utilizing digital technology |
DE4438252C2 (en) | 1994-10-26 | 1998-07-09 | Bosch Gmbh Robert | Method and device for electronically controlling the brake system of a vehicle |
US5913170A (en) | 1994-11-16 | 1999-06-15 | Highwaymaster Communications, Inc. | Locating system and method using a mobile communications network |
US5570284A (en) | 1994-12-05 | 1996-10-29 | Westinghouse Air Brake Company | Method and apparatus for remote control of a locomotive throttle controller |
US5605099A (en) | 1994-12-22 | 1997-02-25 | Pandrol Jackson, Inc. | Maintenance vehicle and method for measuring and maintaining the level of a railroad track |
FR2728856B1 (en) | 1995-01-02 | 1997-01-31 | Gec Alsthom Transport Sa | DEVICE AND METHOD FOR REGULATING A GUIDED MEANS OF TRANSPORT |
US5492099A (en) | 1995-01-06 | 1996-02-20 | Caterpillar Inc. | Cylinder fault detection using rail pressure signal |
JPH08198102A (en) | 1995-01-27 | 1996-08-06 | Hitachi Ltd | Control method for rail-car |
CA2142161A1 (en) | 1995-02-09 | 1996-08-10 | Larry Hayward Jewett | Shipping container for shipping livestock |
US5636026A (en) | 1995-03-16 | 1997-06-03 | International Electronic Machines Corporation | Method and system for contactless measurement of railroad wheel characteristics |
JPH08258588A (en) | 1995-03-27 | 1996-10-08 | Mazda Motor Corp | Road surface condition detecting device in vehicle |
US6349653B1 (en) | 2000-04-12 | 2002-02-26 | Lockheed Martin Corporation | Maintenance cart for remote inspection and cleaning of closed track |
ES2165979T3 (en) | 1995-04-03 | 2002-04-01 | Greenwood Engineering As | PROCEDURE AND APPLIANCE TO MEASURE WITHOUT CONTACT THE DEFLEXION OF ROADS OR RAILES. |
US5605134A (en) | 1995-04-13 | 1997-02-25 | Martin; Tiby M. | High pressure electronic common rail fuel injector and method of controlling a fuel injection event |
HU219436B (en) | 1995-05-09 | 2001-04-28 | Magyar Államvasutak Rt. | Method and apparatus for determining neutral temperature of rail without gap |
US5578758A (en) | 1995-06-21 | 1996-11-26 | Pandrol Jackson Technologies, Inc. | Rail investigating ultrasonic transducer |
US5721685A (en) | 1995-06-29 | 1998-02-24 | Holland; Robert E. | Digi-track digital roadway and railway analyzer |
AU2898795A (en) | 1995-07-04 | 1997-02-05 | Hiroyuki Minakami | Traffic/transportation system |
US6026687A (en) | 1995-07-14 | 2000-02-22 | Jury; Brent Felix | Stress testing and relieving method and apparatus |
US5747685A (en) | 1995-07-20 | 1998-05-05 | Westinghouse Air Brake Company | Automated terminal test procedure |
US5529267A (en) | 1995-07-21 | 1996-06-25 | Union Switch & Signal Inc. | Railway structure hazard predictor |
NL1000896C2 (en) | 1995-07-28 | 1997-01-31 | Ns Railbedrijven Bv | Method and system for optimizing the driving behavior of a vehicle, preferably a rail vehicle. |
US5676059A (en) | 1995-09-05 | 1997-10-14 | Alt; John Darby | Tram coordinating method and apparatus |
JP3574233B2 (en) | 1995-09-18 | 2004-10-06 | 東海旅客鉄道株式会社 | Train operation interval control method and apparatus |
US6424150B2 (en) | 1999-03-17 | 2002-07-23 | Southwest Research Institute | Magnetostrictive sensor rail inspection system |
US5836529A (en) | 1995-10-31 | 1998-11-17 | Csx Technology, Inc. | Object based railroad transportation network management system and method |
US5756903A (en) | 1995-11-22 | 1998-05-26 | Holland Company | Track strength testing vehicle with a loaded gage axle and loaded gage axle apparatus |
US5628479A (en) | 1995-12-12 | 1997-05-13 | Harmon Industries, Inc. | Vital wheel detector |
JPH09200910A (en) | 1996-01-12 | 1997-07-31 | Toshiba Corp | Automatic train operating apparatus |
JP3300915B2 (en) | 1996-01-23 | 2002-07-08 | 日本信号株式会社 | Train control system |
US5785392A (en) | 1996-02-06 | 1998-07-28 | Westinghouse Air Brake Company | Selectable grade and uniform net shoe force braking for railway freight vehicle |
US5820226A (en) | 1996-02-06 | 1998-10-13 | Westinghouse Air Brake Company | Freight brake control for uniform car deceleration |
US5833325A (en) | 1996-02-06 | 1998-11-10 | Westinghouse Air Brake Company | Freight brake control using train net braking ratio |
US5740547A (en) | 1996-02-20 | 1998-04-14 | Westinghouse Air Brake Company | Rail navigation system |
US5791063A (en) | 1996-02-20 | 1998-08-11 | Ensco, Inc. | Automated track location identification using measured track data |
US5680054A (en) | 1996-02-23 | 1997-10-21 | Chemin De Fer Qns&L | Broken rail position detection using ballast electrical property measurement |
IL117279A (en) | 1996-02-27 | 2000-01-31 | Israel Aircraft Ind Ltd | System for detecting obstacles on a railway track |
RU2115140C1 (en) | 1996-03-12 | 1998-07-10 | Владимир Илларионович Болдырев | Method controlling positions of mobile objects, for instance, rolling stocks, and system for its realization ( versions ) |
US6044698A (en) | 1996-04-01 | 2000-04-04 | Cairo Systems, Inc. | Method and apparatus including accelerometer and tilt sensor for detecting railway anomalies |
US5956664A (en) | 1996-04-01 | 1999-09-21 | Cairo Systems, Inc. | Method and apparatus for monitoring railway defects |
US5867404A (en) | 1996-04-01 | 1999-02-02 | Cairo Systems, Inc. | Method and apparatus for monitoring railway defects |
US5786750A (en) | 1996-05-10 | 1998-07-28 | The United States Of America As Represented By The Secretary Of The Navy | Pilot vehicle which is useful for monitoring hazardous conditions on railroad tracks |
US5627508A (en) | 1996-05-10 | 1997-05-06 | The United States Of America As Represented By The Secretary Of The Navy | Pilot vehicle which is useful for monitoring hazardous conditions on railroad tracks |
US5623244A (en) | 1996-05-10 | 1997-04-22 | The United States Of America As Represented By The Secretary Of The Navy | Pilot vehicle which is useful for monitoring hazardous conditions on railroad tracks |
AUPN992596A0 (en) | 1996-05-17 | 1996-06-13 | Technological Resources Pty Limited | Magnetic detection of discontinuities in magnetic materials |
US5986577A (en) | 1996-05-24 | 1999-11-16 | Westinghouse Air Brake Company | Method of determining car position |
US6055862A (en) | 1996-06-10 | 2000-05-02 | Herzog Services, Inc. | Method of and an apparatus for detecting, identifying and recording the location of defects in a railway rail |
JP3536535B2 (en) | 1996-06-14 | 2004-06-14 | 松下電器産業株式会社 | Navigation device |
US5713540A (en) | 1996-06-26 | 1998-02-03 | At&T Corp. | Method and apparatus for detecting railway activity |
US5699986A (en) | 1996-07-15 | 1997-12-23 | Alternative Safety Technologies | Railway crossing collision avoidance system |
US5751144A (en) | 1996-07-23 | 1998-05-12 | Ndt Technologies, Incorporated | Method and device including primary and auxiliary magnetic poles for nondestructive detection of structural faults |
JP3521632B2 (en) | 1996-07-30 | 2004-04-19 | 日産自動車株式会社 | Control device for internal combustion engine |
US6064428A (en) | 1996-08-05 | 2000-05-16 | National Railroad Passenger Corporation | Automated track inspection vehicle and method |
WO1998011590A1 (en) | 1996-09-11 | 1998-03-19 | Philips Electronics N.V. | Reflector lamp |
US6334654B1 (en) | 1996-09-13 | 2002-01-01 | New York Air Brake Corporation | Integrated train electrical and pneumatic brakes |
US6123111A (en) | 1996-09-24 | 2000-09-26 | Alfred Karcher Gmbh & Co. | High pressure hose having a fitting for attachment to a corresponding connector member |
US6005494A (en) | 1996-10-16 | 1999-12-21 | Chrysler Corporation | Energy minimization routing of vehicle using satellite positioning an topographic mapping |
US5803411A (en) | 1996-10-21 | 1998-09-08 | Abb Daimler-Benz Transportation (North America) Inc. | Method and apparatus for initializing an automated train control system |
US5720455A (en) | 1996-11-13 | 1998-02-24 | Westinghouse Air Brake Company | Intra-train radio communication system |
CH690851A5 (en) | 1996-11-25 | 2001-02-15 | Speno Internat S A | Apparatus for measuring internal defects of a rail by ultrasound. |
US5681015A (en) | 1996-12-20 | 1997-10-28 | Westinghouse Air Brake Company | Radio-based electro-pneumatic control communications system |
DE19654960A1 (en) | 1996-12-20 | 1998-07-02 | Elpro Ag | Uniform load distribution procedure for electrified vehicles i.e. rail-vehicles, sub-stations |
US6102340A (en) | 1997-02-07 | 2000-08-15 | Ge-Harris Railway Electronics, Llc | Broken rail detection system and method |
US6135396A (en) | 1997-02-07 | 2000-10-24 | Ge-Harris Railway Electronics, Llc | System and method for automatic train operation |
US6152546A (en) | 1997-02-12 | 2000-11-28 | General Electric Company | Traction vehicle/wheel slip and slide control |
US5743495A (en) | 1997-02-12 | 1998-04-28 | General Electric Company | System for detecting broken rails and flat wheels in the presence of trains |
US5813635A (en) | 1997-02-13 | 1998-09-29 | Westinghouse Air Brake Company | Train separation detection |
US5738311A (en) | 1997-02-13 | 1998-04-14 | Westinghouse Air Brake Company | Distributed power train separation detection |
US5986547A (en) | 1997-03-03 | 1999-11-16 | Korver; Kelvin | Apparatus and method for improving the safety of railroad systems |
JPH10274075A (en) | 1997-03-28 | 1998-10-13 | Mitsubishi Motors Corp | Cylinder injection internal combustion engine with cam driving type fuel pump, and cylinder injection internal combustion engine with parallel arrangement type fuel feed system |
US5775228A (en) | 1997-04-14 | 1998-07-07 | General Motors Corporation | Locomotive adhesion enhancing slipping discs |
US6591263B1 (en) | 1997-04-30 | 2003-07-08 | Lockheed Martin Corporation | Multi-modal traveler information system |
DE19726542B4 (en) | 1997-05-07 | 2004-04-22 | Schwanhäußer, Wulf, Prof. Dr.-Ing. | Process for controlling and securing a timetable-based traffic system |
US5998915A (en) | 1997-05-09 | 1999-12-07 | Osram Sylvania Inc. | Mounting support for a high intensity discharge reflector lamp |
US5769364A (en) | 1997-05-14 | 1998-06-23 | Harmon Industries, Inc. | Coded track circuit with diagnostic capability |
DE19721915C1 (en) | 1997-05-26 | 1998-12-10 | Stn Atlas Elektronik Gmbh | Method and device for measuring unevenness in an object surface |
US6016791A (en) | 1997-06-04 | 2000-01-25 | Detroit Diesel Corporation | Method and system for controlling fuel pressure in a common rail fuel injection system |
JP3886212B2 (en) | 1997-06-12 | 2007-02-28 | 日産ディーゼル工業株式会社 | Vehicle travel safety device |
US5868360A (en) | 1997-06-25 | 1999-02-09 | Primetech Electronics Inc. | Vehicle presence detection system |
US5995881A (en) | 1997-07-22 | 1999-11-30 | Westinghouse Air Brake Company | Integrated cab signal rail navigation system |
US5978718A (en) | 1997-07-22 | 1999-11-02 | Westinghouse Air Brake Company | Rail vision system |
DE19731643A1 (en) | 1997-07-23 | 1998-09-10 | Daimler Benz Ag | High-pressure injection system for diesel engine |
US5934764A (en) | 1997-08-05 | 1999-08-10 | Westinghouse Air Brake Company | Method for limiting brake cylinder pressure on locomotives equipped with distributive power and electronic brake systems |
US5950967A (en) | 1997-08-15 | 1999-09-14 | Westinghouse Air Brake Company | Enhanced distributed power |
US6707421B1 (en) | 1997-08-19 | 2004-03-16 | Siemens Vdo Automotive Corporation | Driver information system |
FR2767770B1 (en) | 1997-09-01 | 1999-10-15 | Alsthom Cge Alcatel | CONFLICT RESOLUTION METHOD IN A RAILWAY NETWORK USING A COMPUTER MEANS |
SG83670A1 (en) | 1997-09-02 | 2001-10-16 | Oki Techno Ct Singapore | A bias stabilization circuit |
US5995737A (en) | 1997-09-08 | 1999-11-30 | General Electric Company | System and method for tuning a rail-based transportation system speed controller |
US6219595B1 (en) | 1997-09-12 | 2001-04-17 | New York Air Brake Corporation | Method of minimizing undesirable brake release |
ZA988349B (en) | 1997-09-12 | 2001-06-11 | New York Air Brake Corp | Method of minimizing undesirable brake release. |
US6263266B1 (en) | 1998-09-11 | 2001-07-17 | New York Air Brake Corporation | Method of optimizing train operation and training |
US5950966A (en) | 1997-09-17 | 1999-09-14 | Westinghouse Airbrake Company | Distributed positive train control system |
JPH11101149A (en) | 1997-09-26 | 1999-04-13 | Isuzu Motors Ltd | Fuel injection method and device thereof for engine |
US5924654A (en) | 1997-10-06 | 1999-07-20 | Zeftek, Inc. | Railroad car sensing system |
DE19746492A1 (en) | 1997-10-22 | 1999-04-29 | Bosch Gmbh Robert | Dual fluid injection system for IC engine |
KR20010031682A (en) * | 1997-10-31 | 2001-04-16 | 존 팔머 | Hyaluronan synthase gene and uses thereof |
IT1296127B1 (en) | 1997-11-14 | 1999-06-09 | Franco Capanna | ANTI-COLLISION AND ANTI-DERAILING SAFETY SYSTEM FOR RAILWAY VEHICLES |
US6092021A (en) | 1997-12-01 | 2000-07-18 | Freightliner Corporation | Fuel use efficiency system for a vehicle for assisting the driver to improve fuel economy |
US20020195086A1 (en) | 1997-12-16 | 2002-12-26 | Beck N. John | Cylinder pressure based optimization control for compression ignition engines |
JPH11170991A (en) | 1997-12-16 | 1999-06-29 | Toyota Motor Corp | Electric brake abnormality judging method |
US5983144A (en) | 1997-12-29 | 1999-11-09 | General Electric Company | System and method for tuning look-ahead error measurements in a rail-based transportation handling controller |
US6121924A (en) | 1997-12-30 | 2000-09-19 | Navigation Technologies Corporation | Method and system for providing navigation systems with updated geographic data |
US6125311A (en) | 1997-12-31 | 2000-09-26 | Maryland Technology Corporation | Railway operation monitoring and diagnosing systems |
US6081769A (en) | 1998-02-23 | 2000-06-27 | Wabtec Corporation | Method and apparatus for determining the overall length of a train |
US5969643A (en) | 1998-02-23 | 1999-10-19 | Westinghouse Air Brake Company | Method and apparatus for determining relative locomotive position in a train consist |
US6715354B2 (en) | 1998-02-24 | 2004-04-06 | Massachusetts Institute Of Technology | Flaw detection system using acoustic doppler effect |
US6275165B1 (en) | 1998-03-19 | 2001-08-14 | Westinghouse Air Brake Company | A.A.R. compliant electronic braking system |
US6501393B1 (en) | 1999-09-27 | 2002-12-31 | Time Domain Corporation | System and method for using impulse radio technology to track and monitor vehicles |
US6192314B1 (en) * | 1998-03-25 | 2001-02-20 | Navigation Technologies Corp. | Method and system for route calculation in a navigation application |
US5970438A (en) | 1998-04-07 | 1999-10-19 | Sperry Rail Service | Method and apparatus for testing rails for structural defects |
WO1999060735A1 (en) | 1998-05-18 | 1999-11-25 | Westinghouse Air Brake Company | Serial data expansion unit |
DE19822803A1 (en) | 1998-05-20 | 1999-11-25 | Alcatel Sa | Process for operating rail vehicles and train control center and vehicle device therefor |
DE19826764A1 (en) | 1998-06-05 | 1999-12-16 | Siemens Ag | Condition assessment method for railway track |
US6377215B1 (en) | 1998-06-09 | 2002-04-23 | Wabtec Railway Electronics | Apparatus and method for detecting railroad locomotive turns by monitoring truck orientation |
US6360998B1 (en) | 1998-06-09 | 2002-03-26 | Westinghouse Air Brake Company | Method and apparatus for controlling trains by determining a direction taken by a train through a railroad switch |
US6128558A (en) | 1998-06-09 | 2000-10-03 | Wabtec Railway Electronics, Inc. | Method and apparatus for using machine vision to detect relative locomotive position on parallel tracks |
EP1121245B1 (en) | 1998-06-18 | 2008-12-24 | Kline & Walker L.L.C. | Automated devices to control equipment and machines with remote control and accountability worldwide |
US6112142A (en) | 1998-06-26 | 2000-08-29 | Quantum Engineering, Inc. | Positive signal comparator and method |
US5936517A (en) | 1998-07-03 | 1999-08-10 | Yeh; Show-Way | System to minimize the distance between trains |
DE19830053C1 (en) | 1998-07-04 | 1999-11-18 | Thyssenkrupp Stahl Ag | Railway train monitoring device for an automated train disposition system |
DE69920916T2 (en) | 1998-07-10 | 2005-11-24 | Leif Gronskov | METHOD AND DEVICE FOR DETERMINING DEFECTIVE RAILWAY WHEELS |
US6179252B1 (en) | 1998-07-17 | 2001-01-30 | The Texas A&M University System | Intelligent rail crossing control system and train tracking system |
US5986579A (en) | 1998-07-31 | 1999-11-16 | Westinghouse Air Brake Company | Method and apparatus for determining railcar order in a train |
CA2339772A1 (en) | 1998-08-07 | 2000-02-17 | 3461513 Canada Inc. | A vehicle presence detection system |
SE512895C2 (en) | 1998-08-07 | 2000-05-29 | Dinbis Ab | Method and device for route control of traffic |
DE19837485A1 (en) | 1998-08-12 | 2000-02-17 | Siemens Ag | Rail vehicles and track damage detection method |
US6554088B2 (en) | 1998-09-14 | 2003-04-29 | Paice Corporation | Hybrid vehicles |
US6088635A (en) | 1998-09-28 | 2000-07-11 | Roadtrac, Llc | Railroad vehicle accident video recorder |
US6216095B1 (en) | 1998-10-23 | 2001-04-10 | Westinghouse Air Brake Technologies Corporation | Automated in situ testing of railroad telemetry radios |
CN1103449C (en) | 1998-10-23 | 2003-03-19 | 李钢 | Super sonic flaw detection method for steel rail, probe roller and detecting device therefor |
US6225919B1 (en) | 1998-11-03 | 2001-05-01 | New York Air Brake Corporation | Method of identifying and locating trainline power supplies |
US6765356B1 (en) | 1998-11-04 | 2004-07-20 | Lionel L.L.C. | Control and motor arrangement for use in model train |
US6349706B1 (en) | 1998-11-16 | 2002-02-26 | General Electric Company | High injection rate, decreased injection duration diesel engine fuel system |
US6286480B1 (en) | 1998-11-16 | 2001-09-11 | General Electric Company | Reduced emissions elevated altitude diesel fuel injection timing control |
US6158416A (en) | 1998-11-16 | 2000-12-12 | General Electric Company | Reduced emissions elevated altitude speed control for diesel engines |
KR100714211B1 (en) | 1998-12-14 | 2007-05-02 | 코닌클리케 필립스 일렉트로닉스 엔.브이. | Record carrier, and apparatus and method for playing back a record carrier, and method of manufacturing a record carrier |
US6163089A (en) | 1998-12-31 | 2000-12-19 | Westinghouse Air Brake Technologies Corporation | Railway locomotive ECP train line control |
SE512604C2 (en) | 1999-02-11 | 2000-04-10 | Datautveckling Hedstroem Ab | Method and apparatus for measuring the load-bearing capacity of a roadway |
DE50015765D1 (en) | 1999-02-12 | 2009-12-03 | Plasser Bahnbaumasch Franz | Method for measuring a track |
US6161071A (en) | 1999-03-12 | 2000-12-12 | Navigation Technologies Corporation | Method and system for an in-vehicle computing architecture |
GB2348034A (en) | 1999-03-17 | 2000-09-20 | Westinghouse Brake & Signal | An interlocking for a railway system |
US20010045495A1 (en) | 1999-03-31 | 2001-11-29 | Leslie E. Olson | Fiber optic rail monitoring apparatus and method |
JP3695213B2 (en) | 1999-04-02 | 2005-09-14 | いすゞ自動車株式会社 | Common rail fuel injection system |
US6980894B1 (en) | 1999-04-14 | 2005-12-27 | San Francisco Bay Area Rapid Transit | Method of managing interference during delay recovery on a train system |
EP1048545A1 (en) | 1999-04-30 | 2000-11-02 | Alstom Belgium S.A. | Rail vehicle speed measurement method and installation therefor |
FR2794707B1 (en) | 1999-06-11 | 2003-03-14 | Alstom | METHOD AND DEVICE FOR CONTROLLING THE TILT OF A PENDULUM RAIL VEHICLE |
JP3398686B2 (en) | 1999-06-14 | 2003-04-21 | エヌイーシーマイクロシステム株式会社 | Semiconductor storage device |
US6441570B1 (en) | 1999-06-14 | 2002-08-27 | Lionel, Llc. | Controller for a model toy train set |
US6681160B2 (en) | 1999-06-15 | 2004-01-20 | Andian Technologies Ltd. | Geometric track and track/vehicle analyzers and methods for controlling railroad systems |
US6347265B1 (en) | 1999-06-15 | 2002-02-12 | Andian Technologies Ltd. | Railroad track geometry defect detector |
US6220552B1 (en) | 1999-07-15 | 2001-04-24 | Anthony John Ireland | Model railroad detection equipment |
DE19935349A1 (en) | 1999-07-29 | 2001-02-01 | Abb Daimler Benz Transp | Method for energy optimization of the driving style in a vehicle / train using the kinetic energy |
DE19935352A1 (en) | 1999-07-29 | 2001-02-01 | Abb Daimler Benz Transp | Method for energy optimization of the driving style in a vehicle / train using a sliding optimization horizon |
DE19935353A1 (en) | 1999-07-29 | 2001-02-01 | Abb Daimler Benz Transp | Method for energy optimization in a vehicle / train with several drive systems |
US6993421B2 (en) | 1999-07-30 | 2006-01-31 | Oshkosh Truck Corporation | Equipment service vehicle with network-assisted vehicle service and repair |
DE60010993T2 (en) | 1999-08-17 | 2005-06-09 | Toyota Jidosha K.K., Toyota | Route guidance device |
US6263265B1 (en) | 1999-10-01 | 2001-07-17 | General Electric Company | Web information vault |
US7783507B2 (en) | 1999-08-23 | 2010-08-24 | General Electric Company | System and method for managing a fleet of remote assets |
US20110208567A9 (en) | 1999-08-23 | 2011-08-25 | Roddy Nicholas E | System and method for managing a fleet of remote assets |
JP2001065360A (en) | 1999-08-30 | 2001-03-13 | Yanmar Diesel Engine Co Ltd | Cover of engined working machine |
FR2798347B1 (en) | 1999-09-09 | 2001-11-30 | Matisa Materiel Ind Sa | VEHICLE FOR MEASURING THE GEOMETRIC STATE OF A RAILWAY |
US7219067B1 (en) | 1999-09-10 | 2007-05-15 | Ge Harris Railway Electronics Llc | Total transportation management system |
US7557748B1 (en) | 1999-09-10 | 2009-07-07 | General Electric Company | Methods and apparatus for measuring navigational parameters of a locomotive |
US6332106B1 (en) | 1999-09-16 | 2001-12-18 | New York Air Brake Corporation | Train handling techniques and analysis |
US6262573B1 (en) | 1999-09-17 | 2001-07-17 | General Electric Company | Electromagnetic system for railroad track crack detection and traction enhancement |
JP3849367B2 (en) | 1999-09-20 | 2006-11-22 | いすゞ自動車株式会社 | Common rail fuel injection system |
US6615188B1 (en) | 1999-10-14 | 2003-09-02 | Freedom Investments, Inc. | Online trade aggregating system |
US6487478B1 (en) | 1999-10-28 | 2002-11-26 | General Electric Company | On-board monitor for railroad locomotive |
US6564172B1 (en) | 1999-10-28 | 2003-05-13 | General Electric Company | Method and apparatus for onboard locomotive fuel usage indicator |
JP3596382B2 (en) | 1999-11-02 | 2004-12-02 | 国産電機株式会社 | Fuel injection device for in-cylinder direct injection two-cycle internal combustion engine and control method thereof |
US6322025B1 (en) | 1999-11-30 | 2001-11-27 | Wabtec Railway Electronics, Inc. | Dual-protocol locomotive control system and method |
US6304801B1 (en) | 1999-12-30 | 2001-10-16 | Ge-Harris Railway Electronics, L.L.C. | Train corridor scheduling process including a balanced feasible schedule cost function |
US6490523B2 (en) | 1999-12-30 | 2002-12-03 | Ge Harris Railway Electronics, Inc. | Methods and apparatus for locomotive tracking |
CA2396572C (en) | 2000-01-05 | 2006-03-28 | Harsco Corporation | Automatic carriage alignment |
US6782044B1 (en) | 2000-02-07 | 2004-08-24 | Wabtec Corporation | Radio interference detection and screening system for locomotive control unit radios |
DE10006341C2 (en) | 2000-02-12 | 2003-04-03 | Mtu Friedrichshafen Gmbh | Control system for an internal combustion engine |
JP2003524697A (en) | 2000-02-14 | 2003-08-19 | ザ、プロクター、エンド、ギャンブル、カンパニー | Synthetic jet and diesel fuel compositions and methods |
US6728515B1 (en) | 2000-02-16 | 2004-04-27 | Massachusetts Institute Of Technology | Tuned wave phased array |
DE50101950D1 (en) | 2000-03-01 | 2004-05-19 | Waertsilae Nsd Schweiz Ag | Supply device for a common rail system |
US6405141B1 (en) | 2000-03-02 | 2002-06-11 | Ensco, Inc. | Dynamic track stiffness measurement system and method |
CA2335419A1 (en) | 2000-03-03 | 2001-09-03 | Robert C. Kull | Railway locomotive brake controller |
JP2001263145A (en) | 2000-03-14 | 2001-09-26 | Isuzu Motors Ltd | Common rail type fuel injection device |
US6325050B1 (en) | 2000-03-24 | 2001-12-04 | General Electric Company | Method and system for controlling fuel injection timing in an engine for powering a locomotive |
JP2001285717A (en) | 2000-03-29 | 2001-10-12 | Toshiba Corp | Solid-state image pickup device |
GB0008480D0 (en) | 2000-04-07 | 2000-05-24 | Aea Technology Plc | Broken rail detection |
US20010052433A1 (en) | 2000-04-14 | 2001-12-20 | Harris Donald B. | Hybrid power supply module |
DE10023033A1 (en) | 2000-05-11 | 2001-11-22 | Bosch Gmbh Robert | Operation of fuel metering system of direct injection engine, places all high pressure pumps in fuel circuit, with common pressure control system |
ITVE20000023A1 (en) | 2000-05-12 | 2001-11-12 | Tecnogamma S A S Di Zanin E & | LASER EQUIPMENT FOR THE CONTROL OF THE RAILWAYS OF A RAILWAY LINE. |
GB2362742A (en) | 2000-05-23 | 2001-11-28 | Oxford Forecasting Services Lt | Rail safety system |
DE10025066A1 (en) | 2000-05-23 | 2001-12-13 | Bahn Ag Forschungs Und Technol | Method and device for the detection and evaluation of surface damage to installed rails and switch components |
US6295816B1 (en) | 2000-05-24 | 2001-10-02 | General Electric Company | Turbo-charged engine combustion chamber pressure protection apparatus and method |
US6585085B1 (en) | 2000-05-30 | 2003-07-01 | Tranergy Corporation | Wayside wheel lubricator |
DE10031787A1 (en) | 2000-07-04 | 2002-01-24 | Daimler Chrysler Ag | Assistance system for the selection of routes |
US6588114B1 (en) | 2000-07-07 | 2003-07-08 | Michael Daigle | Measuring pump device |
ITVE20000036A1 (en) | 2000-07-18 | 2002-01-18 | Tecnogamma S A S Di Zanini E & | DETECTION EQUIPMENT OF THE CHARACTERISTIC PARAMETERS OF A RAILWAY AERIAL LINE. |
US6357421B1 (en) | 2000-07-18 | 2002-03-19 | Detroit Diesel Corporation | Common rail fuel system |
US6317686B1 (en) | 2000-07-21 | 2001-11-13 | Bin Ran | Method of providing travel time |
US6311109B1 (en) | 2000-07-24 | 2001-10-30 | New York Air Brake Corporation | Method of determining train and track characteristics using navigational data |
US6604033B1 (en) | 2000-07-25 | 2003-08-05 | Networkcar.Com | Wireless diagnostic system for characterizing a vehicle's exhaust emissions |
DE10042574A1 (en) | 2000-08-15 | 2002-02-28 | Siemens Ag | Controlling train involves train constructing location space about position determined by itself from confidence interval and stopping distance, starting braking if space intersects polygon |
US6553838B2 (en) | 2000-08-25 | 2003-04-29 | Em-Tech Llc | Detection of anomalies on railroad tracks |
US7236859B2 (en) | 2000-09-01 | 2007-06-26 | Cattron Intellectual Property Corporation | Remote control system for a locomotive |
WO2002021119A1 (en) | 2000-09-04 | 2002-03-14 | The Nippon Signal Co., Ltd. | Flaw detection system |
US6571636B1 (en) | 2000-09-14 | 2003-06-03 | Cf&I Steel, L.P. | Wheel-type transmit/receive ultrasonic inspection device with constant length internal liquid soundpath |
DE10045921A1 (en) | 2000-09-16 | 2002-03-28 | Intering Interferenztechnik In | Ship anti-roll system has liquid containers on each side of the hull, with a connecting line to transfer liquid from one to the other, and a connecting line to transfer compressed air between the containers |
US6493627B1 (en) | 2000-09-25 | 2002-12-10 | General Electric Company | Variable fuel limit for diesel engine |
US7244695B2 (en) | 2000-09-29 | 2007-07-17 | Kelsan Technologies Corp. | Method for reducing wear of steel elements in sliding-rolling contact |
US6515249B1 (en) | 2000-09-29 | 2003-02-04 | Harsco Technologies Corporation | Method of railroad rail repair |
US6522958B1 (en) | 2000-10-06 | 2003-02-18 | Honeywell International Inc. | Logic method and apparatus for textually displaying an original flight plan and a modified flight plan simultaneously |
WO2002030729A1 (en) | 2000-10-10 | 2002-04-18 | Sperry Rail, Inc. | Hi-rail vehicle-based rail inspection system |
US6636798B2 (en) | 2001-01-31 | 2003-10-21 | Csxt Intellectual Properties Corporation | Locomotive emission reduction kit and method of earning emission credits |
US20020103585A1 (en) | 2001-01-31 | 2002-08-01 | Biess Lawrence J. | Locomotive data management system and method based on monitored location |
US6833554B2 (en) | 2000-11-21 | 2004-12-21 | Massachusetts Institute Of Technology | Laser-induced defect detection system and method |
US6459965B1 (en) | 2000-11-22 | 2002-10-01 | Ge-Harris Railway Electronics, Llc | Method for advanced communication-based vehicle control |
JP4259744B2 (en) | 2000-11-27 | 2009-04-30 | ヤマハ発動機株式会社 | Fuel supply system for 4-cycle engine for outboard motor |
US6647891B2 (en) | 2000-12-22 | 2003-11-18 | Norfolk Southern Corporation | Range-finding based image processing rail way servicing apparatus and method |
GB2370818B (en) | 2001-01-03 | 2004-01-14 | Seos Displays Ltd | A simulator |
JP3854071B2 (en) | 2001-01-05 | 2006-12-06 | 株式会社日立製作所 | Train group control system, train group control method, on-board ATO device, and ground control device |
GB2371121B (en) | 2001-01-13 | 2005-06-01 | Dawe John | A control system for a railway train and method therefor |
WO2002060738A1 (en) | 2001-01-30 | 2002-08-08 | Roger Mark Sloman | Detecting damage in rails |
US6687581B2 (en) * | 2001-02-07 | 2004-02-03 | Nissan Motor Co., Ltd. | Control device and control method for hybrid vehicle |
AU2002244045A1 (en) | 2001-02-19 | 2002-09-04 | Rosemount Analytical Inc. | Improved generator monitoring, control and efficiency |
US6655639B2 (en) | 2001-02-20 | 2003-12-02 | Grappone Technologies Inc. | Broken rail detector for communications-based train control and positive train control applications |
US6830224B2 (en) | 2001-02-26 | 2004-12-14 | Railroad Transportation Communication Technologies (Rtct) Llc | Rail communications system |
JP2002249049A (en) | 2001-02-26 | 2002-09-03 | Nippon Signal Co Ltd:The | Traffic control device |
JP3797119B2 (en) | 2001-02-27 | 2006-07-12 | 日産自動車株式会社 | Intake control device for internal combustion engine |
US6634112B2 (en) | 2001-03-12 | 2003-10-21 | Ensco, Inc. | Method and apparatus for track geometry measurement |
US6499298B2 (en) | 2001-03-21 | 2002-12-31 | General Motors Corporation | Locomotive engine cooling system and method |
US6612245B2 (en) | 2001-03-27 | 2003-09-02 | General Electric Company | Locomotive energy tender |
US6615118B2 (en) | 2001-03-27 | 2003-09-02 | General Electric Company | Hybrid energy power management system and method |
US6591758B2 (en) | 2001-03-27 | 2003-07-15 | General Electric Company | Hybrid energy locomotive electrical power storage system |
US7131614B2 (en) * | 2003-05-22 | 2006-11-07 | General Electric Company | Locomotive control system and method |
US7302895B2 (en) | 2002-02-28 | 2007-12-04 | General Electric Company | Configurable locomotive |
US7231877B2 (en) | 2001-03-27 | 2007-06-19 | General Electric Company | Multimode hybrid energy railway vehicle system and method |
US6612246B2 (en) | 2001-03-27 | 2003-09-02 | General Electric Company | Hybrid energy locomotive system and method |
US7882789B2 (en) | 2001-03-27 | 2011-02-08 | General Electric Company | System and method for managing emissions from diesel powered systems |
US20060005736A1 (en) | 2001-03-27 | 2006-01-12 | General Electric Company | Hybrid energy off highway vehicle electric power management system and method |
JP2002294609A (en) | 2001-04-03 | 2002-10-09 | Mitsubishi Electric Corp | Rail breakage detecting device |
US6540180B2 (en) | 2001-04-11 | 2003-04-01 | The United States Of America As Represented By The Secretary Of The Navy | Method and apparatus for detecting misaligned tracks |
JP3647767B2 (en) | 2001-04-25 | 2005-05-18 | 株式会社日立製作所 | Train operation control system |
US6578669B2 (en) | 2001-04-27 | 2003-06-17 | Lubriquip, Inc. | Rail lubrication system |
US7769544B2 (en) | 2001-05-07 | 2010-08-03 | Ansaldo Sts Usa, Inc. | Autonomous vehicle railroad crossing warning system |
SE518926C2 (en) | 2001-05-10 | 2002-12-10 | Saab Ab | Vehicle display device and ways to display detected threats, remaining fuel quantity and time offset |
US6893262B2 (en) | 2001-06-06 | 2005-05-17 | Gregg Stockman | Gauge simulator |
US6487488B1 (en) | 2001-06-11 | 2002-11-26 | New York Air Brake Corporation | Method of determining maximum service brake reduction |
US6525658B2 (en) | 2001-06-11 | 2003-02-25 | Ensco, Inc. | Method and device for event detection utilizing data from a multiplicity of sensor sources |
US7618011B2 (en) | 2001-06-21 | 2009-11-17 | General Electric Company | Consist manager for managing two or more locomotives of a consist |
GB0116651D0 (en) | 2001-07-07 | 2001-08-29 | Aea Technology Plc | Track monitoring equipment |
US6689782B2 (en) | 2001-07-16 | 2004-02-10 | Essential Therapeutics, Inc. | Fungal efflux pump inhibitors |
US6768298B2 (en) | 2001-07-17 | 2004-07-27 | Transportation Technology Center, Inc. | Transverse crack detection in rail head using low frequency eddy currents |
US6570497B2 (en) | 2001-08-30 | 2003-05-27 | General Electric Company | Apparatus and method for rail track inspection |
DE10147231A1 (en) | 2001-09-14 | 2003-04-03 | Siemens Ag | Process and arrangement for optimizing the timetable in line networks as well as a corresponding computer program product and a corresponding computer-readable storage medium |
JP2003095109A (en) | 2001-09-25 | 2003-04-03 | Hitachi Ltd | Train group control system |
US6609061B2 (en) | 2001-09-27 | 2003-08-19 | International Business Machines Corporation | Method and system for allowing vehicles to negotiate roles and permission sets in a hierarchical traffic control system |
JP4331905B2 (en) | 2001-09-28 | 2009-09-16 | パイオニア株式会社 | Hybrid car and control method of hybrid car |
GB0124910D0 (en) | 2001-10-17 | 2001-12-05 | Accentus Plc | Measurement of material properties |
US7263647B2 (en) | 2001-10-17 | 2007-08-28 | General Electric Company | Signal error detection in railroad communication system |
DE10152380A1 (en) | 2001-10-28 | 2003-06-26 | Pieper Siegfried | Device for detecting forces and changes on wheels of rail vehicles |
US7072757B2 (en) | 2001-10-29 | 2006-07-04 | Caterpillar Inc. | Fuel control system |
JP4475851B2 (en) | 2001-10-30 | 2010-06-09 | パイオニア株式会社 | Road condition data provision system |
WO2003037694A2 (en) | 2001-10-31 | 2003-05-08 | New York Air Brake Corporation | Chain of custody |
JP3995919B2 (en) | 2001-11-08 | 2007-10-24 | 株式会社小糸製作所 | Vehicle headlamp |
JP3969061B2 (en) | 2001-11-09 | 2007-08-29 | 日産自動車株式会社 | Ignition timing control device for internal combustion engine |
JP2003232888A (en) | 2001-12-07 | 2003-08-22 | Global Nuclear Fuel-Japan Co Ltd | Integrity confirmation inspection system and integrity confirmation method for transported object |
KR100497128B1 (en) | 2001-12-08 | 2005-06-29 | 한국전자통신연구원 | System for checking performance of car and method thereof |
EP1472659A1 (en) | 2001-12-21 | 2004-11-03 | Bathory, Zsigmond | Control and communication system and method |
RU2272731C2 (en) | 2002-01-21 | 2006-03-27 | Игорь Николаевич Сушкин | Method to check location of railway train |
US6728606B2 (en) | 2002-01-31 | 2004-04-27 | General Electric Company | Method for detecting a locked axle condition |
TWI276560B (en) | 2002-01-31 | 2007-03-21 | Toshiba Corp | Automatic train operation device and train operation assisting device |
US20060086546A1 (en) | 2002-02-08 | 2006-04-27 | Green Vision Technology, Llc | Internal combustion engines for hybrid power train |
US6854691B2 (en) | 2002-02-11 | 2005-02-15 | General Electric Company | Railroad communication system |
AUPS094202A0 (en) | 2002-03-08 | 2002-03-28 | I-Sense Pty Ltd | Dual fuel engine control |
AUPS123702A0 (en) * | 2002-03-22 | 2002-04-18 | Nahla, Ibrahim S. Mr | The train navigtion and control system (TNCS) for multiple tracks |
JP2003286879A (en) | 2002-03-27 | 2003-10-10 | Mazda Motor Corp | Combustion control device for diesel engine |
US20030187694A1 (en) | 2002-03-27 | 2003-10-02 | Rowen Thomas R. | Electronic system and graduated method for converting defined benefit group health & welfare benefit plans to individual defined contribution coverage |
RU2207279C1 (en) | 2002-04-19 | 2003-06-27 | Мугинштейн Лев Александрович | Method of simulation of train traffic flow in railway section |
US6862502B2 (en) | 2002-05-15 | 2005-03-01 | General Electric Company | Intelligent communications, command, and control system for a land-based vehicle |
AUPS241102A0 (en) | 2002-05-20 | 2002-06-13 | Tmg International Holdings Pty Limited | System for improving timekeeping and saving energy on long-haul trains |
US20070225878A1 (en) | 2006-03-20 | 2007-09-27 | Kumar Ajith K | Trip optimization system and method for a train |
US9233696B2 (en) | 2006-03-20 | 2016-01-12 | General Electric Company | Trip optimizer method, system and computer software code for operating a railroad train to minimize wheel and track wear |
US9733625B2 (en) | 2006-03-20 | 2017-08-15 | General Electric Company | Trip optimization system and method for a train |
US20030222981A1 (en) | 2002-06-04 | 2003-12-04 | Kisak Jeffrey James | Locomotive wireless video recorder and recording system |
US8280566B2 (en) | 2006-04-17 | 2012-10-02 | General Electric Company | Method, system, and computer software code for automated establishment of a distributed power train |
US9205849B2 (en) | 2012-05-23 | 2015-12-08 | General Electric Company | System and method for inspecting a route during movement of a vehicle system over the route |
US20030229446A1 (en) * | 2002-06-06 | 2003-12-11 | Boscamp Robert L. | Mobile education and entertainment system, method and device |
DE10226143B4 (en) | 2002-06-13 | 2006-02-16 | Bayerische Motoren Werke Ag | Method for controlling a hybrid drive in a motor vehicle |
US6799097B2 (en) | 2002-06-24 | 2004-09-28 | Modular Mining Systems, Inc. | Integrated railroad system |
US7290807B2 (en) | 2002-06-26 | 2007-11-06 | General Electric Company | Method and system of limiting the application of sand to a railroad rail |
US7594682B2 (en) | 2002-06-26 | 2009-09-29 | General Electric Company | Apparatus and method for controlled application of railway friction modifying agent |
US6893058B2 (en) | 2002-10-18 | 2005-05-17 | General Electric Company | Railway train friction management and control system and method |
US6609049B1 (en) | 2002-07-01 | 2003-08-19 | Quantum Engineering, Inc. | Method and system for automatically activating a warning device on a train |
US6995556B2 (en) | 2002-07-23 | 2006-02-07 | Ensco, Inc. | Electromagnetic gage sensing system and method for railroad track inspection |
US7277788B2 (en) | 2002-07-31 | 2007-10-02 | Caterpillar Inc | Charge density control for an internal combustion engine |
US20040024515A1 (en) | 2002-08-02 | 2004-02-05 | Troupe David Keith | Method and apparatus for limiting speed of air suspended vehicles |
DE10235537C1 (en) | 2002-08-03 | 2003-12-04 | Pfleiderer Infrastrukturt Gmbh | Monitoring device especially for the superstructure of fixed tracks has measuring vehicle having laser height sensor touch system |
US7096171B2 (en) | 2002-08-07 | 2006-08-22 | New York Air Brake Corporation | Train simulator and playback station |
US6848414B2 (en) | 2002-08-08 | 2005-02-01 | Detroit Diesel Corporation | Injection control for a common rail fuel system |
US6712045B1 (en) | 2002-08-08 | 2004-03-30 | Detroit Diesel Corporation | Engine control for a common rail fuel system using fuel spill determination |
JP4024618B2 (en) | 2002-08-09 | 2007-12-19 | 株式会社小糸製作所 | Vehicle headlamp |
RU2213669C1 (en) | 2002-08-21 | 2003-10-10 | ООО "Желдорконсалтинг" | Electric train control system |
US7054762B2 (en) | 2002-08-29 | 2006-05-30 | Dapco Industries Inc. | Method and system for analysis of ultrasonic reflections in real time |
CN100543923C (en) | 2002-09-06 | 2009-09-23 | 皇家飞利浦电子股份有限公司 | Not mercurous metal halide lamp |
JP2004101366A (en) | 2002-09-10 | 2004-04-02 | Hitachi Ltd | Portable communication terminal and navigation system using the same |
US6748303B2 (en) | 2002-09-20 | 2004-06-08 | New York Air Brake Corporation | Variable exception reporting |
CA2499403A1 (en) | 2002-09-20 | 2004-04-01 | Brent Felix Jury | Apparatus for and methods of stress testing metal components |
US6728625B2 (en) | 2002-09-27 | 2004-04-27 | Caterpillar Inc | Humidity compensated charge density control for an internal combustion engine |
US6810312B2 (en) | 2002-09-30 | 2004-10-26 | General Electric Company | Method for identifying a loss of utilization of mobile assets |
RU2242392C2 (en) | 2002-10-03 | 2004-12-20 | Российский государственный открытый технический университет путей сообщения | Method of and device for correcting errors in location of rail vehicle |
DE10246312B3 (en) | 2002-10-04 | 2004-03-18 | Pfleiderer Infrastrukturtechnik Gmbh & Co. Kg | Fixed roadway for bridges or supports comprises a device for monitoring the substructure state especially in the transition region of substructure support plates |
US20040073361A1 (en) | 2002-10-15 | 2004-04-15 | Assimakis Tzamaloukas | Enhanced mobile communication device, and transportation application thereof |
US6748313B2 (en) | 2002-10-28 | 2004-06-08 | Ford Global Technologies, Llc | Method and system for estimating cylinder air charge for an internal combustion engine |
US6742392B2 (en) | 2002-10-29 | 2004-06-01 | General Electric Company | Method and apparatus for inducing ultrasonic waves into railroad rails |
SE524087C2 (en) | 2002-10-31 | 2004-06-22 | Nira Dynamics Ab Mjaerdevi Sci | A method for determining the friction between a surface and a tire for road vehicles driven with all wheels and a transmission clutch for distributing a torque between wheel axles comprising said method |
AT5982U3 (en) | 2002-11-13 | 2003-12-29 | Plasser Bahnbaumasch Franz | METHOD FOR SCANNING A BED PROFILE |
JP2004162660A (en) | 2002-11-15 | 2004-06-10 | Kokusan Denki Co Ltd | Fuel cut control device for internal combustion engine |
JP2004173342A (en) | 2002-11-18 | 2004-06-17 | Hitachi Ltd | Operation support system and operation support computer program |
US6957131B2 (en) | 2002-11-21 | 2005-10-18 | Quantum Engineering, Inc. | Positive signal comparator and method |
US6945114B2 (en) | 2002-11-25 | 2005-09-20 | The Johns Hopkins University | Laser-air, hybrid, ultrasonic testing of railroad tracks |
US20040239268A1 (en) | 2002-11-27 | 2004-12-02 | Grubba Robert A. | Radio-linked, Bi-directional control system for model electric trains |
EP1579474A2 (en) | 2002-12-02 | 2005-09-28 | Koninklijke Philips Electronics N.V. | Vehicle headlamp |
AU2003302552A1 (en) | 2002-12-02 | 2004-06-23 | Koninklijke Philips Electronics N.V. | Vehicle headlamp |
US20040107042A1 (en) | 2002-12-03 | 2004-06-03 | Seick Ryan E. | Road hazard data collection system and method |
DE20218783U1 (en) | 2002-12-03 | 2004-04-08 | Wik Far East Ltd. | Styling and curling hair brush |
US6631322B1 (en) | 2002-12-06 | 2003-10-07 | General Electric Co. | Method and apparatus for vehicle management |
WO2004052755A1 (en) | 2002-12-09 | 2004-06-24 | Mærsk Container Industri As | Container |
US20040129840A1 (en) * | 2002-12-20 | 2004-07-08 | Folkert Horst | Remote control system for a locomotive |
WO2004059446A2 (en) | 2002-12-20 | 2004-07-15 | Union Switch & Signal, Inc. | Dynamic optimizing traffic planning method and system |
US7007561B1 (en) | 2002-12-31 | 2006-03-07 | Holland L.P. | Gauge restraint measurement system |
US8538611B2 (en) | 2003-01-06 | 2013-09-17 | General Electric Company | Multi-level railway operations optimization system and method |
US8924049B2 (en) | 2003-01-06 | 2014-12-30 | General Electric Company | System and method for controlling movement of vehicles |
JP2004220867A (en) | 2003-01-10 | 2004-08-05 | Koito Mfg Co Ltd | Discharging bulb |
US7082881B2 (en) | 2003-01-27 | 2006-08-01 | Ensco, Inc. | Mount apparatus for mounting a measurement device on a rail car |
US20050171657A1 (en) | 2003-02-05 | 2005-08-04 | General Electric Company | Method and system for improving acceleration rates of locomotives |
RU2238869C1 (en) | 2003-02-12 | 2004-10-27 | ООО "Желдорконсалтинг" | Recorder of train moving parameters |
US7031823B2 (en) | 2003-02-14 | 2006-04-18 | Optimum Power Technology L.P. | Signal conditioner and user interface |
US7076343B2 (en) | 2003-02-20 | 2006-07-11 | General Electric Company | Portable communications device integrating remote control of rail track switches and movement of a locomotive in a train yard |
GB0304192D0 (en) | 2003-02-25 | 2003-03-26 | Accentus Plc | Measurement of thermally induced stress |
US20060212188A1 (en) | 2003-02-27 | 2006-09-21 | Joel Kickbusch | Method and apparatus for automatic selection of alternative routing through congested areas using congestion prediction metrics |
US7725249B2 (en) | 2003-02-27 | 2010-05-25 | General Electric Company | Method and apparatus for congestion management |
US7512481B2 (en) * | 2003-02-27 | 2009-03-31 | General Electric Company | System and method for computer aided dispatching using a coordinating agent |
US6895362B2 (en) | 2003-02-28 | 2005-05-17 | General Electric Company | Active broken rail detection system and method |
JP4144381B2 (en) | 2003-03-07 | 2008-09-03 | 市光工業株式会社 | head lamp |
DE10311983A1 (en) | 2003-03-12 | 2004-09-30 | Siemens Ag | Specifying speed for railway vehicle involves computing speed to be defined from bend applicable to current location and current lateness taking into account travel time reserve |
US6725782B1 (en) | 2003-03-24 | 2004-04-27 | Franz Plasser Bahnbaumaschinen-Industriegesellschaft M.B.H | Railroad test vehicle comprising a railroad measurement axle suspension |
JP3945442B2 (en) | 2003-03-31 | 2007-07-18 | マツダ株式会社 | Engine starter |
US7421334B2 (en) | 2003-04-07 | 2008-09-02 | Zoom Information Systems | Centralized facility and intelligent on-board vehicle platform for collecting, analyzing and distributing information relating to transportation infrastructure and conditions |
US6804621B1 (en) | 2003-04-10 | 2004-10-12 | Tata Consultancy Services (Division Of Tata Sons, Ltd) | Methods for aligning measured data taken from specific rail track sections of a railroad with the correct geographic location of the sections |
JP4225233B2 (en) | 2003-04-10 | 2009-02-18 | 株式会社日立製作所 | Train control system, on-board communication network system, and train control device |
US7755660B2 (en) | 2003-05-02 | 2010-07-13 | Ensco, Inc. | Video inspection system for inspection of rail components and method thereof |
AU2003902168A0 (en) | 2003-05-07 | 2003-05-22 | Central Queensland University | A control system for operating long vehicles |
US6915191B2 (en) | 2003-05-19 | 2005-07-05 | Quantum Engineering, Inc. | Method and system for detecting when an end of train has passed a point |
US7119716B2 (en) | 2003-05-28 | 2006-10-10 | Legalview Assets, Limited | Response systems and methods for notification systems for modifying future notifications |
JP4113051B2 (en) | 2003-06-09 | 2008-07-02 | コマツディーゼル株式会社 | Diesel engine exhaust gas purification system |
US7343232B2 (en) | 2003-06-20 | 2008-03-11 | Geneva Aerospace | Vehicle control system including related methods and components |
US20050210304A1 (en) | 2003-06-26 | 2005-09-22 | Copan Systems | Method and apparatus for power-efficient high-capacity scalable storage system |
US6951132B2 (en) | 2003-06-27 | 2005-10-04 | General Electric Company | Rail and train monitoring system and method |
RU2237589C1 (en) | 2003-07-14 | 2004-10-10 | Омский государственный университет путей сообщения | Method of selection of most economical conditions of train movement on definite section of way |
DE10335927B4 (en) | 2003-08-06 | 2005-09-22 | Siemens Ag | Navigation system with determination of a consumption-optimized route |
WO2005030550A1 (en) | 2003-08-26 | 2005-04-07 | Railpower Technologies Corp. | A method for monitoring and controlling locomotives |
US7305600B2 (en) | 2003-08-29 | 2007-12-04 | International Business Machines Corporation | Partial good integrated circuit and method of testing same |
US20050076716A1 (en) | 2003-09-05 | 2005-04-14 | Steven Turner | Method and apparatus for detecting guideway breaks and occupation |
US7140477B2 (en) | 2003-09-09 | 2006-11-28 | Wabtec Holding Corp. | Automatic parking brake for a rail vehicle |
US6853890B1 (en) | 2003-09-22 | 2005-02-08 | Beltpack Corporation | Programmable remote control system and apparatus for a locomotive |
CA2441686C (en) | 2003-09-23 | 2004-12-21 | Westport Research Inc. | Method for controlling combustion in an internal combustion engine and predicting performance and emissions |
US6763291B1 (en) | 2003-09-24 | 2004-07-13 | General Electric Company | Method and apparatus for controlling a plurality of locomotives |
US6814060B1 (en) | 2003-09-26 | 2004-11-09 | General Motors Corporation | Engine emission control system and method |
US6903658B2 (en) | 2003-09-29 | 2005-06-07 | Quantum Engineering, Inc. | Method and system for ensuring that a train operator remains alert during operation of the train |
CN1247404C (en) | 2003-10-13 | 2006-03-29 | 北京交通大学 | Wireless locomotive signal system preset polling optimized control method |
JP2005134427A (en) | 2003-10-28 | 2005-05-26 | Pioneer Electronic Corp | Device, system, method, and program for notifying traffic condition, and recording medium with the program recorded thereon |
US7216021B2 (en) | 2003-10-30 | 2007-05-08 | Hitachi, Ltd. | Method, system and computer program for managing energy consumption |
US7392117B1 (en) | 2003-11-03 | 2008-06-24 | Bilodeau James R | Data logging, collection, and analysis techniques |
RU2238860C1 (en) | 2003-11-12 | 2004-10-27 | Закрытое акционерное общество "Отраслевой центр внедрения новой техники и технологий" | System for automatic driving of freight trains of increased mass and length with locomotives distributed over length of train |
EP1533501B1 (en) | 2003-11-21 | 2012-06-20 | Mazda Motor Corporation | "Engine starting system" |
US6973947B2 (en) | 2003-11-25 | 2005-12-13 | International Truck Intellectual Property Company, Llc | Tractor with integrated cab floor fuel tank |
US8154227B1 (en) | 2003-11-26 | 2012-04-10 | Liontech Trains Llc | Model train control system |
US8030871B1 (en) | 2003-11-26 | 2011-10-04 | Liontech Trains Llc | Model train control system having realistic speed control |
GB0328202D0 (en) | 2003-12-05 | 2004-01-07 | Westinghouse Brake & Signal | Railway vehicle detection |
US20050121971A1 (en) | 2003-12-05 | 2005-06-09 | Ring Michael E. | Serial train communication system |
JP4454303B2 (en) | 2003-12-22 | 2010-04-21 | 株式会社日立製作所 | Signal security system |
US7783397B2 (en) | 2003-12-22 | 2010-08-24 | General Electric Company | Method and system for providing redundancy in railroad communication equipment |
RU2265539C2 (en) | 2004-01-16 | 2005-12-10 | ООО "Транспортные системы безопасности и автоматической локомотивной сигнализации" (ООО "СБ-ТРАНС-АЛС") | Locomotive indication device |
WO2005070743A1 (en) | 2004-01-26 | 2005-08-04 | Force Technology | Detecting rail defects |
CN1933880A (en) | 2004-01-26 | 2007-03-21 | 莫德高尔夫有限责任公司 | Systems and methods of measuring and evaluating performance of a physical skill and equipment used to perform the physical skill |
US7047938B2 (en) | 2004-02-03 | 2006-05-23 | General Electric Company | Diesel engine control system with optimized fuel delivery |
EP1713672A4 (en) | 2004-02-03 | 2011-01-26 | Drag Tag Pty Ltd | Vehicle securing mechanism for a dynamometer |
US20050174889A1 (en) | 2004-02-06 | 2005-08-11 | Microsoft Corporation | Connected clock radio |
US7394553B2 (en) | 2004-02-11 | 2008-07-01 | Ensco, Inc. | Integrated measurement device |
US9757975B2 (en) | 2004-02-16 | 2017-09-12 | Foundation For The Promotion Of Supplementary Occupations And Related Techniques Of Her Majesty Queen Sirikit, The Chitralada Palace | Process for producing a surface finish |
JP2005232990A (en) | 2004-02-17 | 2005-09-02 | Toyota Motor Corp | Fuel injection control device of diesel engine |
US7084602B2 (en) | 2004-02-17 | 2006-08-01 | Railpower Technologies Corp. | Predicting wheel slip and skid in a locomotive |
JP4321294B2 (en) | 2004-02-18 | 2009-08-26 | 日産自動車株式会社 | Cylinder intake air amount calculation device for internal combustion engine |
AU2005217624B2 (en) | 2004-02-24 | 2010-11-25 | General Electric Company | Rail car tracking system |
US7395140B2 (en) | 2004-02-27 | 2008-07-01 | Union Switch & Signal, Inc. | Geographic information system and method for monitoring dynamic train positions |
US7715956B2 (en) | 2004-02-27 | 2010-05-11 | General Electric Company | Method and apparatus for swapping lead and remote locomotives in a distributed power railroad train |
JP4027902B2 (en) | 2004-03-24 | 2007-12-26 | 株式会社豊田中央研究所 | Apparatus for estimating mixture ignition timing of internal combustion engine and control apparatus for internal combustion engine |
CN100585369C (en) | 2004-04-13 | 2010-01-27 | 张建 | Railway simulating laboratory |
US7302801B2 (en) | 2004-04-19 | 2007-12-04 | Hamilton Sundstrand Corporation | Lean-staged pyrospin combustor |
AU2005235621A1 (en) | 2004-04-23 | 2005-11-03 | Holland Lp | Method of repairing a rail |
US7729819B2 (en) | 2004-05-08 | 2010-06-01 | Konkan Railway Corporation Ltd. | Track identification system |
GB2414543B (en) | 2004-05-25 | 2009-06-03 | Polarmetrix Ltd | Method and apparatus for detecting pressure distribution in fluids |
JP4514520B2 (en) | 2004-06-02 | 2010-07-28 | 株式会社日立製作所 | Adaptive vehicle travel control system and adaptive vehicle travel control method |
JP4471739B2 (en) | 2004-06-08 | 2010-06-02 | 三菱電機株式会社 | Train operation control system |
US7416262B2 (en) | 2004-06-09 | 2008-08-26 | Wabtec Holding Corp. | Brake system with integrated car load compensating arrangement |
JP2008502538A (en) | 2004-06-11 | 2008-01-31 | ストラテック システムズ リミテッド | Railway track scanning system and method |
US7908047B2 (en) | 2004-06-29 | 2011-03-15 | General Electric Company | Method and apparatus for run-time incorporation of domain data configuration changes |
EP1766329B1 (en) | 2004-06-30 | 2017-02-01 | Georgetown Rail Equipment Company | System and method for inspecting railroad track |
US8081320B2 (en) | 2004-06-30 | 2011-12-20 | Georgetown Rail Equipment Company | Tilt correction system and method for rail seat abrasion |
US7312607B2 (en) | 2004-07-20 | 2007-12-25 | General Inspection Llc | Eddy current part inspection system |
US20060025903A1 (en) | 2004-07-23 | 2006-02-02 | Kumar Ajith K | Locomotive consist configuration control |
US7502670B2 (en) | 2004-07-26 | 2009-03-10 | Salient Systems, Inc. | System and method for determining rail safety limits |
US7869909B2 (en) | 2004-07-26 | 2011-01-11 | Harold Harrison | Stress monitoring system for railways |
US6947830B1 (en) | 2004-08-31 | 2005-09-20 | Walt Froloff | Adaptive variable fuel internal combustion engine |
CA2579174C (en) | 2004-09-03 | 2015-11-24 | Railpower Technologies Corp. | Multiple engine locomotive configuration |
GB2418051A (en) | 2004-09-09 | 2006-03-15 | Westinghouse Brake & Signal | Backup system for detecting a vehicle which may not cause a track circuit to operate. |
CN101057128A (en) | 2004-09-11 | 2007-10-17 | 通用电气公司 | Rail sensing apparatus and method |
US20060055175A1 (en) | 2004-09-14 | 2006-03-16 | Grinblat Zinovy D | Hybrid thermodynamic cycle and hybrid energy system |
RU2286279C2 (en) | 2004-09-17 | 2006-10-27 | Общество с ограниченной ответственностью "Диалог-транс" | Railway transport traffic control two-channel system |
DE102004045457B4 (en) | 2004-09-20 | 2009-04-23 | Deutsche Bahn Ag | Method for diagnosis and condition monitoring of switches, crossings or intersection points and rail joints by a rail vehicle |
ATE388274T1 (en) | 2004-09-22 | 2008-03-15 | Plasser Bahnbaumasch Franz | METHOD FOR SCANNING A TRACK LAYER |
RU2273567C1 (en) | 2004-09-29 | 2006-04-10 | Общество с ограниченной ответственностью "АВП-Технология" | System to control movement of passenger electric locomotive |
US7305885B2 (en) | 2004-09-30 | 2007-12-11 | General Electric Company | Method and apparatus for phased array based ultrasonic evaluation of rail |
US20060076461A1 (en) | 2004-10-12 | 2006-04-13 | General Electric Company | System and method for self powered wayside railway signaling and sensing |
GB0424305D0 (en) | 2004-11-03 | 2004-12-01 | Polarmetrix Ltd | Phase-disturbance location and measurement in optical-fibre interferometric reflectometry |
CN101091046B (en) | 2004-11-04 | 2010-08-11 | 国立大学法人东京海洋大学 | Method and device for controlling injection of fuel for marine diesel engine |
US7403296B2 (en) | 2004-11-05 | 2008-07-22 | Board Of Regents Of University Of Nebraska | Method and apparatus for noncontact relative rail displacement, track modulus and stiffness measurement by a moving rail vehicle |
US7326126B2 (en) * | 2004-11-17 | 2008-02-05 | Callaway Golf Company | Iron-type golf club with interchangeable head-shaft connection |
JP4353078B2 (en) | 2004-11-18 | 2009-10-28 | トヨタ自動車株式会社 | Control device and control method for internal combustion engine |
US7567859B2 (en) | 2004-12-01 | 2009-07-28 | Honeywell International Inc. | Methods and apparatuses for control of building cooling, heating and power co-generation systems |
JP4622496B2 (en) | 2004-12-08 | 2011-02-02 | 株式会社デンソー | Electric power control device |
MY147512A (en) | 2004-12-13 | 2012-12-31 | Bombardier Transp Gmbh | A broken rail detection system |
US7960855B2 (en) | 2004-12-15 | 2011-06-14 | General Electric Company | System and method for providing power control of an energy storage system |
US7082924B1 (en) | 2005-02-04 | 2006-08-01 | Caterpillar Inc | Internal combustion engine speed control |
US7127345B2 (en) | 2005-02-10 | 2006-10-24 | General Electric Company | Diesel engine control |
JP4761785B2 (en) | 2005-02-14 | 2011-08-31 | 株式会社東芝 | Vehicle operation plan creation device |
NL1028325C2 (en) | 2005-02-17 | 2006-08-21 | Sonimex B V | Method and device for detecting errors in a rail head. |
US7242281B2 (en) | 2005-02-23 | 2007-07-10 | Quintos Mel Francis P | Speed control system |
US7287525B2 (en) | 2005-03-04 | 2007-10-30 | Stmicroelectronics S.R.L. | Method of feedforward controlling a multi-cylinder internal combustion engine and associated feedforward fuel injection control system |
US7299123B2 (en) | 2005-03-04 | 2007-11-20 | Stmicroelectronics S.R.L. | Method and device for estimating the inlet air flow in a combustion chamber of a cylinder of an internal combustion engine |
JP2006274981A (en) | 2005-03-30 | 2006-10-12 | Mitsubishi Fuso Truck & Bus Corp | Control device for diesel engine |
JP2006291903A (en) | 2005-04-13 | 2006-10-26 | Toyota Motor Corp | Control device for internal combustion engine |
CN1846699A (en) | 2005-04-13 | 2006-10-18 | 中南大学湘雅医院 | Application of 1-(substituted phenyl)-5-methyl-2-(1H)-pyridone compound in preparing medicine for anti-other organifibrosis and tissue fibrosis except renal interstitial fibrosis |
US20060235584A1 (en) | 2005-04-14 | 2006-10-19 | Honeywell International Inc. | Decentralized maneuver control in heterogeneous autonomous vehicle networks |
WO2006116479A2 (en) | 2005-04-25 | 2006-11-02 | Railpower Technologies Corp. | Multiple prime power source locomotive control |
US7607422B2 (en) | 2005-04-25 | 2009-10-27 | Grant B Carlson | Methods of flexible fuel engine conversions |
US7650207B2 (en) | 2005-05-04 | 2010-01-19 | Lockheed Martin Corp. | Locomotive/train navigation system and method |
US7610152B2 (en) | 2005-05-04 | 2009-10-27 | Lockheed Martin Corp. | Train navigator with integral constrained GPS solution and track database compensation |
JP2006320139A (en) | 2005-05-13 | 2006-11-24 | Railway Technical Res Inst | Vehicle braking method and braking system |
US7296770B2 (en) | 2005-05-24 | 2007-11-20 | Union Switch & Signal, Inc. | Electronic vital relay |
JP2006327551A (en) | 2005-05-30 | 2006-12-07 | Tmp:Kk | Vehicle operation management system, vehicle using the system, and track abnormality diagnostic method |
US7254947B2 (en) | 2005-06-10 | 2007-08-14 | Deere & Company | Vehicle cooling system |
US7469667B2 (en) | 2005-07-07 | 2008-12-30 | Ford Global Technologies, Llc | Method for controlling a variable event valvetrain |
US7234449B2 (en) | 2005-07-14 | 2007-06-26 | General Electric Company | Common fuel rail fuel system for locomotive engine |
RU2299144C2 (en) | 2005-07-19 | 2007-05-20 | Общество с ограниченной ответственностью "АВП-Технология" | System for automatic driving of freight trains |
JP4380604B2 (en) | 2005-07-29 | 2009-12-09 | トヨタ自動車株式会社 | Control device for internal combustion engine |
KR20080050406A (en) | 2005-08-03 | 2008-06-05 | 엘큐 홀딩 에이비 | Power generator |
US7770847B1 (en) | 2005-08-17 | 2010-08-10 | Qs Industries, Inc. | Signaling and remote control train operation |
US7575201B2 (en) | 2005-08-18 | 2009-08-18 | General Electric Company | System and method for detecting a change or an obstruction to a railway track |
US7461621B2 (en) | 2005-09-22 | 2008-12-09 | Mazda Motor Corporation | Method of starting spark ignition engine without using starter motor |
US7387029B2 (en) | 2005-09-23 | 2008-06-17 | Velocomp, Llp | Apparatus for measuring total force in opposition to a moving vehicle and method of using |
US7516007B2 (en) | 2005-09-23 | 2009-04-07 | Gm Global Technology Operations, Inc. | Anti-rollback control for hybrid and conventional powertrain vehicles |
US7131403B1 (en) | 2005-10-05 | 2006-11-07 | General Electric Company | Integrated engine control and cooling system for diesel engines |
US7207851B1 (en) | 2005-10-21 | 2007-04-24 | Gibbs Technologies Ltd | Amphibious vehicle |
US7731099B2 (en) | 2005-10-25 | 2010-06-08 | Narstco, Inc. | Stacked railway tie |
DE102005051077A1 (en) | 2005-10-25 | 2007-04-26 | Siemens Ag | Method for detecting and taking into account side wind loads in a traveling rail vehicle and its corresponding executed end car |
US7543670B2 (en) | 2005-10-31 | 2009-06-09 | Gm Global Technology Operations, Inc. | Wheel slip control system |
EP1798549A1 (en) | 2005-12-06 | 2007-06-20 | BAM Bundesanstalt für Materialforschung und -prüfung | Method and apparatus for the ultrasonic detection of discontinuities in an area of a specimen |
TWI270488B (en) | 2005-12-06 | 2007-01-11 | Sin Etke Technology Co Ltd | Vehicular remote audio support service system and method |
US7268565B2 (en) | 2005-12-08 | 2007-09-11 | General Electric Company | System and method for detecting rail break/vehicle |
US7233855B1 (en) | 2005-12-08 | 2007-06-19 | Gm Global Technology Operations, Inc. | Apparatus and method for comparing the fuel consumption of an alternative fuel vehicle with that of a traditionally fueled comparison vehicle |
US7599750B2 (en) | 2005-12-21 | 2009-10-06 | Pegasus Technologies, Inc. | Model based sequential optimization of a single or multiple power generating units |
US7226021B1 (en) | 2005-12-27 | 2007-06-05 | General Electric Company | System and method for detecting rail break or vehicle |
WO2007091270A2 (en) | 2006-02-09 | 2007-08-16 | Joshua Waldhorn | Anaerobic deflagration internal piston engines, anaerobic fuels and vehicles comprising the same |
US7311405B2 (en) | 2006-02-09 | 2007-12-25 | Michael Irvin | System and method for diverting air in a vehicle |
US8942426B2 (en) | 2006-03-02 | 2015-01-27 | Michael Bar-Am | On-train rail track monitoring system |
US7527028B2 (en) | 2006-03-09 | 2009-05-05 | Ford Global Technologies, Llc | Hybrid vehicle system having engine with variable valve operation |
US7389694B1 (en) | 2006-03-14 | 2008-06-24 | Hay Thomas R | Rail inspection system |
US8538608B2 (en) | 2009-09-09 | 2013-09-17 | General Electric Company | Control system and method for remotely isolating powered units in a rail vehicle system |
US20120245766A1 (en) | 2009-09-09 | 2012-09-27 | Jared Klineman Cooper | Control system and method for remotely isolating powered units in a vehicle system |
US9156477B2 (en) | 2006-03-20 | 2015-10-13 | General Electric Company | Control system and method for remotely isolating powered units in a vehicle system |
US8473127B2 (en) | 2006-03-20 | 2013-06-25 | General Electric Company | System, method and computer software code for optimizing train operations considering rail car parameters |
US8290645B2 (en) | 2006-03-20 | 2012-10-16 | General Electric Company | Method and computer software code for determining a mission plan for a powered system when a desired mission parameter appears unobtainable |
US9266542B2 (en) | 2006-03-20 | 2016-02-23 | General Electric Company | System and method for optimized fuel efficiency and emission output of a diesel powered system |
US7974774B2 (en) | 2006-03-20 | 2011-07-05 | General Electric Company | Trip optimization system and method for a vehicle |
US8370006B2 (en) | 2006-03-20 | 2013-02-05 | General Electric Company | Method and apparatus for optimizing a train trip using signal information |
US20080201019A1 (en) | 2006-03-20 | 2008-08-21 | Ajith Kuttannair Kumar | Method and computer software code for optimized fuel efficiency emission output and mission performance of a powered system |
US8249763B2 (en) | 2006-03-20 | 2012-08-21 | General Electric Company | Method and computer software code for uncoupling power control of a distributed powered system from coupled power settings |
US8126601B2 (en) | 2006-03-20 | 2012-02-28 | General Electric Company | System and method for predicting a vehicle route using a route network database |
US8788135B2 (en) | 2006-03-20 | 2014-07-22 | General Electric Company | System, method, and computer software code for providing real time optimization of a mission plan for a powered system |
US8295993B2 (en) | 2006-03-20 | 2012-10-23 | General Electric Company | System, method, and computer software code for optimizing speed regulation of a remotely controlled powered system |
US8398405B2 (en) | 2006-03-20 | 2013-03-19 | General Electric Company | System, method, and computer software code for instructing an operator to control a powered system having an autonomous controller |
US8401720B2 (en) | 2006-03-20 | 2013-03-19 | General Electric Company | System, method, and computer software code for detecting a physical defect along a mission route |
US20080183490A1 (en) | 2006-03-20 | 2008-07-31 | Martin William P | Method and computer software code for implementing a revised mission plan for a powered system |
US9201409B2 (en) | 2006-03-20 | 2015-12-01 | General Electric Company | Fuel management system and method |
US8998617B2 (en) | 2006-03-20 | 2015-04-07 | General Electric Company | System, method, and computer software code for instructing an operator to control a powered system having an autonomous controller |
US8768543B2 (en) | 2006-03-20 | 2014-07-01 | General Electric Company | Method, system and computer software code for trip optimization with train/track database augmentation |
GB2436363B (en) | 2006-03-24 | 2009-06-03 | Sperry Rail | System and method for the detection of faults in rails |
US7734387B1 (en) | 2006-03-31 | 2010-06-08 | Rockwell Collins, Inc. | Motion planner for unmanned ground vehicles traversing at high speeds in partially known environments |
FI120061B (en) | 2006-04-11 | 2009-06-15 | Valtion Teknillinen | A method for collecting information about road surface slippage |
US8655517B2 (en) | 2010-05-19 | 2014-02-18 | General Electric Company | Communication system and method for a rail vehicle consist |
US7447571B2 (en) | 2006-04-24 | 2008-11-04 | New York Air Brake Corporation | Method of forecasting train speed |
DE112007000985B4 (en) | 2006-04-24 | 2016-12-01 | GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) | A method of controlling fuel injection in a compression ignition engine |
US8068975B2 (en) | 2006-05-01 | 2011-11-29 | American Airlines, Inc. | Determining an estimate of the weight and balance of an aircraft automatically in advance and up to the point of take-off |
US7734383B2 (en) | 2006-05-02 | 2010-06-08 | General Electric Company | Method and apparatus for planning the movement of trains using dynamic analysis |
US8498762B2 (en) | 2006-05-02 | 2013-07-30 | General Electric Company | Method of planning the movement of trains using route protection |
WO2007134430A1 (en) | 2006-05-09 | 2007-11-29 | Sensotech Inc. | Presence detection system for path crossing |
US7774133B2 (en) | 2006-07-05 | 2010-08-10 | Sap Ag | Method and apparatus for trip routing with configurable constraints |
US7463348B2 (en) | 2006-07-10 | 2008-12-09 | General Electric Company | Rail vehicle mounted rail measurement system |
GB0614852D0 (en) | 2006-07-26 | 2006-09-06 | Sperry Rail International Ltd | Applications of ultrasonic probes |
RU2320498C1 (en) | 2006-08-29 | 2008-03-27 | Общество с ограниченной ответственностью "АВП-Технология" (ООО "АВП-Технология") | Passenger electric locomotive automated control system |
US7778747B2 (en) | 2006-08-31 | 2010-08-17 | National Railway Equipment Co. | Adhesion control system for off-highway vehicle |
US8082071B2 (en) | 2006-09-11 | 2011-12-20 | General Electric Company | System and method of multi-generation positive train control system |
US20080125924A1 (en) | 2006-10-02 | 2008-05-29 | Wolfgang Daum | System, method, and computer software code for optimized fuel efficiency emission output, and mission performance of a diesel powered system |
US8494696B2 (en) | 2006-10-02 | 2013-07-23 | General Electric Company | System, method, and computer software code for improved fuel efficiency emission output, and mission performance of a powered system |
US7415872B2 (en) | 2006-10-09 | 2008-08-26 | Chrysler Llc | Method and code for determining characteristic of road surface beneath moving vehicle |
CA2566933C (en) | 2006-10-17 | 2013-09-24 | Athena Industrial Technologies Inc. | Inspection apparatus and method |
US8433461B2 (en) | 2006-11-02 | 2013-04-30 | General Electric Company | Method of planning the movement of trains using pre-allocation of resources |
GB2443661B (en) | 2006-11-08 | 2011-08-31 | Polarmetrix Ltd | Detecting a disturbance in the phase of light propogating in an optical waveguide |
US8150568B1 (en) | 2006-11-16 | 2012-04-03 | Robert Gray | Rail synthetic vision system |
FR2909065B1 (en) | 2006-11-27 | 2009-07-10 | Peugeot Citroen Automobiles Sa | STEERING DEVICE FOR IMPROVING THE POWER OF A VEHICLE. |
US8229607B2 (en) | 2006-12-01 | 2012-07-24 | General Electric Company | System and method for determining a mismatch between a model for a powered system and the actual behavior of the powered system |
US9120494B2 (en) | 2006-12-04 | 2015-09-01 | General Electric Company | System, method and computer software code for remotely assisted operation of a railway vehicle system |
WO2008073547A2 (en) | 2006-12-07 | 2008-06-19 | General Electric Company | Trip optimization system and method for a diesel powered system |
US7954770B2 (en) | 2006-12-15 | 2011-06-07 | General Electric Company | Methods and system for jointless track circuits using passive signaling |
US7680566B2 (en) | 2006-12-18 | 2010-03-16 | Ztr Control Systems | System and method for controlling horsepower in a locomotive consist |
US8028961B2 (en) | 2006-12-22 | 2011-10-04 | Central Signal, Llc | Vital solid state controller |
US20080164078A1 (en) | 2007-01-05 | 2008-07-10 | Rhodes Design And Development Corporation | Device and method for transporting a load |
US20080201089A1 (en) | 2007-01-11 | 2008-08-21 | Ensco, Inc. | System and method for determining neutral temperature of a metal |
US7895135B2 (en) | 2007-02-12 | 2011-02-22 | Deere & Company | Human perception model for speed control performance |
US8195364B2 (en) | 2007-02-12 | 2012-06-05 | Deere & Company | Perception model for trajectory following autonomous and human augmented steering control |
GB0702869D0 (en) | 2007-02-14 | 2007-03-28 | Sperry Rail International Ltd | Photographic recording of a rail surface |
US7899584B2 (en) | 2007-02-28 | 2011-03-01 | Caterpillar Inc. | Method of controlling a vehicle based on operation characteristics |
US7920984B2 (en) | 2007-03-15 | 2011-04-05 | Board Of Regents Of The University Of Nebraska | Measurement of vertical track modulus using space curves |
US7937246B2 (en) | 2007-09-07 | 2011-05-03 | Board Of Regents Of The University Of Nebraska | Vertical track modulus trending |
US7823841B2 (en) | 2007-06-01 | 2010-11-02 | General Electric Company | System and method for broken rail and train detection |
US7693673B2 (en) | 2007-06-06 | 2010-04-06 | General Electric Company | Apparatus and method for identifying a defect and/or operating characteristic of a system |
US7925431B2 (en) | 2007-08-14 | 2011-04-12 | General Electric Company | System and method for removing particulate matter from a diesel particulate filter |
US7659972B2 (en) | 2007-08-22 | 2010-02-09 | Kld Labs, Inc. | Rail measurement system |
US7395141B1 (en) | 2007-09-12 | 2008-07-01 | General Electric Company | Distributed train control |
US8195366B2 (en) | 2007-09-13 | 2012-06-05 | The Raymond Corporation | Control system for a pallet truck |
US7630823B2 (en) | 2007-09-20 | 2009-12-08 | General Electric Company | System and method for controlling the fuel injection event in an internal combustion engine |
JP5142655B2 (en) | 2007-10-04 | 2013-02-13 | 株式会社東芝 | Electric locomotive and control method thereof |
US8645047B2 (en) | 2007-11-06 | 2014-02-04 | General Electric Company | System and method for optimizing vehicle performance in presence of changing optimization parameters |
US8190377B2 (en) | 2007-11-15 | 2012-05-29 | Taiwan Semiconductor Manufacturing Company, Ltd. | Enhanced rail inspection |
US7795752B2 (en) | 2007-11-30 | 2010-09-14 | Caterpillar Inc | System and method for integrated power control |
US8099230B2 (en) | 2007-12-18 | 2012-01-17 | GM Global Technology Operations LLC | Method to enchance light load HCCI combustion control using measurement of cylinder pressures |
CN101264734B (en) | 2007-12-29 | 2010-11-10 | 奇瑞汽车股份有限公司 | System protection control method for hybrid power automobile |
GB0800406D0 (en) | 2008-01-10 | 2008-02-20 | Sperry Rail International Ltd | Sensor assembly |
US7716010B2 (en) | 2008-01-24 | 2010-05-11 | General Electric Company | System, method and kit for measuring a distance within a railroad system |
US8798902B2 (en) | 2008-02-05 | 2014-08-05 | General Electric Company | System, method and computer software code for obtaining information for routing a powered system and adjusting a route in accordance with relevant information |
US8516133B2 (en) | 2008-02-07 | 2013-08-20 | Telefonaktiebolaget Lm Ericsson (Publ) | Method and system for mobile device credentialing |
US8061207B2 (en) | 2008-02-25 | 2011-11-22 | Battelle Memorial Institute | System and process for ultrasonic characterization of deformed structures |
US8295992B2 (en) | 2008-03-27 | 2012-10-23 | Hetronic International, Inc. | Remote control system having a touchscreen for controlling a railway vehicle |
US7798129B2 (en) | 2008-03-31 | 2010-09-21 | Perkins Engines Company Limited | Shot mode transition method for fuel injection system |
US20090266166A1 (en) | 2008-04-23 | 2009-10-29 | Pagano Dominick A | Method and apparatus for detecting internal rail defects |
US7922127B2 (en) | 2008-04-28 | 2011-04-12 | General Electric Company | System and method for pacing a powered system traveling along a route |
US7849748B2 (en) | 2008-05-15 | 2010-12-14 | Sperry Rail, Inc. | Method of and an apparatus for in situ ultrasonic rail inspection of a railroad rail |
ATE523780T1 (en) | 2008-05-20 | 2011-09-15 | Siemens Ag | METHOD FOR DETERMINING AND EVALUating EDDY CURRENT INDICATIONS, IN PARTICULAR CRACKS, IN A TEST ITEM MADE OF AN ELECTRICALLY CONDUCTIVE MATERIAL |
US8676410B2 (en) | 2008-06-02 | 2014-03-18 | General Electric Company | System and method for pacing a plurality of powered systems traveling along a route |
US8266092B2 (en) | 2008-07-10 | 2012-09-11 | Palo Alto Research Center Incorporated | Methods and systems for target value path identification |
US7904231B2 (en) | 2008-07-22 | 2011-03-08 | GM Global Technology Operations LLC | Method for controlling combustion noise in a compression-ignition engine |
JP5238392B2 (en) | 2008-07-30 | 2013-07-17 | 立川ブラインド工業株式会社 | Roller blind screen lifting device |
US8190315B2 (en) | 2008-08-20 | 2012-05-29 | General Electric Company | System, method and computer readable media for operating a distributed power train |
DE102008048601A1 (en) | 2008-09-23 | 2010-04-08 | Bombardier Transportation Gmbh | A method for determining a property of a route location parameter |
WO2010039680A1 (en) | 2008-10-01 | 2010-04-08 | Wabtec Holding Corp. | Method for transitioning from wide band to narrow band radios |
US7928596B2 (en) | 2008-10-06 | 2011-04-19 | General Electric Company | Systems and methods for the utilization of energy generated by a powered vehicle |
RU83221U1 (en) | 2008-10-06 | 2009-05-27 | Общество с ограниченной ответственностью "АВП-Технология" (ООО "АВП-Технология") | SYSTEM OF AUTOMATED CONTROL OF TRAFFIC OF TRAIN WITH DIESEL DRAW |
US8428796B2 (en) | 2008-10-17 | 2013-04-23 | Frank Wegner Donnelly | Rail conveyance system for mining |
US7882742B1 (en) | 2008-10-28 | 2011-02-08 | Herzog Services, Inc. | Apparatus for detecting, identifying and recording the location of defects in a railway rail |
GB0820658D0 (en) | 2008-11-12 | 2008-12-17 | Rogers Alan J | Directionality for distributed event location (del) |
US20100130124A1 (en) | 2008-11-23 | 2010-05-27 | General Electric Company | Method and apparatus for using a remote distributed power locomotive as a repeater in the communications link between a head-of-train device and an end-of-train device |
US8185263B2 (en) | 2008-11-24 | 2012-05-22 | General Electric Company | Apparatus and method for estimating resistance parameters and weight of a train |
CN101412377A (en) | 2008-11-25 | 2009-04-22 | 黄向晖 | Electronic control mixing energy storage type electric automobile |
GB0823306D0 (en) | 2008-12-22 | 2009-01-28 | Rogers Alan | Frequency-mapped distributed presure measurement |
US8626366B2 (en) | 2008-12-29 | 2014-01-07 | General Electric Company | System and method for controlling a marine vessel through a waterway |
US8155811B2 (en) | 2008-12-29 | 2012-04-10 | General Electric Company | System and method for optimizing a path for a marine vessel through a waterway |
US20100174427A1 (en) | 2009-01-05 | 2010-07-08 | Manthram Sivasubramaniam | System and method for limiting in-train forces of a railroad train |
US8264330B2 (en) | 2009-01-07 | 2012-09-11 | General Electric Company | Systems and method for communicating data in a railroad system |
US8239078B2 (en) | 2009-03-14 | 2012-08-07 | General Electric Company | Control of throttle and braking actions at individual distributed power locomotives in a railroad train |
US8583299B2 (en) | 2009-03-17 | 2013-11-12 | General Electric Company | System and method for communicating data in a train having one or more locomotive consists |
US8914171B2 (en) | 2012-11-21 | 2014-12-16 | General Electric Company | Route examining system and method |
US9481384B2 (en) | 2012-11-21 | 2016-11-01 | General Electric Company | Route examining system and method |
US8285495B2 (en) | 2009-04-29 | 2012-10-09 | Techno-Sciences, Inc | Corrosion inspection and monitoring system |
US8037763B2 (en) | 2009-06-03 | 2011-10-18 | Alstom Technology Ltd | Rail section weld inspection scanner |
DE102009024146A1 (en) | 2009-06-03 | 2010-12-09 | Siemens Aktiengesellschaft | Energy-saving driving of rail vehicles with at least two drive units |
US8234023B2 (en) | 2009-06-12 | 2012-07-31 | General Electric Company | System and method for regulating speed, power or position of a powered vehicle |
US8509970B2 (en) | 2009-06-30 | 2013-08-13 | Invensys Rail Corporation | Vital speed profile to control a train moving along a track |
US20110006167A1 (en) | 2009-07-07 | 2011-01-13 | Ron Tolmei | Fail-safe safety system to detect and annunciate fractured running rails in electrically propelled transit systems |
US8645067B2 (en) | 2009-07-31 | 2014-02-04 | Baron Services, Inc. | System and method for determining road conditions |
GB0915322D0 (en) | 2009-09-03 | 2009-10-07 | Westinghouse Brake & Signal | Railway systems using fibre optic hydrophony systems |
US9079589B2 (en) | 2009-09-09 | 2015-07-14 | General Electric Company | Control system and method for remotely isolating powered units in a vehicle system |
US9623884B2 (en) | 2009-11-13 | 2017-04-18 | General Electric Company | Method and system for independent control of vehicle |
US8428798B2 (en) | 2010-01-08 | 2013-04-23 | Wabtec Holding Corp. | Short headway communications based train control system |
US8651393B2 (en) | 2010-03-26 | 2014-02-18 | Holland, L.P. | Repair insert for repairing metallic structure |
JP5586308B2 (en) | 2010-04-01 | 2014-09-10 | 株式会社東芝 | Train control device with target speed calculation function |
DE202010006811U1 (en) | 2010-05-14 | 2010-07-29 | Eurailscout Inspection & Analysis Bv Niederlassung Berlin | Schienenprüfvorrichtung |
US20110283915A1 (en) | 2010-05-21 | 2011-11-24 | Ajith Kuttannair Kumar | Wheel impact force reduction system and method for a rail vehicle |
WO2011153115A2 (en) | 2010-05-31 | 2011-12-08 | Central Signal, Llc | Roadway detection |
US8684150B2 (en) | 2010-06-15 | 2014-04-01 | General Electric Company | Control assembly and control method for supplying power to electrified rail vehicles |
DE102010026433A1 (en) | 2010-07-08 | 2012-01-12 | Siemens Aktiengesellschaft | Control network for a rail vehicle |
US8588999B2 (en) | 2010-07-22 | 2013-11-19 | General Electric Company | Method and system for engine emission control |
DE102010045234A1 (en) | 2010-09-09 | 2012-03-15 | Siemens Aktiengesellschaft | Energy supply device, apparatus and arrangement with such and method for supplying power to at least one link element of the track-bound traffic |
DE102010041712A1 (en) | 2010-09-30 | 2012-04-05 | Siemens Aktiengesellschaft | System for supplying power to an electrically operated system arranged on a route for electric traction vehicles |
US8555067B2 (en) | 2010-10-28 | 2013-10-08 | Apple Inc. | Methods and apparatus for delivering electronic identification components over a wireless network |
US8924715B2 (en) | 2010-10-28 | 2014-12-30 | Stephan V. Schell | Methods and apparatus for storage and execution of access control clients |
US9100810B2 (en) | 2010-10-28 | 2015-08-04 | Apple Inc. | Management systems for multiple access control entities |
US8925370B2 (en) | 2010-11-08 | 2015-01-06 | Toyota Jidosha Kabushiki Kaisha | Particulate matter detecting apparatus for internal combustion engine |
WO2012065112A2 (en) | 2010-11-12 | 2012-05-18 | Apple Inc. | Apparatus and methods for recordation of device history across multiple software emulations |
US8532842B2 (en) | 2010-11-18 | 2013-09-10 | General Electric Company | System and method for remotely controlling rail vehicles |
DE112011104550T5 (en) | 2010-12-23 | 2013-09-26 | Cummins Intellectual Property, Inc. | System and method for vehicle speed based optimization of operating costs |
US8805605B2 (en) | 2011-05-09 | 2014-08-12 | General Electric Company | Scheduling system and method for a transportation network |
US9545854B2 (en) | 2011-06-13 | 2017-01-17 | General Electric Company | System and method for controlling and powering a vehicle |
US8655519B2 (en) | 2011-07-14 | 2014-02-18 | General Elecric Company | Rail vehicle consist speed control system and method |
US8628047B2 (en) | 2011-07-14 | 2014-01-14 | General Electric Company | System, method and device for conveying information from a wayside device |
US8768544B2 (en) | 2011-08-04 | 2014-07-01 | General Electric Company | System and method for controlling a vehicle consist |
US9156483B2 (en) | 2011-11-03 | 2015-10-13 | General Electric Company | System and method for changing when a vehicle enters a vehicle yard |
US8655518B2 (en) | 2011-12-06 | 2014-02-18 | General Electric Company | Transportation network scheduling system and method |
US8521345B2 (en) | 2011-12-28 | 2013-08-27 | General Electric Company | System and method for rail vehicle time synchronization |
US8571723B2 (en) | 2011-12-28 | 2013-10-29 | General Electric Company | Methods and systems for energy management within a transportation network |
CN102556118B (en) | 2012-01-06 | 2014-06-18 | 北京交通大学 | Fault online diagnosis method of uninsulated track circuit tuning zone equipment |
US9108640B2 (en) | 2012-01-31 | 2015-08-18 | Google Inc. | Systems and methods for monitoring and reporting road quality |
US20150009331A1 (en) | 2012-02-17 | 2015-01-08 | Balaji Venkatraman | Real time railway disaster vulnerability assessment and rescue guidance system using multi-layered video computational analytics |
US9194706B2 (en) | 2012-03-27 | 2015-11-24 | General Electric Company | Method and system for identifying a directional heading of a vehicle |
US8862291B2 (en) | 2012-03-27 | 2014-10-14 | General Electric Company | Method and system for identifying a directional heading of a vehicle |
US9162691B2 (en) | 2012-04-27 | 2015-10-20 | Transportation Technology Center, Inc. | System and method for detecting broken rail and occupied track from a railway vehicle |
US9102341B2 (en) | 2012-06-15 | 2015-08-11 | Transportation Technology Center, Inc. | Method for detecting the extent of clear, intact track near a railway vehicle |
WO2014026091A2 (en) | 2012-08-10 | 2014-02-13 | General Electric Company | Route examining system and method |
US9669851B2 (en) | 2012-11-21 | 2017-06-06 | General Electric Company | Route examination system and method |
US9446776B2 (en) | 2012-12-02 | 2016-09-20 | General Electric Company | Inspection system and method |
JP6108869B2 (en) | 2013-02-22 | 2017-04-05 | 旭化成株式会社 | Photosensitive resin composition, method for producing cured relief pattern, semiconductor device and display device |
US8914162B2 (en) | 2013-03-12 | 2014-12-16 | Wabtec Holding Corp. | System, method, and apparatus to detect and report track structure defects |
US10574550B2 (en) | 2013-03-15 | 2020-02-25 | Time Warner Cable Enterprises Llc | Methods and apparatus for scoring the condition of nodes in a communication network and taking action based on node health scores |
WO2014193610A1 (en) | 2013-05-30 | 2014-12-04 | Wabtec Holding Corp. | Broken rail detection system for communications-based train control |
-
2006
- 2006-03-20 US US11/385,354 patent/US9733625B2/en active Active
- 2006-12-08 US US11/608,257 patent/US20070233335A1/en not_active Abandoned
-
2007
- 2007-01-18 AU AU2007202928A patent/AU2007202928A1/en not_active Abandoned
- 2007-01-18 CA CA002593331A patent/CA2593331A1/en not_active Abandoned
- 2007-01-18 CN CN2007800000724A patent/CN101374714B/en active Active
- 2007-01-18 EP EP07716804A patent/EP1999002A2/en not_active Ceased
- 2007-01-18 WO PCT/US2007/001428 patent/WO2007111768A2/en active Application Filing
- 2007-01-18 JP JP2009501417A patent/JP5593066B2/en active Active
- 2007-01-18 BR BRPI0702827-0A patent/BRPI0702827A/en active Search and Examination
- 2007-12-06 ZA ZA200710661A patent/ZA200710661B/en unknown
Patent Citations (100)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2104652A (en) * | 1936-01-25 | 1938-01-04 | Gen Electric | Electric discharge device |
US2601634A (en) * | 1949-02-14 | 1952-06-24 | Rivette Raymond William | Combination refrigerator and walkin storage compartment |
US2927711A (en) * | 1954-01-12 | 1960-03-08 | Naggiar Joseph Yervant | Tank structure for alternative transportation of liquids and solid goods |
US3655962A (en) * | 1969-04-01 | 1972-04-11 | Melpar Inc | Digital automatic speed control for railway vehicles |
US3650216A (en) * | 1969-08-11 | 1972-03-21 | Rex Chainbelt Inc | Railway car speed control transportation system |
US3948314A (en) * | 1971-03-08 | 1976-04-06 | Isothermic Systems Ltd. | Thermodynamically integrated buildings |
US3794833A (en) * | 1972-05-25 | 1974-02-26 | Westinghouse Air Brake Co | Train speed control system |
US3865042A (en) * | 1973-04-04 | 1975-02-11 | Gen Signal Corp | Automatic switching control system for railway classification yards |
US3886870A (en) * | 1973-04-13 | 1975-06-03 | Frangeco A N F Sa | Gas turbine and electric drive locomotive |
US4005838A (en) * | 1975-05-27 | 1977-02-01 | Westinghouse Air Brake Company | Station stop and speed regulation system for trains |
US4136432A (en) * | 1977-01-13 | 1979-01-30 | Melley Energy Systems, Inc. | Mobile electric power generating systems |
US4181943A (en) * | 1978-05-22 | 1980-01-01 | Hugg Steven B | Speed control device for trains |
US4253399A (en) * | 1979-12-10 | 1981-03-03 | Kansas City Southern Railway Company | Railway locomotive fuel saving arrangement |
US4843575A (en) * | 1982-10-21 | 1989-06-27 | Crane Harold E | Interactive dynamic real-time management system |
US4663713A (en) * | 1984-02-21 | 1987-05-05 | J. I. Case Company | Automatic power control for variable power train |
US4644705A (en) * | 1986-05-07 | 1987-02-24 | Societe D'etudes Techniques Et D'entreprise Generales Sodeteg | Unfolding, movable hospital unit |
US4827438A (en) * | 1987-03-30 | 1989-05-02 | Halliburton Company | Method and apparatus related to simulating train responses to actual train operating data |
US4735385A (en) * | 1987-06-24 | 1988-04-05 | Halliburton Company | Apparatus and method for conserving fuel during dynamic braking of locomotives |
US5181541A (en) * | 1990-02-06 | 1993-01-26 | B.A. Bodenheimer & Co., Inc. | Multi-tank fuel storage system for refrigerated freight container electric generatore |
US5109343A (en) * | 1990-06-06 | 1992-04-28 | Union Switch & Signal Inc. | Method and apparatus for verification of rail braking distances |
US5197627A (en) * | 1991-03-08 | 1993-03-30 | Petrolite Corporation | Double walled storage tank |
US5316174A (en) * | 1991-03-15 | 1994-05-31 | Protechna Sa | Pallet container |
US5187945A (en) * | 1991-05-13 | 1993-02-23 | Reefco Manufacturing Corporation | Refrigerated container |
US5388034A (en) * | 1992-09-16 | 1995-02-07 | General Electric Company | Vehicle headlamp comprising a discharge lamp including an inner envelope and a surrounding shroud |
US5487516A (en) * | 1993-03-17 | 1996-01-30 | Hitachi, Ltd. | Train control system |
US5755349A (en) * | 1993-07-22 | 1998-05-26 | Cargo Unit Containers Ltd. | Freight containers |
US5398894A (en) * | 1993-08-10 | 1995-03-21 | Union Switch & Signal Inc. | Virtual block control system for railway vehicle |
US5398894B1 (en) * | 1993-08-10 | 1998-09-29 | Union Switch & Signal Inc | Virtual block control system for railway vehicle |
US20040093245A1 (en) * | 1994-09-01 | 2004-05-13 | Matheson William L. | System and method for scheduling and train control |
US5623413A (en) * | 1994-09-01 | 1997-04-22 | Harris Corporation | Scheduling system and method |
US7222083B2 (en) * | 1994-09-01 | 2007-05-22 | Harris Corporation | Resource schedule for scheduling rail way train resources |
US7340328B2 (en) * | 1994-09-01 | 2008-03-04 | Harris Corporation | Scheduling system and method |
US20040034556A1 (en) * | 1994-09-01 | 2004-02-19 | Matheson William L. | Scheduling system and method |
US7343314B2 (en) * | 1994-09-01 | 2008-03-11 | Harris Corporation | System and method for scheduling and train control |
US7539624B2 (en) * | 1994-09-01 | 2009-05-26 | Harris Corporation | Automatic train control system and method |
US5758299A (en) * | 1995-11-03 | 1998-05-26 | Caterpillar Inc. | Method for generating performance ratings for a vehicle operator |
US5744707A (en) * | 1996-02-15 | 1998-04-28 | Westinghouse Air Brake Company | Train brake performance monitor |
US6198993B1 (en) * | 1997-08-22 | 2001-03-06 | Mitsubishi Heavy Industries, Ltd. | Running vehicle control method for automatically controlling a plurality of vehicles running on a road |
US20030105561A1 (en) * | 1997-09-12 | 2003-06-05 | New York Air Brake Corporation | Method of optimizing train operation and training |
US6243694B1 (en) * | 1997-12-29 | 2001-06-05 | General Electric Company | System and method for generating a fuel-optimal reference velocity profile for a rail-based transportation handling controller |
US6676089B1 (en) * | 1998-06-24 | 2004-01-13 | Katzer Matthew A | Model train control system |
US6363331B1 (en) * | 1998-12-09 | 2002-03-26 | Meritor Heavy Vehicle Systems, Llc | Weight distribution monitor |
US6216957B1 (en) * | 1999-03-02 | 2001-04-17 | Roger Turunen, Jr. | Heated floor system for a movable structure |
US6404129B1 (en) * | 1999-04-29 | 2002-06-11 | Koninklijke Philips Electronics N.V. | Metal halide lamp |
US7164975B2 (en) * | 1999-06-15 | 2007-01-16 | Andian Technologies Ltd. | Geometric track and track/vehicle analyzers and methods for controlling railroad systems |
US20030091017A1 (en) * | 1999-10-04 | 2003-05-15 | Davenport David M. | Method for data exchange with a mobile asset considering communication link quality |
US20030001050A1 (en) * | 2000-04-03 | 2003-01-02 | Katzer Matthew A. | Model train control system |
US6702235B2 (en) * | 2000-04-03 | 2004-03-09 | Matthew A. Katzer | Model train control system |
US20020059075A1 (en) * | 2000-05-01 | 2002-05-16 | Schick Louis A. | Method and system for managing a land-based vehicle |
US6549803B1 (en) * | 2000-05-08 | 2003-04-15 | Image-Guided Neurologics Inc. | Method and apparatus for targeting material delivery to tissue |
US6380639B1 (en) * | 2000-05-11 | 2002-04-30 | Bombardier Inc. | System, method and apparatus for power regulation |
US6230668B1 (en) * | 2000-05-22 | 2001-05-15 | General Electric Company | Locomotive cooling system |
US6505103B1 (en) * | 2000-09-29 | 2003-01-07 | Ge Harris Harmon Railway Technology, Llc | Method and apparatus for controlling remote locomotive operation |
US20040098142A1 (en) * | 2000-10-09 | 2004-05-20 | Energy Transfer Group, Llc | Arbitrage control system for two or more available power sources |
US20020072833A1 (en) * | 2000-10-31 | 2002-06-13 | Robert Gray | Track database integrity monitor for enhanced railroad safety distributed power |
US6516727B2 (en) * | 2000-11-21 | 2003-02-11 | Edwin R. Kraft | High capacity multiple-stage railway switching yard |
US6520124B2 (en) * | 2000-12-13 | 2003-02-18 | Tramont Corporation | Double walled fuel tank with integral generator set mounting frame |
US6698913B2 (en) * | 2001-04-10 | 2004-03-02 | Koito Manufacturing Co., Ltd. | Vehicle headlamp |
US20040104312A1 (en) * | 2001-06-21 | 2004-06-03 | General Electric Company | Control system for optimizing the operation of two or more locomotives of a consist |
US6691957B2 (en) * | 2001-06-21 | 2004-02-17 | General Electric Company | Control and method for optimizing the operation of two or more locomotives of a consist |
US7021588B2 (en) * | 2001-06-21 | 2006-04-04 | General Electric Company | System and method for managing two or more locomotives of a consist |
US7021589B2 (en) * | 2001-06-21 | 2006-04-04 | General Electric Company | Control system for optimizing the operation of two or more locomotives of a consist |
US20030034423A1 (en) * | 2001-06-21 | 2003-02-20 | General Electric Company | Control and method for optimizing the operation of two or more locomotives of a consist |
US20030076221A1 (en) * | 2001-10-19 | 2003-04-24 | Susumu Akiyama | Vehicle communication system |
US20030104899A1 (en) * | 2001-11-30 | 2003-06-05 | Keller Jesse P. | Steerable vehicle having a multiple-power unit controller and a method of controlling power to an electric motor |
US6732023B2 (en) * | 2001-12-04 | 2004-05-04 | Hitachi, Ltd. | Train control method and apparatus |
US20030120400A1 (en) * | 2002-02-28 | 2003-06-26 | Ahmed Baig Mirza Aref | System and method for selectively limiting tractive effort to facilitate train control |
US7509193B2 (en) * | 2002-06-15 | 2009-03-24 | Robert Bosch Gmbh | Method and device for limiting the driving speed of a motor vehicle |
US20060041341A1 (en) * | 2002-07-02 | 2006-02-23 | Kane Mark E | Train control system and method of controlling a train or trains |
US7024289B2 (en) * | 2002-07-02 | 2006-04-04 | Quantum Engineering, Inc. | Train control system and method of controlling a train or trains |
US6865454B2 (en) * | 2002-07-02 | 2005-03-08 | Quantum Engineering Inc. | Train control system and method of controlling a train or trains |
US20050085961A1 (en) * | 2002-07-02 | 2005-04-21 | Kane Mark E. | Train control system and method of controlling a train or trains |
US6694231B1 (en) * | 2002-08-08 | 2004-02-17 | Bombardier Transportation Gmbh | Train registry overlay system |
US20040108814A1 (en) * | 2002-09-11 | 2004-06-10 | Koito Manufacturing Co., Ltd | Arc tube for discharge bulb |
US20040068359A1 (en) * | 2002-10-04 | 2004-04-08 | Konstantin Neiss | Predictive speed control for a motor vehicle |
US6996461B2 (en) * | 2002-10-10 | 2006-02-07 | Quantum Engineering, Inc. | Method and system for ensuring that a train does not pass an improperly configured device |
US7036774B2 (en) * | 2002-10-10 | 2006-05-02 | Quantum Engineering, Inc. | Method and system for checking track integrity |
US6845953B2 (en) * | 2002-10-10 | 2005-01-25 | Quantum Engineering, Inc. | Method and system for checking track integrity |
US6856865B2 (en) * | 2002-11-22 | 2005-02-15 | New York Air Brake Corporation | Method and apparatus of monitoring a railroad hump yard |
US6863246B2 (en) * | 2002-12-31 | 2005-03-08 | Quantum Engineering, Inc. | Method and system for automated fault reporting |
US20060060345A1 (en) * | 2003-01-15 | 2006-03-23 | Behr Gmbh & Co. Kg | Cooling circuit, especially for a motor vehicle transmission |
US6873888B2 (en) * | 2003-02-05 | 2005-03-29 | General Electric Company | Method and system for improving acceleration rates of locomotives |
US6853888B2 (en) * | 2003-03-21 | 2005-02-08 | Quantum Engineering Inc. | Lifting restrictive signaling in a block |
US7500436B2 (en) * | 2003-05-22 | 2009-03-10 | General Electric Company | System and method for managing emissions from mobile vehicles |
US20050007020A1 (en) * | 2003-06-05 | 2005-01-13 | Koito Manufacturing Co., Ltd. | Automotive discharge bulb and automotive headlamp |
US20050055287A1 (en) * | 2003-09-05 | 2005-03-10 | Sensitech Inc. | Automated generation of reports reflecting statistical analyses of supply chain processes |
US20050065674A1 (en) * | 2003-09-24 | 2005-03-24 | General Electric Company | Method and apparatus for controlling a railway consist |
US7497201B2 (en) * | 2003-11-18 | 2009-03-03 | Mack Trucks, Inc. | Control system and method for improving fuel economy |
US20050109882A1 (en) * | 2003-11-20 | 2005-05-26 | Armbruster Robert A. | Strategies for locomotive operation in tunnel conditions |
US7349797B2 (en) * | 2004-03-30 | 2008-03-25 | Railpower Technologies Corp | Emission management for a hybrid locomotive |
US20060085103A1 (en) * | 2004-04-26 | 2006-04-20 | Smith Eugene A Jr | On-board message repeater for railroad train communications system |
US20080004721A1 (en) * | 2004-06-25 | 2008-01-03 | Emerson Process Management Power & Water Solutions, Inc. | Method and Apparatus for Providing Economic Analysis of Power Generation and Distribution |
US20060047379A1 (en) * | 2004-08-27 | 2006-03-02 | Schullian John M | Railcar transport telematics system |
US20060085363A1 (en) * | 2004-10-20 | 2006-04-20 | Emerson Process Management Power & Water Solutions Inc. | Method and apparatus for providing load dispatch and pollution control optimization |
US7522990B2 (en) * | 2005-06-08 | 2009-04-21 | General Electric Company | System and method for improved train handling and fuel consumption |
US20070061053A1 (en) * | 2005-09-13 | 2007-03-15 | Deere & Company, A Delaware Corporation. | Method and system for modular data processing for a vehicle control system |
US20070112475A1 (en) * | 2005-11-17 | 2007-05-17 | Motility Systems, Inc. | Power management systems and devices |
US7667611B2 (en) * | 2005-11-30 | 2010-02-23 | Caterpillar Inc. | High voltage detection system |
US7347168B2 (en) * | 2006-05-15 | 2008-03-25 | Freightliner Llc | Predictive auxiliary load management (PALM) control apparatus and method |
US20090063045A1 (en) * | 2007-08-30 | 2009-03-05 | Microsoft Corporation | Gps based fuel efficiency optimizer |
Cited By (73)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9950722B2 (en) | 2003-01-06 | 2018-04-24 | General Electric Company | System and method for vehicle control |
US8761974B2 (en) | 2006-02-13 | 2014-06-24 | New York Air Brake Corporation | Distributed train intelligence system and method |
US20080281477A1 (en) * | 2006-02-13 | 2008-11-13 | Hawthorne Michael J | Distributed Train Intelligence System & Method |
US8457817B2 (en) * | 2006-02-13 | 2013-06-04 | New York Air Brake Corporation | Distributed train intelligence system and method |
US9828010B2 (en) | 2006-03-20 | 2017-11-28 | General Electric Company | System, method and computer software code for determining a mission plan for a powered system using signal aspect information |
US9733625B2 (en) | 2006-03-20 | 2017-08-15 | General Electric Company | Trip optimization system and method for a train |
US10308265B2 (en) | 2006-03-20 | 2019-06-04 | Ge Global Sourcing Llc | Vehicle control system and method |
US20080231506A1 (en) * | 2007-03-19 | 2008-09-25 | Craig Alan Stull | System, method and computer readable media for identifying the track assignment of a locomotive |
US20100174440A1 (en) * | 2007-05-30 | 2010-07-08 | Jean-Laurent Franchineau | Driving Assistance Method and Device for a Vehicle for Travelling Along a Predetermined Path Between a First Point and a Second Point |
US7877183B2 (en) * | 2007-11-30 | 2011-01-25 | Caterpillar Inc. | Power train control system with engine speed override |
US20090143946A1 (en) * | 2007-11-30 | 2009-06-04 | Brian Douglas Hoff | Power train control system with engine speed override |
US20090271052A1 (en) * | 2008-04-28 | 2009-10-29 | General Electric Company | Automatic estimation of train characteristics |
US8285429B2 (en) | 2008-04-28 | 2012-10-09 | General Electric Company | Automatic estimation of train characteristics |
US20090277998A1 (en) * | 2008-05-07 | 2009-11-12 | James Kiss | Methods and system for detecting railway vacancy |
US8452466B2 (en) | 2008-05-07 | 2013-05-28 | General Electric Company | Methods and system for detecting railway vacancy |
US8239078B2 (en) | 2009-03-14 | 2012-08-07 | General Electric Company | Control of throttle and braking actions at individual distributed power locomotives in a railroad train |
US20100235022A1 (en) * | 2009-03-14 | 2010-09-16 | General Electric | Control of throttle and braking actions at individual distributed power locomotives in a railroad train |
US20100300325A1 (en) * | 2009-05-28 | 2010-12-02 | Union Pacific Railroad Company | Railroad tunnel fan car |
AU2011250693B2 (en) * | 2010-11-10 | 2014-04-03 | Australian Rail Track Corporation Limited | Methods and systems for continually measuring the length of a train operating in a positive train control environment |
US8688297B2 (en) * | 2010-11-10 | 2014-04-01 | Lockheed Martin Corporation | Methods and systems for continually measuring the length of a train operating in a positive train control environment |
US20120116616A1 (en) * | 2010-11-10 | 2012-05-10 | Lockheed Martin Corporation | Methods and systems for continually measuring the length of a train operating in a positive train control environment |
US20140229058A1 (en) * | 2011-09-09 | 2014-08-14 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Brake force detection for dynamic brakes of a rail vehicle |
US9522667B2 (en) * | 2011-09-09 | 2016-12-20 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Brake force detection for dynamic brakes of a rail vehicle |
US8521345B2 (en) * | 2011-12-28 | 2013-08-27 | General Electric Company | System and method for rail vehicle time synchronization |
US20130268147A1 (en) * | 2012-04-05 | 2013-10-10 | Srinivas Chundru | System and Method for Automated Locomotive Startup and Shutdown Recommendations |
US8914168B2 (en) * | 2012-04-05 | 2014-12-16 | Union Pacific Railroad Company | System and method for automated locomotive startup and shutdown recommendations |
US8594865B1 (en) * | 2012-05-17 | 2013-11-26 | New York Air Brake Corporation | Train control system |
AU2012380356B2 (en) * | 2012-05-17 | 2014-12-11 | New York Air Brake Llc | Train control system |
US9671358B2 (en) | 2012-08-10 | 2017-06-06 | General Electric Company | Route examining system and method |
US20140142868A1 (en) * | 2012-11-18 | 2014-05-22 | Andian Technologies Ltd. | Apparatus and method for inspecting track in railroad |
US9669851B2 (en) | 2012-11-21 | 2017-06-06 | General Electric Company | Route examination system and method |
US10167005B2 (en) | 2012-11-21 | 2019-01-01 | General Electric Company | Route examining system and method |
US9802631B2 (en) | 2012-11-21 | 2017-10-31 | General Electric Company | Route examining system |
US9682716B2 (en) | 2012-11-21 | 2017-06-20 | General Electric Company | Route examining system and method |
US9834237B2 (en) | 2012-11-21 | 2017-12-05 | General Electric Company | Route examining system and method |
US20140277845A1 (en) * | 2013-03-14 | 2014-09-18 | General Electric Company | System and method for remotely controlling a vehicle consist |
US9376128B2 (en) * | 2013-03-14 | 2016-06-28 | General Electric Company | System and method for remotely controlling a vehicle consist |
US20140277860A1 (en) * | 2013-03-15 | 2014-09-18 | General Electric Company | System and method of vehicle system control |
US20160016597A1 (en) * | 2013-03-15 | 2016-01-21 | Lockheed Martin Corporation | Automated real-time positive train control track database validation |
US9205759B2 (en) * | 2013-03-15 | 2015-12-08 | General Electric Company | System and method of vehicle system control |
US9174657B2 (en) * | 2013-03-15 | 2015-11-03 | Lockheed Martin Corporation | Automated real-time positive train control track database validation |
US9403539B2 (en) * | 2013-03-15 | 2016-08-02 | Bright Energy Storage Technologies, Llp | Apparatus and method for controlling a locomotive consist |
US9014884B2 (en) | 2013-03-15 | 2015-04-21 | Bright Energy Storage Technologies, Llp | Apparatus and method for controlling a locomotive consist |
US8918237B2 (en) | 2013-03-15 | 2014-12-23 | Lockheed Martin Corporation | Train integrity and end of train location via RF ranging |
US20140277862A1 (en) * | 2013-03-15 | 2014-09-18 | Bright Energy Storage Technologies, Llp | Apparatus and method for controlling a locomotive consist |
US20140263862A1 (en) * | 2013-03-15 | 2014-09-18 | Lockheed Martin Corporation | Automated real-time positive train control track database validation |
US20140309837A1 (en) * | 2013-04-11 | 2014-10-16 | Hyundai Mobis Co., Ltd. | Automatic driving control system |
US9233669B2 (en) * | 2013-06-10 | 2016-01-12 | General Electric Company | Methods and systems for speed management within a transportation network |
US20140365096A1 (en) * | 2013-06-10 | 2014-12-11 | General Electric Company | Methods and systems for speed management within a transportation network |
AU2014203110A1 (en) * | 2013-06-10 | 2015-01-15 | Ge Global Sourcing Llc | Methods and systems for speed management within a transportation network |
AU2014203110B2 (en) * | 2013-06-10 | 2015-11-05 | Ge Global Sourcing Llc | Methods and systems for speed management within a transportation network |
US11310626B2 (en) | 2013-06-17 | 2022-04-19 | International Electronic Machines Corp. | Network communications for vehicle group monitoring |
US10091299B2 (en) | 2013-06-17 | 2018-10-02 | International Electronic Machines Corp. | Vehicle group monitoring |
US10086857B2 (en) * | 2013-11-27 | 2018-10-02 | Shanmukha Sravan Puttagunta | Real time machine vision system for train control and protection |
US20180370552A1 (en) * | 2013-11-27 | 2018-12-27 | Solfice Research, Inc. | Real time machine vision system for vehicle control and protection |
US20160121912A1 (en) * | 2013-11-27 | 2016-05-05 | Solfice Research, Inc. | Real time machine vision system for train control and protection |
US9227639B1 (en) | 2014-07-09 | 2016-01-05 | General Electric Company | System and method for decoupling a vehicle system |
US9598094B2 (en) | 2014-09-29 | 2017-03-21 | Progress Rail Services Corporation | Method and system for event recorder playback |
US9855961B2 (en) * | 2016-02-01 | 2018-01-02 | Westinghouse Air Brake Technologies Corporation | Railroad locomotive monitoring system configuration system and method |
US10530676B2 (en) * | 2016-03-18 | 2020-01-07 | Westinghouse Air Brake Technologies Corporation | Distributed power remote communication status system and method |
US11265284B2 (en) * | 2016-03-18 | 2022-03-01 | Westinghouse Air Brake Technologies Corporation | Communication status system and method |
US20170272351A1 (en) * | 2016-03-18 | 2017-09-21 | Westinghouse Air Brake Technologies Corporation | Distributed Power Remote Communication Status System And Method |
US9953472B2 (en) * | 2016-05-04 | 2018-04-24 | General Electric Company | System and method for determining grade errors of a route |
CN106143534A (en) * | 2016-06-23 | 2016-11-23 | 株洲广义电子技术有限公司 | Motorcycle safety controls aid system and motorcycle safety controls householder method |
US10730536B2 (en) | 2016-08-10 | 2020-08-04 | Ge Global Sourcing Llc | Systems and methods for route mapping |
US10479382B2 (en) | 2017-04-07 | 2019-11-19 | Westinghouse Air Brake Technologies Corporation | System, method, and apparatus for determining a communication status of locomotives in a distributed power system |
US11584410B2 (en) | 2017-04-07 | 2023-02-21 | Westinghouse Air Brake Technologies Corporation | Vehicle control system |
US20190179314A1 (en) * | 2017-04-28 | 2019-06-13 | General Electric Company | Vehicle inspection system |
US11429100B2 (en) | 2017-04-28 | 2022-08-30 | Transportation Ip Holdings, Llc | Vehicle inspection system |
WO2019204467A1 (en) * | 2018-04-17 | 2019-10-24 | Amsted Rail Company, Inc. | Autonomous optimization of intra-train communication network |
US11595256B2 (en) | 2018-04-17 | 2023-02-28 | Amsted Rail Company, Inc. | Autonomous optimization of intra-train communication network |
US20210331725A1 (en) * | 2018-08-31 | 2021-10-28 | Siemens Mobility GmbH | Energy optimisation during operation of a rail vehicle fleet |
CN112009522A (en) * | 2020-09-08 | 2020-12-01 | 四川瑞云信通科技有限公司 | Train control system and method for mountain track |
Also Published As
Publication number | Publication date |
---|---|
AU2007202928A9 (en) | 2007-10-11 |
US9733625B2 (en) | 2017-08-15 |
EP1999002A2 (en) | 2008-12-10 |
RU2007126476A (en) | 2009-01-20 |
WO2007111768A3 (en) | 2008-04-17 |
JP5593066B2 (en) | 2014-09-17 |
CA2593331A1 (en) | 2007-09-20 |
US20070219680A1 (en) | 2007-09-20 |
JP2009530183A (en) | 2009-08-27 |
ZA200710661B (en) | 2008-10-29 |
CN101374714A (en) | 2009-02-25 |
CN101374714B (en) | 2012-01-18 |
AU2007202928A1 (en) | 2007-10-04 |
WO2007111768A2 (en) | 2007-10-04 |
BRPI0702827A (en) | 2008-04-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US8768543B2 (en) | Method, system and computer software code for trip optimization with train/track database augmentation | |
US20070233335A1 (en) | Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives | |
US8630757B2 (en) | System and method for optimizing parameters of multiple rail vehicles operating over multiple intersecting railroad networks | |
US8370006B2 (en) | Method and apparatus for optimizing a train trip using signal information | |
US8473127B2 (en) | System, method and computer software code for optimizing train operations considering rail car parameters | |
US7974774B2 (en) | Trip optimization system and method for a vehicle | |
US9162690B2 (en) | System and method for controlling movement of vehicles | |
US8676410B2 (en) | System and method for pacing a plurality of powered systems traveling along a route | |
US9266542B2 (en) | System and method for optimized fuel efficiency and emission output of a diesel powered system | |
US20070225878A1 (en) | Trip optimization system and method for a train | |
WO2008073546A2 (en) | Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives | |
WO2008073547A2 (en) | Trip optimization system and method for a diesel powered system | |
AU2012261786A1 (en) | Trip optimization system and method for a train | |
AU2013206474A1 (en) | Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives | |
AU2016202936B2 (en) | Method and apparatus for optimizing railroad train operation for a train including multiple distributed-power locomotives | |
AU2007289022A9 (en) | Trip optimization system and method for a train |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: GENERAL ELECTRIC COMPANY, NEW YORK Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:KUMAR, AJITH K;SHAFFER, GLENN R;LAWRY, BRIAN D;AND OTHERS;REEL/FRAME:019443/0277;SIGNING DATES FROM 20070112 TO 20070117 |
|
AS | Assignment |
Owner name: ENERGY, U.S. DEPARTMENT OF, DISTRICT OF COLUMBIA Free format text: CONFIRMATORY LICENSE;ASSIGNOR:RESEARCH, GE GLOBAL;REEL/FRAME:021886/0956 Effective date: 20081103 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- AFTER EXAMINER'S ANSWER OR BOARD OF APPEALS DECISION |