Adaptive train model
AssigneeGE Harris Railway Electronics, LLC
InventorJohn Belcea
Life of this patent
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Abstract
An adaptive train model (ATM) for predicting train consist reactions to specific stimuli using a system including at least one measurement sensor located on the train consist, a data base, and a computer. The ATM collects sensor data as the consist is moving, determines a consist force balance utilizing the sensor data and the computer, determines a set of consist coefficients using the computer, and predicts train consist kinetic characteristic values using the consist force balance and the set of consist coefficients.
Claims43
A method for predicting train consist reactions to specific stimuli using a system including at least one measurement sensor located on a train consist, a data base, and a computer, the train consist including at least one locomotive and at least one railcar, said method comprising the steps of:
- collecting sensor data as the consist is moving;
- determining a consist force balance utilizing the sensor data and the computer;
- determining a set of consist coefficients using the computer;
- and
- predicting train consist kinetic characteristic values using the consist force balance and the set of consist coefficients including:
- determining an acceleration prediction;
- determining a speed after one minute prediction using the acceleration prediction;
- and
- determining a shortest braking distance prediction using the acceleration prediction.
A system for predicting reactions of a train consist to specific stimuli, said system comprising at least one measurement sensor located on the train consist, a data base, and a computer, the train consist comprising at least one locomotive and at least one railcar, said system configured to:
- collect sensor data as the consist is moving;
- determine a consist force balance utilizing the sensor data and said computer;
- determine a set of consist coefficients using said computer;
- and
- predict train consist kinetic characteristic values using the consist force balance and the set of consist coefficients wherein the system is configured to:
- determine an acceleration prediction;
- determine a speed after one minute prediction using said acceleration prediction;
- and
- determine a shortest braking distance prediction using said acceleration prediction.
A method for determining a force balance for a train consist using a system including at least one measurement sensor located on the train consist, a data base, and a computer, the train consist including at least one locomotive and at least one railcar, the railcar including at least one brake shoe, said method comprising the steps of:
- monitoring a force applied to the consist utilizing the at least one measurement sensor;
- generating force data with respect to the force applied;
- communicating the force data to the computer;
- determining rolling forces according to the equation F(rf)=M(Kr+Krvv(t)),
- determining aerodynamic forces according to the equation F(af)=Kav(t)2,
- determining elevation caused forces according to the equation F(ef)=M(Ke1E1(t)+Ke2E2(t)+Ke3E3(t)+Ke4E4(t)),
- determining braking forces caused by direction changes according to the equation F(dbf)=M(KpCp(t)+K1C1(t));
- determining consist brake forces caused by application of the at least one brake shoe according to the equation F(baf)=Kb1B1(t)+Kb2B2(t)+Kb3B3(t)+Kb4B4(t);
- determining brake application dragging force using a fast building pressure model according to the equation:
- Bff=min(0,max(1,(T+3.86950758*T2+0.23164628*T3)/(16367.9101+111.652789*T+27.61345048*T2−0.0026229*T3)))Bcf;
- determining brake application dragging force using a slow building pressure model according to the equation:
- Bfs=min(0,max(1,(Ts+2.00986206*Ts2+0.81412194*Ts3)/(0.00067603+169.361303*Ts+8.95254599*Ts2+0.58477705*Ts3);
- determining brake release using a fast release model according to the equation:
- Rff=min(0,max(1,(t+3.86950758*t2+0.23164628*t3)/(16367.9101+111.652789*t+27.61345048*t2−0.0026229*t3)))Bcf,
- determining brake release using a slow release model according to the equation:
- Rfs=min(0,max(1,(t+2.00986206*t2+0.81412194*t3)/(0.00067603+169.361303*t+8.95254599*t2+0.58477705*t3)))Bcs
- determining dynamic brake force according to the equation F(dbf)=KdD(t),
- determining traction force;
- and
- determining a final solution according to the equation:
- F(t)=M(Kr+Krvv(t))+Kav(t)2+
- MKe1E1(t)+MKe2E2(t)+MKe3E3(t)+MKe4E4(t)+
- MKpCp(t)+MK1C1(t)+
- Kb1B1(t)+Kb2B2(t)+Kb3B3(t)+Kb4B4(t)+
- Kr1R1(t)+Kr2R2(t)+Kr3R3(t)+Kr4R4(t)+KdD(t)+KtT(t)
- wherein
- F(rf) relates to the rolling forces of the train;
- M is the total train mass;
- Kr is the corrective factor for friction of the train;
- Krv is the dynamic corrective factor for friction of the train;
- v(t) is the speed of the train as a function of time;
- F(af) relates to the aerodynamic forces of the train;
- Ka is the corrective factor for the effect of the aerodynamic friction;
- F(ef) relates to the elevation caused forces of the train;
- Ke1 is the corrective factor for the effect of the elevation change on a first segment of the train;
- E1(t) is the elevation function relating to the first segment;
- Ke2 is the corrective factor for the effect of the elevation change on a second segment of the train;
- E2(t) is the elevation function relating to the second segment;
- Ke3 is the corrective factor for the effect of the elevation change on a third segment of the train;
- E3(t) is an elevation function relating to the third segment;
- Ke4 is the corrective factor for the effect of the elevation change on a fourth segment of the train;
- E4(t) is an elevation function relating to the fourth segment;
- F(dbf) relates to the dynamic braking force of the train;
- Kp is the corrective factor for the weight increase of the train;
- Cp(t) is the braking effect caused by the weight increase;
- K1 is the corrective factor for the effect of the lateral friction of the train;
- C1(t) is the braking effect caused by the lateral friction;
- F(baf) relates to the applied braking forces of the train;
- Kb1 is the brake function coefficient relating to a first segment of the train;
- B1(t) is the brake function relating to the first segment;
- Kb2 is the brake function coefficient relating to a second segment of the train;
- B2(t) is the brake function relating to the second segment;
- Kb3 is the brake function coefficient relating to a third segment of the train;
- B3(t) is the brake function relating to the third segment;
- Kb4 is the brake function coefficient relating to a fourth segment of the train;
- B4(t) is the brake function relating to the fourth segment;
- Bff is the braking force of the train for fast building pressure;
- T is the traction force of the train;
- Bcf is the brake cylinder force of the train;
- Bfs is the braking force of the train for slow building pressure;
- Ts is the traction force for the slow building pressure;
- Bcs is the brake cylinder force of the train;
- Rff relates to the fast release force of the train;
- t is the time;
- Rfs relates to the slow release force of the train;
- F(dbf) relates to the dynamic brake force;
- Kd is the corrective factor for the effect of the dynamic brake application;
- D(t) is the dynamic brake force of the train;
- F(t) is the force balance of the train;
- Kr1 is the corrective factor for friction in the first segment of the train;
- R1(t) is the release function of the first segment;
- Kr2 is the corrective factor for friction in the second segment of the train;
- R2(t) is the release function of the second segment;
- Kr3 is the corrective factor for friction in the third segment of the train;
- R3(t) is the release function of the third segment;
- Kr4 is the corrective factor for friction in the fourth segment of the train;
- R4(t) is the release function of the fourth segment;
- and
- Kd is the corrective factor for the effect of the dynamic brake application.
Dependencies are inferred from the claim text.