WO2003097424A1 - System for improving timekeeping and saving energy on long-haul trains - Google Patents
System for improving timekeeping and saving energy on long-haul trains Download PDFInfo
- Publication number
- WO2003097424A1 WO2003097424A1 PCT/AU2003/000604 AU0300604W WO03097424A1 WO 2003097424 A1 WO2003097424 A1 WO 2003097424A1 AU 0300604 W AU0300604 W AU 0300604W WO 03097424 A1 WO03097424 A1 WO 03097424A1
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- Prior art keywords
- train
- speed
- journey
- optimal
- advice
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- 238000012544 monitoring process Methods 0.000 claims abstract description 5
- 238000000034 method Methods 0.000 abstract description 20
- 230000007423 decrease Effects 0.000 description 9
- 239000000446 fuel Substances 0.000 description 6
- 230000008859 change Effects 0.000 description 3
- 230000001172 regenerating effect Effects 0.000 description 3
- 230000003044 adaptive effect Effects 0.000 description 2
- 239000003245 coal Substances 0.000 description 2
- 230000003993 interaction Effects 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 239000002699 waste material Substances 0.000 description 2
- 238000012935 Averaging Methods 0.000 description 1
- 239000006227 byproduct Substances 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000000295 complement effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000008929 regeneration Effects 0.000 description 1
- 238000011069 regeneration method Methods 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
- 238000010561 standard procedure Methods 0.000 description 1
- 238000012549 training Methods 0.000 description 1
- 230000001131 transforming effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
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- B61L15/0058—
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- 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
Definitions
- TITLE SYSTEM FOR IMPROVING TIMEKEEPING AND SAVING ENERGY ON LONG-HAUL TRAINS
- This invention relates to a method and system for the operation of trains on a rail network, and has particular application in the context of long-haul rail networks.
- a train journey can be divided into segments between "targets", that is, locations on the route where the time and speed are specified.
- One strategy is a "speed-holding" strategy, where a constant speed is maintained, except where prevented by speed limits and steep gradients. In practice, of course, speed limits and steep gradients can disrupt a significant part of a journey. If an efficient journey for a given holding speed Fcan be determined then Fcan be adjusted to find the efficient journey that satisfies the journey time constraint; if the time taken is too long then Fis too low. In determining an appropriate holding speed it is possible to generate points on a cost-time curve for the journey.
- a journey with holding speed can be constructed as follows: 1. Ignoring speed limits and the initial and final speeds, construct a speed- holding journey with holding speed V. The speed of the train will vary with steep gradients.
- the present invention provides a method and system for determining driving advice for the operation of a train to assist in reducing the total energy used by the train. More particularly, the invention provides a method and system for monitoring the progress of a train on a long-haul network, calculating efficient control profiles for the train, and displaying driving advice to a train operator.
- the system calculates and provides driving advice that assists to keep the train on time and reduce the energy used by the train by: (i) monitoring the progress of a journey to determine the current location and speed of the train; (ii) estimating some parameters of a train performance model; (iii) calculating or selecting an energy-efficient driving strategy that will get the train to the next key location as close as possible to the desired time; and
- tasks (i) to (iv) are performed continually so that the driving advice automatically adjusts to compensate for any operational disturbances encountered by the train.
- the system of the present invention provides advice to drivers of long-haul trains to help them maintain correct schedules and minimise fuel consumption.
- the system comprises software for preparing journey data and an on-board computer for generating and displaying driving advice.
- the present invention has particular application for long-haul freight rail networks.
- Figure 1 shows a block diagram of the system according to a preferred embodiment of the present invention, illustrating the main data flows between various elements of the system;
- Figure 2 illustrates an optimal speed profile for a train over a fictitious section of track
- Figure 3 illustrates an optimal speed profile for a train over another fictitious section of track
- Figure 4 illustrates an optimal journey for a coal train
- Figure 5 shows the processing of precomputed speed profiles
- Figure 6 illustrates the system display which provides the train operator with driving advice.
- the present invention in one preferred form, provides a fully automatic system that monitors the progress of a train on a long-haul network, calculates efficient control profiles for the train, and displays driving advice to the train crew.
- the system works in conjunction with a dynamic rescheduling tool that coordinates interactions between various trains operating on the network.
- the system assists the crew of a long-haul train by calculating and providing driving advice that assists to keep the train on time and reduce the energy used by the train.
- the system performs four main tasks:
- train parameter estimation estimates some parameters of a train performance model
- journey optimisation calculates or selects an energy-efficient driving strategy that will get the train to the next key location as close as possible to the desired time
- advice generation generates and provides driving advice for the driver. These tasks are performed continually so that the driving advice automatically adjusts to compensate for any operational disturbances encountered by the train.
- the system includes: • data communications between on-board units and a central control system;
- the station estimation task processes observations from a GPS unit and the train controls to determine the location and speed of the train and the current control setting.
- Location is the position of the train on a given route, and is used to look up track gradient, curvature and speed limits.
- the state estimation task uses absolute and relative position data to determine the location of the train.
- Control setting is required for train parameter estimation, and for estimating the energy use of the train if direct measurement of energy use is not available.
- the train parameter estimation task estimates parameters of a train performance model from the sequence of observed journey states.
- the train model used by the in-cab system has the following train parameters: • train mass and mass distribution;
- the unknown parameters can be estimated using a Kalman filter.
- mass is to be estimated, the mass distribution is assumed to be uniform. If tractive effort is to be estimated it is assumed to take the form
- journey Optimisation The optimal j ourney profile between a given j ourney state and a target j ourney state is found by solving a set of differential equations for the motion of the train and an additional differential equation that determines the optimal control.
- the optimal journey profile specifies the time, speed and control at each location of the track between the current train location and the next target.
- Journey profiles can be precomputed or else calculated during the journey. If precomputed, several different journeys corresponding to different journey times are used on the train and the journey optimisation task then simply selects the precomputed profile that has the arrival time at the target closest to the desired arrival time. If we use distance travelled, x, as the independent variable then the journey trajectory is described by the state equations dt
- R ' are both increasing functions.
- This model is based on simple physics. It does not model the complexities of traction motors, braking systems, in-train forces or wheel-rail interations. Nor does it need to; in practice, the driving advice derived from this simple model is both realistic and effective.
- G is the real track force
- the motion of a point mass train on a track with track force G is equivalent to the motion of the long train on the real track.
- the force u is controlled by the driver, and satisfies the constraints F B (V) ⁇ u ⁇ F D (V) where F D (V) > 0 is the maximum drive force that can be achieved at speed v and F B (V) > 0 is the maximum braking force that can be achieved at speed v.
- the optimal control is founded by forming the Hamiltonian function
- ⁇ l
- Track intervals can be divided into four speed- dependent classes: (i) steep incline: if the maximum drive force is not sufficient to maintain the desired speed;
- the optimal strategy anticipates steep gradients by speeding up before a steep incline and slowing down before a steep decline.
- These differential equations are solved using a numerical method such as a Runge-Kutta method, h practice, however, the adjoint equation is unstable.
- To overcome this difficulty we instead search for a pair of adjacent adjoint trajectories that are lower and upper bounds for the true adjoint trajectory. The lower and upper bounds start close together, but the adjoint values eventually diverge. This does not matter while they are both indicating the same control mode, but as soon as one of the bounds indicates a control change we research at that location to find new adjacent bounds that extend the journey.
- the optimal journey trajectory can be constructed in this way as a sequence of trajectory segments between speed-holding phases, where speed holding can occur at the hold speed or at a speed limit. There are two ways a non-holding optimal trajectory segment can start:
- the lower bound for xo is the start of the hold phase.
- the upper bound for XQ depends on whether we are holding at the hold speed For at a speed limit. If we are holding at the hold speed Fthen the upper bound for XQ is the next location where either the track becomes steep or else the speed limit drops below V. If we are holding at a speed limit V ⁇ then the upper bound for Q is the next location where either the track becomes steep uphill or else the speed limit drops. If a steep decline is encountered during a speed limit phase then the brakes must be partially applied to hold the train at the speed limit.
- next trajectory segment will have start type 1.
- start type 2 with control coast, or else start type 1 with control drive.
- a numerical technique such as Brent's method can be used to find the hold speed that gives the desired arrival time.
- Advice Generation The advice generation task compares the current state of the train to the corresponding state on the optimal journey profile and then generates and displays advice for the train operator that will keep the train close to the optimal profile.
- Brake advice is given if braking is required to avoid exceeding a speed limit or a speed on the journey profile that has braking as the optimal control.
- Coast advice is given if:
- Hold advice is given if the speed of the train is near or above a holding speed indicated by the optimal journey profile.
- the speed to be held will be either a speed limit or the journey holding speed.
- Power advice is given if none of the other driving modes are appropriate. These decisions can be made without considering time because the optimal speed profile is automatically adjusted by the journey optimisation task to keep the train on time. For each type of trip, the optimisation software is used to calculate optimal speed profiles for six difference total journey times. Each profile is designed to minimise fuel consumption for the given journey time. As the time allowed for the journey decreases the minimum possible fuel consumption increases.
- the system uses a GPS unit to determine the position of the train. Given the speed and position of the train and the time remaining until the train is due at the next key location, the system selects the most appropriate of the precomputed profiles. Advice is generated to keep the train as close as possible to the selected profile. The crew will enter necessary information such as the arrival time at the next key location.
- the advice given to the driver will be one of: ⁇ Drive: drive using maximum power, subject to safety and train handling constraints; ⁇ Hold: vary the power to hold the indicated speed; or ⁇ Coast: set the power to zero subject to safety and train handling constraints. Note that the driver is responsible for braking.
- the system is able to work with pre-computed profiles because, in practice, if the control is changed too early or too late, switching between the difference precomputed profiles will automatically adjust future control changes to compensate. Energy savings can be achievable simply by demonstrating efficient control techniques to the train operator. Effective techniques can either be demonstrated onboard or by using simulations. However, because of the relationship between fuel consumption and journey time some form of on-board advice system is required to achieve the best possible fuel consumption, and is the reason why coasting boards by the side of the track do not work. For example, if a train is running slowly and behind schedule because of a head wind, and the driver coasts at the usual location, the train will end up even further behind schedule.
- the system of the present invention obtains maximum fuel savings without increasing running times because the system is an adaptive system based on optimal control theory.
- the system can adjust the driving strategy using the actual observed train performance. All systems that rely on pre-computed profiles must take into account the current state of the train with regard to location, time and speed. Any system of non-adaptive control will give unreliable advice when the train is not in the right place at the right time doing the right speed. Non-adaptive systems could possibly be used on Metropolitan railways with fixed timetables and identical trains or on tightly controlled networks with unit trains carrying consistent loads using dedicated track, but not on networks where the trains and timetables vary from day to day. EXAMPLE
- the length and mass distribution of a train can be used with a simple averaging procedure to transfo ⁇ n the track gradients and speed limits so that the motion of a point mass train on the transformed track corresponds to the motion of the real train on the real track.
- FIG. 1 shows an optimal journey segment on a fictitious section of track.
- the holding speed is 70km/h.
- the steep sections are each 1% grades.
- the optimal journey has the train coasting 2km before the start of the decline, and driving 500m before the start of the incline.
- the grey curve shows the adjoint variable used to determine the optimal control; it has been scaled and shifted to make it easier to see.
- steep grades are close together the co ⁇ ect switching sequence and switching points are more difficult to find, but they can be calculated using the adjoint equation.
- the steep sections are once again 1% grades.
- Figure 4 shows an optimal journey for a coal train.
- the hold speed is 70km/h.
- the elevation profile has been smoothed to compensate for the length and mass distribution of the train.
- the lighter shading indicates periods of coasting.
- the dark shading at the end of the journey indicates braking.
- the speed-holding strategy for long-haul trains is different to the drive-coast-brake strategy for suburban trains, but this is not so.
- the hold speed required to achieve the timetable on short journey sections is usually greater than the maximum speed that can be achieved before coasting and braking are required.
- the suburban drive-coast-brake strategy is simply a subset of the speed holding strategy used on longer journeys.
- the invention is designed to work on a train with optimisation working as a background task continually updating the optimal speed profile from the cu ⁇ ent state of the journey to the next target.
- Advice is provided from the result of comparing the cu ⁇ ent state to the optimal journey and generating appropriate control advice.
- Figure 5 shows the processing of precomputed speed profiles
- Figure 6 shows a typical advice task.
- the present invention at least in the prefe ⁇ ed form provides one or more of the following benefits:
Abstract
Description
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Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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AU2003229097A AU2003229097A1 (en) | 2002-05-20 | 2003-05-20 | System for improving timekeeping and saving energy on long-haul trains |
US10/515,946 US7822491B2 (en) | 2002-05-20 | 2003-05-20 | System for improving timekeeping and saving energy on long-haul trains |
CA2526940A CA2526940C (en) | 2002-05-20 | 2003-05-20 | System for improving timekeeping and saving energy on long-haul trains |
GB0426652A GB2405016B (en) | 2002-05-20 | 2003-05-20 | System for improving timekeeping and saving energy on long-haul trains |
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AUPS2411 | 2002-05-20 | ||
AUPS2411A AUPS241102A0 (en) | 2002-05-20 | 2002-05-20 | System for improving timekeeping and saving energy on long-haul trains |
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WO2003097424A1 true WO2003097424A1 (en) | 2003-11-27 |
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PCT/AU2003/000604 WO2003097424A1 (en) | 2002-05-20 | 2003-05-20 | System for improving timekeeping and saving energy on long-haul trains |
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US (1) | US7822491B2 (en) |
AU (1) | AUPS241102A0 (en) |
CA (1) | CA2526940C (en) |
GB (1) | GB2405016B (en) |
WO (1) | WO2003097424A1 (en) |
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EP1719687A3 (en) * | 2005-05-02 | 2007-07-25 | DB Systems GmbH | Precise determination of travel time of rail vehicles |
US20070225878A1 (en) * | 2006-03-20 | 2007-09-27 | Kumar Ajith K | Trip optimization system and method for a train |
WO2007111768A2 (en) | 2006-03-20 | 2007-10-04 | General Electric Company | Trip optimization system and method for a train |
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US7822491B2 (en) | 2010-10-26 |
US20060200437A1 (en) | 2006-09-07 |
GB2405016A (en) | 2005-02-16 |
GB0426652D0 (en) | 2005-01-05 |
CA2526940A1 (en) | 2003-11-27 |
AUPS241102A0 (en) | 2002-06-13 |
GB2405016B (en) | 2006-07-26 |
CA2526940C (en) | 2014-07-08 |
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