U.S. patent application number 10/366436 was filed with the patent office on 2003-09-25 for remotely controlled locomotive car-kicking control.
Invention is credited to Kraeling, Mark Bradshaw, Leary, Thomas Charles, Peltz, David Michael, Staton, Brian Lee, Teeter, David Carroll.
Application Number | 20030178534 10/366436 |
Document ID | / |
Family ID | 28045535 |
Filed Date | 2003-09-25 |
United States Patent
Application |
20030178534 |
Kind Code |
A1 |
Peltz, David Michael ; et
al. |
September 25, 2003 |
Remotely controlled locomotive car-kicking control
Abstract
A remote control system and method for the remote control
operation of a locomotive in the performance of a car-kicking
sequence comprising a control unit, a remote control unit and a
processor in communication with the locomotive onboard operating
system. An operator interface of the operator control unit includes
an input mechanism for inputting a command associated with at least
one predetermined car-kicking sequence. The operator control unit
generates a signal to the onboard operator's system indicative of
the instruction to perform the car-kicking sequence. The processor
is able to access a set of stored instructions for performing the
car-kicking sequence.
Inventors: |
Peltz, David Michael;
(Melbourne, FL) ; Leary, Thomas Charles;
(Papillion, NE) ; Kraeling, Mark Bradshaw;
(Melbourne, FL) ; Staton, Brian Lee; (Palm Bay,
FL) ; Teeter, David Carroll; (Satellite Beach,
FL) |
Correspondence
Address: |
Beusse Brownlee Bowdoin & Wolter, P.A.
Suite 2500
390 North Orange Avenue
Orlando
FL
32801
US
|
Family ID: |
28045535 |
Appl. No.: |
10/366436 |
Filed: |
February 13, 2003 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60365572 |
Mar 19, 2002 |
|
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Current U.S.
Class: |
246/187A |
Current CPC
Class: |
B61L 17/00 20130101;
B61L 3/127 20130101 |
Class at
Publication: |
246/187.00A |
International
Class: |
B61L 003/00 |
Claims
We claim as our invention:
1. A remote control system for controlling the movement of a
locomotive having an onboard operating system, said remote control
system comprising: (a) a portable control unit, having an operator
interface for inputting at least one command associated with
movement of the locomotive; (b) said operator interface comprising
an input mechanism mounted on the portable control unit and for
inputting at least one command associated with a predetermined
car-kicking sequence of the locomotive; (c) said portable control
unit generating a signal responsive to said command and indicative
of said car-kicking sequence for said locomotive; (d) a remote
control unit, interfaced with an operating system on the
locomotive, for receiving said signal; (e) a processor, in
communication with said remote control unit and said locomotive
operating system, for accessing a set of stored instructions
associated with said car-kicking sequence, responsive to said
signal and for controlling the movement of the locomotive in
accordance with said car-kicking sequence.
2. The remote control system of claim 1 wherein said operator
interface includes an operations mode indicator for selecting
different modes of operation of the locomotive including a mode in
which said portable control unit generates the signal indicative of
the car-kicking sequence of the locomotive.
3. The remote control system of claim 1 wherein said command
corresponds to an instruction for the locomotive to initiate a
predetermined locomotive deceleration sequence.
4. The remote control system of claim 1 wherein said command
corresponds to an instruction for the locomotive to initiate a
predetermined locomotive acceleration sequence.
5. The remote control system of claim 1 wherein the input mechanism
is actuated to a first position for generating a first signal
representative of an instruction for a predetermined locomotive
acceleration sequence, and said switch is actuated to a second
position for generating a second signal representative of a
predetermined locomotive deceleration sequence associated with said
predetermined car-kicking sequence.
6. The remote control system of claim 1 wherein said switch is a
finger-operated trigger switch.
7. The remote control system of claim 1 wherein said switch
comprises a latch for selectively preventing the movement of the
switch from a first position to a second position when the latch is
in a locked position.
8. The remote control system of claim 8 wherein said switch further
comprises a spring return for returning the switch from the second
position to the first position and for returning the latch to the
locked position.
9. The remote control system of claim 1 wherein the switch is
operable by one hand of an operator.
10. A method for performing a remote control car-kicking operation
with a locomotive and railcars by a single operator, the method
comprising the steps of: (a) providing a remotely controllable
locomotive for attachment to and detachment from railcars, and said
locomotive having an onboard operating system; (b) providing an
operator control unit operable to remotely control the movement of
the locomotive responsive to commands input into said operator
control unit by said operator; (c) storing a set of instructions,
associated with a predetermined car-kicking sequence, in
communication with the locomotive onboard operating system for
controlling movement of the locomotive; (d) providing a processor
in communication with said operator control unit, said locomotive
onboard operating system and said stored set of instructions; (e)
said operator inputting a command into the operator control unit
associated with said predetermined car-kicking sequence; (f)
generating a signal responsive to said command, and representative
of said predetermined car-kicking sequence, for receipt by said
processor; and, (g) processing said signal for said locomotive to
perform at least one instruction in accordance with said
predetermined car-kicking sequence.
11. The method of claim 10 comprising the step of remotely
accelerating the locomotive to a predetermined target speed
responsive to inputting said command associated with the
predetermined car-kicking sequence and then said operator pulling a
coupling pin from between adjacent railcars after the locomotive
has reached said target speed.
12. The method of claim 11 comprising the step of said operator
remotely decelerating the speed of the locomotive responsive to
inputting said command associated with said predetermined
car-kicking sequence after the operator has pulled the coupling
pin.
13. The method of claim 10 comprising the step remotely
accelerating the locomotive to a predetermined target speed
responsive to inputting a command controlling the speed of the
locomotive, said operator pulling the coupling pin after the
locomotive reaches said target speed, and remotely decelerating the
locomotive responsive to inputting said command associated with
said predetermined car-kicking sequence.
Description
[0001] Applicant herein claims priority to the Provisional Patent
Application, U.S. Serial No. 60/279,650, filed Mar. 29, 2001.
FIELD OF THE INVENTION
[0002] This invention relates generally to the field of rail
transportation, and more particularly, to the remote control of a
railroad locomotive during a railcar-kicking operation.
BACKGROUND OF THE INVENTION
[0003] The operation of a railroad involves the coupling and
uncoupling of individual railcars and/or groups of railcars to one
or more locomotives to form predetermined trains for specific
hauling routes. "Car-kicking" is a method of breaking apart an
existing train at a predetermined location in the string of
railcars. Car-kicking is used at industrial sites, or in railcar
classification yards, where a conventional hump/automatic retarder
classification system is not available. The kicking operation
typically requires a very skilled locomotive operator, ground
operator and switchman to work in close coordination to safely and
properly separate the train using this method.
[0004] The locomotive accelerates the railcars to be kicked to a
desired speed and toward aligned switches. When the cars are
moving, or when the desired speed is achieved, a man on the ground
pulls the coupling pin from between adjacent railcars where the
train will be broken. The locomotive engineer knows through
experience when to decelerate the locomotive and quickly throttles
down the locomotive and applies hard braking. The ensuing rapid
deceleration of the locomotive sends a run-out wave down the train,
causing the cars still coupled to the locomotive to decelerate,
while the uncoupled cars continue to roll toward the desired track
through the aligned switches.
[0005] Both the ground operator and locomotive engineer know which
cars are to "kick" off of the train. The locomotive engineer may
consider a number of parameters such as the number of cars to be
"kicked", the weight of each car and the distance the cars are to
be kicked from the locomotive, in order to time the deceleration of
the locomotive so the uncoupled cars have sufficient momentum to
roll through the repositioned switches and for a sufficient
distance onto the side rail. Once the run-out wave has been sent,
the locomotive operator must quickly decrease, or release, the
brakes to prevent sliding of the locomotive wheels that could cause
wheel damage. If several railcars or groups of cars are to be sent
to other tracks in the classification yard, or industrial sidings,
the ground man will call for another "shove" from the locomotive
while the switchman repositions track switches to align the next
set of uncoupled cars to roll onto another track.
[0006] It is known to remotely control a locomotive using a
handheld operator control unit (OCU) that is in radio communication
with associated remotely controlled equipment onboard the
locomotive. Such units are often used for switching operations.
Canac, Inc. of Montreal, Canada, sells one such locomotive radio
control system under the trademark Beltpack. Despite the
capabilities of remote operation of a locomotive, car-kicking
operations often still require different operators to pull coupling
pins and control the movement of the locomotive, due in part
because current locomotive remote control systems do not facilitate
the rapid and complex actions that a single operator would have to
perform. There are too many controls on an operator remote control
unit that require manipulation by both hands of the remote control
operator to allow that same person to assume the function of
pulling the coupling pin and controlling the locomotive in a safe
and effective manner.
BRIEF SUMMARY OF THE INVENTION
[0007] A locomotive remote control system interfaced with a
locomotive onboard operating system is described herein enables a
ground operator to effectively perform both the functions of
controlling the movement of a locomotive performing a car-kicking
sequence and pulling a coupling pin from between adjacent railcars.
The remote control system described herein may comprise a portable
control unit having an operator interface for inputting commands
associated with movement of the locomotive, wherein the operator
interface comprises an input mechanism mounted on the portable
control unit for inputting at least one command associated with a
predetermined car-kicking sequence for the locomotive. The portable
control unit generates a command signal responsive to the input
command and indicative of the car-kicking sequence for the
locomotive. The remote control system also comprises an on-board
remote control unit, interfaced with the locomotive onboard
operating system, for receiving the signal. A processor is placed
in communication with the remote control unit and the locomotive
operating system and accesses a set of stored instructions for
performing the car-kicking sequence responsive to the signal and
for controlling the movement in accordance with the car-kicking
sequence. The input mechanism is located on the operator control
unit so an operator may manipulate the input mechanism with one
hand and frees the operator's other hand for pulling a
railcar-coupling pin.
[0008] A method of performing a remote controlled car-kicking
operation with a locomotive and railcars is described herein as
comprising the steps of providing a remote control operator unit to
control movement of the locomotive responsive to a command input
into said control unit; storing a set of instructions associated
with a predetermined car-kicking sequence for the interfaced with
the locomotive onboard operating system, for receiving the signal.
A processor is placed in communication with the remote control unit
and the locomotive operating system and accesses a set of stored
instructions for performing the car-kicking sequence responsive to
the signal and for controlling the movement in accordance with the
car-kicking sequence. The input mechanism is located on the
operator control unit so an operator may manipulate the input
mechanism with one hand and frees the operator's other hand for
pulling a railcar-coupling pin.
[0009] A method of performing a remote controlled car-kicking
operation with a locomotive and railcars is described herein as
comprising the steps of providing a remote control operator unit to
control movement of the locomotive responsive to a command input
into said control unit; storing a set of instructions associated
with a predetermined car-kicking sequence for the operation of the
locomotive; generating a signal responsive to the command input and
indicative of the predetermined car-kicking sequence; and,
processing the signal to perform at least one instruction in
accordance with the predetermined car-kicking sequence. As the
locomotive performs the car-kicking sequence in accordance with the
set of stored instructions, the ground operator is free to
effectively perform the function of pulling the coupling pin,
because the ground operator is not occupied with the manipulation
of various input mechanisms to control movement of the locomotive.
Performing the car-kicking sequence in accordance with the set of
stored instructions in this manner is also advantageous when a
second person is used for pin pulling but the locomotive operator
is a novice. The locomotive operator does not require years of
experience to perform highly effective car-kicking, because the
car-kicking sequence is optimized.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is a schematic illustration of a locomotive remote
control system.
[0011] FIG. 2 is a rear perspective view of an operator control
unit, with a trigger input mechanism.
[0012] FIG. 3 is a front perspective view of an operator control
unit with a lever input mechanism.
[0013] FIG. 4 is a flow chart for the remote control operation of a
car-kicking sequence operation of a locomotive.
DETAILED DESCRIPTION OF THE INVENTION
[0014] With respect to FIG. 1, a locomotive remote control system
10 is schematically illustrated with a ground operator 12, for the
remote control operation of a locomotive 13 to complete a
car-kicking sequence. The term car-kicking sequence, as used
herein, includes any one or more operations performed by the
locomotive such as acceleration and deceleration, and the
corresponding functions such as braking, sanding, speed, as
necessary to complete a car-kicking sequence. The remote control
system 10 shown in FIG. 1 includes a portable operator controlled
unit (OCU) 11 that is hand-held by an operator 12 on the ground,
and a remote control unit 14 on the locomotive 13, which is
interfaced with a locomotive onboard operating system 15. The
operating control unit 11 includes an operator interface 16 that
comprises a plurality of input mechanisms such as switches,
keyboard, touch-sensitive screens, buttons, levers, dials or
voice-activated devices for inputting commands for the operation of
the locomotive. The term input mechanism or switch as used herein
includes any one of such input mechanisms or any other such
mechanism that one skilled in the art would appreciate may be used
with such a remote control system 10.
[0015] Input may include, but is not limited to, commands
controlling the speed, direction, braking, sanding and/or direction
for the operation of the locomotive. For example the interface 16
includes input command mechanisms for speed 17, direction 18,
brakes 19 and a car-kicking switch 20. The interface 16 may include
other input commands for horns, safety lights and/or headlights
that are not shown in FIG. 1.
[0016] The operating control unit 11 is equipped with a transmitter
22 for transmission of a signal 21 in response to, and indicative
of, an input command. The transmitter 22 may send a radio frequency
transmission to the remote control unit 14, which incorporates a
receiver 23 for detecting and receiving the command signal 21,
which is then interpreted by processor 24. The processor 24, or
processing means, is interfaced with the remote control unit 14 and
the locomotive on-board operating system 15 for the operation of
the locomotive 13. The processor 24 may be incorporated in the
remote control unit 14 or the locomotive onboard operating system
15, interprets the signal 21 and generates a digital output
representative of the input command that controls movement of the
locomotive through the onboard operating system 15.
[0017] In an exemplary embodiment of the present invention, the
interface 16 includes a switch 20 for inputting at least one
command associated with a predetermined car-kicking sequence of the
locomotive 13. The transmitter 22 generates a signal 25 indicative
of the car-kicking input command. The car-kicking sequence is
predetermined in the sense that parameter data with respect to the
car-kicking sequence is stored in the remote unit control unit 14,
processor 24 and/or locomotive operating system 15. The parameter
data may correspond to such car-kicking function a target
locomotive speed, a maximum and/or minimum time period for
maintaining the target speed, brake pressure, a maximum and/or
minimum time period for applying brake pressure, weight of the cars
to be cut, grade of the tracks, etc. The parameter data related to
car-kicking sequence may be manually input, or up-loaded on a
periodic or real-time basis through a radio link to the remote
control unit 14.
[0018] The processor 24 translates/interprets the signal 25, and
generates an output including at least a portion of the
instructions 26 in accordance with the predetermined car-kicking
sequence. The stored instructions 26 may include an algorithm
associated with an acceleration sequence and/or deceleration
sequence necessary to perform a car-kicking sequence. For example,
the algorithm may include instructions to accelerate the locomotive
13 in reverse to a target speed of 6 miles per hour and/or apply
brakes at a pressure of 70 psi until the locomotive reaches 3 miles
per hour, after which the brakes would be "featered-off" to 20 psi
until the locomotive comes to a stop.
[0019] The switch 20 may be actuated to one or more positions for
inputting a car-kicking command associated with each position. In
an exemplary embodiment shown in FIG. 2, the switch 20 is
positioned on the operator control unit 11 so the operator may
control movement of the locomotive 13 during a car-kicking sequence
using one hand, and pull a coupling pin (not shown) to separate
railcars. The operator control unit 11, shown in FIG. 2, is a
typical portable unit that may be strapped to the waist of an
operator. The switch 20 takes the form of a trigger-switch mounted
a grip input mechanism 28, which may be actuated to control the
speed of the locomotive 13. In addition, a mode indicator 27, for
identifying different modes of operation of the locomotive 13 is
mounted on the operator control unit 11, and includes a car-kicking
mode 27A. The operator control unit 11 also includes the typical
command input mechanisms to control the functions of the locomotive
13, such as speed, direction, braking, lights, horns, sanding
etc.
[0020] When an operator 12 sets the mode indicator 27 to a
car-kicking mode 27A, the switch 20 is "hot" or active. The
operator 12 actuates the switch 20, and the operator control unit
11 generates a signal that is transmitted to the remote control
unit 14 and processor 24, that a car-kicking sequence command is
impending. The operator control unit 11 preferably includes an
audio or visual indicator to notify the operator that the switch 20
is armed. The receiver 23 of the remote control unit 14 may be a
transceiver for transmission of a responsive actuation of the
switch 20 to display the activation of the switch 20 by indicator
28.
[0021] The typical input commands are used to accelerate the
locomotive 13 in a desired direction, and to a target speed. When
the locomotive 13 is at or near the desired speed, the operator 12
pulls the coupling pin. Immediately before or after, or while the
operator 12 pulls the coupling pin, the operator 12 releases the
switch 20 and the operator control unit 11 generates the signal 25
indicative of the predetermined car-kicking sequence. In the
exemplary embodiment, the car-kicking sequence includes a sequence
of functions performed by the onboard operating system 15 to
decelerate the locomotive 13 to a predetermined target speed or to
a stop. Preferably, when the switch 20 is actuated to input the
command, the car-kicking sequence overrides any manual control of
the movement of the locomotive 13. After the locomotive 13 stops or
decelerates to the target speed, the switch 20 is automatically
deactivated, or manually deactivated when the operator adjusts the
mode indicator 27 from the car-kicking mode 27A.
[0022] As noted above, the instructions may preferably be stored
within a memory component of the processor 24, which is interfaced
with the onboard operating system 15. An operator 12 may adapt the
instructions 26 in accordance with varying weather conditions or
features of a particular switching yard. In addition, the operator
12 may adapt the instructions 26 according to the operation of a
particular locomotive 13 in a particular switching yard and/or
under particular whether conditions. In order to minimize the
activity of the ground operator 12, the operator control unit 11
and operator interface 16 may include an instruction display mode
and input mechanism to display a list of instructions 26 for each
of a variety of conditions, and input a selected instruction.
[0023] A second exemplary embodiment automates the acceleration and
deceleration of the locomotive target speed to perform a
predetermined car-kicking sequence. Accordingly, the stored
instructions 26 control a sequence of locomotive 13 operations to
accelerate the locomotive 13 to a target speed prior to
decelerating the locomotive 13, by braking (including
brake-reduction) and sanding. The switch 20 is actuable between two
positions including a first position associated with an
acceleration operating sequence of the locomotive, and a second
position associated with a deceleration operating sequence of the
locomotive. As shown in FIG. 3, the switch 20, takes the form of a
spring-loaded lever that is actuated in an up/down, side-to-side or
forward/reverse direction. A latch 30 is preferably mounted on the
operator control unit 11, to prevent the inadvertent actuation of
the switch 20. In addition, the spring-loaded characteristic allows
the automatic release of the switch 20 to a second position 32,
after the operator releases the switch from its depressed first
position 31.
[0024] The remote control operation of the locomotive 13 may follow
the steps as described herein and shown in FIG. 4. Prior to
initiating a car-kicking sequence, the operator 12 may input data
necessary for performance of the set of instructions 26 for the
operation of the locomotive 13. For example, an operator 12 may
input a maximum speed and a maximum continuous braking application.
As described above, the interface 16 of the operator control unit
11 may include a mode indicator 27 that enables the operator
control unit 11 to initiate the car-kicking sequence; however, the
mode indicator 27 is not required for the operation of the present
invention. When the mode is set for car-kicking 27A, the enable
buttons 17-19 are deactivated, and the locomotive 13 brakes remain
applied until the following command to initiate the car-kicking
sequence.
[0025] As set forth in steps 34 and 35, when the operator 12 is
ready to initiate the car-kicking sequence, the switch 20 is
unlatched and actuated to a first position 31 to input a command,
and the operator control unit 11 generates a first signal 36
indicative of a predetermined acceleration sequence command. The
predetermined acceleration sequence may comprise the algorithm or
set of instructions 26 associated with acceleration of the
locomotive to a target speed within a determined time period. When
the switch 20 is actuated to a first position 31, the first signal
36 is received by the remote control unit 14 and transmitted to the
processor 24, which analyzes the signal and produces the digital
output indicative of the acceleration sequence. For example, the
locomotive 13 and locomotive operating system 15 may respond to the
signal output and instructions 26 by: 1) releasing the brakes; 2)
throttle up to setting II for a predetermined time period to reach
a target speed of 6 mph; and, 3) throttle back to maintain a
predetermined target speed. Typically, the target speed is never
reached, but with this procedure avoids exceeding the target
speed.
[0026] The input mechanisms, including the brake 19, speed 17,
direction 18, etc. are enabled, or activated, when the car-kicking
switch 20 is activated, or when the mode indicator 27 is set for
the car-kicking mode 27A, as described above. By enabling the input
mechanisms, the operator may override the predetermined car-kicking
sequence if necessary.
[0027] When the locomotive 13 has reached the target speed, the
operator 12 can pull the coupling pin to ready the locomotive 13
for a kick as set forth in step 39. The operator 12 will release,
or actuate, the switch 20 to a second position 32 to input a second
command associated with the car-kicking sequence. The operator
control unit 11 generates a second signal 41 that is indicative of
a sequence of functions for decelerating the locomotive 13. The
sequence of functions are effected when the remote control unit 14
receives the second signal 41, and the processor 24 interprets the
signal 41, and generates a digital output indicative of the set of
stored instructions 26 for the deceleration of the locomotive, as
set forth in step 42. For example the instructions may include the
following commands: 1) adjust the throttle to an idle position; 2)
apply brakes at predetermined rate (e.g., 70 psi) for a
predetermined time (e.g., 30 seconds); and, 4) after the
predetermined time for application of the brakes has elapsed,
reduce the brake cylinder pressure to 20 psi.
[0028] The car-kicking sequence is completed, with the railcars
having been kicked from the train. If the operator 12 desires to
initiate another car-kicking sequence, the locomotive is
repositioned using the necessary input mechanisms and the switch 20
is unlatched for actuation and initiation of another car-kicking
sequence. In this described manner, the remote control operator
unit 11 is capable of generating signals for the remote control
operation of the locomotive 13 car-kicking sequence. Accordingly,
the ground operator 12 is able to operate the locomotive 13 without
the assistance of a locomotive engineer or a second ground
operator.
[0029] The present invention is not limited by the specific
commands, instructions, sequence of functions and/or parameters as
described above to affect a car-kicking sequence. The foregoing may
vary according to changes in weather conditions, different
switching yards and/or different locomotives. The embodiments
described above have been provided by way of example to describe
the use of a remote control system 10 and operator control unit 11
capable of generating a signal indicative of a car-kicking signal,
and the elements necessary to receive and process the signal for
the locomotive to complete the car-kicking sequence.
[0030] While the invention has been described in what is presently
considered to be a preferred embodiment, many variations and
modifications will become apparent to those skilled in the art.
Accordingly, it is intended that the invention not be limited to
the specific illustrative embodiment but be interpreted within the
full spirit and scope of the appended claims.
* * * * *