U.S. patent application number 14/499351 was filed with the patent office on 2016-03-31 for vehicle control system and method.
The applicant listed for this patent is GENERAL ELECTRIC COMPANY. Invention is credited to Jared Klineman Cooper, Thomas Cyr, David Allen Eldredge, Jay Milton Evans, Steven Andrew Kellner, David Kirchner, Robert Carmen Palanti, William Cherrick Schoonmaker, Eugene Smith, Kristopher Ryan Smith, Frank Wawrzyniak, Thomas Woodbridge.
Application Number | 20160090112 14/499351 |
Document ID | / |
Family ID | 55583638 |
Filed Date | 2016-03-31 |
United States Patent
Application |
20160090112 |
Kind Code |
A1 |
Smith; Eugene ; et
al. |
March 31, 2016 |
VEHICLE CONTROL SYSTEM AND METHOD
Abstract
A system and method for controlling a vehicle system control
movement of the vehicle system along a route. The vehicle system
includes one or more propulsion-generating vehicles. A
propulsion-generating helper vehicle is temporarily added to the
vehicle system such that the helper vehicle increases one or more
of an amount of tractive force or an amount of braking effort
generated by the vehicle system. The helper vehicle may be added
during movement of the vehicle system. The system and method may
add the helper vehicle without de-linking the propulsion-generating
vehicles in the vehicle system from each other. The system and
method optionally may control movement of the propulsion-generating
vehicles and the helper vehicle according to a trip plan that
designates operational settings as a function of at least one of
time or distance along the route.
Inventors: |
Smith; Eugene; (Melbourne,
FL) ; Kellner; Steven Andrew; (Melbourne, FL)
; Palanti; Robert Carmen; (Melbourne, FL) ; Evans;
Jay Milton; (Melbourne, FL) ; Smith; Kristopher
Ryan; (Melbourne, FL) ; Wawrzyniak; Frank;
(Melbourne, FL) ; Cyr; Thomas; (Melbourne, FL)
; Woodbridge; Thomas; (Melbourne, FL) ; Eldredge;
David Allen; (Melbourne, FL) ; Schoonmaker; William
Cherrick; (Melbourne, FL) ; Cooper; Jared
Klineman; (Melbourne, FL) ; Kirchner; David;
(Melbourne, FL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
GENERAL ELECTRIC COMPANY |
Schenectady |
NY |
US |
|
|
Family ID: |
55583638 |
Appl. No.: |
14/499351 |
Filed: |
September 29, 2014 |
Current U.S.
Class: |
701/20 |
Current CPC
Class: |
B61L 15/0072 20130101;
B61C 17/12 20130101; B61L 23/34 20130101; B61L 25/02 20130101; B61L
15/0036 20130101; B61L 3/127 20130101; B61L 15/0027 20130101; B61L
15/0018 20130101 |
International
Class: |
B61L 23/00 20060101
B61L023/00; B61L 25/02 20060101 B61L025/02; B61L 15/00 20060101
B61L015/00 |
Claims
1. A method comprising: controlling movement of a vehicle system
having one or more propulsion-generating vehicles along a route;
and temporarily adding a propulsion-generating helper vehicle to
the vehicle system such that the helper vehicle increases one or
more of an amount of tractive force or an amount of braking effort
generated by the vehicle system.
2. The method of claim 1, wherein the propulsion-generating helper
vehicle is added to the vehicle system during the movement of the
vehicle system along the route.
3. The method of claim 1, wherein the one or more
propulsion-generating vehicles includes a lead
propulsion-generating vehicle and at least one remote
propulsion-generating vehicle, further comprising: communicatively
linking the lead propulsion-generating vehicle with the at least
one remote propulsion-generating vehicle such that the lead
propulsion-generating vehicle can remotely control movement of the
at least one remote propulsion-generating vehicle; and
communicatively linking the lead propulsion-generating vehicle with
the helper vehicle such that the lead propulsion-generating vehicle
can remotely control movement of the helper vehicle without
terminating a communication link between the lead
propulsion-generating vehicle and the at least one remote
propulsion-generating vehicle.
4. The method of claim 1, wherein temporarily adding the helper
vehicle includes mechanically coupling the helper vehicle to the
vehicle system without fluidly coupling a brake system of the
helper vehicle with a brake system of the vehicle system.
5. The method of claim 1, wherein the helper vehicle is manually
controlled by an onboard operator, and further comprising:
establishing a communication link between at least one of the one
or more propulsion-generating vehicles and the helper vehicle
responsive to a throttle setting of the helper vehicle being
reduced; and remotely increasing the throttle setting of the helper
vehicle from the at least one of the one or more
propulsion-generating vehicles via the communication link.
6. The method of claim 1, further comprising controlling movement
of the vehicle system according to a trip plan that designates
operational settings of the vehicle system as a function of one or
more of time or distance along the route.
7. The method of claim 6, further comprising one or more of:
revising the trip plan based at least in part on addition of the
helper vehicle to the vehicle system; or automatically controlling
the vehicle system according to the trip plan prior to adding the
helper vehicle to the vehicle system and switching to manual
control of the vehicle system responsive to the helper vehicle
being added to the vehicle system.
8. The method of claim 6, wherein controlling the movement of the
vehicle system and the helper vehicle includes automatically
controlling the vehicle system according to the trip plan and
communicating control signals to the helper vehicle to control the
helper vehicle according to the trip plan.
9. The method of claim 8, wherein communicating the control signals
to the helper vehicle includes communicating the operational
settings of the trip plan for the helper vehicle, and further
comprising revising the operational settings of the trip plan for
the helper vehicle based at least in part in a temporal
communication lag between the vehicle system and the helper
vehicle.
10. The method of claim 6, wherein controlling the movement of the
vehicle system includes automatically controlling the vehicle
system according to the trip plan prior to adding the helper
vehicle to the vehicle system, and wherein adding the helper
vehicle to the vehicle system includes stopping automatic control
of the vehicle system, coupling the helper vehicle to the vehicle
system, and resuming automatic control of the vehicle system
subsequent to coupling the helper vehicle to the vehicle
system.
11. The method of claim 6, further comprising revising the trip
plan to account for addition of the helper vehicle.
12. A system comprising: a controller configured to control
movement of a vehicle system having one or more
propulsion-generating vehicles along a route, wherein the
controller also is configured to remotely control a
propulsion-generating helper vehicle that is temporarily added to
the vehicle system such that the helper vehicle increases one or
more of an amount of tractive force or an amount of braking effort
generated by the vehicle system.
13. The system of claim 12, wherein the controller is configured to
remotely control the propulsion-generating helper vehicle that is
temporarily added to the vehicle system during movement of the
vehicle system along the route.
14. The system of claim 12, wherein the one or more
propulsion-generating vehicles includes a lead
propulsion-generating vehicle and at least one remote
propulsion-generating vehicle, and wherein the controller is
configured to direct a communication system onboard the lead
propulsion-generating vehicle to communicatively link the lead
propulsion-generating vehicle with the at least one remote
propulsion-generating vehicle such that the lead
propulsion-generating vehicle can remotely control movement of the
at least one remote propulsion-generating vehicle and to
communicatively link the lead propulsion-generating vehicle with
the helper vehicle such that the lead propulsion-generating vehicle
can remotely control movement of the helper vehicle without
terminating a communication link between the lead
propulsion-generating vehicle and the at least one remote
propulsion-generating vehicle.
15. The system of claim 12, wherein the helper vehicle is manually
controlled by an onboard operator, and wherein the controller is
configured to direct the communication system to establish a
communication link between at least one of the one or more
propulsion-generating vehicles and the helper vehicle responsive to
a throttle setting of the helper vehicle being reduced, the
controller also configured to remotely increase the throttle
setting of the helper vehicle from the at least one of the one or
more propulsion-generating vehicles via the communication link.
16. The system of claim 12, wherein the controller is configured to
control movement of the vehicle system according to a trip plan
that designates operational settings of the vehicle system as a
function of one or more of time or distance along the route.
17. The system of claim 16, further comprising a memory configured
to be disposed onboard the vehicle system and to store a location
of one or more helper regions in which the helper vehicle is
available to assist the vehicle system, wherein the controller is
further configured to determine travel of the vehicle system one or
more of into or toward the one or more helper regions and to one or
more of: revise the trip plan based at least in part on addition of
the helper vehicle to the vehicle system, or automatically control
the vehicle system according to the trip plan prior to adding the
helper vehicle to the vehicle system and switch to manual control
of the vehicle system responsive to the helper vehicle being added
to the vehicle system.
18. The system of claim 16, wherein the controller is configured to
control the movement of the vehicle system and the helper vehicle
by automatically controlling the vehicle system according to the
trip plan and by directing the communication system to communicate
control signals to the helper vehicle to control the helper vehicle
according to the trip plan.
19. The system of claim 18, wherein the controller is configured to
direct the communication system to communicate the control signals
to the helper vehicle by communicating the operational settings of
the trip plan for the helper vehicle, and further comprising an
energy management system configured to revise the operational
settings of the trip plan for the helper vehicle based at least in
part in a temporal communication lag between the vehicle system and
the helper vehicle.
20. The system of claim 16, wherein the controller is configured to
control the movement of the vehicle system by automatically
controlling the vehicle system according to the trip plan prior to
adding the helper vehicle to the vehicle system, stopping automatic
control of the vehicle system prior to coupling the helper vehicle
to the vehicle system, and resuming automatic control of the
vehicle system subsequent to coupling the helper vehicle to the
vehicle system.
21. The system of claim 16, further comprising an energy management
system configured to revise the trip plan to account for addition
of the helper vehicle.
22. A method comprising: remotely controlling operations of one or
more remote propulsion-generating vehicles from a lead
propulsion-generating vehicle in a vehicle system that includes the
lead propulsion-generating vehicles and the one or more remote
propulsion-generating vehicles; and adding a helper vehicle to the
vehicle system to increase one or more of a tractive force or a
braking effort capable of being provided by the vehicle system
relative to prior to adding the helper vehicle.
23. The method of claim 22, wherein the helper vehicle is added to
the vehicle system while the vehicle system is moving along a
route.
24. The method of claim 22, wherein remotely controlling the
operations of the one or more remote propulsion-generating vehicles
includes controlling the operations of the one or more remote
propulsion-generating vehicles according to a trip plan that
designates operational settings of the vehicle system as a function
of one or more of time or distance along the route.
25. The method of claim 22, wherein adding the helper vehicle is
performed without communicatively de-linking the lead
propulsion-generating vehicle from the one or more remote
propulsion-generating vehicles.
Description
FIELD
[0001] Embodiments of the subject matter disclosed herein relate to
controlling operations of vehicle systems.
BACKGROUND
[0002] Some vehicles can be used to assist other vehicles to travel
over various sections of a route. For example, banker locomotives
are locomotives that can help push a rail vehicle consist up a
steep grade. In operation, the rail vehicle consist stops movement
so that the banker locomotive can approach and contact the rail
vehicle consist. The banker locomotive is connected with the rail
vehicle consist and then helps to push the rail vehicle consist up
the grade. When the assistance from the banker locomotive is no
longer needed, the rail vehicle consist stops so that the banker
locomotive can be detached from the rail vehicle consist.
[0003] The rail vehicle consist can travel in a distributed power
(DP) mode where one locomotive remotely controls other locomotives
via communication links between the locomotives. Prior to
departure, a first locomotive creates the communication link with
each locomotive to be controlled. During movement, the first
locomotive communicates with the other locomotives to control the
other locomotives. If a banker locomotive is to be added to the
rail vehicle consist, then the entire rail vehicle consist stops,
the first locomotive terminates the communication links with all of
the other locomotives, and then re-establishes communication links
with all of the other locomotives, including the new banker
locomotive. Similarly, when the banker locomotive is to be
separated from the rail vehicle consist, the rail vehicle consist
stops, the communication links are terminated, the banker
locomotive is removed, and the communication links between the
locomotives of the consist are re-established. In some consists,
one or more tests on the fluid pressure in brake systems of the
rail vehicle consists are required when the communication links are
established, terminated, or re-established. This stopping of the
rail vehicle consist, coupling of the banker locomotive,
termination and re-establishment of the communication links, and/or
brake tests can involve a significant amount of down time for the
rail vehicle consist.
[0004] Some rail vehicle consists can travel according to a speed
profile that dictates speeds of the consists at different
locations. The speed profile may be generated based on data that
does not include the banker locomotive being added to the rail
vehicle consist. When the banker locomotive is added to the rail
vehicle consist, a control system of the rail vehicle consist
attempts to control the rail vehicle consist to follow the speed
profile, but also experiences increased propulsion from the banker
locomotive. As a result, the control system may reduce the
propulsion in the rail vehicle consist to attempt to follow the
speed profile more closely. As a result, the control system and the
banker locomotive conflict with each other, which may create
increased forces between locomotives and/or railcars in the rail
vehicle consist.
BRIEF DESCRIPTION
[0005] In one embodiment, a method (e.g., for controlling a vehicle
system) includes controlling movement of a vehicle system having
one or more propulsion-generating vehicles along a route, and
temporarily adding a propulsion-generating helper vehicle to the
vehicle system such that the helper vehicle increases one or more
of an amount of tractive force or an amount of braking effort
generated by the vehicle system.
[0006] In another embodiment, a system (e.g., a control system)
includes a controller configured to control movement of a vehicle
system having one or more propulsion-generating vehicles along a
route. The controller also is configured to remotely control a
propulsion-generating helper vehicle that is temporarily added to
the vehicle system such that the helper vehicle increases one or
more of an amount of tractive force or an amount of braking effort
generated by the vehicle system.
[0007] In another embodiment, a method (e.g., for controlling a
vehicle system) includes remotely controlling operations of one or
more remote propulsion-generating vehicles from a lead
propulsion-generating vehicle in a vehicle system that includes the
lead propulsion-generating vehicles and the one or more remote
propulsion-generating vehicles, and adding a helper vehicle to the
vehicle system to increase one or more of a tractive force or a
braking effort capable of being provided by the vehicle system
relative to prior to adding the helper vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] Reference is made to the accompanying drawings in which
particular embodiments and further benefits of the invention are
illustrated as described in more detail in the description below,
in which:
[0009] FIG. 1 is a schematic illustration of a vehicle system
according to one embodiment;
[0010] FIG. 2 illustrates the vehicle system shown in FIG. 1 with a
helper vehicle also shown in FIG. 1 connected thereto according to
one embodiment;
[0011] FIG. 3 illustrates a flowchart of a method for controlling a
vehicle system according to a distributed power (DP) mode with the
addition of one or more helper vehicles to the vehicle system,
according to one embodiment;
[0012] FIG. 4 schematically illustrates travel of a vehicle system
along a route in a transportation network formed from several
interconnected routes according to one embodiment;
[0013] FIG. 5 illustrates a flowchart of a method for controlling a
vehicle system according to a trip plan with the addition of one or
more helper vehicles to the vehicle system, according to one
embodiment; and
[0014] FIG. 6 schematically illustrates a vehicle according to one
embodiment.
DETAILED DESCRIPTION
[0015] FIG. 1 is a schematic illustration of a vehicle system 100
according to one embodiment. The vehicle system 100 includes one or
more propulsion-generating vehicles 102 (e.g., vehicles 102A-B) and
one or more non-propulsion-generating vehicles 104 (e.g., vehicles
104A-B). The propulsion-generating vehicles 102 generate tractive
force to propel the vehicle system 100 along a route 106, and/or
may generate braking effort to slow or stop movement of the vehicle
system 100. The non-propulsion-generating vehicles 104 do not
generate tractive force, but may generate braking effort to slow or
stop movement of the vehicle system 100. The vehicles 102, 104 may
be mechanically connected by one or more couplers 108, and/or may
be logically connected such that the vehicles 102, 104 are not
mechanically connected, but that the operations of the vehicles
102, 104 are coordinated with each other. For example, the vehicles
102, 104 may be coupled when the vehicles 102, 104 are physically
separate from each other, but that move to reduce wind drag or the
like on one or more other vehicles 102, 104 in the vehicle system
100.
[0016] In one example, the vehicle system 100 is a rail vehicle
consist (e.g., a train) with the propulsion-generating vehicles 102
representing locomotives and the non-propulsion-generating vehicles
104 representing rail cars. Alternatively, the vehicle system 100
may be another type of vehicle consist, and/or the vehicles 102,
104 may represent other types of vehicles, such as other
off-highway vehicles (e.g., mining vehicles or vehicles that are
not designed or permitted for travel on public roadways),
automobiles, marine vessels, or the like. The number and/or
arrangement of the vehicles 102, 104 in the vehicle system 100 are
not limiting on all embodiments described herein.
[0017] During travel along the route 106, one or more helper
vehicles 110 may assist movement of the vehicle system 100. The
helper vehicle 110 shown in FIG. 1 can represent one or more
propulsion-generating vehicles, such as the vehicles 102, that can
connect with the vehicle system 100 to provide additional tractive
force to propel the vehicle system 100 and/or additional braking
effort to stop or slow movement of the vehicle system 100. For
example, when traveling over a steep grade, the vehicle system 100
may need additional tractive force to move the vehicle system 100
up the grade and/or additional braking effort to slow or stop
decent of the vehicle system 100 down the grade. The helper vehicle
110 can provide this additional tractive force and/or braking
effort. In the state of the vehicle system 100 and the helper
vehicle 110 shown in FIG. 1, the helper vehicle 110 is separated
from the vehicle system 100 and is not generating additional
tractive force or braking effort to assist the vehicle system
100.
[0018] FIG. 2 illustrates the vehicle system 100 shown in FIG. 1
with the helper vehicle 110 also shown in FIG. 1 connected thereto
according to one embodiment. To provide assistance to the vehicle
system 100, the helper vehicle 110 can couple with the vehicle
system 100, such as by mechanically coupling a coupler 108 of the
helper vehicle 110 with the vehicle 102B and/or a coupler 108 of
the vehicle 102B with the helper vehicle 110. Once coupled with the
vehicle system 100, the helper vehicle 110 can generate additional
tractive force and/or braking effort to increase the total tractive
force and/or total braking effort available to propel, slow, or
stop the vehicle system 100 relative to the vehicle system 100
without the helper vehicle 110. Once the assistance from the helper
vehicle 110 is no longer needed, the helper vehicle 110 may
decouple and separate from the vehicle system 100. In one
embodiment, the helper vehicle 110 is not coupled with the vehicle
system 100 for an entirety of a trip from a starting location of
the vehicle system 100 to an ending location of the vehicle system
100.
[0019] As described herein, the helper vehicle 110 may couple with
and/or decouple from the vehicle system 100 while the vehicle
system 100 is moving (e.g., relative to the ground). The helper
vehicle 110 may be coupled with the vehicle system 100 and/or
decouple from the vehicle system 100 while the vehicle system 100
is moving in an over-the-road environment. For example, instead of
connecting with and/or separating from the vehicle system 100 while
the vehicle system 100 is stationary or moving slowly in a vehicle
yard (e.g., a rail yard), the helper vehicle 110 may connect with
and/or separate from the vehicle system 100 while the vehicle
system 100 is traveling between vehicle yards. The vehicle system
100 may be moving faster than vehicles would travel in a vehicle
yard during coupling and/or decoupling from the helper vehicle 110.
For example, the vehicle system 100 may be moving at speeds of at
least fifty kilometers per hour, at least seventy kilometers per
hour, or another speed, during coupling and/or decoupling of the
helper vehicle 110 from the vehicle system 100.
[0020] The vehicle system 100 may move in different operating modes
that can be affected by addition or removal of the helper vehicle
110. The control of the vehicle system 100 under these different
operating modes may need to be adapted or modified in order to
safely account for addition or removal of the helper vehicle 110.
Several examples of such changes in the control of the vehicle
system 100 are described herein.
[0021] FIG. 3 illustrates a flowchart of a method 300 for
controlling a vehicle system according to a distributed power (DP)
mode with the addition of one or more helper vehicles to the
vehicle system, according to one embodiment. The method 300 may be
used to assist in controlling operations of the vehicle system 100
(shown in FIG. 1) during time periods that the vehicle system 100
is operating in the DP mode. The DP mode involves the
propulsion-generating vehicles 102 (shown in FIG. 1) communicating
to coordinate the tractive forces and/or braking efforts generated
by the vehicles 102. For example, one vehicle 102 may be designated
as a lead vehicle 102 that communicates with other vehicles 102 in
the vehicle system 100 (designated as remote vehicles 102). The
lead vehicle 102 can instruct the remote vehicles 102 as to which
throttle settings, brake settings, or the like, are to be used or
implemented by the remote vehicles 102 during movement along the
route 106 (shown in FIG. 1).
[0022] At 302, the vehicle system 100 moves along the route 106
under coordinated control of the propulsion-generating vehicles 102
in the vehicle system 100. This coordinated control may include the
vehicles 102 operating in the DP mode or another mode where the
operations of one or more vehicles 102 are remotely controlled from
another location in the vehicle system 100 (e.g., not onboard the
vehicles 102 being remotely controlled).
[0023] At 304, a determination is made as to whether one or more
helper vehicles 110 (shown in FIG. 1) are to be added to the
vehicle system 100. In one embodiment, an operator onboard the
vehicle system 100 may communicate a request signal from the
vehicle system 100 to the helper vehicle 110, to one or more
off-board facilities (e.g., a dispatch facility, a scheduling
facility, or the like), or another location. This request signal
can ask for the helper vehicles 110 to connect with and assist the
vehicle system 100. If such a request signal is sent or the request
for a helper vehicle 110 to be added to the vehicle system 100 is
otherwise made, then flow of the method 300 can proceed to 306. If
no such request signal or request is made, then flow of the method
300 can return to 302 so that the vehicle system 100 can continue
to travel without assistance from the helper vehicle 110.
[0024] At 306, the one or more helper vehicles 110 are coupled with
the vehicle system 100 while the vehicle system 100 is moving along
the route 106. For example, the helper vehicle 110 may speed up or
slow down relative to the vehicle system 100 until the helper
vehicle 110 is traveling slightly faster than the speed of the
vehicle system 100 (e.g., 101%, 103%, 105%, 110%, 120%, or another
percentage of the speed of the vehicle system 100). The helper
vehicle 110 may then come close enough to the trailing vehicle 102
or 104 of the vehicle system 100 (e.g., the vehicle 102 or 104 at
the trailing end of the vehicle system 100 along a direction of
travel of the vehicle system 100) that the coupler 108 of the
trailing vehicle 102, 104 and/or the coupler 108 of the helper
vehicle 110 may be coupled to the other of the trailing vehicle
102, 104 or the helper vehicle 110. Alternatively, the helper
vehicle 110 may speed up or slow down relative to the vehicle
system 100 until the helper vehicle 110 is traveling slightly
slower than the speed of the vehicle system 100 (e.g., 99%, 97%,
95%, 90%, 80%, or another percentage of the speed of the vehicle
system 100).
[0025] The helper vehicle 110 may then come close enough to the
leading vehicle 102 or 104 of the vehicle system 100 (e.g., the
vehicle 102 or 104 at the leading end of the vehicle system 100
along a direction of travel of the vehicle system 100) that the
coupler 108 of the leading vehicle 102, 104 and/or the coupler 108
of the helper vehicle 110 may be coupled to the other of the
leading vehicle 102, 104 or the helper vehicle 110. For example,
the coupler 108 may be sufficiently close and/or engaged with the
vehicle system 100 and/or helper vehicle 110 that an operator
onboard the vehicle system 100 and/or an operator onboard the
helper vehicle 110 can insert one or more pins or other mechanical
connections into the coupler 108 to connect the vehicle system 100
with the helper vehicle 110. In another embodiment, the vehicle
system 100 may stop movement to permit the helper vehicle 110 to be
connected with the vehicle system 100.
[0026] The vehicle system 100 and the helper vehicle 110 may have
braking systems that act to slow or stop movement of the vehicle
system 100 and helper vehicle 110. These braking systems may be
pneumatic systems that rely (at least in part) on changes in fluid
pressure and/or fluid flow to activate or deactivate brakes of the
braking systems. For example, the braking systems may include air
brakes. During coupling of the helper vehicle 110 to the vehicle
system 100, in one embodiment, the braking system of the helper
vehicle 110 is not fluidly coupled with the braking system of the
vehicle system 100. The air brake pipes, reservoirs, or the like,
of the vehicle system 100 may remain separate from the air brake
pipes, reservoirs, or the like, of the helper vehicle 110 such that
air in the brake system of the vehicle system 100 or the helper
vehicle 110 does not flow into the brake system of the other of the
helper vehicle 110 or the vehicle system 100. Alternatively, the
braking system of the helper vehicle 110 may be connected with the
braking system of the vehicle system 100. For example, the coupler
108 may include a fluid coupling, such as one or more conduits,
that fluidly couple the air brake system of the helper vehicle 110
with the air brake system of the vehicle system 100.
[0027] In one embodiment, one or more operators are disposed
onboard the helper vehicle 110 during the coupling of the helper
vehicle 110 to the vehicle system 100. The operator may manually
control throttle settings, brake settings, or the like, of the
helper vehicle 110.
[0028] At 308, a communication link is established between the
vehicle system 100 and the helper vehicle 110. As described above,
the lead vehicle 102 may remotely control operations of the other
vehicles 102 in the vehicle system 100, such as in DP mode. The
lead vehicle 102 can establish communication links with the other
vehicles 102, such as by communicating request signals to the
vehicles 102 that request establishment of a communication link.
The vehicles 102 can respond to the lead vehicle 102 with
confirmation signals indicating that the lead vehicle 102 and other
vehicles 102 are communicatively linked. These signals can include
identifications of the vehicles 102 sending the signals in order to
establish the communication links. Alternatively, communication
links can be established by communicating over the same channel,
over the same frequency or frequency band, using the same
encryption, or the like.
[0029] The lead vehicle 102 also can establish such a communication
link with the helper vehicle 110. The lead vehicle 102 can maintain
the communication link(s) with the other propulsion-generating
vehicles 102 to continue remotely controlling operations of the
other vehicles 102 while establishing the communication link with
the helper vehicle 110. The lead vehicle 102 can establish the
communication link by communicating a request signal to the helper
vehicle 110. In response to receiving the request signal at the
helper vehicle 110, the helper vehicle 110 may communicate a reply
message back to the lead vehicle 102 automatically and/or at the
direction of an onboard operator.
[0030] The lead vehicle 102 may perform a test on the communication
links with the remote vehicles 102 in the vehicle system 100 when
the communication links are established to ensure that the remote
vehicles 102 are able to communicate with the lead vehicle 102
(e.g., to test and make sure that wireless transceivers, radios, or
the like, are functioning). In one aspect, the lead vehicle 102 may
not perform such a test on the communication link with the helper
vehicle 110 after the communication link is established. For
example, once the communication link between the lead vehicle 102
and the helper vehicle 110 is established, no further testing of
the communication link may be performed. Testing may occur when a
signal is communicated over the communication link that does not
instruct or direct the helper vehicle 110 to change or maintain
throttle settings or brake settings.
[0031] At 310, propulsion of the helper vehicle 110 (e.g.,
generated tractive force) is reduced to a designated lower limit
while one or more of the vehicles 102 (or all of the vehicles 102)
continue to generate tractive force to propel the vehicle system
100. For example, a throttle of the helper vehicle 110 may be
reduced to a level or setting that causes the helper vehicle 110 to
generate no tractive force to propel the vehicle system 100. The
throttle may be reduced responsive to the helper vehicle 110
receiving a throttle down command from the lead vehicle 102. The
lead vehicle 102 can communicate the throttle down command
responsive to receiving the reply message from the helper vehicle
110.
[0032] In one embodiment, the throttle is reduced to idle such that
an engine and/or motor of the helper vehicle 110 is still ON or
activated, but is not working to propel the helper vehicle 110 or
the vehicle system 100. Alternatively, the tractive force generated
by the helper vehicle 110 may be reduced to another level, such as
1%, 3%, 5%, 10%, or another percentage, of the tractive force
generated by the helper vehicle 110 prior to coupling with the
vehicle system 100. An operator disposed onboard the helper vehicle
110 optionally may be able to override the automatic reduction in
the throttle of the helper vehicle 110 in one embodiment. After the
helper vehicle 110 reduces the throttle to the designated lower
limit, the lead vehicle 102 can begin remotely controlling the
throttle and/or brake settings of the helper vehicle 110 via the
communication link between the vehicles 102, 110, as described
above.
[0033] During the reduction in the throttle of the helper vehicle
110, the lead vehicle 102 of the vehicle system 100 may not perform
one or more throttle miscompare tests. A throttle miscompare test
examines the throttle settings of the different vehicles 102, 110,
tractive forces generated by the vehicles 102, 110, or the like,
that are communicatively linked with the lead vehicle 102 to ensure
that the throttle settings, tractive forces, or the like, match or
are within designated limits. For example, a throttle miscompare
test may examine if the actual throttle setting of a vehicle 102,
110 is the same as or within a designated amount (e.g., within 1 or
2 throttle positions, within 5%, or the like) of the throttle
setting that is commanded by the lead vehicle 102. As another
example, a throttle miscompare test may examine if the actual
throttle settings of the vehicles 102, 110 are not the same or
within a designated amount of each other (e.g., within 1 or 2
throttle positions, within 5%, or the like). If the throttle
settings or tractive forces differ by sufficiently large amounts so
as to violate the throttle miscompare test, then the vehicle system
100 may apply one or more remedial actions, such as stopping or
slowing movement of the vehicle system 100. In one embodiment, such
a test is not performed with respect to the helper vehicle 110
and/or the test is suspended with respect to the helper vehicle 110
during the reduction in the throttle of the helper vehicle 110.
[0034] At 312, propulsion generated by the helper vehicle 110 is
increased. The tractive force generated by the helper vehicle 110
can be increased up from the designated lower limit described
above. In one embodiment, the throttle setting of the helper
vehicle 110 is increased via remote control, such as by being
increased from instructions received by a control signal
communicated from the lead vehicle 102. Alternatively, the throttle
setting may be increased by manual control from an operator onboard
the helper vehicle 110. The throttle setting may be increased so
that the tractive force and/or speed of the helper vehicle 110
matches or otherwise corresponds to (e.g., is within a designated
range, such as 1%, 3%, 5%, 10%, or another limit) the tractive
force and/or speed of the vehicles 102 in the vehicle system 100.
Alternatively, the throttle setting may be increased so that the
tractive force and/or speed of the helper vehicle 110 matches or
otherwise corresponds to (e.g., is within a designated range, such
as 1%, 3%, 5%, 10%, or another limit) a designated setting
established by the lead vehicle 102 (but that may be different from
the vehicles 102).
[0035] At 314, the operations of the helper vehicle 110 are
remotely controlled by the lead vehicle 102 of the vehicle system
100. The helper vehicle 110 can be remotely controlled in order to
assist the vehicle system 100, such as by generating increased
tractive force to propel the vehicle system 100 relative to the
propulsion that the vehicle system 100 was able to provide prior to
the helper vehicle 110 coupling with the vehicle system 100. For
example, the helper vehicle 110 can generate increased tractive
force to help push the vehicle system 100 up an inclined grade in
the route 106. Additionally or alternatively, the helper vehicle
110 can be remotely controlled to generate increased braking effort
to slow or stop movement of the vehicle system 100 relative to the
amount of braking effort that the vehicle system 100 was able to
provide prior to the helper vehicle 110 coupling with the vehicle
system 100. For example, the helper vehicle 110 can generate
increased braking force to help slow or stop the vehicle system 100
moving down a declined grade in the route 106.
[0036] At 316, a determination is made as to whether the helper
vehicle 110 is to be decoupled from the vehicle system 100. For
example, the vehicle system 100 may have completed travel over the
segment of the route 106 over which the vehicle system 100 may have
needed increased tractive force and/or braking effort from the
helper vehicle 110. If the vehicle system 100 has already moved
over such a segment in the route 106 (or is sufficiently close to
completing travel over this segment that the assistance from the
helper vehicle 110 is no longer needed), then the helper vehicle
110 can decouple from the vehicle system 100. As a result, flow of
the method 300 can proceed to 318. Alternatively, if the vehicle
system 100 is still traveling over a segment of the route 106 where
assistance from the helper vehicle 110 is needed, then flow of the
method 300 can return to 314. In one embodiment, the segment of the
route 106 where assistance from the helper vehicle 110 is need can
represent a portion of the route 106 having an inclined or declined
grade, a portion of the route 106 having reduced adhesion between
the wheels of the vehicle system 100 and the route 106 (relative to
other portions of the route 106), a portion of the route 106 over
which the vehicle system 100 travels with reduced output from one
or more of the vehicles 102 (e.g., due to damage or faults with the
vehicles 102), or the like.
[0037] At 318, propulsion generated by the helper vehicle 110 is
decreased to a designated lower limit. In one embodiment, the
tractive force generated by the helper vehicle 110 can be decreased
to the designated lower limit described above in connection with
310. For example, the throttle setting of the helper vehicle 110
may be reduced to idle. Alternatively, the tractive force may be
reduced to another limit. The other propulsion-generating vehicles
102 may continue generating tractive forces to propel the vehicle
system 100 and the helper vehicle 110, which remains coupled with
the vehicle system 100.
[0038] At 320, the communication link between the lead vehicle 102
of the vehicle system 100 and the helper vehicle 110 is terminated.
For example, the lead vehicle 102 may stop communicating control
signals to the helper vehicle 110. Optionally, the lead vehicle 102
and/or the helper vehicle 110 can communicate a termination signal
that informs the helper vehicle 110 and/or the lead vehicle 102
that the lead vehicle 102 no longer remotely controls operations of
the helper vehicle 110.
[0039] At 322, the helper vehicle 110 is decoupled from the vehicle
system 100. In one embodiment, the helper vehicle 110 is separated
from the vehicle system 100 while the vehicle system 100 is moving.
The coupler 108 used to connect the helper vehicle 110 with the
vehicle system 100 may be disconnected from the vehicle system 100
and/or the helper vehicle 110. An operator onboard the vehicle
system 100 and/or an operator onboard the helper vehicle 110 may
remove one or more pins or other mechanical connections from the
coupler 108 to cause the vehicle system 100 to be separated from
the helper vehicle 110. The vehicle system 100 may continue to
travel along the route 106, similar to as described above in
connection with 302 of the method 300. In one embodiment, flow of
the method 300 may return to 302.
[0040] Coupling and/or decoupling the helper vehicle 110 according
to one or more embodiments of the method 300 described above can
reduce the complexity and/or time that may otherwise be involved in
coupling and/or decoupling helper vehicles to vehicle consists
operating in DP mode. For example, using other processes to couple
and/or decouple helper vehicles to DP vehicle consists can involve
stopping the vehicle consists to connect and/or separate the helper
vehicle, and may involve a penalty brake application of the vehicle
consists.
[0041] The penalty brake application may be a safety feature of the
vehicle system 100. This safety feature includes dropping air
pressure in a brake pipe of the vehicle system 100 sufficiently far
to apply the air brakes and prevent movement of the vehicle system
100 when one or more designated events occur. A designated event is
one which the vehicle system is designed/configured to respond to,
based on a mechanical configuration of the vehicle system, the
vehicle system being configured to receive information about the
event (e.g., from sensors) and automatically apply criteria to the
information (e.g., with a processor) to assess if the event has
occurred, or the like. The penalty brake application of the brakes
may differ from other types of brake applications. In one
embodiment, the penalty brake application differs from other types
of brake applications based on the amount of braking effort
applied. For example, an operator commanded brake application may
involve the operator of the vehicle system manually controlling how
much braking effort is provided by one or more of the vehicles
and/or the entire vehicle system. As the operator commanded brake
application increases, the brakes of the vehicles and/or the entire
vehicle system apply more braking effort, such as by decreasing
pressure in the brake system of the vehicle system by a
corresponding amount. Conversely, as the operator commanded brake
application decreases, the brakes of the vehicles and/or the entire
vehicle system apply less braking effort, such as by decreasing
pressure in the brake system of the vehicle system by a
corresponding lesser amount. The rate at which the braking effort
is applied (e.g., the rate at which pressure in the brake pipe
decreases) during an operator commanded brake application may be a
fixed or designated rate, which can be referred to as a service
rate. This service rate also may be used for a penalty brake
application to control the rate at which the brake pipe pressure
decreases during the penalty brake application.
[0042] Additionally, the penalty brake application also may differ
from an emergency brake application. The emergency brake
application also may be initiated by the operator and/or may be
automatically initiated based on failure of equipment of the brake
pipe. The automatic emergency brake application reduces the
pressure in the brake pipe at a faster rate than the penalty brake
application or the operator commanded brake application (e.g.,
faster than the service rate). The emergency brake application may
involve all or substantially all of the pressure in the brake pipe
being exhausted out of the vehicle system. For example, the fluid
pressure in the brake pipe may be reduced to zero or to a value
that is substantially small to avoid reducing the brake effort
applied by the brake system. In contrast, the operator commanded
brake application and/or the penalty brake application may be
limited to reducing the brake pipe pressure to a designated,
non-zero level that prevents all of the braking effort from being
applied.
[0043] The penalty brake application may be automatically (e.g.,
without operator intervention) initiated by safety equipment of the
vehicle system in response to one or more designated events. Like
the operator commanded brake application, the brake pipe pressure
in the penalty brake application can be reduced at the same service
rate. But, the brake system may continue exhausting the fluid
pressure in the brake pipe until the pressure is zero or to a value
that is substantially small to avoid reducing the brake effort
applied by the brake system.
[0044] The penalty brake application also may differ from the
operator commanded brake application and/or the emergency brake
application based on the amount of time needed to recharge the
brake system (e.g., how long it takes to increase the fluid
pressure in the brake system following the brake application in
order to remove the braking effort applied by the brake system).
For example, after an operator commanded brake application, enough
fluid must be pumped into the brake pipe to raise the pressure in
the brake pipe up to at least a designated, non-zero threshold
(e.g., 90 psi or another value). Additionally, one or more, or all,
of the vehicles may have a reservoir of fluid used to apply the
brake that is to be recharged. Recovery from a penalty brake
application may take longer than an operator commanded brake
application because the fluid pressure in all of the brake pipe and
reservoirs may need to be increased to at least the designated
level, instead of increasing the fluid pressure in the brake pipe
only or increasing the fluid pressure from a larger value (which
may occur following an operator commanded brake application). An
emergency brake application may take even longer because in
addition to recharging the brake pipe and the reservoirs, one or
more, or all, of the vehicles in the vehicle system may have an
additional emergency reservoir of fluid for the brake system that
may need to be recharged following the brake application.
[0045] Operating the vehicle system 100 as described above during
the coupling and/or decoupling of the helper vehicle 110 can be
performed without application of a brake penalty. For example,
connecting the helper vehicle 110 in another manner (e.g., with
fluidly coupling the brake systems, by establishing the
communication link between the lead vehicle 102 and the helper
vehicle 110 and performing the test on the communication link, and
the like) can result in the brakes of the vehicle system 100 (e.g.,
the air brakes) being automatically applied and prevented from
being removed for at least a designated time period.
[0046] Additionally or alternatively, coupling and/or decoupling
the helper vehicle 110 according to one or more embodiments of the
method 300 described above can reduce the complexity and/or time
that may otherwise be involved in coupling and/or decoupling helper
vehicles to vehicle consists operating in DP mode in another way.
For example, using other processes to couple and/or decouple helper
vehicles to DP vehicle consists can involve terminating
communication links and/or re-establishing communication links
between the lead vehicle and remote vehicles in a vehicle system
operating in the DP mode when the helper vehicle is added to and/or
removed from the vehicle system. By adding the helper vehicle 110
to the vehicle system 100 in the manner described above in
connection with one or more embodiments of the method 300, the
helper vehicle 110 may be added to and/or decoupled from the
vehicle system 100 without having the terminate and/or re-establish
the communication links already established between the lead and
remote vehicles 102.
[0047] Another mode of operation in which the vehicle system 100
may move involves the use of an energy management system (described
below) and/or trip plan that dictates operational settings of the
vehicle system 100. This mode of operation additionally may use DP
mode, or may not use DP mode described above. The energy management
system can create the trip plan for use in controlling operations
of the vehicle system 100. The trip plan can designate operational
settings of the vehicle system 100 as a function of time and/or
distance along the route 106 during a trip from an origin location
or a current location to a final destination location and/or one or
more intermediate locations. By way of example, the operational
settings designated by the trip plan can include one or more of
throttle settings, brake settings, speeds, accelerations, forces
exerted on couplers 108, or the like, of the vehicle system 100.
The vehicle system 100 may be automatically controlled to use the
operational settings of the trip plan, to advise an operator
onboard the vehicle system 100 of the designated operational
settings so that the operator can manually control the vehicle
system 100 according to the trip plan, and/or a combination
thereof.
[0048] The trip plan can be formed and/or revised by an energy
management system based at least in part on trip data, vehicle
data, and/or route data. Trip data includes information about an
upcoming trip by the vehicle system. By way of example only, trip
data may include station information (such as the location of a
beginning station where the upcoming trip is to begin and/or the
location of an ending station where the upcoming trip is to end),
restriction information (such as work zone identifications, or
information on locations where the route is being repaired or is
near another route being repaired and corresponding speed/throttle
limitations on the vehicle system), and/or operating mode
information (such as speed/throttle limitations on the vehicle
system in various locations, slow orders, and the like).
[0049] Vehicle data includes information about the
propulsion-generating vehicles in the vehicle system, the vehicle
system itself, and/or cargo being carried by the vehicle system.
For example, vehicle data may represent cargo content (such as
information representative of cargo being transported by the
vehicle) and/or vehicle information (such as model numbers,
manufacturers, horsepower, and the like, of the vehicle). Vehicle
data also may include sizes of the vehicles 102, 104 (e.g., length,
mass, weight, or the like), capabilities of the vehicles 102 (e.g.,
how much tractive force the vehicles 102 can generate), the
locations and/or distribution of the vehicles 102 in the vehicle
system 100, or the like.
[0050] Route data includes information about the route upon which
the vehicle or vehicle system travels. For example, the route data
may include information about locations of damaged sections of a
route, locations of route sections that are under repair or
construction, the curvature and/or grade of a route, and the like.
The route data is related to operations of the vehicle as the route
data includes information about the route that the vehicle is or
will be traveling on. However, other types of data can be recorded
as the data and/or the data may be used for other operations. The
route data may be stored as a route database that is on a memory of
the vehicle system 100.
[0051] FIG. 4 schematically illustrates travel of a vehicle system
400 along a route 402 in a transportation network 404 formed from
several interconnected routes 402 according to one embodiment. The
vehicle system 400 can represent the vehicle system 100 shown in
FIG. 1 and the routes 402 of the transportation network 404 can
represent several of the routes 106 shown in FIG. 1. The
transportation network 404 can represent a geographic area having
several interconnected routes 402 on which the vehicle system 400
can travel.
[0052] The transportation network 404 may include one or more
helper regions 406. The helper regions 406 represent geographic
areas, boundaries, geo-fences, or the like, in which one or more
helper vehicles 110 (shown in FIG. 1) are available to couple with
the vehicle system 400 and assist the vehicle system 400, as
described above. The vehicle system 400 may monitor where the
vehicle system 400 is located in the transportation network 404
during travel according to a trip plan, and may thereby determine
if the vehicle system 400 is in a helper region 406 and/or
approaching a helper region 406 (e.g., within a designated
distance, such as one mile or kilometer, five miles or kilometers,
ten miles or kilometers, or the like). The helper vehicles 110 may
not be available to assist the vehicle system 400 during travel of
the vehicle system 400 outside of the helper regions 406 in one
embodiment.
[0053] The trip plan may be created in advance of the vehicle
system 400 traveling over the route 402. Optionally, the trip plan
can be revised as the vehicle system 400 moves over the route 402.
The vehicle system 400 may travel through one or more helper
regions 406 during a trip dictated by the trip plan. During travel
in and/or through one or more of these helper regions 406, helper
vehicles 110 may connect with and assist the vehicle system 400.
Addition of the helper vehicles 110 can increase the tractive
forces and/or braking forces that the vehicle system 400 can
generate, can increase the size of the vehicle system 400 (e.g.,
length, mass, weight, or the like), can change the locations and/or
distributions of propulsion-generating vehicles in the vehicle
system 400, or otherwise change the vehicle system 400. But, the
trip plan may not be generated and/or revised based on the addition
of the helper vehicle 110 to the vehicle system 400. As a result,
the trip plan may not be able to be safely implemented by the
vehicle system 400 during time periods that the helper vehicle 110
is added to the vehicle system 400.
[0054] FIG. 5 illustrates a flowchart of a method 500 for
controlling a vehicle system according to a trip plan with the
addition of one or more helper vehicles to the vehicle system,
according to one embodiment. The method 500 may be used to assist
in controlling operations of the vehicle system 100 shown in FIG. 1
during travel of the vehicle system 100 according to a trip plan
toward and/or in the helper regions 406 shown in FIG. 4.
[0055] At 502, operations of the vehicle system 100 are controlled
according to a trip plan. The operations may be automatically
controlled according to the trip plan, such that an operator
onboard the vehicle system 100 does not need to change throttle
settings, brake settings, or the like, because the vehicle system
100 automatically implements changes to these settings, without
operator intervention, in order to follow the operational settings
designated by the trip plan. Alternatively, the vehicle system 100
may notify the operator of the operational settings designated by
the trip plan, and the operator may then manually control the
vehicle system 100 according to the trip plan.
[0056] At 504, the location of the vehicle system 100 is monitored.
For example, the vehicle system 100 may repeatedly determine the
location of the vehicle system 100 in order to determine if the
vehicle system 100 is in or is approaching a helper region 406. The
locations and/or boundaries of the helper regions 406 may be
communicated to the vehicle system 100 from an off-board location,
may be communicated to an operator onboard the vehicle system 100,
may be shown by one or more signs disposed alongside the route 106,
may be stored in a computer memory onboard the vehicle system 100,
or the like.
[0057] At 506, a determination is made as to whether the vehicle
system 100 is in or is approaching a helper region 406. For
example, a determination may be made as to whether the vehicle
system 100 is within the boundaries of a helper region 406 and/or
is within a designated distance of a helper region 406. If the
vehicle system 100 is in or approaching a helper region 406, then a
determination may be made as to whether one or more helper vehicles
110 are to be added to the vehicle system 100 to assist the vehicle
system 100 during travel in at least part of the helper region 406.
As a result, flow of the method 500 can continue to 508. On the
other hand, if the vehicle system 100 is not in or approaching a
helper region 406, then flow of the method 500 can return to 502 so
that the vehicle system 100 continues to be controlled according to
the trip plan.
[0058] At 508, a determination is made as to whether one or more
helper vehicles 110 are to be added to the vehicle system 100 in
the helper region 406. In one embodiment, a notification may be
communicated to an operator onboard the vehicle system 100. This
notification may be a visual notification displayed on a display
device of the vehicle system 100, an audible notification presented
via one or more speakers of the vehicle system 100, or the
like.
[0059] The operator may choose to add the helper vehicle 110 or not
add the helper vehicle 110. The operator may input a decision to
add or not add the helper vehicle 110 into a controller (described
below) or energy management system onboard the vehicle system 100,
may communicate the decision to the helper vehicle 110, or the
like. Optionally, the decision of whether to add or not add the
helper vehicle 110 may be made automatically, such as by
determining an amount of tractive effort and/or braking effort
needed to travel through at least part of the helper region 406. If
this amount of needed effort is greater than the amount of tractive
effort and/or braking effort that the vehicle system 100 is able to
provide, then the vehicle system 100 may automatically request that
one or more helper vehicles 110 be added to the vehicle system
100.
[0060] If no helper vehicle 110 is to be added to the vehicle
system 100, then flow of the method 500 can proceed to 510. At 510,
the vehicle system 100 can continue to be controlled according to
the trip plan without any helper vehicles 110 added to the vehicle
system 100. In one embodiment, the vehicle system 100 can continue
to be controlled automatically according to the trip plan. Flow of
the method 500 can return to 504 so that additional determinations
of whether the vehicle system 100 is at or approaching a helper
region 406 and/or whether to add one or more helper vehicles 110
can be made.
[0061] On the other hand, if (at 508) one or more helper vehicles
110 are to be added to the vehicle system 100, then flow of the
method 500 can proceed to 512. At 512, automatic control of the
vehicle system 100 according to the trip plan is prevented. For
example, during movement of the vehicle system 100 in the helper
region 406, the vehicle system 100 may no longer be automatically
controlled, but instead may be manually controlled. Optionally, the
automatic control of the vehicle system 100 may only be prevented
during the time period that the helper vehicle 110 is coupled with
the vehicle system 100. In another embodiment, the operation of 512
is not included in the method 500. For example, automatic control
of the vehicle system 100 according to the trip plan may not be
prevented at 512.
[0062] At 514, the number and/or type of helper vehicles 110 being
added to the vehicle system 100 are determined. In one embodiment,
the number and/or type of helper vehicles 110 may be input by the
operator of the vehicle system 100 into the controller and/or
energy management system of the vehicle system 100. Optionally, the
number and/or type of helper vehicles 110 may be automatically
input, such as by identification signals and/or reply signals
communicated from the helper vehicles 110 to the controller and/or
energy management system of the vehicle system 100. For example,
during establishment of communication links between a lead vehicle
102 (shown in FIG. 1) of the vehicle system 100 and the helper
vehicle 110, the reply signal sent by the helper vehicle 110 to the
lead vehicle 102 may identify the helper vehicle 110 (e.g.,
identify the type of helper vehicle 110).
[0063] The type of the helper vehicle 110 may identify operational
information about the helper vehicle 110. For example, the type of
the helper vehicle 110 may indicate the amount of tractive force
(e.g., horsepower) and/or braking effort that the helper vehicle
110 is capable of providing to assist the vehicle system 100, the
size (e.g., length, mass, weight, or the like) of the helper
vehicle 110, or other information that may impact the trip plan
being followed by the vehicle system 100. In one aspect, the type
of the helper vehicle 110 may identify the helper vehicle 110 by
model number, serial number, unique identification number, or the
like, and the controller and/or energy management system of the
vehicle system 100 can refer to a memory structure (e.g., a list,
table, database, or the like) stored in the memory of the vehicle
system 100 to determine the operational information of the helper
vehicle 110 based at least in part on the identification of the
helper vehicle 110.
[0064] At 516, the one or more helper vehicles 110 are coupled with
the vehicle system 100. The helper vehicle 110 may be coupled with
the vehicle system 100 while the vehicle system 100 is moving along
the route 106, as described above. At 518, movement of the vehicle
system 100 is controlled pursuant to the operational settings
designated by the trip plan. In one aspect, the actual operational
settings of the vehicles 102 in the vehicle system 100 are
automatically controlled according to the trip plan, while the
actual operational settings of the helper vehicle 110 are not
automatically controlled. For example, the helper vehicle 110 may
be manually controlled, as described below. Alternatively, movement
of the vehicle system 100 is manually controlled pursuant to the
operational settings designated by the trip plan, such as by an
operator manually controlling operations of the vehicles 102 in the
vehicle system 100 according to the trip plan. In another
embodiment, the vehicle system 100 and the helper vehicle 110 are
automatically controlled according to the trip plan.
[0065] In one aspect, the trip plan may be revised responsive to
the one or more helper vehicles 110 being added to the vehicle
system 100. For example, the energy management system of the
vehicle system 100 or the energy management system disposed
off-board the vehicle system 100 may change the operational
settings designated by the trip plan into a revised trip plan. The
trip plan may be revised to account for the additional tractive
force, braking effort, mass, weight, and/or length provided by the
one or more helper vehicles 110 added to the vehicle system 100.
For example, the previously created trip plan may not designate
operational settings for the one or more helper vehicles 110. The
trip plan can be revised to include additional designated
operational settings for the one or more helper vehicles 110.
[0066] Optionally, the trip plan may be previously created in order
to reduce fuel consumption by the vehicle system 100, reduce
emissions generated by the vehicle system 100, maintain forces
exerted on the couplers 108 within designated limits (e.g., less
than 100,000 kg, less than 90,000 kg, less than 70,000 kg, etc.),
or the like, while traveling to a designated location within a
designated period of time, relative to the vehicle system 100
traveling according to operational settings other than those of the
trip plan and/or traveling to the designated location within a
different period of time. Due to the added tractive force, braking
effort, mass, weight, and/or length provided by addition of the one
or more helper vehicles 110, the trip plan may need to be revised
in order to reduce fuel consumed by the vehicle system 100 and one
or more helper vehicles 110, to reduce emissions generated by the
vehicle system 100 and one or more helper vehicles 110, to maintain
forces exerted on the couplers 108 within the designated limits, or
the like, relative to the vehicle system 100 traveling with the
helper vehicle 110 according to operational settings other than
those of the revised trip plan.
[0067] At 520, the operational settings for the helper vehicle 110
are relayed to the helper vehicle 110. For example, the trip plan
or revised trip plan may designate operational settings for the
helper vehicle 110. In one aspect, the lead vehicle 102 can
communicate these operational settings to the helper vehicle 110 as
the vehicle system 100 and the helper vehicle 110 move along the
route 106. In another aspect, an operator onboard the vehicle
system 100 can communicate these operational settings to the helper
vehicle 110. The operational settings can be communicated in
control signals used in the DP mode to remotely control operations
of the helper vehicle 110 (as described above), may be vocally
communicated to an operator onboard the helper vehicle 110 to cause
the operator to implement the operational settings, or the like.
The operational settings may be repeatedly communicated to the
helper vehicle 110, such as when the operational settings change,
at regular intervals, or the like.
[0068] As described above, the trip plan can designate operational
settings as a function of time and/or distance along the route 106.
If the trip plan is revised to include operational settings for the
one or more helper vehicles 110 added to the vehicle system 100,
and if the operational settings are relayed to the one or more
helper vehicles 110 from the vehicle system 100, then the trip plan
may be revised to account for communication delays or lags. For
example, the trip plan may designate operational settings for the
propulsion-generating vehicles 102 and the helper vehicle 110 to be
implemented at a designated time and/or location. Due to the time
needed to communicate the operational settings for the helper
vehicle 110 from the vehicle system 100 to the helper vehicle 110,
the operational settings for the helper vehicle 110 may actually be
implemented later and/or at a different location than designated by
the trip plan. The trip plan can be revised to account for this
delay, such as by changing the times and/or locations at which the
operational settings for the helper vehicle 110 are to be
implemented to earlier times and/or closer locations. For example,
if the trip plan dictates that the propulsion-generating vehicles
102 and the helper vehicle 110 is to use a throttle setting of
three in three minutes and/or at milepost twenty-seven, then the
trip plan can be revised to direct the propulsion-generating
vehicles 102 to use the throttle setting of three in three minutes
and/or at milepost twenty-seven, but for the helper vehicle 110 to
use the throttle setting of three in two minutes and fifty seconds
and/or at one hundred meters prior to reaching milepost
twenty-seven.
[0069] Alternatively, the operational settings may not be relayed
to the helper vehicle 110. For example, the revised trip plan may
be communicated to the helper vehicle 110 so that the helper
vehicle 110 is aware of the current and/or upcoming operational
settings designated by the trip plan. As a result, the operational
settings may not need to be relayed to the helper vehicle 110 from
the vehicle system 100 as the operational settings of the trip plan
change with respect to time and/or distance.
[0070] At 522, a determination is made as to whether the vehicle
system 100 is traveling according to the trip plan. If the trip
plan was revised due to addition of the one or more helper vehicles
110, then this determination may be made with respect to the
revised trip plan. The actual operational settings of the vehicle
system 100 can be compared to the operational settings designated
by the trip plan or the revised trip plan. If the actual and
designated operational settings differ by more than a designated
threshold amount, then the vehicle system 100 may not be traveling
according to the trip plan or revised trip plan.
[0071] For example, if the trip plan or revised trip plan dictates
that the vehicle system 100 travel at fifty kilometers per hour,
but the vehicle system 100 is traveling thirty kilometers per hour
or seventy kilometers per hour (and the designated threshold amount
is five kilometers per hour), then it may be determined that the
vehicle system 100 is not traveling according to the trip plan or
the revised trip plan. As another example, if the trip plan or
revised trip plan dictates that the forces exerted on the couplers
108 remain at or below 90,000 kg, but the actual coupler forces are
at or above 100,000 kg, then it may be determined that the vehicle
system 100 is not traveling according to the trip plan or the
revised trip plan. As a result, the manner of controlling the
vehicle system 100 and/or the helper vehicle 110 may need to be
modified. Flow of the method 500 may then proceed to 524.
Alternatively, if the vehicle system 100 is traveling according to
the trip plan, then flow of the method 500 can proceed to 526.
[0072] At 524, automatic control of the vehicle system 100 is
terminated. For example, the controller of the vehicle system 100
may no longer automatically control operational settings of the
vehicle system 100 according to the trip plan or revised trip plan.
Instead, control of the vehicle system 100 may revert to manual
control. This manual control may occur with the controller and/or
energy management system of the vehicle system 100 advising the
operator how to manually control the vehicle system 100 according
to the trip plan, or may occur with the operator manually
controlling the vehicle system 100 without regard to the trip
plan.
[0073] At 526, a determination is made as to whether the one or
more helper vehicles 110 are to be decoupled from the vehicle
system 100. For example, the vehicle system 100 may be at or
approaching (e.g., within the designated distance described above)
the boundary of the helper region 406 such that the vehicle system
100 is about to exit the helper region 406, then the one or more
helper vehicles 110 may need to be separated from the vehicle
system 100. Optionally, the assistance provided by the one or more
helper vehicles 110 may no longer be needed inside the helper
region 406, even if the vehicle system 100 is not at or approaching
the exit of the helper region 406. If the one or more helper
vehicles 110 are to be decoupled from the vehicle system 100, then
flow of the method 500 can proceed to 528. Otherwise, flow of the
method 500 can return to 518 where movement of the vehicle system
100 continues to be controlled according to the trip plan or the
revised trip plan.
[0074] At 528, the one or more helper vehicles 110 are decoupled
from the vehicle system 100. In one embodiment, the helper vehicle
110 is separated from the vehicle system 100 while the vehicle
system 100 is moving. The coupler 108 used to connect the helper
vehicle 110 with the vehicle system 100 may be disconnected from
the vehicle system 100 and/or the helper vehicle 110. An operator
onboard the vehicle system 100 and/or an operator onboard the
helper vehicle 110 may remove one or more pins or other mechanical
connections from the coupler 108 to cause the vehicle system 100 to
be separated from the helper vehicle 110. The vehicle system 100
may continue to travel along the route 106 and, in one embodiment,
flow of the method 500 may return to 502.
[0075] FIG. 6 schematically illustrates a vehicle 600 according to
one embodiment. The vehicle 600 can represent one or more of the
vehicles 102, 110 shown in FIG. 1. The vehicle 600 includes a
control system 606 that includes components used to control
operations of the vehicle 600, the vehicle system 100 that includes
the vehicle 600, and/or the helper vehicle 110. The components of
the control system 606 may be operably connected with each other by
one or more wired and/or wireless connections.
[0076] The control system 606 includes a controller 602 referred to
above, which may represent one or more computer processors (e.g.,
microprocessors) and/or associated hardware circuits or circuitry.
The computer processors may operate based on hard-wired
instructions, and/or may operate based on instructions (e.g.,
software) stored on a computer memory 604, such as a hard disk
drive, an optical disk drive, a flash drive, an electronically
programmable computer drive, or the like.
[0077] The controller 602 can include and/or be connected with one
or more input devices and/or output devices. These devices can
include computer monitors, touchscreens, speakers, microphones,
keyboards, an electronic mouse, styluses, or the like. The
controller 602 can be used to control operations of the vehicle
600, the vehicle system 100 (in which the vehicle 600 is included),
and/or the helper vehicle 110. The controller 602 can be operably
connected with a propulsion system 608 and/or a brake system 610.
The propulsion system 608 represents one or more engines,
alternators, generators, traction motors, circuits, or the like,
that generate tractive force to propel the vehicle 600, the vehicle
system 100, and/or the helper vehicle 110. The brake system 610
represents one or more brakes, such as air brakes, dynamic brakes,
or the like, that generate braking effort to slow or stop movement
of the vehicle 600, the vehicle system 100, and/or the helper
vehicle 110. In one aspect, the brake system 610 can be fluidly
coupled with one or more brake systems of other vehicles 102, 104
in the vehicle system 100. The controller 602 communicates control
signals to the propulsion system 608 and/or the brake system 610
based at least in part on commands received from an operator of the
vehicle 600 and/or the vehicle system 100, and/or based at least in
part on a trip plan, to control movement of the vehicle 600, the
vehicle system 100, and/or the helper vehicle 110.
[0078] A location system 612 represents one or more computer
processors (e.g., microprocessors) and/or associated hardware
circuits or circuitry that operate to determine where the vehicle
600 is located. The location system 612 may include an antenna 614
and receiving or transceiving circuitry for communicating wireless
signals to determine locations of the vehicle 600. For example, the
location system 612 can be a global positioning system receiver
that receives wireless signals to determine where the vehicle 600
is located. Optionally, the location system 612 can communicate
wireless signals with one or more locations (e.g., cellular towers)
to determine the location of the vehicle 600. In another example,
the location system 612 can be communicatively coupled with one or
more speed sensors (e.g., tachometers) to calculate the location of
the vehicle 600 based on the moving speed of the vehicle 600 and an
amount of time that has elapsed since the vehicle 600 was at a
known location. In another example, the location system 612 can
wirelessly communication with wayside transponders at known
locations to determine the location of the vehicle 600.
[0079] A communication system 616 represents one or more computer
processors (e.g., microprocessors) and/or associated hardware
circuits or circuitry that operate to communicate signals between
the vehicle 600 and another vehicle 102, 104, 110 or other
location. The communication system 616 may include an antenna 618
and transceiving circuitry for communicating wireless signals.
These signals can include control signals sent by the controller
602 via the communication system 616 to remotely control operations
of other vehicles in the vehicle system 100, control signals
received by the communication system 616 and sent from the
controller of another vehicle to remotely control operations of the
vehicle 600, request signals described above, reply signals
described above, radio signals to permit operators onboard
different vehicles to communicate with each other, or the like. The
communication system 616 optionally may be communicatively coupled
with one or more onboard cables 620 that is connected with one or
more other vehicles in the same vehicle system 100 as the vehicle
600. The cables 620 can represent one or more multiple unit (MU)
cables, trainlines, electronically controlled pneumatic brake
lines, or other wired connections. The cable 620 can be used to
communicate signals with other vehicles. The controller 602 can
direct the communication system 616 to communicate the signals used
to establish and/or terminate the communication links between the
vehicle 600 and one or more other vehicles.
[0080] An energy management system 622 (as described above)
represents one or more computer processors (e.g., microprocessors)
and/or associated hardware circuits or circuitry that operate to
create trip plans, revise trip plan, generate signals communicated
to the controller 602 that are representative of operational
settings of the trip plans, or the like. The energy management
system 622 may obtain data used to create and/or revise the trip
plans from the memory 604 and/or from an off-board location via the
communication system 616. Optionally, the energy management system
622 can be disposed off-board the vehicle 600, but can communicate
the trip plans and/or revised trip plans to the vehicle 600.
[0081] In one aspect, the operations of the vehicles and vehicle
systems described herein are actually performed, and are not
limited to simulations or other models of vehicles or vehicle
systems.
[0082] In one embodiment, a method (e.g., for controlling a vehicle
system) includes controlling movement of a vehicle system having
one or more propulsion-generating vehicles along a route, and
temporarily adding a propulsion-generating helper vehicle to the
vehicle system such that the helper vehicle increases one or more
of an amount of tractive force or an amount of braking effort
generated by the vehicle system.
[0083] In one aspect, the propulsion-generating helper vehicle is
added to the vehicle system during the movement of the vehicle
system along the route.
[0084] In one aspect, the one or more propulsion-generating
vehicles includes a lead propulsion-generating vehicle and at least
one remote propulsion-generating vehicle. The method also can
include communicatively linking the lead propulsion-generating
vehicle with the at least one remote propulsion-generating vehicle
such that the lead propulsion-generating vehicle can remotely
control movement of the at least one remote propulsion-generating
vehicle, and communicatively linking the lead propulsion-generating
vehicle with the helper vehicle such that the lead
propulsion-generating vehicle can remotely control movement of the
helper vehicle without terminating a communication link between the
lead propulsion-generating vehicle and the at least one remote
propulsion-generating vehicle.
[0085] In one aspect, temporarily adding the helper vehicle
includes mechanically coupling the helper vehicle to the vehicle
system without fluidly coupling a brake system of the helper
vehicle with a brake system of the vehicle system.
[0086] In one aspect, the helper vehicle is manually controlled by
an onboard operator, and the method also can include establishing a
communication link between at least one of the one or more
propulsion-generating vehicles and the helper vehicle responsive to
a throttle setting of the helper vehicle being reduced, and
remotely increasing the throttle setting of the helper vehicle from
the at least one of the one or more propulsion-generating vehicles
via the communication link.
[0087] In one aspect, the method also can include controlling
movement of the vehicle system according to a trip plan that
designates operational settings of the vehicle system as a function
of one or more of time or distance along the route.
[0088] In one aspect, the method includes one or more of revising
the trip plan based at least in part on addition of the helper
vehicle to the vehicle system and/or automatically controlling the
vehicle system according to the trip plan prior to adding the
helper vehicle to the vehicle system and switching to manual
control of the vehicle system responsive to the helper vehicle
being added to the vehicle system.
[0089] In one aspect, controlling the movement of the vehicle
system and the helper vehicle includes automatically controlling
the vehicle system according to the trip plan and communicating
control signals to the helper vehicle to control the helper vehicle
according to the trip plan.
[0090] In one aspect, communicating the control signals to the
helper vehicle includes communicating the operational settings of
the trip plan for the helper vehicle. The method also can include
revising the operational settings of the trip plan for the helper
vehicle based at least in part in a temporal communication lag
between the vehicle system and the helper vehicle.
[0091] In one aspect, controlling the movement of the vehicle
system includes automatically controlling the vehicle system
according to the trip plan prior to adding the helper vehicle to
the vehicle system. Adding the helper vehicle to the vehicle system
can include stopping automatic control of the vehicle system,
coupling the helper vehicle to the vehicle system, and resuming
automatic control of the vehicle system subsequent to coupling the
helper vehicle to the vehicle system.
[0092] In one aspect, the method also can include revising the trip
plan to account for addition of the helper vehicle.
[0093] In another embodiment, a system (e.g., a control system)
includes a controller configured to control movement of a vehicle
system having one or more propulsion-generating vehicles along a
route. The controller also is configured to remotely control a
propulsion-generating helper vehicle that is temporarily added to
the vehicle system such that the helper vehicle increases one or
more of an amount of tractive force or an amount of braking effort
generated by the vehicle system.
[0094] In one aspect, the controller is configured to remotely
control the propulsion-generating helper vehicle that is
temporarily added to the vehicle system during movement of the
vehicle system along the route.
[0095] In one aspect, the one or more propulsion-generating
vehicles includes a lead propulsion-generating vehicle and at least
one remote propulsion-generating vehicle, and the controller can be
configured to direct a communication system onboard the lead
propulsion-generating vehicle to communicatively link the lead
propulsion-generating vehicle with the at least one remote
propulsion-generating vehicle such that the lead
propulsion-generating vehicle can remotely control movement of the
at least one remote propulsion-generating vehicle and to
communicatively link the lead propulsion-generating vehicle with
the helper vehicle such that the lead propulsion-generating vehicle
can remotely control movement of the helper vehicle without
terminating a communication link between the lead
propulsion-generating vehicle and the at least one remote
propulsion-generating vehicle.
[0096] In one aspect, the helper vehicle is manually controlled by
an onboard operator, and the controller is configured to direct the
communication system to establish a communication link between at
least one of the one or more propulsion-generating vehicles and the
helper vehicle responsive to a throttle setting of the helper
vehicle being reduced, the controller also configured to remotely
increase the throttle setting of the helper vehicle from the at
least one of the one or more propulsion-generating vehicles via the
communication link.
[0097] In one aspect, the controller is configured to control
movement of the vehicle system according to a trip plan that
designates operational settings of the vehicle system as a function
of one or more of time or distance along the route.
[0098] In one aspect, the system also includes a memory configured
to be disposed onboard the vehicle system and to store a location
of one or more helper regions in which the helper vehicle is
available to assist the vehicle system. The controller can be
further configured to determine travel of the vehicle system one or
more of into or toward the one or more helper regions and to one or
more of: revise the trip plan based at least in part on addition of
the helper vehicle to the vehicle system, or automatically control
the vehicle system according to the trip plan prior to adding the
helper vehicle to the vehicle system and switch to manual control
of the vehicle system responsive to the helper vehicle being added
to the vehicle system.
[0099] In one aspect, the controller is configured to control the
movement of the vehicle system and the helper vehicle by
automatically controlling the vehicle system according to the trip
plan and by directing the communication system to communicate
control signals to the helper vehicle to control the helper vehicle
according to the trip plan.
[0100] In one aspect, the controller is configured to direct the
communication system to communicate the control signals to the
helper vehicle by communicating the operational settings of the
trip plan for the helper vehicle. The system also can include an
energy management system configured to revise the operational
settings of the trip plan for the helper vehicle based at least in
part in a temporal communication lag between the vehicle system and
the helper vehicle.
[0101] In one aspect, the controller is configured to control the
movement of the vehicle system by automatically controlling the
vehicle system according to the trip plan prior to adding the
helper vehicle to the vehicle system, stopping automatic control of
the vehicle system prior to coupling the helper vehicle to the
vehicle system, and resuming automatic control of the vehicle
system subsequent to coupling the helper vehicle to the vehicle
system.
[0102] In one aspect, the system also includes an energy management
system configured to revise the trip plan to account for addition
of the helper vehicle.
[0103] In another embodiment, a method (e.g., for controlling a
vehicle system) includes remotely controlling operations of one or
more remote propulsion-generating vehicles from a lead
propulsion-generating vehicle in a vehicle system that includes the
lead propulsion-generating vehicles and the one or more remote
propulsion-generating vehicles, and adding a helper vehicle to the
vehicle system to increase one or more of a tractive force or a
braking effort capable of being provided by the vehicle system
relative to prior to adding the helper vehicle.
[0104] In one aspect, the helper vehicle is added to the vehicle
system while the vehicle system is moving along a route.
[0105] In one aspect, remotely controlling the operations of the
one or more remote propulsion-generating vehicles includes
controlling the operations of the one or more remote
propulsion-generating vehicles according to a trip plan that
designates operational settings of the vehicle system as a function
of one or more of time or distance along the route.
[0106] In one aspect, adding the helper vehicle is performed
without communicatively de-linking the lead propulsion-generating
vehicle from the one or more remote propulsion-generating
vehicles.
[0107] It is to be understood that the above description is
intended to be illustrative, and not restrictive. For example, the
above-described embodiments (and/or aspects thereof) may be used in
combination with each other. In addition, many modifications may be
made to adapt a particular situation or material to the teachings
of the inventive subject matter without departing from its scope.
While the dimensions and types of materials described herein are
intended to define the parameters of the inventive subject matter,
they are by no means limiting and are exemplary embodiments. Many
other embodiments will be apparent to one of ordinary skill in the
art upon reviewing the above description. The scope of the
inventive subject matter should, therefore, be determined with
reference to the appended clauses, along with the full scope of
equivalents to which such clauses are entitled. In the appended
clauses, the terms "including" and "in which" are used as the
plain-English equivalents of the respective terms "comprising" and
"wherein." Moreover, in the following clauses, the terms "first,"
"second," and "third," etc. are used merely as labels, and are not
intended to impose numerical requirements on their objects.
Further, the limitations of the following clauses are not written
in means-plus-function format and are not intended to be
interpreted based on 35 U.S.C. .sctn.112(f), unless and until such
clause limitations expressly use the phrase "means for" followed by
a statement of function void of further structure.
[0108] This written description uses examples to disclose several
embodiments of the inventive subject matter and also to enable a
person of ordinary skill in the art to practice the embodiments of
the inventive subject matter, including making and using any
devices or systems and performing any incorporated methods. The
patentable scope of the inventive subject matter may include other
examples that occur to those of ordinary skill in the art. Such
other examples are intended to be within the scope of the clauses
if they have structural elements that do not differ from the
literal language of the clauses, or if they include equivalent
structural elements with insubstantial differences from the literal
languages of the clauses.
[0109] The foregoing description of certain embodiments of the
inventive subject matter will be better understood when read in
conjunction with the appended drawings. To the extent that the
figures illustrate diagrams of the functional blocks of various
embodiments, the functional blocks are not necessarily indicative
of the division between hardware circuitry. Thus, for example, one
or more of the functional blocks (for example, processors or
memories) may be implemented in a single piece of hardware (for
example, a general purpose signal processor, microcontroller,
random access memory, hard disk, and the like). Similarly, the
programs may be stand-alone programs, may be incorporated as
subroutines in an operating system, may be functions in an
installed software package, and the like. The various embodiments
are not limited to the arrangements and instrumentality shown in
the drawings.
[0110] As used herein, an element or step recited in the singular
and proceeded with the word "a" or "an" should be understood as not
excluding plural of said elements or steps, unless such exclusion
is explicitly stated. Furthermore, references to "an embodiment" or
"one embodiment" of the inventive subject matter are not intended
to be interpreted as excluding the existence of additional
embodiments that also incorporate the recited features. Moreover,
unless explicitly stated to the contrary, embodiments "comprising,"
"including," or "having" an element or a plurality of elements
having a particular property may include additional such elements
not having that property.
[0111] Since certain changes may be made in the above-described
systems and methods without departing from the spirit and scope of
the inventive subject matter herein involved, it is intended that
all of the subject matter of the above description or shown in the
accompanying drawings shall be interpreted merely as examples
illustrating the inventive concept herein and shall not be
construed as limiting the inventive subject matter.
* * * * *