U.S. patent application number 14/508544 was filed with the patent office on 2016-04-07 for automatic driving system disengagement upon operator failure.
This patent application is currently assigned to ELECTRO-MOTIVE DIESEL, INC.. The applicant listed for this patent is Electro-Motive Diesel, Inc.. Invention is credited to Allen Lee Mitchell, Isaac Suwa Traylor, Erik Andrew Wise.
Application Number | 20160096535 14/508544 |
Document ID | / |
Family ID | 55632226 |
Filed Date | 2016-04-07 |
United States Patent
Application |
20160096535 |
Kind Code |
A1 |
Traylor; Isaac Suwa ; et
al. |
April 7, 2016 |
Automatic Driving System Disengagement Upon Operator Failure
Abstract
A control system requires an affirmative action from an operator
to disengage. This precludes a situation where an automatic drive
system disengagement sequence is completed while the operator is
either incapacitated or unavailable. Requiring an affirmative
action by the operator ensures a machine's continued and efficient
operation.
Inventors: |
Traylor; Isaac Suwa;
(Brookfield, IL) ; Mitchell; Allen Lee; (Downers
Grove, IL) ; Wise; Erik Andrew; (Oak Park,
IL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Electro-Motive Diesel, Inc. |
LaGrange |
IL |
US |
|
|
Assignee: |
ELECTRO-MOTIVE DIESEL, INC.
LaGrange
IL
|
Family ID: |
55632226 |
Appl. No.: |
14/508544 |
Filed: |
October 7, 2014 |
Current U.S.
Class: |
701/19 |
Current CPC
Class: |
B61L 3/008 20130101;
B61L 27/04 20130101 |
International
Class: |
B61L 3/00 20060101
B61L003/00; B61L 3/02 20060101 B61L003/02 |
Claims
1. A control system, comprising: a machine; an engine operatively
associated with the machine; and an automatic drive system
governing control of the engine, the automatic drive system
requiring an affirmative action from an operator to disengage.
2. The system of claim 1, wherein the affirmative action is
required after the control system has decremented an applied
throttle setting to idle.
3. The system of claim 1, wherein the affirmative action includes
adjusting a hand throttle.
4. The system of claim 3, wherein the affirmative action includes
matching the hand throttle to an applied throttle setting selected
by the automatic drive system.
5. The system of claim 2, wherein the machine is a vehicle.
6. The system of claim 5, wherein the vehicle is a locomotive.
7. The system of claim 1, wherein the engine is a diesel-electric
drive system.
8. The system of claim 1, wherein the engine is an electric drive
system.
9. The system of claim 1, wherein an operator cab is provided on
the machine and adapted to house the operator.
10. The system of claim 1, further including a remote operator
station provided remotely relative to the machine.
11. A locomotive, comprising: an engine; a control system
operatively associated with the engine; and an automatic drive
system operatively associated with the control system, the
automatic drive system requiring an affirmative action from an
operator to disengage.
12. The locomotive of claim 11, wherein the affirmative action is
required after the control system has decremented an applied
throttle setting to idle.
13. The locomotive of claim 11, wherein the affirmative action
includes adjusting a hand throttle.
14. The locomotive of claim 13, wherein the affirmative action
includes matching the hand throttle to an applied throttle setting
selected by the automatic drive system.
15. The locomotive of claim 11, wherein the engine is a
diesel-electric drive system.
16. The locomotive of claim 11, wherein the engine is an electric
drive system.
17. The locomotive of claim 11, wherein an operator cab is provided
on the machine and adapted to house the operator.
18. The locomotive of claim 11, further including a remote operator
station provided remotely relative to the machine.
19. A method of operating a locomotive, comprising, engaging an
automatic drive system to control operation of the locomotive; and
requiring an affirmative action from an operator to disengage the
automatic drive system.
20. The method of claim 19, wherein the affirmative action is
required after a control system has decremented an applied throttle
setting to idle.
Description
TECHNICAL FIELD
[0001] This disclosure generally relates to locomotive control
systems. In particular, this disclosure relates to a disengagement
sequence of an automatic driving system.
BACKGROUND
[0002] Rail transportation is commonly used to move people and
cargo. Trains of wheeled vehicles often provide a more efficient
and timely means of travel than other forms of transportation.
Material can be moved solely via rail, or can use rail
transportation as a segment within an inter-modal system. Trains
generally travel on one or more rails, but can also use other
stabilization and directional devices, including
electromagnetics.
[0003] Trains are powered by one or more locomotives or powered
cars, and are usually controlled by an operator. The operator is
generally present on board the train, although other arrangements
are possible. Propulsion can be provided by a variety of on-board
motors, including reciprocating engines, turbines, electric motors,
diesel-electric systems or electromagnetic systems. The energy
source can be carried on board the train in the form of fuel or
battery power. Alternatively, the train can draw power from an
external system, such as overhead power lines or an additional
electrified rail near ground level.
[0004] The operator may control the train by manipulating manual
controls or issuing vocal or electronic signals in a cab or a
remote location. Trains may have a manual control mode where the
train can directly respond to operator inputs regarding commands
for applied throttle or other systems. Such a manual control mode
may receive operator commands through a hand throttle, or other
manual control. The operator may be located within the locomotive,
or remotely relative to the locomotive.
[0005] Alternatively, the train may be operated by an automatic
drive system (ADS). An operator may elect to engage the ADS over
operating the train using manual commands. The ADS may determine
train settings for applied throttle or other systems, and it may
select these settings using pre-set algorithms that optimize train
performance variables in light of various factors or functional
preferences.
[0006] The ADS may either select, or be instructed to select, one
or more performance variables to optimize. For example, these
performance variables may include a particular train speed range, a
level of energy-efficiency or a degree of minimizing intra-train
forces. The ADS may then compare these performance variables with
other factors to determine setting selections for applied throttle
or other systems. These other variables may include train makeup,
train weight, power availability, track conditions, weather
conditions and cargo type.
[0007] When ADS is engaged, the above-mentioned variables and
performance parameters may be considered and optimized by the
system. However, several events may trigger an initiation of an ADS
disengagement sequence, including manual selection by an operator,
a system fault or a loss of communication between an operator and a
remote entity. Once this sequence is initiated, a first action may
be required by an operator within a given period of time to
complete the disengagement. This action may include matching a hand
throttle setting to one commanded by the ADS, or any other action.
If this first action is completed, the ADS disengagement sequence
may be completed. If, on the other hand, the first action is not
completed within the allotted time, a control system may decrease
the applied throttle to idle speed.
[0008] In other systems, this reduction to idle speed could
complete the disengagement sequence. If the hand throttle was left
in a powering position, the locomotive could then revert to a
manual control mode and respond to the physical hand throttle
position. Accordingly, an undesirable situation could arise where
the ADS disengagement sequence is completed while the operator is
either incapacitated or unavailable.
[0009] Kernwein (US 2014114507) discloses a "System, Apparatus, and
Method for Automatically controlling a Locomotive." Kernwein
describes a system for easing the transition between an automatic
control mode and a manual mode arising from an inconsistency
between the position of a manual control and the setting of the
automatic control system. The system may "disengage the automatic
control system . . . when the throttle handle or other manual
control is placed in a particular position, such as the
then-current setting of the automatic control system." Kernwein
teaches requiring a manual control to be located in a particular
position before disengaging an automatic control system, but among
other things does not teach requiring an affirmative action from an
operator to disengage the automatic control system.
[0010] Accordingly, there is a need for an improved ADS
disengagement sequence to ensure safety, operability and
functionality while maintaining manual and ADS control options.
SUMMARY OF THE DISCLOSURE
[0011] In one aspect, a control system is disclosed. The control
system may include a machine, an engine operatively associated with
the machine, an automatic drive system governing control of the
engine and the automatic drive system may require an affirmative
action from an operator to disengage.
[0012] In another aspect, a locomotive is disclosed. The locomotive
may include an engine, a control system operatively associated with
the engine, an automatic drive system operatively associated with
the control system and the automatic drive system may require an
affirmative action from an operator to disengage.
[0013] In another aspect, a method is disclosed for operating a
locomotive. The disclosed method may include engaging an automatic
drive system to control operation of the locomotive and requiring
an affirmative action from an operator to disengage the automatic
drive system.
[0014] These, and other aspects and features of the present
disclosure, will be better understood upon reading the following
detailed description when taken in conjunction with the
accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] FIG. 1 is a side view of a locomotive constructed in
accordance with the present disclosure.
[0016] FIG. 2 is a schematic side view of a train including a
number of cars constructed in accordance with the present
disclosure.
[0017] FIG. 3 is a perspective view of a locomotive control
interface constructed in accordance with the present
disclosure.
[0018] FIG. 4 is a schematic map of elements which may be included
in an embodiment of the present disclosure.
[0019] FIG. 5 is a flowchart depicting a sample sequence of actions
which may be practiced in an embodiment of the present
disclosure.
DETAILED DESCRIPTION
[0020] Referring now to the drawings, and with specific reference
to FIG. 1, a locomotive constructed in accordance with the present
disclosure is generally referred to by reference numeral 10. The
locomotive 10 may include a cab 11, a plurality of wheels 12 and an
engine 13. The locomotive 10 may pull a train 14 consisting of a
variety of cars 15 along one or more rails 17, as shown in FIG. 2.
The engine 13 may consist of one or more reciprocating engines,
turbines, electric motors or electromagnetic systems. A fuel or
energy source can be carried on board the train 14 in the form of
fuel or battery power, or can be positioned along the rails 17.
[0021] The locomotive 10, or a powered car 15, may power one or
more of the wheels 12 in contact with the one or more rails 17,
propelling the train 14 along the rail 17. An operator may be
located within the cab 11, train 14 or remotely relative to the
train 14 in a remote operator station. The operator may issue
commands to influence the performance of the train 14.
[0022] The locomotive 10 may include a manual mode of operation. In
this mode, the operator may manually command settings which
directly affect various train 14 actions and systems. The operator
may be positioned near a locomotive control interface 18, as shown
in FIG. 3. The locomotive control interface 18 may be located in
the cab 11, or in a remote location. The locomotive control
interface 18 may include a hand throttle 20, a manual control 22
and a display 24. Using the hand throttle 20, manual control 22 and
display 24, an operator in the cab 11 may manually control the
locomotive 10 and the train 14 settings. For example, the hand
throttle 20 position may determine an applied throttle 30
setting.
[0023] Rather than operate the train 14 in a manual control mode,
an operator may elect to place the locomotive 10 under the control
of an automatic drive system (ADS) 25. The ADS 25 may control
various aspects of the train's 14 performance according to
pre-determined algorithms. These pre-determined algorithms may seek
to optimize train 14 speed, range, intra-train forces or fuel
efficiency. The pre-determined algorithms may consider various
factors in their determinations, including rail 17 conditions,
weather, available train 14 power, train 14 weight, train 14 makeup
and speed limits. The ADS 25 may be engaged by the operator. In
contrast to a manual mode, the ADS 25 may control locomotive 10 or
train 14 settings regardless of operator manual control inputs or
settings.
[0024] Among other systems, the ADS 25 may determine and select an
applied throttle 30 setting. For example, when the ADS 25 is
engaged, an operator may position the hand throttle 20 at a first
setting, indicating an applied throttle 30 setting. However, the
ADS 25 may instead select a second applied throttle 30 setting. In
this case, the applied throttle 30 setting selected by the ADS 25
would supersede the applied throttle 30 setting selected by the
operator.
[0025] When ADS 25 is engaged, the above-mentioned variables and
performance parameters may be considered and optimized. However,
several events may initiate an ADS 25 disengagement sequence,
including manual election by the operator, a system fault or a loss
of communication between the operator and a remote entity. Once
such a disengagement sequence is initiated, a first action may be
required by the operator within a given period of time for the
disengagement to be completed. This first action may include
matching the hand throttle 20 setting to one selected by the ADS
25, or any other action. If this first action is completed, the ADS
25 disengagement sequence may be completed. If, on the other hand,
the first action is not completed within the allotted time, the
applied throttle 30 may be decreased to idle speed.
[0026] As the ADS 25 selects train 14 settings independent from
those selected through manual controls 22 when the ADS 25 is
engaged, the hand throttle 20 or other manual control 22 may have
been left in a range of positions when the ADS 25 disengagement
sequence began. Accordingly, if the hand throttle 20 or manual
control 22 had been left in a powering position, and the ADS 25
disengagement sequence was completed after the applied throttle 30
setting dropped to idle speed, the locomotive 10 could re-enter a
manual mode and respond to the current electronic or physical
settings of the hand throttle 20 or manual control 22. This could
cause the locomotive 10 to undesirably begin operating without the
supervision of an operator.
[0027] A schematic map of elements which may be included in an
embodiment of the present disclosure is shown in FIG. 4. A machine
27 is in electronic communication with the ADS 25 and the hand
throttle 20, both of which are in electronic communication with a
control system 28. The control system 28 is in electronic
communication with, and can influence, the applied throttle 30. The
applied throttle 30 can, in turn, influence the behavior and
performance of the engine 13.
[0028] An exemplary automatic drive system disengagement sequence
26 is shown in FIG. 5. The machine 27 is shown incorporating the
ADS 25. In a first block, the ADS 25 is engaged, as shown in 100.
Subsequently, the ADS 25 disengagement sequence is initiated, as
shown in block 102. If the operator performs a first action within
an allotted time as shown in block 104, the ADS 25 disengagement
will be completed, as shown in block 106. If, however, the operator
does not perform the first action within an allotted time as in
block 108, a control system 28 will decrease the applied throttle
30 setting to idle. The control system 28 will maintain an idle
applied throttle 30 setting until an affirmative action 32 is taken
by the operator as shown in block 110.
[0029] If the affirmative action 32 is taken by the operator as
shown in block 112, the ADS 25 disengagement sequence will be
complete as in block 114. If, however, the affirmative action 32 is
not taken by the operator as in block 116, the control system 28
will maintain an idle applied throttle 30 setting until such action
32 is taken. In the exemplary automatic drive system disengagement
sequence 26, the ADS 25 disengagement is prevented from completing
while the operator is either incapacitated or unavailable.
[0030] While the above exemplary automatic drive system
disengagement sequence 26 includes a machine 27, it is understood
that the machine 27 could be a vehicle or a locomotive 10. Further,
the operator cab 13 could be provided on the machine 27 or at a
remote location relative to the machine 27. Additionally, while two
possible action periods could be presented to an operator, only one
may be presented.
[0031] The affirmative action 32 or first action may encompass a
plurality of distinct actions or commands. One or all of these
actions could be required before or after the control system 28
drops the applied throttle 30 setting to idle, or the control
system 28 may not drop the applied throttle setting 30 to idle.
Additionally, the exemplary automatic drive system disengagement
sequence 26 could be initiated in a variety of ways, as discussed
above.
INDUSTRIAL APPLICABILITY
[0032] In operation, the present disclosure sets forth an automatic
driving disengagement system which can find industrial
applicability in a variety of settings. For example, the disclosure
may be advantageously employed in the automatic control of
locomotives. More specifically, when an automatic drive system
(ADS) 25 is engaged, the above-mentioned variables and performance
parameters may be considered and optimized. Once an ADS 25
disengagement sequence is initiated, a first action may be required
by the operator within a given period of time for the disengagement
to be completed. If this first action is completed, the ADS 25
disengagement sequence may be completed.
[0033] On the other hand, if the first action is not completed
within the allotted time, the applied throttle 30 may be decreased
to idle speed. If the hand throttle 20 or manual control 22 had
been left in a powering position, and the ADS 25 disengagement
sequence was completed after the applied throttle 30 setting
dropped to idle speed, the locomotive 10 could re-enter a manual
mode and respond to the current electronic or physical settings of
the hand throttle 20 or manual control 22.
[0034] Requiring an affirmative action 32 by the operator, as
described in the present disclosure, ensures a machine's 27
continued and efficient operation. The present disclosure provides
an improved ADS 25 disengagement sequence to ensure operability and
functionality while maintaining both manual and ADS 25 control
options.
[0035] The disclosed system ADS 25 disengagement sequence may be
original equipment on new machines 27 or locomotives 10, or added
as a retrofit to existing machines 27 or locomotives 10.
* * * * *