U.S. patent application number 14/886621 was filed with the patent office on 2017-04-20 for control system enabling remote locomotive configuration setting.
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 David Matthew ROENSPIES, James David SEATON, Alexander SHUBS, JR..
Application Number | 20170106888 14/886621 |
Document ID | / |
Family ID | 58522826 |
Filed Date | 2017-04-20 |
United States Patent
Application |
20170106888 |
Kind Code |
A1 |
SHUBS, JR.; Alexander ; et
al. |
April 20, 2017 |
CONTROL SYSTEM ENABLING REMOTE LOCOMOTIVE CONFIGURATION SETTING
Abstract
A control system for remotely configuring a locomotive includes
a plurality of operational control devices located on-board the
locomotive, the plurality of operational control devices being
configured to implement a change to a designated configuration of
the locomotive. A controller located on-board the locomotive is
configured to activate the plurality of operational control devices
to change the designated configuration of the locomotive upon
receipt of a configuration command signal. An off-board remote user
interface located remotely from the locomotive is configured to
receive a single input from a user commanding a change in
configuration of the locomotive, the single input being implemented
by activation of a single input device on the remote user
interface, and selectively send a configuration command signal to
the on-board controller to activate the plurality of operational
control devices to change the designated configuration of the
locomotive.
Inventors: |
SHUBS, JR.; Alexander;
(Chicago, IL) ; ROENSPIES; David Matthew; (Elburn,
IL) ; SEATON; James David; (Westmont, IL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Electro-Motive Diesel, Inc. |
Lagrange |
IL |
US |
|
|
Assignee: |
ELECTRO-MOTIVE DIESEL, INC.
Lagrange
IL
|
Family ID: |
58522826 |
Appl. No.: |
14/886621 |
Filed: |
October 19, 2015 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61L 27/0061 20130101;
B61L 27/0094 20130101; B61L 27/02 20130101; B61L 3/006 20130101;
G05D 1/0011 20130101; B61L 27/0027 20130101 |
International
Class: |
B61L 27/02 20060101
B61L027/02; B61L 27/00 20060101 B61L027/00; G05D 1/00 20060101
G05D001/00 |
Claims
1. A control system for remotely configuring a locomotive, the
control system comprising: a plurality of operational control
devices located on-board the locomotive, the plurality of
operational control devices being configured to implement a change
to a designated configuration of the locomotive; an on-board
controller located on-board the locomotive and being configured to
activate the plurality of operational control devices to change the
designated configuration of the locomotive upon receipt of a
configuration command signal; and an off-board remote user
interface located remotely from the locomotive and being configured
to: receive a single input from a user commanding a change in
configuration of the locomotive, the single input being implemented
by activation of a single input device on the remote user
interface; and selectively send a configuration command signal to
the on-board controller to activate the plurality of operational
control devices to change the designated configuration of the
locomotive.
2. The control system of claim 1, wherein the on-board controller
comprises: a locomotive control system; and a cab electronics
system comprising at least one integrated display computer
configured to: receive and display data from the outputs of one or
more of machine gauges, indicators, sensors, and controls; process
and integrate the received data; receive the configuration command
signal from the off-board remote user interface; and supply
multiple commands based on the data and the configuration command
signal to the locomotive control system to activate the plurality
of operational control devices to change the designated
configuration of the locomotive; and the on-board controller being
in wireless communication with the off-board remote user
interface.
3. The control system of claim 1, wherein the off-board remote user
interface is configured to at least one of send the configuration
command signal automatically to the on-board controller upon
detection of a change in configuration of at least one of the
plurality of operational control devices, or manually as a result
of an operator input at the off-board remote user interface.
4. The control system of claim 1, wherein the plurality of
operational control devices include at least one of a switch and a
handle.
5. The control system of claim 4, wherein the plurality of
operational control devices include at least one of an engine run
switch, a generator field switch, an automatic brake handle, and an
independent brake handle.
6. The control system of claim 1, wherein at least one of the
plurality of operational control devices is configured to be
activated by an electronically controlled actuator controlled by
the locomotive control system.
7. The control system of claim 2, further including: the off-board
remote user interface being configured to send a plurality of
configuration command signals in parallel to a plurality of cab
electronics systems on-board a plurality of locomotives based on at
least one of receiving an input from a user at the off-board remote
user interface or detecting an operational control device on-board
at least one of the plurality of locomotives implementing a change
to a designated configuration of the at least one locomotive.
8. The control system of claim 7, wherein at least one of the
plurality of cab electronics systems on-board at least one of the
plurality of locomotives is configured to receive at least one of
the plurality of configuration command signals from the off-board
remote user interface via a wired network connection with a lead
locomotive in a consist of locomotives including the at least one
of the plurality of locomotives.
9. The control system of claim 2, wherein the locomotive control
system is configurable to receive one or more signals indicative of
at least one of a throttle command, dynamic braking readiness, and
a brake command, and output one or more corresponding command
signals configured to change at least one of a throttle position
for the locomotive, activation of dynamic braking, and application
of a brake, respectively.
10. A control system for a train, wherein the train comprises at
least a lead consist of locomotives including at least a lead
locomotive and a trailing locomotive, and a trailing consist of
locomotives including at least a lead locomotive and a trailing
locomotive; the control system comprising: a plurality of
operational control devices located on-board at least one of the
locomotives, wherein the plurality of operational control devices
may be configured to change a configuration setting for the at
least one locomotive when the at least one locomotive is ready for
travel; an on-board controller located on-board the at least one
locomotive, the on-board controller being configured to switch the
plurality of operational control devices upon receipt of a single
configuration command signal to at least one of: set the at least
one locomotive into a run configuration; change the designation for
the at least one locomotive between lead and trailing designations;
and change distributed power control for the at least one
locomotive between distributed power lead, remote distributed power
lead, and unlinked power, wherein: setting the at least one
locomotive into a run configuration, changing the designation of
the at least one locomotive, and changing distributed power control
each include changing multiple operational control settings as a
result of the single configuration command signal, wherein the
multiple settings that are changed include at least two of: a fuel
control setting, a traction control setting, a generator setting, a
setting of an automatic brake handle, a setting of an independent
brake handle, a setting of an electrically controlled pneumatic
brake, and a setting of an equalizing reservoir pressure for air
brakes; and an off-board remote user interface located remotely
from the train, the off-board remote user interface being
configured to send the single configuration command signal upon
activation of a single input on the remote user interface.
11. The control system of claim 10, wherein the on-board controller
comprises: a locomotive control system; and a cab electronics
system comprising at least one integrated display computer
configured to: receive and display data from the outputs of one or
more of machine gauges, indicators, sensors, and controls; process
and integrate the received data; receive the configuration command
signal from the off-board remote user interface; and supply
multiple commands based on the data and the configuration command
signal to the locomotive control system; and the on-board
controller being in wireless communication with the off-board
remote user interface.
12. The control system of claim 10, wherein the off-board remote
user interface is configured to at least one of send the
configuration command signal automatically to the on-board
controller upon detection of a change in configuration of at least
one of the plurality of operational control devices, or manually as
a result of an operator input at the off-board remote user
interface.
13. The control system of claim 10, wherein the operational control
device is at least one of a switch and a handle.
14. The control system of claim 13, wherein the operational control
device is at least one of an engine run switch, a generator field
switch, an automatic brake handle, and an independent brake
handle.
15. The control system of claim 11, wherein at least one of the
plurality of operational control devices is configured to be
activated by an electronically controlled actuator controlled by
the locomotive control system.
16. The control system of claim 11, further including: the
off-board remote user interface being configured to send a
plurality of configuration command signals in parallel to a
plurality of cab electronics systems on-board a plurality of
locomotives in the lead and trailing consists based on at least one
of receiving an input from a user at the off-board remote user
interface or detecting an operational control device on-board at
least one of the plurality of locomotives implementing a change to
a designated configuration of the at least one locomotive.
17. The control system of claim 16, wherein at least one of the
plurality of cab electronics systems on-board at least one of the
trailing locomotives in at least one of the lead and trailing
consists is configured to receive at least one of the plurality of
configuration command signals from the off-board remote user
interface via a wired network connection with the lead locomotive
in the same consist.
18. The control system of claim 11, wherein the locomotive control
system is configurable to receive one or more signals indicative of
at least one of a throttle command, dynamic braking readiness, and
a brake command, and output one or more corresponding command
signals configured to change at least one of a throttle position
for the locomotive, activation of dynamic braking, and application
of a brake, respectively.
19. A method of configuring a locomotive, comprising: selectively
configuring a plurality of operational control devices located
on-board the locomotive to change a configuration setting for the
locomotive when the locomotive is ready for travel; selectively
configuring the plurality of operational control devices upon
receipt of a single configuration command signal by an on-board
controller located on-board the locomotive, wherein the plurality
of operational control devices may be switched by the single
configuration command signal to at least one of: set the locomotive
into a run configuration; change the designation for the locomotive
between lead and trailing designations; and change distributed
power control for the locomotive between distributed power lead,
remote distributed power lead, and unlinked power, wherein: setting
the at least one locomotive into a run configuration, changing the
designation of the at least one locomotive, and changing
distributed power control each include changing multiple
operational control settings as a result of the single
configuration command signal, wherein the multiple settings that
are changed include at least two of: a fuel control setting, a
traction control setting, a generator setting, a setting of an
automatic brake handle, a setting of an independent brake handle, a
setting of an electrically controlled pneumatic brake, and a
setting of an equalizing reservoir pressure for air brakes; and
sending the single configuration command signal from an off-board
remote user interface located remotely from the locomotive upon
activation of a single input on the remote user interface.
20. The method of claim 19, further including: receiving data from
the outputs of one or more of machine gauges, indicators, sensors,
and controls at a cab electronics system of the on-board
controller; processing and integrating the received data; receiving
the configuration command signal from the off-board remote user
interface at the cab electronics system; supplying multiple
commands based on the received data and the configuration command
signal to the locomotive control system; and controlling an
electronically controlled actuator with the locomotive control
system to selectively configure at least one of the plurality of
operational control devices.
Description
TECHNICAL FIELD
[0001] The present disclosure relates generally to a control system
for use in remotely controlling locomotives and, more particularly,
to a control system for remotely setting a designated configuration
of the locomotives.
BACKGROUND
[0002] Rail vehicles may include multiple powered units, such as
locomotives, that are mechanically coupled or linked together in a
consist. The consist of powered units operates to provide tractive
and/or braking efforts to propel and stop movement of the rail
vehicle. The powered units in the consist may change the supplied
tractive and/or braking efforts based on a data message that is
communicated to the powered units. For example, the supplied
tractive and/or braking efforts may be based on Positive Train
Control (PTC) instructions or control information for an upcoming
trip. The control information may be used by a software application
to determine the speed or other operational parameters of the rail
vehicle for various segments of an upcoming trip of the rail
vehicle.
[0003] A goal in the operation of the locomotives in a train is to
eliminate the need for an operator on-board the train. In order to
achieve the goal of providing automatic train operation (ATO), a
reliable control system and user interface must be provided in
order to transmit train control commands and other data indicative
of operational characteristics associated with various subsystems
of the locomotive consists between the train and an off-board,
remote user interface (sometimes located at a "back office" or
other off-board locations). The control system must be capable of
transmitting data messages having the information used to control
the tractive and/or braking efforts of the rail vehicle and the
operational characteristics of the various consist subsystems while
the rail vehicle is moving. The control system must also be able to
transmit information regarding a detected fault on-board a
locomotive, and respond with control commands to reset the
fault.
[0004] One example of a train that includes a control system that
allows the transfer of control commands from a lead locomotive to a
remote locomotive is disclosed in U.S. Pat. No. 8,364,338 of
Peltonen et al. that issued on Jan. 29, 2013 ("the '338 patent").
In particular, the '338 patent discloses a system and method for
remotely administering a fault detected on an unmanned powered
system that is controlled through a lead powered system. The method
includes detecting an operational fault on an unmanned powered
system, communicating information about the fault to the lead
powered system through a wireless communication protocol, and
communicating a reset message to the unmanned powered system.
[0005] Although useful in allowing for control of an unmanned
remote trailing locomotive in a train by wireless signals sent from
a lead locomotive of the train, the system of the '338 patent may
be limited. In particular, the '338 patent does not provide a way
for a remote operator at a back office or other remote user
interface, or a third party located remotely and with access only
to an Internet-connected terminal, to receive information on the
status of a locomotive and send commands to the locomotive from the
remote user interface or remote, Internet-connected terminal.
[0006] The present disclosure is directed at overcoming one or more
of the shortcomings set forth above and/or other problems of the
prior art.
SUMMARY
[0007] In one aspect, the present disclosure is directed to a
control system for remotely configuring a locomotive. The control
system may include a plurality of operational control devices
located on-board the locomotive, the plurality of operational
control devices being configured to implement a change to a
designated configuration of the locomotive. An on-board controller
located on-board the locomotive may be configured to activate the
plurality of operational control devices to change the designated
configuration of the locomotive upon receipt of a configuration
command signal. An off-board remote user interface located remotely
from the locomotive may be configured to receive a single input
from a user commanding a change in configuration of the locomotive,
the single input being implemented by activation of a single input
device on the remote user interface, and selectively send a
configuration command signal to the on-board controller to activate
the plurality of operational control devices to change the
designated configuration of the locomotive.
[0008] In another aspect, the present disclosure is directed to a
train control system, wherein the train comprises at least a lead
consist of locomotives including at least a lead locomotive and a
trailing locomotive, and a trailing consist of locomotives
including at least a lead locomotive and a trailing locomotive. The
control system may include a plurality of operational control
devices located on-board at least one of the locomotives, wherein
the plurality of operational control devices may be configured to
change a configuration setting for the at least one locomotive when
the at least one locomotive is ready for travel. An on-board
controller located on-board the at least one locomotive may be
configured to switch the plurality of operational control devices
upon receipt of a single configuration command signal to at least
one of set the at least one locomotive into a run configuration,
change the designation for the at least one locomotive between lead
and trailing designations, and change distributed power control for
the at least one locomotive between distributed power lead, remote
distributed power lead, and unlinked power. Setting the at least
one locomotive into a run configuration, changing the designation
of the at least one locomotive, and changing distributed power
control each include changing multiple operational control settings
as a result of the single configuration command signal, wherein the
multiple settings that are changed include at least two of a fuel
control setting, a traction control setting, a generator setting, a
setting of an automatic brake handle, a setting of an independent
brake handle, a setting of an electrically controlled pneumatic
brake, and a setting of an equalizing reservoir pressure for air
brakes. An off-board remote user interface located remotely from
the train may be configured to send the single configuration
command signal upon activation of a single input on the remote user
interface.
[0009] In yet another aspect, the present disclosure is directed to
a method of configuring a locomotive. The method may include
selectively configuring a plurality of operational control devices
located on-board the locomotive to change a configuration setting
for the locomotive when the locomotive is ready for travel. The
method may include selectively configuring the plurality of
operational control devices upon receipt of a single configuration
command signal by an on-board controller located on-board the
locomotive, wherein the plurality of operational control devices
may be switched by the single configuration command signal to at
least one of set the locomotive into a run configuration, change
the designation for the locomotive between lead and trailing
designations, and change distributed power control for the
locomotive between distributed power lead, remote distributed power
lead, and unlinked power. Setting the at least one locomotive into
a run configuration, changing the designation of the at least one
locomotive, and changing distributed power control each include
changing multiple operational control settings as a result of the
single configuration command signal, wherein the multiple settings
that are changed include at least two of a fuel control setting, a
traction control setting, a generator setting, a setting of an
automatic brake handle, a setting of an independent brake handle, a
setting of an electrically controlled pneumatic brake, and a
setting of an equalizing reservoir pressure for air brakes. The
method may further include sending the single configuration command
signal from an off-board remote user interface located remotely
from the locomotive upon activation of a single input on the remote
user interface.
BRIEF DESCRIPTION OF THE DRAWING
[0010] FIG. 1 is a schematic diagram of one embodiment of a control
system for a train;
[0011] FIG. 2 is a an exemplary GUI for a remote user interface
that may be used with the control system of FIG. 1; and
[0012] FIG. 3 is a block diagram of one implementation of a portion
of the control system illustrated in FIG. 1.
DETAILED DESCRIPTION
[0013] FIG. 1 is a schematic diagram of one embodiment of a control
system 100 for operating a train 102 traveling along a track 106.
The train may include multiple rail cars (including powered and/or
non-powered rail cars or units) linked together as one or more
consists or a single rail car (a powered or non-powered rail car or
unit). The control system 100 may provide for cost savings,
improved safety, increased reliability, operational flexibility,
and convenience in the control of the train 102 through
communication of network data between an off-board remote user
interface 104 and the train 102. The control system 100 may also
provide a means for remote operators or third party operators to
communicate with the various locomotives or other powered units of
the train 102 from remote interfaces that may include any computing
device connected to the Internet or other wide area or local
communications network. The control system 100 may be used to
convey a variety of network data and command and control signals in
the form of messages communicated to the train 102, such as
packetized data or information that is communicated in data
packets, from the off-board remote user interface 104. The
off-board remote user interface 104 may also be configured to
receive remote alerts and other data from a controller on-board the
train, and forward those alerts and data to desired parties via
pagers, mobile telephone, email, and online screen alerts. The data
communicated between the train 102 and the off-board remote user
interface 104 may include signals indicative of various operational
parameters associated with components and subsystems of the train.
The data may also include command and control signals operative to
change the designation of one or more locomotives in the train from
a lead designation to a trailing designation, change a distributed
power control status for the train, and change the state of various
circuit breakers, throttles, brake controls, actuators, switches,
handles, relays, and other electronically-controllable devices
on-board any locomotive or other powered unit of the train 102.
[0014] The off-board remote user interface 104 may be connected
with an antenna module 124 configured as a wireless transmitter or
transceiver to wirelessly transmit data messages to the train 102.
The messages may originate elsewhere, such as in a rail-yard back
office system, one or more remotely located servers (such as in the
"cloud"), a third party server, a computer disposed in a rail yard
tower, and the like, and be communicated to the off-board remote
user interface 104 by wired and/or wireless connections.
Alternatively, the off-board remote user interface 104 may be a
satellite that transmits the message down to the train 102, or a
cellular tower disposed remote from the train 102 and the track
106. Other devices may be used as the off-board remote user
interface 104 to wirelessly transmit the messages. For example,
other wayside equipment, base stations, or back office servers may
be used as the off-board remote user interface 104. By way of
example only, the off-board remote user interface 104 may use one
or more of the Transmission Control Protocol (TCP), Internet
Protocol (IP), TCP/IP, User Datagram Protocol (UDP), or Internet
Control Message Protocol (ICMP) to communicate network data over
the Internet with the train 102. As described below, the network
data can include information used to automatically and/or remotely
control operations of the train 102 or subsystems of the train,
and/or reference information stored and used by the train 102
during operation of the train 102. The network data communicated to
the off-board remote user interface 104 from the train 102 may also
provide alerts and other operational information that allows for
remote monitoring, diagnostics, asset management, and tracking of
the state of health of all of the primary power systems and
auxiliary subsystems such as HVAC, air brakes, lights, event
recorders, and the like.
[0015] The train 102 may include a lead consist 114 of powered
locomotives, including the interconnected powered units 108 and
110, one or more remote or trailing consists 140 of powered
locomotives, including powered units 148, 150, and additional
non-powered units 112, 152. "Powered units" refers to rail cars
that are capable of self-propulsion, such as locomotives.
"Non-powered units" refers to rail cars that are incapable of
self-propulsion, but which may otherwise receive electric power for
other services. For example, freight cars, passenger cars, and
other types of rail cars that do not propel themselves may be
"non-powered units", even though the cars may receive electric
power for cooling, heating, communications, lighting, and other
auxiliary functions.
[0016] In the illustrated embodiment of FIG. 1, the powered units
108, 110 represent locomotives joined with each other in the lead
consist 114. The lead consist 114 represents a group of two or more
locomotives in the train 102 that are mechanically coupled or
linked together to travel along a route. The lead consist 114 may
be a subset of the train 102 such that the lead consist 114 is
included in the train 102 along with additional trailing consists
of locomotives, such as trailing consist 140, and additional
non-powered units 152, such as freight cars or passenger cars.
While the train 102 in FIG. 1 is shown with a lead consist 114, and
a trailing consist 140, alternatively the train 102 may include
other numbers of locomotive consists joined together or
interconnected by one or more intermediate powered or non-powered
units that do not form part of the lead and trailing locomotive
consists.
[0017] The powered units 108, 110 of the lead consist 114 include a
lead powered unit 108, such as a lead locomotive, and one or more
trailing powered units 110, such as trailing locomotives. As used
herein, the terms "lead" and "trailing" are designations of
different powered units, and do not necessarily reflect positioning
of the powered units 108, 110 in the train 102 or the lead consist
114. For example, a lead powered unit may be disposed between two
trailing powered units. Alternatively, the term "lead" may refer to
the first powered unit in the train 102, the first powered unit in
the lead consist 114, and the first powered unit in the trailing
consist 140. The term "trailing" powered units may refer to powered
units positioned after a lead powered unit. In another embodiment,
the term "lead" refers to a powered unit that is designated for
primary control of the lead consist 114 and/or the trailing consist
140, and "trailing" refers to powered units that are under at least
partial control of a lead powered unit.
[0018] The powered units 108, 110 include a connection at each end
of the powered unit 108, 110 to couple propulsion subsystems 116 of
the powered units 108, 110 such that the powered units 108, 110 in
the lead consist 114 function together as a single tractive unit.
The propulsion subsystems 116 may include electric and/or
mechanical devices and components, such as diesel engines, electric
generators, and traction motors, used to provide tractive effort
that propels the powered units 108, 110 and braking effort that
slows the powered units 108, 110.
[0019] Similar to the lead consist 114, the embodiment shown in
FIG. 1 also includes the trailing consist 140, including a lead
powered unit 148 and a trailing powered unit 150. The trailing
consist 140 may be located at a rear end of the train 102, or at
some intermediate point along the train 102. Non-powered units 112
may separate the lead consist 114 from the trailing consist 140,
and additional non-powered units 152 may be pulled behind the
trailing consist 140.
[0020] The propulsion subsystems 116 of the powered units 108, 110
in the lead consist 114 may be connected and communicatively
coupled with each other by a network connection 118. In one
embodiment, the network connection 118 includes a net port and
jumper cable that extends along the train 102 and between the
powered units 108, 110. The network connection 118 may be a cable
that includes twenty seven pins on each end that is referred to as
a multiple unit cable, or MU cable. Alternatively, a different
wire, cable, or bus, or other communication medium, may be used as
the network connection 118. For example, the network connection 118
may represent an Electrically Controlled Pneumatic Brake line
(ECPB), a fiber optic cable, or wireless connection. Similarly, the
propulsion subsystems 156 of the powered units 148, 150 in the
trailing consist 140 may be connected and communicatively coupled
to each other by the network connection 118, such as a MU cable
extending between the powered units 148, 150.
[0021] The network connection 118 may include several channels over
which network data is communicated. Each channel may represent a
different pathway for the network data to be communicated. For
example, different channels may be associated with different wires
or busses of a multi-wire or multi-bus cable. Alternatively, the
different channels may represent different frequencies or ranges of
frequencies over which the network data is transmitted.
[0022] The powered units 108, 110 may include communication units
120, 126 configured to communicate information used in the control
operations of various components and subsystems, such as the
propulsion subsystems 116 of the powered units 108, 110. The
communication unit 120 disposed in the lead powered unit 108 may be
referred to as a lead communication unit. As described below, the
lead communication unit 120 may be the unit that initiates the
transmission of data packets forming a message to the off-board,
remote user interface 104. For example, the lead communication unit
120 may transmit a message via a WiFi or cellular modem to the
off-board remote user interface 104. The message may contain
information on an operational state of the lead powered unit 108,
such as a throttle setting, a brake setting, readiness for dynamic
braking, the tripping of a circuit breaker on-board the lead
powered unit, or other operational characteristics. The
communication units 126 may be disposed in different trailing
powered units 110 and may be referred to as trailing communication
units. Alternatively, one or more of the communication units 120,
126 may be disposed outside of the corresponding powered units 108,
110, such as in a nearby or adjacent non-powered unit 112. Another
lead communication unit 160 may be disposed in the lead powered
unit 148 of the trailing consist 140. The lead communication unit
160 of the trailing consist 140 may be a unit that receives data
packets forming a message transmitted by the off-board, remote user
interface 104. For example, the lead communication unit 160 of the
trailing consist 140 may receive a message from the off-board
remote user interface 104 providing operational commands that are
based upon the information transmitted to the off-board remote user
interface 104 via the lead communication unit 120 of the lead
powered unit 108 of the lead consist 114. A trailing communication
unit 166 may be disposed in a trailing powered unit 150 of the
trailing consist 140, and interconnected with the lead
communication unit 160 via the network connection 118.
[0023] The communication units 120, 126 in the lead consist 114,
and the communication units 160, 166 in the trailing consist 140
may be connected with the network connection 118 such that all of
the communication units for each consist are communicatively
coupled with each other by the network connection 118 and linked
together in a computer network. Alternatively, the communication
units may be linked by another wire, cable, or bus, or be linked by
one or more wireless connections.
[0024] The networked communication units 120, 126, 160, 166 may
include antenna modules 122. The antenna modules 122 may represent
separate individual antenna modules or sets of antenna modules
disposed at different locations along the train 102. For example,
an antenna module 122 may represent a single wireless receiving
device, such as a single 220 MHz TDMA antenna module, a single
cellular modem, a single wireless local area network (WLAN) antenna
module (such as a "Wi-Fi" antenna module capable of communicating
using one or more of the IEEE 802.11 standards or another
standard), a single WiMax (Worldwide Interoperability for Microwave
Access) antenna module, a single satellite antenna module (or a
device capable of wirelessly receiving a data message from an
orbiting satellite), a single 3G antenna module, a single 4G
antenna module, and the like. As another example, an antenna module
122 may represent a set or array of antenna modules, such as
multiple antenna modules having one or more TDMA antenna modules,
cellular modems, Wi-Fi antenna modules, WiMax antenna modules,
satellite antenna modules, 3G antenna modules, and/or 4G antenna
modules.
[0025] As shown in FIG. 1, the antenna modules 122 may be disposed
at spaced apart locations along the length of the train 102. For
example, the single or sets of antenna modules represented by each
antenna module 122 may be separated from each other along the
length of the train 102 such that each single antenna module or
antenna module set is disposed on a different powered or
non-powered unit 108, 110, 112, 148, 150, 152 of the train 102. The
antenna modules 122 may be configured to send data to and receive
data from the off-board remote user interface 104. For example, the
off-board remote user interface 104 may include an antenna module
124 that wirelessly communicates the network data from a remote
location that is off of the track 106 to the train 102 via one or
more of the antenna modules 122. Alternatively, the antenna modules
122 may be connectors or other components that engage a pathway
over which network data is communicated, such as through an
Ethernet connection.
[0026] The diverse antenna modules 122 enable the train 102 to
receive the network data transmitted by the off-board remote user
interface 104 at multiple locations along the train 102. Increasing
the number of locations where the network data can be received by
the train 102 may increase the probability that all, or a
substantial portion, of a message conveyed by the network data is
received by the train 102. For example, if some antenna modules 122
are temporarily blocked or otherwise unable to receive the network
data as the train 102 is moving relative to the off-board remote
user interface 104, other antenna modules 122 that are not blocked
and are able to receive the network data may receive the network
data. An antenna module 122 receiving data and command control
signals from the off-board device 104 may in turn re-transmit that
received data and signals to the appropriate lead communication
unit 120 of the lead locomotive consist 114, or the lead
communication unit 160 of the trailing locomotive consist 140. Any
data packet of information received from the off-board remote user
interface 104 may include header information or other means of
identifying which locomotive in which locomotive consist the
information is intended for. Although the lead communication unit
120 on the lead consist may be the unit that initiates the
transmission of data packets forming a message to the off-board,
remote user interface 104, all of the lead and trailing
communication units may be configured to receive and transmit data
packets forming messages. Accordingly, in various alternative
implementations according to this disclosure, a command control
signal providing operational commands for the lead and trailing
locomotives may originate at the remote user interface 104 rather
than at the lead powered unit 108 of the lead consist 114. The lead
communication units 120, 160, and trailing communication units 126,
166 may also be reconfigurable by commands received from the remote
user interface 104, such that any one of the communication units
may be switched between lead and trailing status.
[0027] Each locomotive or powered unit of the train 102 may include
a car body supported at opposing ends by a plurality of trucks.
Each truck may be configured to engage the track 106 via a
plurality of wheels, and to support a frame of the car body. One or
more traction motors may be associated with one or all wheels of a
particular truck, and any number of engines and generators may be
mounted to the frame within the car body to make up the propulsion
subsystems 116, 156 on each of the powered units. The propulsion
subsystems 116, 156 of each of the powered units may be further
interconnected throughout the train 102 along one or more high
voltage power cables in a power sharing arrangement. Energy storage
devices (not shown) may also be included for short term or long
term storage of energy generated by the propulsion subsystems or by
the traction motors when the traction motors are operated in a
dynamic braking or generating mode. Energy storage devices may
include batteries, ultra-capacitors, flywheels, fluid accumulators,
and other energy storage devices with capabilities to store large
amounts of energy rapidly for short periods of time, or more slowly
for longer periods of time, depending on the needs at any
particular time. The DC or AC power provided from the propulsion
subsystems 116, 156 or energy storage devices along the power cable
may drive AC or DC traction motors to propel the wheels. Each of
the traction motors may also be operated in a dynamic braking mode
as a generator of electric power that may be provided back to the
power cables and/or energy storage devices. Control over engine
operation (e.g., starting, stopping, fueling, exhaust
aftertreatment, etc.) and traction motor operation, as well as
other locomotive controls, may be provided by way of various
controls housed within a cab supported by the frame of the train
102. In some implementations of this disclosure, initiation of
these controls may be implemented in the cab of the lead powered
unit 108 in the lead consist 114 of the train 102. In other
alternative implementations, initiation of operational controls may
be implemented off-board at the remote user interface 104, or at a
powered unit of a trailing consist.
[0028] As shown in FIG. 2, an exemplary remote user interface 104
may include a graphical user interface (GUI), or display, which may
include various indicators and user input icons or buttons
configured to provide operational information to a user and receive
input commands from a user. Although the user interface is
described as being a remote user interface, one of ordinary skill
in the art will recognize that the user interface may also be
located onboard any lead or trailing locomotive in the train 102.
The remote user interface 104 may include buttons such as the "Set
Lead" button illustrated in FIG. 2, which may allow a user at a
remote site to change the designation of a trailing locomotive,
such as the trailing powered unit 110 in the lead consist 114, to
the lead powered unit. As a result, activation of the "Set Lead"
control for a particular powered unit may also automatically result
in the current lead powered unit being switched to a trailing unit
designation. Additional controls that may be performed by a user at
the remote user interface may include switching to, or disabling
distributed power control; putting a locomotive into an isolated
mode, automatic start/stop mode, or inspection mode; or
establishing or disabling automatic train operation (ATO). The
remote user interface may also be configured to display various
operational parameters based on signals received from sensors
located at the propulsion subsystems, traction motors, fuel
controls, and other sources of operational and diagnostic data at
the powered units.
[0029] As further shown in FIG. 3, on-board controls may include an
energy management system 332 configured to determine, e.g., one or
more of throttle requests, dynamic braking requests, and pneumatic
braking requests 334 for one or more of the powered and non-powered
units of the train. The energy management system 332 may be
configured to make these various requests based on a variety of
measured operational parameters, track conditions, freight loads,
trip plans, and predetermined maps or other stored data with one or
more goals of improving availability of train assets, safety,
timeliness, overall fuel economy and emissions output for
individual powered units, consists, or the entire train. The cab of
the lead powered unit 308 in each of the consists may also house a
plurality of operational control devices, and control system
interfaces. The operational control devices may be used by an
operator to manually control the locomotive, or may be controlled
electronically via messages received from off-board the train.
Operational control devices may include, among other things, an
engine run/isolation switch, a generator field switch, an automatic
brake handle, an independent brake handle, a lockout device, and
any number of circuit breakers. Manual input devices may include
switches, levers, pedals, wheels, knobs, push-pull devices, touch
screen displays, etc.
[0030] Operation of the engines, generators, inverters, converters,
and other auxiliary devices may be at least partially controlled by
switches or other operational control devices that may be manually
movable between a run or activated state and an isolation or
deactivated state by an operator of the train 102. The operational
control devices may be additionally or alternatively activated and
deactivated by solenoid actuators or other electrical,
electromechanical, or electro-hydraulic devices. As one example, a
toggling device associated with an engine (not shown) may be
manually and/or autonomously moved to a run state, in which the
engine may be allowed to start in response to a command generated
from on-board the train 102, or in response to a command received
from the off-board remote user interface 304. The toggling device
may also be moved to an isolation state, in which the engine may be
shutdown (i.e., turned off) and not allowed to restart. In one
embodiment, moving the toggling device to the run state causes
startup of the engine and, likewise, moving the toggling device to
the isolation state causes the engine to shut down. In another
embodiment, moving the toggling device to the run state simply
allows subsequent startup of the engine using other input devices,
and the toggling device is only moved to the isolation state after
engine shutdown to inhibit restart of the engine. In either
scenario, the engine may not be restarted from on-board the train
while the toggling device is in the isolation state. The operator
of the locomotive may manually move the toggling device to the run
state at the start of a work shift or trip, and move the toggling
device to the isolation position at the end of the work shift or
trip. The off-board remote user interface 304 may also require
compliance with security protocols to ensure that only designated
personnel may remotely activate or deactivate operational control
devices on-board the train from the off-board remote user interface
304 after certain prerequisite conditions have been met. The
off-board remote user interface may include various security
algorithms or other means of comparing an operator authorization
input with a predefined security authorization parameter or level.
The security algorithms may also establish restrictions or
limitations on controls that may be performed based on the location
of a locomotive, authorization of an operator, and other
parameters.
[0031] Circuit breakers may be associated with particular
components or subsystems of a locomotive on the train 102, and
configured to trip when operating parameters associated with the
components or subsystems deviate from expected or predetermined
ranges. For example, circuit breakers may be associated with power
directed to individual traction motors, HVAC components, and
lighting or other electrical components, circuits, or subsystems.
When a power draw greater than an expected draw occurs, the
associated circuit breaker may trip, or switch from a first state
to a second state, to interrupt the corresponding circuit. In some
implementations of this disclosure, a circuit breaker may be
associated with an on-board control system or communication unit
that controls wireless communication with the off-board remote user
interface 304. After a particular circuit breaker trips, the
associated component or subsystem may be disconnected from the main
electrical circuit of the locomotive 308 and remain nonfunctional
until the corresponding breaker is reset. The circuit breakers may
be manually tripped or reset. Alternatively or in addition, the
circuit breakers may include actuators or other control devices
that can be selectively energized to autonomously or remotely
switch the state of the associated circuit breakers in response to
a corresponding command received from the off-board remote user
interface 304. In some embodiments, a maintenance signal may be
transmitted to the off-board remote user interface 304 upon
switching of a circuit breaker from a first state to a second
state, thereby indicating that action such as a reset of the
circuit breaker may be needed.
[0032] As shown in FIG. 3, an exemplary control system 300
according to this disclosure may further include a
microprocessor-based locomotive control system 337 having at least
one programmable logic controller (PLC), a cab electronics system
338, and an electronic air (pneumatic) brake system 336, all
mounted within a cab of the locomotive. The cab electronics system
338 may comprise at least one integrated display computer
configured to receive and display data from the outputs of one or
more of machine gauges, indicators, sensors, and controls. The cab
electronics system 338 may be configured to process and integrate
the received data, receive command signals from the off-board
remote user interface 304, and communicate commands such as
throttle, dynamic braking, and pneumatic braking commands 333 to
the microprocessor-based locomotive control system 337.
[0033] The microprocessor-based locomotive control system 337 may
be communicatively coupled with the traction motors, engines,
generators, braking subsystems, input devices, actuators, circuit
breakers, and other devices and hardware used to control operation
of various components and subsystems on the locomotive. In various
alternative implementations of this disclosure, some operating
commands, such as throttle and dynamic braking commands, may be
communicated from the cab electronics system 338 to the locomotive
control system 337, and other operating commands, such as braking
commands, may be communicated from the cab electronics system 338
to a separate electronic air brake system 336. One of ordinary
skill in the art will recognize that the various functions
performed by the locomotive control system 337 and electronic air
brake system 336 may be performed by one or more processing modules
or controllers through the use of hardware, software, firmware, or
various combinations thereof. Examples of the types of controls
that may be performed by the locomotive control system 337 may
include radar-based wheel slip control for improved adhesion,
automatic engine start stop (AESS) for improved fuel economy,
control of the lengths of time at which traction motors are
operated at temperatures above a predetermined threshold, control
of generators/alternators, control of inverters/converters, the
amount of exhaust gas recirculation (EGR) and other exhaust
aftertreatment processes performed based on detected levels of
certain pollutants, and other controls performed to improve safety,
increase overall fuel economy, reduce overall emission levels, and
increase longevity and availability of the locomotives. The at
least one PLC of the locomotive control system 337 may also be
configurable to selectively set predetermined ranges or thresholds
for monitoring operating parameters of various subsystems. When a
component detects that an operating parameter has deviated from the
predetermined range, or has crossed a predetermined threshold, a
maintenance signal may be communicated off-board to the remote user
interface 304. The at least one PLC of the locomotive control
system 337 may also be configurable to receive one or more command
signals indicative of at least one of a throttle command, a dynamic
braking readiness command, and an air brake command 333, and output
one or more corresponding command control signals configured to at
least one of change a throttle position, activate or deactivate
dynamic braking, and apply or release a pneumatic brake,
respectively.
[0034] The cab electronics system 338 may provide integrated
computer processing and display capabilities on-board the train
102, and may be communicatively coupled with a plurality of cab
gauges, indicators, and sensors, as well as being configured to
receive commands from the remote user interface 304. The cab
electronics system 338 may be configured to process outputs from
one or more of the gauges, indicators, and sensors, and supply
commands to the locomotive control system 337. In various
implementations, the remote user interface 304 may comprise a
laptop, hand-held device, or other computing device or server with
software, encryption capabilities, and Internet access for
communicating with the on-board controller of the lead locomotive
308 of a lead consist and on-board controllers of any other lead or
trailing locomotives, such as trailing locomotive 110 in the lead
consist 114 of FIG. 1, remote lead locomotive 348 in a trailing
consist of FIG. 3, and trailing locomotive 150 in the trailing
consist 140 of FIG. 1. Control commands generated by the cab
electronics system 338 on the lead locomotive 308 of the lead
consist may be communicated to the locomotive control system 337 of
the lead locomotive of the lead consist, and may be communicated in
parallel via a locomotive interface gateway (LIG) 335, and a
WiFi/cellular modem 350 off-board to the remote user interface 304.
The lead communication unit 120 on-board the lead locomotive 308 of
the lead consist may include the WiFi/cellular modem 350 and any
other communication equipment required to modulate and transmit the
command signals off-board the locomotive and receive command
signals on-board the locomotive.
[0035] The control systems and interfaces on-board and off-board
the train may embody single or multiple microprocessors, field
programmable gate arrays (FPGAs), digital signal processors (DSPs),
programmable logic controllers (PLCs), etc., that include means for
controlling operations of the train 102 in response to operator
requests, built-in constraints, sensed operational parameters,
and/or communicated instructions from the remote user interface
304. Numerous commercially available microprocessors can be
configured to perform the functions of these components. Various
known circuits may be associated with these components, including
power supply circuitry, signal-conditioning circuitry, actuator
driver circuitry (i.e., circuitry powering solenoids, motors, or
piezo actuators), and communication circuitry.
[0036] The locomotives 108, 110, 148, 150, 308, 348 may be
outfitted with any number and type of sensors known in the art for
generating signals indicative of associated operating parameters.
In one example, a locomotive may include a temperature sensor
configured to generate a signal indicative of a coolant temperature
of an engine on-board the locomotive. Additionally or
alternatively, sensors may include brake temperature sensors,
exhaust sensors, fuel level sensors, pressure sensors, knock
sensors, reductant level or temperature sensors, speed sensors,
motion detection sensors, location sensors, or any other sensor
known in the art. The signals generated by the sensors may be
directed to the cab electronics system 338 on each locomotive for
further processing and generation of appropriate commands.
[0037] Any number and type of warning devices may also be located
on-board each locomotive, including an audible warning device
and/or a visual warning device. Warning devices may be used to
alert an operator on-board a locomotive of an impending operation,
for example startup of the engine(s). Warning devices may be
triggered manually from on-board the locomotive (e.g., in response
to movement of a component to the run state) and/or remotely from
off-board the locomotive (e.g., in response to commands from the
remote user interface 304.) When triggered from off-board the
locomotive, a corresponding command signal used to initiate
operation of the warning device may be communicated to the on-board
controller and the cab electronics system 338.
[0038] The off-board remote user interface 304 may include any
means for monitoring, recording, storing, indexing, processing,
and/or communicating various operational aspects of the
locomotives. These means may include components such as, for
example, a memory, one or more data storage devices, a central
processing unit, or any other computing components that may be used
to run an application. Furthermore, although aspects of the present
disclosure may be described generally as being stored in memory,
one skilled in the art will appreciate that these aspects can be
stored on or read from different types of computer program products
or non-transitory computer-readable media such as computer chips
and secondary storage devices, including hard disks, floppy disks,
optical media, CD-ROM, or other forms of RAM or ROM.
[0039] The off-board remote user interface 304 may be configured to
execute instructions stored on computer readable media to perform
methods of remote control of a locomotive. That is, as will be
described in more detail in the following section, on-board control
(manual and/or autonomous control) of some operations of the
locomotive (e.g., operations of traction motors, engine(s), circuit
breakers, etc.) may be selectively overridden by inputs received
from the off-board remote user interface 304.
[0040] Remote control of the various powered and non-powered units
on the train 102 through communication between the on-board cab
electronics system 338 and the off-board remote user interface 304
may be facilitated via the various communication units 120, 126,
160, 166 spaced along the train 102. The communication units may
include hardware and/or software that enables sending and receiving
of data messages between the powered units of the train and the
off-board remote user interface. The data messages may be sent and
received via a direct data link and/or a wireless communication
link, as desired. The direct data link may include an Ethernet
connection, a connected area network (CAN), or another data link
known in the art. The wireless communications may include
satellite, cellular, infrared, and any other type of wireless
communications that enable the communication units to exchange
information between the off-board remote user interface 304 and the
various components and subsystems of each of the locomotives or
other powered units in the train 102.
[0041] As shown in the exemplary embodiment of FIG. 3, the on-board
control system of the lead locomotive 308 of a lead consist may
comprise an automatic train operation (ATO) system that may include
the energy management system 332 configured to provide throttle
requests, dynamic braking requests, and pneumatic braking requests
334 to help regulate movements and/or operations of the various
subsystems of the lead locomotive 308 (e.g., direct operations of
associated traction motors, engines, alternators, circuit breakers,
etc.). The on-board ATO system of the lead locomotive 308 may also
include the cab electronics system 338 configured to receive the
requests 334 from the energy management system 332 as well as
commands from the off-board remote user interface 304.
[0042] As further shown in FIG. 3, the cab electronics system 338
may be configured to receive the requests 334 from the energy
management system 332 via the locomotive interface gateway (LIG)
335, and commands received via the LIG 335 from a WiFi/cellular
modem 350 that receives commands from the off-board remote user
interface (back office) 304. The cab electronics system 338 may be
configured to communicate commands (e.g., throttle, dynamic
braking, and braking commands 333) to the locomotive control system
337 and an electronic air brake system 336 on-board the lead
locomotive 308 in order to autonomously control the movements
and/or operations of the lead locomotive.
[0043] In parallel with communicating commands to the locomotive
control system 337 of the lead locomotive 308, the cab electronics
system 338 on-board the lead locomotive 308 of the lead consist may
also communicate commands to the off-board remote user interface
304. The commands may be communicated via the LIG 335 and
WiFi/cellular modem 350, off-board the lead locomotive 308 of the
lead consist to the remote user interface 304. The remote user
interface 304 may communicate commands originated at the remote
user interface 304, or commands received from the lead locomotive
308 to the trailing consist lead locomotive 348, and the trailing
consist trailing locomotive 150. The commands may be received at
each of the locomotives via additional WiFi/cellular modems
on-board each locomotive, and communicated to a cab electronics
system on-board each locomotive. The cab electronics systems
on-board each locomotive may be configured to communicate the
commands received from the lead locomotive 308 of the lead consist
via the remote user interface 304, or commands that originated at
the remote user interface 304 to a locomotive control system and an
electronic air brake system on-board each locomotive. The commands
from the lead locomotive 308 of the lead consist via the remote
user interface, or directly from the remote user interface may also
be communicated via the network connection 118 from the trailing
consist lead locomotive 348 to one or more trailing locomotives 150
of the trailing consists. The result of configuring all of the
locomotives of the lead and trailing consists to communicate
directly with the off-board remote user interface 204 is that each
locomotive may respond quickly and in close coordination with
commands responded to by other locomotives in the train.
Additionally, each of the locomotives in various consists along a
long train may quickly and reliably receive commands such as
throttle, dynamic braking, and pneumatic braking commands 233
initiated by a lead locomotive in a lead consist regardless of
location and conditions.
[0044] The integrated cab electronics systems 338 on each of the
locomotives of the train may also be configured to receive and
generate commands for configuring or reconfiguring various
switches, handles, or other operational control devices on-board
each of the locomotives of the train as required before the train
begins on a journey, or after a failure occurs that requires
reconfiguring of all or some of the locomotives. The remote user
interface may allow any authorized user at a remote location to
view the status of various operational attributes of the
locomotive, and provide commands for changing the designation of
any locomotive to lead status, changing to or from distributed
power mode, and making other desired changes to the operational
status and attributes of each of the locomotives. A configuration
failure signal may be sent automatically from any one of the
locomotives on the train to the off-board remote user interface 304
after a failure or prior to starting or restarting of the train.
Alternatively or in addition, the configuration failure signal may
be provided to the off-board remote user interface as a manual
input from an operator. The configuration failure signal may be
indicative of one or more operational control devices on-board the
locomotive being in a position that is moved away from a run
configuration. A "run configuration" of an operational control
device, as used herein, refers to the proper configuration of the
device before the locomotive is ready to safely move away from a
stopped position. The configuration failure signal may inform the
remote user interface 304 that configuring or reconfiguring of an
operational control device to a run configuration may be required
before the locomotive will be ready to travel.
[0045] Dispatch personnel may log into the remote user interface
304 upon receiving the configuration failure signal or other alert
or notification that reconfiguring of one or more of the
locomotives is required. Alternatively or in addition, an operator
may be aware of a need to reconfigure a locomotive based upon
personal observation or other information. "Configuring" or
"reconfiguring" a locomotive, as used herein, may refer to all of
the actions that are taken before the locomotive is ready for
travel. Configuration command signals may be transmitted from the
remote user interface 304 to any locomotive on the train. A
configuration command signal may cause automatic reconfiguration of
each of the required switches, handles, and other operational
control devices on-board a locomotive into a run configuration
after a train has been stopped, or after a critical failure has
occurred. Multiple settings for a locomotive may be changed through
activation of a single button on the remote user interface.
Examples of operational control devices such as switches and
handles that may require configuring or reconfiguring before a
journey or after a failure may include an engine run switch, a
generator field switch, an automatic brake handle, and an
independent brake handle. Remotely controlled, electronically
controlled actuators on-board the locomotives in association with
each of the switches and handles may enable remote, autonomous
reconfiguring of each of the operational control devices into a run
configuration. For example, before the train begins a journey, or
after a critical failure has occurred on one of the lead or
trailing locomotives, configuration command signals may be sent
from the off-board remote user interface 304 to any or all
locomotives in order to automatically reconfigure operational
control devices into run configurations without requiring an
operator to be on-board the train. Following the reconfiguration of
each of the various operational control devices on-board each
locomotive into a run configuration, the remote user interface 304
may also send messages to the cab electronics systems on-board each
locomotive appropriate for generating other operational commands
such as changing throttle settings, activating or deactivating
dynamic braking, and applying or releasing pneumatic brakes. In
various alternative implementations, configuration command signals
and other messages from the off-board remote user interface may be
communicated wirelessly to a lead locomotive in a consist, and then
communicated from the lead locomotive over a wired connection such
as the network connection 118 to one or more trailing locomotives
in the consist. This capability saves the time and expense of
having to delay the train before starting or after an event while
sending an operator to each of the locomotives on the train to
physically switch and reconfigure all of the devices required.
[0046] An exemplary method of configuring a locomotive in a train
in accordance with various aspects of this disclosure is described
in more detail in the following section.
INDUSTRIAL APPLICABILITY
[0047] The control system of the present disclosure may be
applicable to any group of locomotives or other powered machines
where remote access to particular functions of the machines may be
desirable. These functions may normally be controlled manually from
on-board each locomotive, and remote access to these functions may
provide a way to enable automatic train operation (ATO) when human
operators are not present or available at the locomotives. An
exemplary implementation of one mode of operation of the control
system 300 shown in the embodiment of FIG. 3 will now be described
in detail.
[0048] During normal operation, a human operator may be located
on-board the lead locomotive 308 and within the cab of the
locomotive. The human operator may be able to control when an
engine or other subsystem of the train is started or shut down,
which traction motors are used to propel the locomotive, what
switches, handles, and other operational control devices are
reconfigured, and when and what circuit breakers are reset or
tripped. The human operator may also be required to monitor
multiple gauges, indicators, sensors, and alerts while making
determinations on what controls should be initiated. However, there
may be times when the operator is not available to perform these
functions, when the operator is not on-board the locomotive 308,
and/or when the operator is not sufficiently trained or alert to
perform these functions. In addition, the control system 300 in
accordance with this disclosure facilitates remote access to and
availability of the locomotives in a train for authorized third
parties, including providing redundancy and reliability of
monitoring and control of the locomotives and subsystems on-board
the locomotives.
[0049] A method of controlling locomotives in lead and trailing
consists of a train in accordance with various aspects of this
disclosure may include receiving an automatic or manually generated
configuration signal indicative of a position of an operational
control device on a locomotive at the off-board remote user
interface 304. The configuration signal may be indicative of a
situation at one or more of the locomotives in the train requiring
configuration or reconfiguration of various operational control
devices on-board the one or more locomotives. Dispatch personnel
may then initiate the transmission of a configuration command
signal from the remote user interface 304 directly to the one or
more locomotives requiring reconfiguration. In this way, all of the
locomotives in the lead and trailing consists of the train may be
reconfigured in parallel without requiring an operator on-board the
train. The configuration commands signals, like other messages
communicated from the remote user interface 304, may also be
transmitted only to a lead locomotive in a consist, and then
communicated over a wired connection such as the network connection
118 to one or more trailing locomotives in the consist. As
discussed above, on-board controls of the locomotives in the train
may also include the energy management system 332 providing one or
more of throttle, dynamic braking, or braking requests 334 to the
cab electronics system 338. The cab electronics system 338 may
process and integrate these requests along with other outputs from
various gauges and sensors, and commands such as the configuration
command that may have been received from the off-board remote user
interface 304. The cab electronics system 338 may then communicate
multiple commands to the on-board locomotive control system 337. In
parallel with these on-board communications, the cab electronics
system 338 may communicate commands via a LIG 335 and a
WiFi/cellular modem 350 back to the off-board remote user interface
304. In various alternative implementations, the off-board remote
user interface 304 may further process the commands received from
the lead locomotive 308 of the lead consist in order to modify the
commands or otherwise interpret the commands before transmitting
commands to the other locomotives. Modification of the commands may
be based on additional information the remote user interface 304
has acquired from one or more locomotives, trip plans, and
information from maps or other stored data. The commands
transmitted from the remote user interface 304 by dispatch
personnel may be received from the remote user interface 304 in
parallel at each of the locomotives of multiple trailing
consists.
[0050] In addition to throttle, dynamic braking, and braking
commands, the remote user interface 304 may also communicate other
commands to the cab electronics systems 338 of the on-board
controllers on one or more locomotives in multiple consists. These
commands may include switching a component such as a circuit
breaker on-board a locomotive from a first state, in which the
circuit breaker has not tripped, to a second state, in which the
circuit breaker has tripped. The circuit breaker may be tripped in
response to detection that an operating parameter of at least one
component or subsystem of the locomotive has deviated from a
predetermined range. When such a deviation occurs, a maintenance
signal may be transmitted from the locomotive to the off-board
remote user interface 304. The maintenance signal may be indicative
of a subsystem having deviated from the predetermined range as
indicated by a circuit breaker having switched from a first state
to a second state. The method may further include selectively
receiving a command signal from the remote user interface 304 at a
control device on-board the locomotive, with the command signal
causing the control device to autonomously switch the component
from the second state back to the first state. In the case of a
tripped circuit breaker, the command may result in resetting the
circuit breaker.
[0051] The method of remotely controlling the locomotives in
various consists of a train may also include configuring one or
more programmable logic controllers (PLC) of microprocessor-based
locomotive control systems 337 on-board one or more locomotives to
selectively set predetermined ranges for operating parameters
associated with various components or subsystems. In one exemplary
implementation, a locomotive control system 337 may determine that
a circuit of a particular subsystem of the associated locomotive is
operating properly when the current flowing through the circuit
falls within a particular range. A circuit breaker may be
associated with the circuit and configured to trip when the current
flowing through the circuit deviates from the determined range. In
another exemplary implementation, the locomotive control system may
determine that a particular flow rate of exhaust gas recirculation
(EGR), or flow rate of a reductant used in exhaust gas
aftertreatment, is required in order to meet particular fuel
economy and/or emission levels. A valve and/or pump regulating the
flow rate of exhaust gas recirculation and/or reductant may be
controlled by the locomotive control system 337 when a level of a
particular pollutant deviates from a predetermined range. The
predetermined ranges for various operating parameters may vary from
one locomotive to another based on specific characteristics
associated with each locomotive, including age, model, location,
weather conditions, type of propulsion system, fuel efficiency,
type of fuel, and the like.
[0052] The method of controlling locomotives in a train in
accordance with various implementations of this disclosure may
still further include a cab electronics system 338 on-board a
locomotive receiving and processing data outputs from one or more
of gauges, indicators, sensors, and controls on-board the
locomotive. The cab electronics system 338 may also receive and
process, e.g., throttle, dynamic braking, and pneumatic braking
requests from the energy management system 332 and/or human
operator on-board the locomotive, and command signals from the
off-board remote user interface 304. The cab electronics system 338
may then communicate appropriate commands to the locomotive control
system 337 and/or electronic air brake system 336 based on the
requests, data outputs and command signals. The locomotive control
system 337 may perform various control operations such as
reconfiguring operational control devices, resetting circuit
breakers, adjusting throttle settings, activating dynamic braking,
and activating pneumatic braking in accordance with the commands
received from the cab electronics system 338. The locomotive
control system 337 may perform the control operations by sending
command signals to hardware such as electronically controlled
actuators or electrohydraulic actuators associated with the
operational control devices, circuit breakers, and other
components.
[0053] It will be apparent to those skilled in the art that various
modifications and variations can be made to the control system and
method of the present disclosure without departing from the scope
of the disclosure. Other embodiments will be apparent to those
skilled in the art from consideration of the specification and
practice of the system disclosed herein. It is intended that the
specification and examples be considered as exemplary only, with a
true scope of the disclosure being indicated by the following
claims and their equivalents.
* * * * *