Patent Application
20160090112
Embodiments of the subject matter disclosed herein relate to controlling operations of vehicle systems.
Some vehicles can be used to assist other vehicles to travel over various sections of a route. For example, banker locomotives are locomotives that can help push a rail vehicle consist up a steep grade. In operation, the rail vehicle consist stops movement so that the banker locomotive can approach and contact the rail vehicle consist. The banker locomotive is connected with the rail vehicle consist and then helps to push the rail vehicle consist up the grade. When the assistance from the banker locomotive is no longer needed, the rail vehicle consist stops so that the banker locomotive can be detached from the rail vehicle consist.
The rail vehicle consist can travel in a distributed power (DP) mode where one locomotive remotely controls other locomotives via communication links between the locomotives. Prior to departure, a first locomotive creates the communication link with each locomotive to be controlled. During movement, the first locomotive communicates with the other locomotives to control the other locomotives. If a banker locomotive is to be added to the rail vehicle consist, then the entire rail vehicle consist stops, the first locomotive terminates the communication links with all of the other locomotives, and then re-establishes communication links with all of the other locomotives, including the new banker locomotive. Similarly, when the banker locomotive is to be separated from the rail vehicle consist, the rail vehicle consist stops, the communication links are terminated, the banker locomotive is removed, and the communication links between the locomotives of the consist are re-established. In some consists, one or more tests on the fluid pressure in brake systems of the rail vehicle consists are required when the communication links are established, terminated, or re-established. This stopping of the rail vehicle consist, coupling of the banker locomotive, termination and re-establishment of the communication links, and/or brake tests can involve a significant amount of down time for the rail vehicle consist.
Some rail vehicle consists can travel according to a speed profile that dictates speeds of the consists at different locations. The speed profile may be generated based on data that does not include the banker locomotive being added to the rail vehicle consist. When the banker locomotive is added to the rail vehicle consist, a control system of the rail vehicle consist attempts to control the rail vehicle consist to follow the speed profile, but also experiences increased propulsion from the banker locomotive. As a result, the control system may reduce the propulsion in the rail vehicle consist to attempt to follow the speed profile more closely. As a result, the control system and the banker locomotive conflict with each other, which may create increased forces between locomotives and/or railcars in the rail vehicle consist.
In one embodiment, a method (e.g., for controlling a vehicle system) includes controlling movement of a vehicle system having one or more propulsion-generating vehicles along a route, and temporarily adding a propulsion-generating helper vehicle to the vehicle system such that the helper vehicle increases one or more of an amount of tractive force or an amount of braking effort generated by the vehicle system.
In another embodiment, a system (e.g., a control system) includes a controller configured to control movement of a vehicle system having one or more propulsion-generating vehicles along a route. The controller also is configured to remotely control a propulsion-generating helper vehicle that is temporarily added to the vehicle system such that the helper vehicle increases one or more of an amount of tractive force or an amount of braking effort generated by the vehicle system.
In another embodiment, a method (e.g., for controlling a vehicle system) includes remotely controlling operations of one or more remote propulsion-generating vehicles from a lead propulsion-generating vehicle in a vehicle system that includes the lead propulsion-generating vehicles and the one or more remote propulsion-generating vehicles, and adding a helper vehicle to the vehicle system to increase one or more of a tractive force or a braking effort capable of being provided by the vehicle system relative to prior to adding the helper vehicle.
Reference is made to the accompanying drawings in which particular embodiments and further benefits of the invention are illustrated as described in more detail in the description below, in which:
In one example, the vehicle system 100 is a rail vehicle consist (e.g., a train) with the propulsion-generating vehicles 102 representing locomotives and the non-propulsion-generating vehicles 104 representing rail cars. Alternatively, the vehicle system 100 may be another type of vehicle consist, and/or the vehicles 102, 104 may represent other types of vehicles, such as other off-highway vehicles (e.g., mining vehicles or vehicles that are not designed or permitted for travel on public roadways), automobiles, marine vessels, or the like. The number and/or arrangement of the vehicles 102, 104 in the vehicle system 100 are not limiting on all embodiments described herein.
During travel along the route 106, one or more helper vehicles 110 may assist movement of the vehicle system 100. The helper vehicle 110 shown in
As described herein, the helper vehicle 110 may couple with and/or decouple from the vehicle system 100 while the vehicle system 100 is moving (e.g., relative to the ground). The helper vehicle 110 may be coupled with the vehicle system 100 and/or decouple from the vehicle system 100 while the vehicle system 100 is moving in an over-the-road environment. For example, instead of connecting with and/or separating from the vehicle system 100 while the vehicle system 100 is stationary or moving slowly in a vehicle yard (e.g., a rail yard), the helper vehicle 110 may connect with and/or separate from the vehicle system 100 while the vehicle system 100 is traveling between vehicle yards. The vehicle system 100 may be moving faster than vehicles would travel in a vehicle yard during coupling and/or decoupling from the helper vehicle 110. For example, the vehicle system 100 may be moving at speeds of at least fifty kilometers per hour, at least seventy kilometers per hour, or another speed, during coupling and/or decoupling of the helper vehicle 110 from the vehicle system 100.
The vehicle system 100 may move in different operating modes that can be affected by addition or removal of the helper vehicle 110. The control of the vehicle system 100 under these different operating modes may need to be adapted or modified in order to safely account for addition or removal of the helper vehicle 110. Several examples of such changes in the control of the vehicle system 100 are described herein.
At 302, the vehicle system 100 moves along the route 106 under coordinated control of the propulsion-generating vehicles 102 in the vehicle system 100. This coordinated control may include the vehicles 102 operating in the DP mode or another mode where the operations of one or more vehicles 102 are remotely controlled from another location in the vehicle system 100 (e.g., not onboard the vehicles 102 being remotely controlled).
At 304, a determination is made as to whether one or more helper vehicles 110 (shown in
At 306, the one or more helper vehicles 110 are coupled with the vehicle system 100 while the vehicle system 100 is moving along the route 106. For example, the helper vehicle 110 may speed up or slow down relative to the vehicle system 100 until the helper vehicle 110 is traveling slightly faster than the speed of the vehicle system 100 (e.g., 101%, 103%, 105%, 110%, 120%, or another percentage of the speed of the vehicle system 100). The helper vehicle 110 may then come close enough to the trailing vehicle 102 or 104 of the vehicle system 100 (e.g., the vehicle 102 or 104 at the trailing end of the vehicle system 100 along a direction of travel of the vehicle system 100) that the coupler 108 of the trailing vehicle 102, 104 and/or the coupler 108 of the helper vehicle 110 may be coupled to the other of the trailing vehicle 102, 104 or the helper vehicle 110. Alternatively, the helper vehicle 110 may speed up or slow down relative to the vehicle system 100 until the helper vehicle 110 is traveling slightly slower than the speed of the vehicle system 100 (e.g., 99%, 97%, 95%, 90%, 80%, or another percentage of the speed of the vehicle system 100).
The helper vehicle 110 may then come close enough to the leading vehicle 102 or 104 of the vehicle system 100 (e.g., the vehicle 102 or 104 at the leading end of the vehicle system 100 along a direction of travel of the vehicle system 100) that the coupler 108 of the leading vehicle 102, 104 and/or the coupler 108 of the helper vehicle 110 may be coupled to the other of the leading vehicle 102, 104 or the helper vehicle 110. For example, the coupler 108 may be sufficiently close and/or engaged with the vehicle system 100 and/or helper vehicle 110 that an operator onboard the vehicle system 100 and/or an operator onboard the helper vehicle 110 can insert one or more pins or other mechanical connections into the coupler 108 to connect the vehicle system 100 with the helper vehicle 110. In another embodiment, the vehicle system 100 may stop movement to permit the helper vehicle 110 to be connected with the vehicle system 100.
The vehicle system 100 and the helper vehicle 110 may have braking systems that act to slow or stop movement of the vehicle system 100 and helper vehicle 110. These braking systems may be pneumatic systems that rely (at least in part) on changes in fluid pressure and/or fluid flow to activate or deactivate brakes of the braking systems. For example, the braking systems may include air brakes. During coupling of the helper vehicle 110 to the vehicle system 100, in one embodiment, the braking system of the helper vehicle 110 is not fluidly coupled with the braking system of the vehicle system 100. The air brake pipes, reservoirs, or the like, of the vehicle system 100 may remain separate from the air brake pipes, reservoirs, or the like, of the helper vehicle 110 such that air in the brake system of the vehicle system 100 or the helper vehicle 110 does not flow into the brake system of the other of the helper vehicle 110 or the vehicle system 100. Alternatively, the braking system of the helper vehicle 110 may be connected with the braking system of the vehicle system 100. For example, the coupler 108 may include a fluid coupling, such as one or more conduits, that fluidly couple the air brake system of the helper vehicle 110 with the air brake system of the vehicle system 100.
In one embodiment, one or more operators are disposed onboard the helper vehicle 110 during the coupling of the helper vehicle 110 to the vehicle system 100. The operator may manually control throttle settings, brake settings, or the like, of the helper vehicle 110.
At 308, a communication link is established between the vehicle system 100 and the helper vehicle 110. As described above, the lead vehicle 102 may remotely control operations of the other vehicles 102 in the vehicle system 100, such as in DP mode. The lead vehicle 102 can establish communication links with the other vehicles 102, such as by communicating request signals to the vehicles 102 that request establishment of a communication link. The vehicles 102 can respond to the lead vehicle 102 with confirmation signals indicating that the lead vehicle 102 and other vehicles 102 are communicatively linked. These signals can include identifications of the vehicles 102 sending the signals in order to establish the communication links. Alternatively, communication links can be established by communicating over the same channel, over the same frequency or frequency band, using the same encryption, or the like.
The lead vehicle 102 also can establish such a communication link with the helper vehicle 110. The lead vehicle 102 can maintain the communication link(s) with the other propulsion-generating vehicles 102 to continue remotely controlling operations of the other vehicles 102 while establishing the communication link with the helper vehicle 110. The lead vehicle 102 can establish the communication link by communicating a request signal to the helper vehicle 110. In response to receiving the request signal at the helper vehicle 110, the helper vehicle 110 may communicate a reply message back to the lead vehicle 102 automatically and/or at the direction of an onboard operator.
The lead vehicle 102 may perform a test on the communication links with the remote vehicles 102 in the vehicle system 100 when the communication links are established to ensure that the remote vehicles 102 are able to communicate with the lead vehicle 102 (e.g., to test and make sure that wireless transceivers, radios, or the like, are functioning). In one aspect, the lead vehicle 102 may not perform such a test on the communication link with the helper vehicle 110 after the communication link is established. For example, once the communication link between the lead vehicle 102 and the helper vehicle 110 is established, no further testing of the communication link may be performed. Testing may occur when a signal is communicated over the communication link that does not instruct or direct the helper vehicle 110 to change or maintain throttle settings or brake settings.
At 310, propulsion of the helper vehicle 110 (e.g., generated tractive force) is reduced to a designated lower limit while one or more of the vehicles 102 (or all of the vehicles 102) continue to generate tractive force to propel the vehicle system 100. For example, a throttle of the helper vehicle 110 may be reduced to a level or setting that causes the helper vehicle 110 to generate no tractive force to propel the vehicle system 100. The throttle may be reduced responsive to the helper vehicle 110 receiving a throttle down command from the lead vehicle 102. The lead vehicle 102 can communicate the throttle down command responsive to receiving the reply message from the helper vehicle 110.
In one embodiment, the throttle is reduced to idle such that an engine and/or motor of the helper vehicle 110 is still ON or activated, but is not working to propel the helper vehicle 110 or the vehicle system 100. Alternatively, the tractive force generated by the helper vehicle 110 may be reduced to another level, such as 1%, 3%, 5%, 10%, or another percentage, of the tractive force generated by the helper vehicle 110 prior to coupling with the vehicle system 100. An operator disposed onboard the helper vehicle 110 optionally may be able to override the automatic reduction in the throttle of the helper vehicle 110 in one embodiment. After the helper vehicle 110 reduces the throttle to the designated lower limit, the lead vehicle 102 can begin remotely controlling the throttle and/or brake settings of the helper vehicle 110 via the communication link between the vehicles 102, 110, as described above.
During the reduction in the throttle of the helper vehicle 110, the lead vehicle 102 of the vehicle system 100 may not perform one or more throttle miscompare tests. A throttle miscompare test examines the throttle settings of the different vehicles 102, 110, tractive forces generated by the vehicles 102, 110, or the like, that are communicatively linked with the lead vehicle 102 to ensure that the throttle settings, tractive forces, or the like, match or are within designated limits. For example, a throttle miscompare test may examine if the actual throttle setting of a vehicle 102, 110 is the same as or within a designated amount (e.g., within 1 or 2 throttle positions, within 5%, or the like) of the throttle setting that is commanded by the lead vehicle 102. As another example, a throttle miscompare test may examine if the actual throttle settings of the vehicles 102, 110 are not the same or within a designated amount of each other (e.g., within 1 or 2 throttle positions, within 5%, or the like). If the throttle settings or tractive forces differ by sufficiently large amounts so as to violate the throttle miscompare test, then the vehicle system 100 may apply one or more remedial actions, such as stopping or slowing movement of the vehicle system 100. In one embodiment, such a test is not performed with respect to the helper vehicle 110 and/or the test is suspended with respect to the helper vehicle 110 during the reduction in the throttle of the helper vehicle 110.
At 312, propulsion generated by the helper vehicle 110 is increased. The tractive force generated by the helper vehicle 110 can be increased up from the designated lower limit described above. In one embodiment, the throttle setting of the helper vehicle 110 is increased via remote control, such as by being increased from instructions received by a control signal communicated from the lead vehicle 102. Alternatively, the throttle setting may be increased by manual control from an operator onboard the helper vehicle 110. The throttle setting may be increased so that the tractive force and/or speed of the helper vehicle 110 matches or otherwise corresponds to (e.g., is within a designated range, such as 1%, 3%, 5%, 10%, or another limit) the tractive force and/or speed of the vehicles 102 in the vehicle system 100. Alternatively, the throttle setting may be increased so that the tractive force and/or speed of the helper vehicle 110 matches or otherwise corresponds to (e.g., is within a designated range, such as 1%, 3%, 5%, 10%, or another limit) a designated setting established by the lead vehicle 102 (but that may be different from the vehicles 102).
At 314, the operations of the helper vehicle 110 are remotely controlled by the lead vehicle 102 of the vehicle system 100. The helper vehicle 110 can be remotely controlled in order to assist the vehicle system 100, such as by generating increased tractive force to propel the vehicle system 100 relative to the propulsion that the vehicle system 100 was able to provide prior to the helper vehicle 110 coupling with the vehicle system 100. For example, the helper vehicle 110 can generate increased tractive force to help push the vehicle system 100 up an inclined grade in the route 106. Additionally or alternatively, the helper vehicle 110 can be remotely controlled to generate increased braking effort to slow or stop movement of the vehicle system 100 relative to the amount of braking effort that the vehicle system 100 was able to provide prior to the helper vehicle 110 coupling with the vehicle system 100. For example, the helper vehicle 110 can generate increased braking force to help slow or stop the vehicle system 100 moving down a declined grade in the route 106.
At 316, a determination is made as to whether the helper vehicle 110 is to be decoupled from the vehicle system 100. For example, the vehicle system 100 may have completed travel over the segment of the route 106 over which the vehicle system 100 may have needed increased tractive force and/or braking effort from the helper vehicle 110. If the vehicle system 100 has already moved over such a segment in the route 106 (or is sufficiently close to completing travel over this segment that the assistance from the helper vehicle 110 is no longer needed), then the helper vehicle 110 can decouple from the vehicle system 100. As a result, flow of the method 300 can proceed to 318. Alternatively, if the vehicle system 100 is still traveling over a segment of the route 106 where assistance from the helper vehicle 110 is needed, then flow of the method 300 can return to 314. In one embodiment, the segment of the route 106 where assistance from the helper vehicle 110 is need can represent a portion of the route 106 having an inclined or declined grade, a portion of the route 106 having reduced adhesion between the wheels of the vehicle system 100 and the route 106 (relative to other portions of the route 106), a portion of the route 106 over which the vehicle system 100 travels with reduced output from one or more of the vehicles 102 (e.g., due to damage or faults with the vehicles 102), or the like.
At 318, propulsion generated by the helper vehicle 110 is decreased to a designated lower limit. In one embodiment, the tractive force generated by the helper vehicle 110 can be decreased to the designated lower limit described above in connection with 310. For example, the throttle setting of the helper vehicle 110 may be reduced to idle. Alternatively, the tractive force may be reduced to another limit. The other propulsion-generating vehicles 102 may continue generating tractive forces to propel the vehicle system 100 and the helper vehicle 110, which remains coupled with the vehicle system 100.
At 320, the communication link between the lead vehicle 102 of the vehicle system 100 and the helper vehicle 110 is terminated. For example, the lead vehicle 102 may stop communicating control signals to the helper vehicle 110. Optionally, the lead vehicle 102 and/or the helper vehicle 110 can communicate a termination signal that informs the helper vehicle 110 and/or the lead vehicle 102 that the lead vehicle 102 no longer remotely controls operations of the helper vehicle 110.
At 322, the helper vehicle 110 is decoupled from the vehicle system 100. In one embodiment, the helper vehicle 110 is separated from the vehicle system 100 while the vehicle system 100 is moving. The coupler 108 used to connect the helper vehicle 110 with the vehicle system 100 may be disconnected from the vehicle system 100 and/or the helper vehicle 110. An operator onboard the vehicle system 100 and/or an operator onboard the helper vehicle 110 may remove one or more pins or other mechanical connections from the coupler 108 to cause the vehicle system 100 to be separated from the helper vehicle 110. The vehicle system 100 may continue to travel along the route 106, similar to as described above in connection with 302 of the method 300. In one embodiment, flow of the method 300 may return to 302.
Coupling and/or decoupling the helper vehicle 110 according to one or more embodiments of the method 300 described above can reduce the complexity and/or time that may otherwise be involved in coupling and/or decoupling helper vehicles to vehicle consists operating in DP mode. For example, using other processes to couple and/or decouple helper vehicles to DP vehicle consists can involve stopping the vehicle consists to connect and/or separate the helper vehicle, and may involve a penalty brake application of the vehicle consists.
The penalty brake application may be a safety feature of the vehicle system 100. This safety feature includes dropping air pressure in a brake pipe of the vehicle system 100 sufficiently far to apply the air brakes and prevent movement of the vehicle system 100 when one or more designated events occur. A designated event is one which the vehicle system is designed/configured to respond to, based on a mechanical configuration of the vehicle system, the vehicle system being configured to receive information about the event (e.g., from sensors) and automatically apply criteria to the information (e.g., with a processor) to assess if the event has occurred, or the like. The penalty brake application of the brakes may differ from other types of brake applications. In one embodiment, the penalty brake application differs from other types of brake applications based on the amount of braking effort applied. For example, an operator commanded brake application may involve the operator of the vehicle system manually controlling how much braking effort is provided by one or more of the vehicles and/or the entire vehicle system. As the operator commanded brake application increases, the brakes of the vehicles and/or the entire vehicle system apply more braking effort, such as by decreasing pressure in the brake system of the vehicle system by a corresponding amount. Conversely, as the operator commanded brake application decreases, the brakes of the vehicles and/or the entire vehicle system apply less braking effort, such as by decreasing pressure in the brake system of the vehicle system by a corresponding lesser amount. The rate at which the braking effort is applied (e.g., the rate at which pressure in the brake pipe decreases) during an operator commanded brake application may be a fixed or designated rate, which can be referred to as a service rate. This service rate also may be used for a penalty brake application to control the rate at which the brake pipe pressure decreases during the penalty brake application.
Additionally, the penalty brake application also may differ from an emergency brake application. The emergency brake application also may be initiated by the operator and/or may be automatically initiated based on failure of equipment of the brake pipe. The automatic emergency brake application reduces the pressure in the brake pipe at a faster rate than the penalty brake application or the operator commanded brake application (e.g., faster than the service rate). The emergency brake application may involve all or substantially all of the pressure in the brake pipe being exhausted out of the vehicle system. For example, the fluid pressure in the brake pipe may be reduced to zero or to a value that is substantially small to avoid reducing the brake effort applied by the brake system. In contrast, the operator commanded brake application and/or the penalty brake application may be limited to reducing the brake pipe pressure to a designated, non-zero level that prevents all of the braking effort from being applied.
The penalty brake application may be automatically (e.g., without operator intervention) initiated by safety equipment of the vehicle system in response to one or more designated events. Like the operator commanded brake application, the brake pipe pressure in the penalty brake application can be reduced at the same service rate. But, the brake system may continue exhausting the fluid pressure in the brake pipe until the pressure is zero or to a value that is substantially small to avoid reducing the brake effort applied by the brake system.
The penalty brake application also may differ from the operator commanded brake application and/or the emergency brake application based on the amount of time needed to recharge the brake system (e.g., how long it takes to increase the fluid pressure in the brake system following the brake application in order to remove the braking effort applied by the brake system). For example, after an operator commanded brake application, enough fluid must be pumped into the brake pipe to raise the pressure in the brake pipe up to at least a designated, non-zero threshold (e.g., 90 psi or another value). Additionally, one or more, or all, of the vehicles may have a reservoir of fluid used to apply the brake that is to be recharged. Recovery from a penalty brake application may take longer than an operator commanded brake application because the fluid pressure in all of the brake pipe and reservoirs may need to be increased to at least the designated level, instead of increasing the fluid pressure in the brake pipe only or increasing the fluid pressure from a larger value (which may occur following an operator commanded brake application). An emergency brake application may take even longer because in addition to recharging the brake pipe and the reservoirs, one or more, or all, of the vehicles in the vehicle system may have an additional emergency reservoir of fluid for the brake system that may need to be recharged following the brake application.
Operating the vehicle system 100 as described above during the coupling and/or decoupling of the helper vehicle 110 can be performed without application of a brake penalty. For example, connecting the helper vehicle 110 in another manner (e.g., with fluidly coupling the brake systems, by establishing the communication link between the lead vehicle 102 and the helper vehicle 110 and performing the test on the communication link, and the like) can result in the brakes of the vehicle system 100 (e.g., the air brakes) being automatically applied and prevented from being removed for at least a designated time period.
Additionally or alternatively, coupling and/or decoupling the helper vehicle 110 according to one or more embodiments of the method 300 described above can reduce the complexity and/or time that may otherwise be involved in coupling and/or decoupling helper vehicles to vehicle consists operating in DP mode in another way. For example, using other processes to couple and/or decouple helper vehicles to DP vehicle consists can involve terminating communication links and/or re-establishing communication links between the lead vehicle and remote vehicles in a vehicle system operating in the DP mode when the helper vehicle is added to and/or removed from the vehicle system. By adding the helper vehicle 110 to the vehicle system 100 in the manner described above in connection with one or more embodiments of the method 300, the helper vehicle 110 may be added to and/or decoupled from the vehicle system 100 without having the terminate and/or re-establish the communication links already established between the lead and remote vehicles 102.
Another mode of operation in which the vehicle system 100 may move involves the use of an energy management system (described below) and/or trip plan that dictates operational settings of the vehicle system 100. This mode of operation additionally may use DP mode, or may not use DP mode described above. The energy management system can create the trip plan for use in controlling operations of the vehicle system 100. The trip plan can designate operational settings of the vehicle system 100 as a function of time and/or distance along the route 106 during a trip from an origin location or a current location to a final destination location and/or one or more intermediate locations. By way of example, the operational settings designated by the trip plan can include one or more of throttle settings, brake settings, speeds, accelerations, forces exerted on couplers 108, or the like, of the vehicle system 100. The vehicle system 100 may be automatically controlled to use the operational settings of the trip plan, to advise an operator onboard the vehicle system 100 of the designated operational settings so that the operator can manually control the vehicle system 100 according to the trip plan, and/or a combination thereof.
The trip plan can be formed and/or revised by an energy management system based at least in part on trip data, vehicle data, and/or route data. Trip data includes information about an upcoming trip by the vehicle system. By way of example only, trip data may include station information (such as the location of a beginning station where the upcoming trip is to begin and/or the location of an ending station where the upcoming trip is to end), restriction information (such as work zone identifications, or information on locations where the route is being repaired or is near another route being repaired and corresponding speed/throttle limitations on the vehicle system), and/or operating mode information (such as speed/throttle limitations on the vehicle system in various locations, slow orders, and the like).
Vehicle data includes information about the propulsion-generating vehicles in the vehicle system, the vehicle system itself, and/or cargo being carried by the vehicle system. For example, vehicle data may represent cargo content (such as information representative of cargo being transported by the vehicle) and/or vehicle information (such as model numbers, manufacturers, horsepower, and the like, of the vehicle). Vehicle data also may include sizes of the vehicles 102, 104 (e.g., length, mass, weight, or the like), capabilities of the vehicles 102 (e.g., how much tractive force the vehicles 102 can generate), the locations and/or distribution of the vehicles 102 in the vehicle system 100, or the like.
Route data includes information about the route upon which the vehicle or vehicle system travels. For example, the route data may include information about locations of damaged sections of a route, locations of route sections that are under repair or construction, the curvature and/or grade of a route, and the like. The route data is related to operations of the vehicle as the route data includes information about the route that the vehicle is or will be traveling on. However, other types of data can be recorded as the data and/or the data may be used for other operations. The route data may be stored as a route database that is on a memory of the vehicle system 100.
The transportation network 404 may include one or more helper regions 406. The helper regions 406 represent geographic areas, boundaries, geo-fences, or the like, in which one or more helper vehicles 110 (shown in
The trip plan may be created in advance of the vehicle system 400 traveling over the route 402. Optionally, the trip plan can be revised as the vehicle system 400 moves over the route 402. The vehicle system 400 may travel through one or more helper regions 406 during a trip dictated by the trip plan. During travel in and/or through one or more of these helper regions 406, helper vehicles 110 may connect with and assist the vehicle system 400. Addition of the helper vehicles 110 can increase the tractive forces and/or braking forces that the vehicle system 400 can generate, can increase the size of the vehicle system 400 (e.g., length, mass, weight, or the like), can change the locations and/or distributions of propulsion-generating vehicles in the vehicle system 400, or otherwise change the vehicle system 400. But, the trip plan may not be generated and/or revised based on the addition of the helper vehicle 110 to the vehicle system 400. As a result, the trip plan may not be able to be safely implemented by the vehicle system 400 during time periods that the helper vehicle 110 is added to the vehicle system 400.
At 502, operations of the vehicle system 100 are controlled according to a trip plan. The operations may be automatically controlled according to the trip plan, such that an operator onboard the vehicle system 100 does not need to change throttle settings, brake settings, or the like, because the vehicle system 100 automatically implements changes to these settings, without operator intervention, in order to follow the operational settings designated by the trip plan. Alternatively, the vehicle system 100 may notify the operator of the operational settings designated by the trip plan, and the operator may then manually control the vehicle system 100 according to the trip plan.
At 504, the location of the vehicle system 100 is monitored. For example, the vehicle system 100 may repeatedly determine the location of the vehicle system 100 in order to determine if the vehicle system 100 is in or is approaching a helper region 406. The locations and/or boundaries of the helper regions 406 may be communicated to the vehicle system 100 from an off-board location, may be communicated to an operator onboard the vehicle system 100, may be shown by one or more signs disposed alongside the route 106, may be stored in a computer memory onboard the vehicle system 100, or the like.
At 506, a determination is made as to whether the vehicle system 100 is in or is approaching a helper region 406. For example, a determination may be made as to whether the vehicle system 100 is within the boundaries of a helper region 406 and/or is within a designated distance of a helper region 406. If the vehicle system 100 is in or approaching a helper region 406, then a determination may be made as to whether one or more helper vehicles 110 are to be added to the vehicle system 100 to assist the vehicle system 100 during travel in at least part of the helper region 406. As a result, flow of the method 500 can continue to 508. On the other hand, if the vehicle system 100 is not in or approaching a helper region 406, then flow of the method 500 can return to 502 so that the vehicle system 100 continues to be controlled according to the trip plan.
At 508, a determination is made as to whether one or more helper vehicles 110 are to be added to the vehicle system 100 in the helper region 406. In one embodiment, a notification may be communicated to an operator onboard the vehicle system 100. This notification may be a visual notification displayed on a display device of the vehicle system 100, an audible notification presented via one or more speakers of the vehicle system 100, or the like.
The operator may choose to add the helper vehicle 110 or not add the helper vehicle 110. The operator may input a decision to add or not add the helper vehicle 110 into a controller (described below) or energy management system onboard the vehicle system 100, may communicate the decision to the helper vehicle 110, or the like. Optionally, the decision of whether to add or not add the helper vehicle 110 may be made automatically, such as by determining an amount of tractive effort and/or braking effort needed to travel through at least part of the helper region 406. If this amount of needed effort is greater than the amount of tractive effort and/or braking effort that the vehicle system 100 is able to provide, then the vehicle system 100 may automatically request that one or more helper vehicles 110 be added to the vehicle system 100.
If no helper vehicle 110 is to be added to the vehicle system 100, then flow of the method 500 can proceed to 510. At 510, the vehicle system 100 can continue to be controlled according to the trip plan without any helper vehicles 110 added to the vehicle system 100. In one embodiment, the vehicle system 100 can continue to be controlled automatically according to the trip plan. Flow of the method 500 can return to 504 so that additional determinations of whether the vehicle system 100 is at or approaching a helper region 406 and/or whether to add one or more helper vehicles 110 can be made.
On the other hand, if (at 508) one or more helper vehicles 110 are to be added to the vehicle system 100, then flow of the method 500 can proceed to 512. At 512, automatic control of the vehicle system 100 according to the trip plan is prevented. For example, during movement of the vehicle system 100 in the helper region 406, the vehicle system 100 may no longer be automatically controlled, but instead may be manually controlled. Optionally, the automatic control of the vehicle system 100 may only be prevented during the time period that the helper vehicle 110 is coupled with the vehicle system 100. In another embodiment, the operation of 512 is not included in the method 500. For example, automatic control of the vehicle system 100 according to the trip plan may not be prevented at 512.
At 514, the number and/or type of helper vehicles 110 being added to the vehicle system 100 are determined. In one embodiment, the number and/or type of helper vehicles 110 may be input by the operator of the vehicle system 100 into the controller and/or energy management system of the vehicle system 100. Optionally, the number and/or type of helper vehicles 110 may be automatically input, such as by identification signals and/or reply signals communicated from the helper vehicles 110 to the controller and/or energy management system of the vehicle system 100. For example, during establishment of communication links between a lead vehicle 102 (shown in
The type of the helper vehicle 110 may identify operational information about the helper vehicle 110. For example, the type of the helper vehicle 110 may indicate the amount of tractive force (e.g., horsepower) and/or braking effort that the helper vehicle 110 is capable of providing to assist the vehicle system 100, the size (e.g., length, mass, weight, or the like) of the helper vehicle 110, or other information that may impact the trip plan being followed by the vehicle system 100. In one aspect, the type of the helper vehicle 110 may identify the helper vehicle 110 by model number, serial number, unique identification number, or the like, and the controller and/or energy management system of the vehicle system 100 can refer to a memory structure (e.g., a list, table, database, or the like) stored in the memory of the vehicle system 100 to determine the operational information of the helper vehicle 110 based at least in part on the identification of the helper vehicle 110.
At 516, the one or more helper vehicles 110 are coupled with the vehicle system 100. The helper vehicle 110 may be coupled with the vehicle system 100 while the vehicle system 100 is moving along the route 106, as described above. At 518, movement of the vehicle system 100 is controlled pursuant to the operational settings designated by the trip plan. In one aspect, the actual operational settings of the vehicles 102 in the vehicle system 100 are automatically controlled according to the trip plan, while the actual operational settings of the helper vehicle 110 are not automatically controlled. For example, the helper vehicle 110 may be manually controlled, as described below. Alternatively, movement of the vehicle system 100 is manually controlled pursuant to the operational settings designated by the trip plan, such as by an operator manually controlling operations of the vehicles 102 in the vehicle system 100 according to the trip plan. In another embodiment, the vehicle system 100 and the helper vehicle 110 are automatically controlled according to the trip plan.
In one aspect, the trip plan may be revised responsive to the one or more helper vehicles 110 being added to the vehicle system 100. For example, the energy management system of the vehicle system 100 or the energy management system disposed off-board the vehicle system 100 may change the operational settings designated by the trip plan into a revised trip plan. The trip plan may be revised to account for the additional tractive force, braking effort, mass, weight, and/or length provided by the one or more helper vehicles 110 added to the vehicle system 100. For example, the previously created trip plan may not designate operational settings for the one or more helper vehicles 110. The trip plan can be revised to include additional designated operational settings for the one or more helper vehicles 110.
Optionally, the trip plan may be previously created in order to reduce fuel consumption by the vehicle system 100, reduce emissions generated by the vehicle system 100, maintain forces exerted on the couplers 108 within designated limits (e.g., less than 100,000 kg, less than 90,000 kg, less than 70,000 kg, etc.), or the like, while traveling to a designated location within a designated period of time, relative to the vehicle system 100 traveling according to operational settings other than those of the trip plan and/or traveling to the designated location within a different period of time. Due to the added tractive force, braking effort, mass, weight, and/or length provided by addition of the one or more helper vehicles 110, the trip plan may need to be revised in order to reduce fuel consumed by the vehicle system 100 and one or more helper vehicles 110, to reduce emissions generated by the vehicle system 100 and one or more helper vehicles 110, to maintain forces exerted on the couplers 108 within the designated limits, or the like, relative to the vehicle system 100 traveling with the helper vehicle 110 according to operational settings other than those of the revised trip plan.
At 520, the operational settings for the helper vehicle 110 are relayed to the helper vehicle 110. For example, the trip plan or revised trip plan may designate operational settings for the helper vehicle 110. In one aspect, the lead vehicle 102 can communicate these operational settings to the helper vehicle 110 as the vehicle system 100 and the helper vehicle 110 move along the route 106. In another aspect, an operator onboard the vehicle system 100 can communicate these operational settings to the helper vehicle 110. The operational settings can be communicated in control signals used in the DP mode to remotely control operations of the helper vehicle 110 (as described above), may be vocally communicated to an operator onboard the helper vehicle 110 to cause the operator to implement the operational settings, or the like. The operational settings may be repeatedly communicated to the helper vehicle 110, such as when the operational settings change, at regular intervals, or the like.
As described above, the trip plan can designate operational settings as a function of time and/or distance along the route 106. If the trip plan is revised to include operational settings for the one or more helper vehicles 110 added to the vehicle system 100, and if the operational settings are relayed to the one or more helper vehicles 110 from the vehicle system 100, then the trip plan may be revised to account for communication delays or lags. For example, the trip plan may designate operational settings for the propulsion-generating vehicles 102 and the helper vehicle 110 to be implemented at a designated time and/or location. Due to the time needed to communicate the operational settings for the helper vehicle 110 from the vehicle system 100 to the helper vehicle 110, the operational settings for the helper vehicle 110 may actually be implemented later and/or at a different location than designated by the trip plan. The trip plan can be revised to account for this delay, such as by changing the times and/or locations at which the operational settings for the helper vehicle 110 are to be implemented to earlier times and/or closer locations. For example, if the trip plan dictates that the propulsion-generating vehicles 102 and the helper vehicle 110 is to use a throttle setting of three in three minutes and/or at milepost twenty-seven, then the trip plan can be revised to direct the propulsion-generating vehicles 102 to use the throttle setting of three in three minutes and/or at milepost twenty-seven, but for the helper vehicle 110 to use the throttle setting of three in two minutes and fifty seconds and/or at one hundred meters prior to reaching milepost twenty-seven.
Alternatively, the operational settings may not be relayed to the helper vehicle 110. For example, the revised trip plan may be communicated to the helper vehicle 110 so that the helper vehicle 110 is aware of the current and/or upcoming operational settings designated by the trip plan. As a result, the operational settings may not need to be relayed to the helper vehicle 110 from the vehicle system 100 as the operational settings of the trip plan change with respect to time and/or distance.
At 522, a determination is made as to whether the vehicle system 100 is traveling according to the trip plan. If the trip plan was revised due to addition of the one or more helper vehicles 110, then this determination may be made with respect to the revised trip plan. The actual operational settings of the vehicle system 100 can be compared to the operational settings designated by the trip plan or the revised trip plan. If the actual and designated operational settings differ by more than a designated threshold amount, then the vehicle system 100 may not be traveling according to the trip plan or revised trip plan.
For example, if the trip plan or revised trip plan dictates that the vehicle system 100 travel at fifty kilometers per hour, but the vehicle system 100 is traveling thirty kilometers per hour or seventy kilometers per hour (and the designated threshold amount is five kilometers per hour), then it may be determined that the vehicle system 100 is not traveling according to the trip plan or the revised trip plan. As another example, if the trip plan or revised trip plan dictates that the forces exerted on the couplers 108 remain at or below 90,000 kg, but the actual coupler forces are at or above 100,000 kg, then it may be determined that the vehicle system 100 is not traveling according to the trip plan or the revised trip plan. As a result, the manner of controlling the vehicle system 100 and/or the helper vehicle 110 may need to be modified. Flow of the method 500 may then proceed to 524. Alternatively, if the vehicle system 100 is traveling according to the trip plan, then flow of the method 500 can proceed to 526.
At 524, automatic control of the vehicle system 100 is terminated. For example, the controller of the vehicle system 100 may no longer automatically control operational settings of the vehicle system 100 according to the trip plan or revised trip plan. Instead, control of the vehicle system 100 may revert to manual control. This manual control may occur with the controller and/or energy management system of the vehicle system 100 advising the operator how to manually control the vehicle system 100 according to the trip plan, or may occur with the operator manually controlling the vehicle system 100 without regard to the trip plan.
At 526, a determination is made as to whether the one or more helper vehicles 110 are to be decoupled from the vehicle system 100. For example, the vehicle system 100 may be at or approaching (e.g., within the designated distance described above) the boundary of the helper region 406 such that the vehicle system 100 is about to exit the helper region 406, then the one or more helper vehicles 110 may need to be separated from the vehicle system 100. Optionally, the assistance provided by the one or more helper vehicles 110 may no longer be needed inside the helper region 406, even if the vehicle system 100 is not at or approaching the exit of the helper region 406. If the one or more helper vehicles 110 are to be decoupled from the vehicle system 100, then flow of the method 500 can proceed to 528. Otherwise, flow of the method 500 can return to 518 where movement of the vehicle system 100 continues to be controlled according to the trip plan or the revised trip plan.
At 528, the one or more helper vehicles 110 are decoupled from the vehicle system 100. In one embodiment, the helper vehicle 110 is separated from the vehicle system 100 while the vehicle system 100 is moving. The coupler 108 used to connect the helper vehicle 110 with the vehicle system 100 may be disconnected from the vehicle system 100 and/or the helper vehicle 110. An operator onboard the vehicle system 100 and/or an operator onboard the helper vehicle 110 may remove one or more pins or other mechanical connections from the coupler 108 to cause the vehicle system 100 to be separated from the helper vehicle 110. The vehicle system 100 may continue to travel along the route 106 and, in one embodiment, flow of the method 500 may return to 502.
The control system 606 includes a controller 602 referred to above, which may represent one or more computer processors (e.g., microprocessors) and/or associated hardware circuits or circuitry. The computer processors may operate based on hard-wired instructions, and/or may operate based on instructions (e.g., software) stored on a computer memory 604, such as a hard disk drive, an optical disk drive, a flash drive, an electronically programmable computer drive, or the like.
The controller 602 can include and/or be connected with one or more input devices and/or output devices. These devices can include computer monitors, touchscreens, speakers, microphones, keyboards, an electronic mouse, styluses, or the like. The controller 602 can be used to control operations of the vehicle 600, the vehicle system 100 (in which the vehicle 600 is included), and/or the helper vehicle 110. The controller 602 can be operably connected with a propulsion system 608 and/or a brake system 610. The propulsion system 608 represents one or more engines, alternators, generators, traction motors, circuits, or the like, that generate tractive force to propel the vehicle 600, the vehicle system 100, and/or the helper vehicle 110. The brake system 610 represents one or more brakes, such as air brakes, dynamic brakes, or the like, that generate braking effort to slow or stop movement of the vehicle 600, the vehicle system 100, and/or the helper vehicle 110. In one aspect, the brake system 610 can be fluidly coupled with one or more brake systems of other vehicles 102, 104 in the vehicle system 100. The controller 602 communicates control signals to the propulsion system 608 and/or the brake system 610 based at least in part on commands received from an operator of the vehicle 600 and/or the vehicle system 100, and/or based at least in part on a trip plan, to control movement of the vehicle 600, the vehicle system 100, and/or the helper vehicle 110.
A location system 612 represents one or more computer processors (e.g., microprocessors) and/or associated hardware circuits or circuitry that operate to determine where the vehicle 600 is located. The location system 612 may include an antenna 614 and receiving or transceiving circuitry for communicating wireless signals to determine locations of the vehicle 600. For example, the location system 612 can be a global positioning system receiver that receives wireless signals to determine where the vehicle 600 is located. Optionally, the location system 612 can communicate wireless signals with one or more locations (e.g., cellular towers) to determine the location of the vehicle 600. In another example, the location system 612 can be communicatively coupled with one or more speed sensors (e.g., tachometers) to calculate the location of the vehicle 600 based on the moving speed of the vehicle 600 and an amount of time that has elapsed since the vehicle 600 was at a known location. In another example, the location system 612 can wirelessly communication with wayside transponders at known locations to determine the location of the vehicle 600.
A communication system 616 represents one or more computer processors (e.g., microprocessors) and/or associated hardware circuits or circuitry that operate to communicate signals between the vehicle 600 and another vehicle 102, 104, 110 or other location. The communication system 616 may include an antenna 618 and transceiving circuitry for communicating wireless signals. These signals can include control signals sent by the controller 602 via the communication system 616 to remotely control operations of other vehicles in the vehicle system 100, control signals received by the communication system 616 and sent from the controller of another vehicle to remotely control operations of the vehicle 600, request signals described above, reply signals described above, radio signals to permit operators onboard different vehicles to communicate with each other, or the like. The communication system 616 optionally may be communicatively coupled with one or more onboard cables 620 that is connected with one or more other vehicles in the same vehicle system 100 as the vehicle 600. The cables 620 can represent one or more multiple unit (MU) cables, trainlines, electronically controlled pneumatic brake lines, or other wired connections. The cable 620 can be used to communicate signals with other vehicles. The controller 602 can direct the communication system 616 to communicate the signals used to establish and/or terminate the communication links between the vehicle 600 and one or more other vehicles.
An energy management system 622 (as described above) represents one or more computer processors (e.g., microprocessors) and/or associated hardware circuits or circuitry that operate to create trip plans, revise trip plan, generate signals communicated to the controller 602 that are representative of operational settings of the trip plans, or the like. The energy management system 622 may obtain data used to create and/or revise the trip plans from the memory 604 and/or from an off-board location via the communication system 616. Optionally, the energy management system 622 can be disposed off-board the vehicle 600, but can communicate the trip plans and/or revised trip plans to the vehicle 600.
In one aspect, the operations of the vehicles and vehicle systems described herein are actually performed, and are not limited to simulations or other models of vehicles or vehicle systems.
In one embodiment, a method (e.g., for controlling a vehicle system) includes controlling movement of a vehicle system having one or more propulsion-generating vehicles along a route, and temporarily adding a propulsion-generating helper vehicle to the vehicle system such that the helper vehicle increases one or more of an amount of tractive force or an amount of braking effort generated by the vehicle system.
In one aspect, the propulsion-generating helper vehicle is added to the vehicle system during the movement of the vehicle system along the route.
In one aspect, the one or more propulsion-generating vehicles includes a lead propulsion-generating vehicle and at least one remote propulsion-generating vehicle. The method also can include communicatively linking the lead propulsion-generating vehicle with the at least one remote propulsion-generating vehicle such that the lead propulsion-generating vehicle can remotely control movement of the at least one remote propulsion-generating vehicle, and communicatively linking the lead propulsion-generating vehicle with the helper vehicle such that the lead propulsion-generating vehicle can remotely control movement of the helper vehicle without terminating a communication link between the lead propulsion-generating vehicle and the at least one remote propulsion-generating vehicle.
In one aspect, temporarily adding the helper vehicle includes mechanically coupling the helper vehicle to the vehicle system without fluidly coupling a brake system of the helper vehicle with a brake system of the vehicle system.
In one aspect, the helper vehicle is manually controlled by an onboard operator, and the method also can include establishing a communication link between at least one of the one or more propulsion-generating vehicles and the helper vehicle responsive to a throttle setting of the helper vehicle being reduced, and remotely increasing the throttle setting of the helper vehicle from the at least one of the one or more propulsion-generating vehicles via the communication link.
In one aspect, the method also can include controlling movement of the vehicle system according to a trip plan that designates operational settings of the vehicle system as a function of one or more of time or distance along the route.
In one aspect, the method includes one or more of revising the trip plan based at least in part on addition of the helper vehicle to the vehicle system and/or automatically controlling the vehicle system according to the trip plan prior to adding the helper vehicle to the vehicle system and switching to manual control of the vehicle system responsive to the helper vehicle being added to the vehicle system.
In one aspect, controlling the movement of the vehicle system and the helper vehicle includes automatically controlling the vehicle system according to the trip plan and communicating control signals to the helper vehicle to control the helper vehicle according to the trip plan.
In one aspect, communicating the control signals to the helper vehicle includes communicating the operational settings of the trip plan for the helper vehicle. The method also can include revising the operational settings of the trip plan for the helper vehicle based at least in part in a temporal communication lag between the vehicle system and the helper vehicle.
In one aspect, controlling the movement of the vehicle system includes automatically controlling the vehicle system according to the trip plan prior to adding the helper vehicle to the vehicle system. Adding the helper vehicle to the vehicle system can include stopping automatic control of the vehicle system, coupling the helper vehicle to the vehicle system, and resuming automatic control of the vehicle system subsequent to coupling the helper vehicle to the vehicle system.
In one aspect, the method also can include revising the trip plan to account for addition of the helper vehicle.
In another embodiment, a system (e.g., a control system) includes a controller configured to control movement of a vehicle system having one or more propulsion-generating vehicles along a route. The controller also is configured to remotely control a propulsion-generating helper vehicle that is temporarily added to the vehicle system such that the helper vehicle increases one or more of an amount of tractive force or an amount of braking effort generated by the vehicle system.
In one aspect, the controller is configured to remotely control the propulsion-generating helper vehicle that is temporarily added to the vehicle system during movement of the vehicle system along the route.
In one aspect, the one or more propulsion-generating vehicles includes a lead propulsion-generating vehicle and at least one remote propulsion-generating vehicle, and the controller can be configured to direct a communication system onboard the lead propulsion-generating vehicle to communicatively link the lead propulsion-generating vehicle with the at least one remote propulsion-generating vehicle such that the lead propulsion-generating vehicle can remotely control movement of the at least one remote propulsion-generating vehicle and to communicatively link the lead propulsion-generating vehicle with the helper vehicle such that the lead propulsion-generating vehicle can remotely control movement of the helper vehicle without terminating a communication link between the lead propulsion-generating vehicle and the at least one remote propulsion-generating vehicle.
In one aspect, the helper vehicle is manually controlled by an onboard operator, and the controller is configured to direct the communication system to establish a communication link between at least one of the one or more propulsion-generating vehicles and the helper vehicle responsive to a throttle setting of the helper vehicle being reduced, the controller also configured to remotely increase the throttle setting of the helper vehicle from the at least one of the one or more propulsion-generating vehicles via the communication link.
In one aspect, the controller is configured to control movement of the vehicle system according to a trip plan that designates operational settings of the vehicle system as a function of one or more of time or distance along the route.
In one aspect, the system also includes a memory configured to be disposed onboard the vehicle system and to store a location of one or more helper regions in which the helper vehicle is available to assist the vehicle system. The controller can be further configured to determine travel of the vehicle system one or more of into or toward the one or more helper regions and to one or more of: revise the trip plan based at least in part on addition of the helper vehicle to the vehicle system, or automatically control the vehicle system according to the trip plan prior to adding the helper vehicle to the vehicle system and switch to manual control of the vehicle system responsive to the helper vehicle being added to the vehicle system.
In one aspect, the controller is configured to control the movement of the vehicle system and the helper vehicle by automatically controlling the vehicle system according to the trip plan and by directing the communication system to communicate control signals to the helper vehicle to control the helper vehicle according to the trip plan.
In one aspect, the controller is configured to direct the communication system to communicate the control signals to the helper vehicle by communicating the operational settings of the trip plan for the helper vehicle. The system also can include an energy management system configured to revise the operational settings of the trip plan for the helper vehicle based at least in part in a temporal communication lag between the vehicle system and the helper vehicle.
In one aspect, the controller is configured to control the movement of the vehicle system by automatically controlling the vehicle system according to the trip plan prior to adding the helper vehicle to the vehicle system, stopping automatic control of the vehicle system prior to coupling the helper vehicle to the vehicle system, and resuming automatic control of the vehicle system subsequent to coupling the helper vehicle to the vehicle system.
In one aspect, the system also includes an energy management system configured to revise the trip plan to account for addition of the helper vehicle.
In another embodiment, a method (e.g., for controlling a vehicle system) includes remotely controlling operations of one or more remote propulsion-generating vehicles from a lead propulsion-generating vehicle in a vehicle system that includes the lead propulsion-generating vehicles and the one or more remote propulsion-generating vehicles, and adding a helper vehicle to the vehicle system to increase one or more of a tractive force or a braking effort capable of being provided by the vehicle system relative to prior to adding the helper vehicle.
In one aspect, the helper vehicle is added to the vehicle system while the vehicle system is moving along a route.
In one aspect, remotely controlling the operations of the one or more remote propulsion-generating vehicles includes controlling the operations of the one or more remote propulsion-generating vehicles according to a trip plan that designates operational settings of the vehicle system as a function of one or more of time or distance along the route.
In one aspect, adding the helper vehicle is performed without communicatively de-linking the lead propulsion-generating vehicle from the one or more remote propulsion-generating vehicles.
It is to be understood that the above description is intended to be illustrative, and not restrictive. For example, the above-described embodiments (and/or aspects thereof) may be used in combination with each other. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the inventive subject matter without departing from its scope. While the dimensions and types of materials described herein are intended to define the parameters of the inventive subject matter, they are by no means limiting and are exemplary embodiments. Many other embodiments will be apparent to one of ordinary skill in the art upon reviewing the above description. The scope of the inventive subject matter should, therefore, be determined with reference to the appended clauses, along with the full scope of equivalents to which such clauses are entitled. In the appended clauses, the terms “including” and “in which” are used as the plain-English equivalents of the respective terms “comprising” and “wherein.” Moreover, in the following clauses, the terms “first,” “second,” and “third,” etc. are used merely as labels, and are not intended to impose numerical requirements on their objects. Further, the limitations of the following clauses are not written in means-plus-function format and are not intended to be interpreted based on 35 U.S.C. §112(f), unless and until such clause limitations expressly use the phrase “means for” followed by a statement of function void of further structure.
This written description uses examples to disclose several embodiments of the inventive subject matter and also to enable a person of ordinary skill in the art to practice the embodiments of the inventive subject matter, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the inventive subject matter may include other examples that occur to those of ordinary skill in the art. Such other examples are intended to be within the scope of the clauses if they have structural elements that do not differ from the literal language of the clauses, or if they include equivalent structural elements with insubstantial differences from the literal languages of the clauses.
The foregoing description of certain embodiments of the inventive subject matter will be better understood when read in conjunction with the appended drawings. To the extent that the figures illustrate diagrams of the functional blocks of various embodiments, the functional blocks are not necessarily indicative of the division between hardware circuitry. Thus, for example, one or more of the functional blocks (for example, processors or memories) may be implemented in a single piece of hardware (for example, a general purpose signal processor, microcontroller, random access memory, hard disk, and the like). Similarly, the programs may be stand-alone programs, may be incorporated as subroutines in an operating system, may be functions in an installed software package, and the like. The various embodiments are not limited to the arrangements and instrumentality shown in the drawings.
As used herein, an element or step recited in the singular and proceeded with the word “a” or “an” should be understood as not excluding plural of said elements or steps, unless such exclusion is explicitly stated. Furthermore, references to “an embodiment” or “one embodiment” of the inventive subject matter are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the recited features. Moreover, unless explicitly stated to the contrary, embodiments “comprising,” “including,” or “having” an element or a plurality of elements having a particular property may include additional such elements not having that property.
Since certain changes may be made in the above-described systems and methods without departing from the spirit and scope of the inventive subject matter herein involved, it is intended that all of the subject matter of the above description or shown in the accompanying drawings shall be interpreted merely as examples illustrating the inventive concept herein and shall not be construed as limiting the inventive subject matter.
