Control system and method for remotely isolating powered units in a vehicle system

• US 9,079,589 B2
• Filed: 08/02/2012
• Issued: 07/14/2015
• Est. Priority Date: 09/09/2009
• Status: Active Grant

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Cooper, Jared Klineman, Eldredge, David Allen, Brown, Timothy Robert
• Primary Examiner(s): Algahaim, Helal A
• Assistant Examiner(s): SMITH, JELANI A
• Application Number:
  US13/565,571
• Publication Number:
  US 20120296545A1
• Time in Patent Office: 1,076 Days
• Field of Search: 701/99, 701/2, 701/19, 701/20, 434/219, 105/61
• US Class Current: 1/1
• CPC Class Codes: B61C 17/12 Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units control from points outside the train B61L3/00; fluid-actuated telemotors, servomotors F15B; control devices in general G05
• CPC Class Codes: B61L 15/0027 Radio-based, e.g. using GSM-R
• CPC Class Codes: B61L 15/0036 Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
• CPC Class Codes: B61L 15/0058 On-board optimisation of vehicle or vehicle train operation
• CPC Class Codes: Y02T 30/00 Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Abstract

A method for controlling a vehicle system includes controlling a vehicle system having powered units that propel the vehicle system. A trip plan directs at least one of the powered units to remain in a non-propulsion generating mode during the trip. The method further includes slowing and/or stopping the vehicle system in contravention to the first trip plan, activating the at least one of the powered units out of the non-propulsion generating mode into an active, propulsion-generating mode when the vehicle system accelerates after the at least one of slowing or stopping in contravention to the first trip plan, and switching the at least one of the powered units back to the non-propulsion generating mode after the vehicle system achieves a designated speed following accelerating after the at least one of the slowing or stopping of the vehicle system in contravention to the first trip plan.

Claims

1. A method comprising:

controlling a vehicle system having plural powered units that are configured to generate tractive effort to propel the vehicle system along a route according to a first trip plan, the first trip plan designating operational settings of the vehicle system as a function of at least one of time or distance along the route during a trip, the first trip plan directing one or more deactivated powered units of the powered units to remain in an inactive, non-propulsion generating mode during the trip and one or more activated powered units of the powered units to remain in an active, propulsion-generating mode to propel the vehicle system;

at least one of slowing or stopping the vehicle system along the route during the trip in contravention to the first trip plan;

revising the first trip plan into a different, second trip plan responsive to the at least one of slowing or stopping the vehicle system in contravention to the first trip plan, the second trip plan directing the vehicle system to accelerate after the at least one of slowing or stopping in contravention to the first trip plan;

determining that a tractive effort capability of the one or more activated powered units is insufficient to meet a demanded tractive effort of the second trip plan, the demanded tractive effort representing an amount of tractive effort that is demanded by the second trip plan to propel the vehicle system according to the operational settings of the vehicle system that are designated by the second trip plan;

selecting at least one of the one or more deactivated powered units for activation into the active, propulsion-generating mode based at least in part on determining that the tractive effort capability is insufficient to meet the demanded tractive effort of the second trip plan;

activating the at least one of the one or more deactivated powered units that are selected out of the inactive, non-propulsion generating mode into the active, propulsion-generating mode; and

controlling the powered units that are operating in the active, propulsion-generating mode according to the second trip plan.

2. The method of claim 1, wherein the one or more deactivated powered units is in the inactive, non-propulsion-generating mode when the one or more deactivated powered units is in at least one of an off mode or an idle mode.

3. The method of claim 1, wherein the one or more of the powered units that is switched from the active, propulsion-generating mode to the inactive, non-propulsion-generating mode remains in the inactive, non-propulsion generating mode after the vehicle system achieves the designated speed for a remainder of the trip or until the vehicle system is slowed or stopped in contravention to the second trip plan.

4. The method of claim 1, wherein the at least one of slowing or stopping the vehicle system is in contravention to the first trip plan when the operational settings of the first trip plan do not direct the vehicle system to slow or stop at a location or time where the vehicle system slows or stops.

5. The method of claim 1, wherein the at least one of slowing or stopping the vehicle system occurs when an operator of the vehicle system manually overrides the operational settings designated by the first trip plan.

6. The method of claim 1, wherein, prior to the at least one of slowing or stopping the vehicle system in contravention to the first trip plan, the operational settings of the first trip plan direct the one or more deactivated powered units to remain in the inactive, non-propulsion generating mode for an entire duration of the trip from a starting location of the trip that is prior to a location where the vehicle system slows or stops after commencement of the trip to a destination location of the trip.

7. The method of claim 1, further comprising remotely turning the one or more deactivated powered units to the inactive, non-propulsion-generating mode prior to beginning movement of the vehicle system for the trip.

8. The method of claim 1, further comprising remotely turning the one or more deactivated powered units to the active, propulsion-generating mode when the vehicle system accelerates after the at least one of slowing or stopping in contravention to the first trip plan.

9. The method of claim 1, wherein the first trip plan designates the operational settings of the vehicle system such that travel of the vehicle system along the route for the trip according to the first trip plan reduces at least one of fuel consumed or emissions generated relative to the vehicle system traveling along the route for the trip according to another, different trip plan that includes other, different operational settings.

10. The method of claim 1, wherein the second trip plan designates the operational settings of the vehicle system to cause the vehicle system to increase an overall tractive effort provided by the one or more activated powered units relative to the operational settings of the first trip plan for an acceleration time period following the at least one of the slowing or stopping.

11. The method of claim 10, wherein the second trip plan designates the operational settings of the vehicle system to increase the overall tractive effort such that tractive effort provided by the one or more activated powered units previously in the inactive, non-propulsion generating mode is needed in order to accelerate the vehicle system sufficiently fast such that the vehicle system can reach a destination location of the trip within a designated time period.

12. The method of claim 10, further comprising preventing the first trip plan from being revised into the second trip plan responsive to the vehicle system being within a designated distance of a final destination location of the trip.

13. The method of claim 1, further comprising switching at least one of the one or more activated powered units from the active, propulsion-generating mode to the inactive, non-propulsion generating mode after the vehicle system achieves a designated speed of the second trip plan following accelerating after the at least one of the slowing or stopping of the vehicle system in contravention to the first trip plan.

14. The method of claim 13, wherein the vehicle system includes at least first, second, and third powered units of the plural powered units with the first powered unit and the second powered unit included in the one or more activated powered units and the third powered unit included in the one or more deactivated powered units during travel according to the first trip plan,

wherein activating the at least one of the one or more deactivated powered units includes activating the third powered unit from the inactive, non-propulsion-generating mode to the active, propulsion-generating mode and keeping the third powered unit in the active, propulsion-generating mode during travel according to the second trip plan, and

wherein switching the at least one of the one or more activated powered units to the inactive, non-propulsion-generating mode includes switching the second powered unit from the active, propulsion-generating mode to the inactive, non-propulsion-generating mode during travel according to the second trip plan.

15. A control system comprising:

a controller device configured to be disposed onboard a vehicle system having plural powered units that are configured to generate tractive effort to propel the vehicle system along a route, the controller device configured to direct operations of the powered units according to a first trip plan that designates operational settings of the vehicle system as a function of at least one of time or distance along the route during a trip, the first trip plan directing one or more activated powered units of the powered units to remain in an active, propulsion-generating mode and one or more deactivated powered units of the powered units to remain in an inactive, non-propulsion-generating mode during the trip;

an energy management system configured to revise the first trip plan into a different, second trip plan responsive to the vehicle system at least one of slowing or stopping in contravention to the first trip plan, the second trip plan directing the vehicle system to accelerate after the at least one of slowing or stopping in contravention to the first trip plan, the energy management system also configured to determine that a tractive effort capability of the one or more activated powered units is insufficient to meet a demanded tractive effort of the second trip plan, the demanded tractive effort representing an amount of tractive effort that is demanded by the second trip plan to propel the vehicle system according to the operational settings of the vehicle system that are designated by the second trip plan, the energy management system also configured to select at least one of the one or more deactivated powered units for activation into the active, propulsion-generating mode based at least in part on determining that the tractive effort capability is insufficient to meet the demanded tractive effort of the second trip plan; and

an isolation module configured to be communicatively coupled with the controller device, the isolation module also configured to communicate with the powered units to control which of the powered units are included in the one or more activated powered units and which of the powered units are included in the one or more deactivated powered units during the trip,

wherein, responsive to the vehicle system at least one of slowing or stopping along the route during the trip in contravention to the first trip plan and then subsequently accelerating, the isolation module is configured to activate at least one of the deactivated powered units out of the inactive, non-propulsion generating mode into the active, propulsion-generating mode during acceleration of the vehicle system, the isolation module also configured to switch at least one of the activated powered units to the inactive, non-propulsion generating mode after the vehicle system achieves a designated speed following the acceleration of the vehicle system.

16. The control system of claim 15, wherein the isolation module is configured to direct the at least one of the activated powered units to switch to at least one of an idle mode or an off mode when the isolation module directs the at least one of the activated powered units to switch to the inactive, non-propulsion generating mode.

17. The control system of claim 15, wherein the isolation module is configured to direct the at least one of the deactivated powered units to remain in the inactive, non-propulsion generating mode after the vehicle system achieves the designated speed for a remainder of the trip or until the vehicle system is slowed or stopped again in contravention to the first trip plan.

18. The control system of claim 15, wherein the at least one of slowing or stopping the vehicle system is in contravention to the first trip plan when the operational settings of the first trip plan do not direct the vehicle system to slow or stop at a location or time where the vehicle system slows or stops.

19. The control system of claim 15, wherein the at least one of slowing or stopping the vehicle system occurs when an operator of the vehicle system manually overrides the operational settings designated by the first trip plan.

20. The control system of claim 15, wherein, prior to the at least one of slowing or stopping the vehicle system in contravention to the first trip plan, the operational settings of the first trip plan direct the isolation module to keep at least one of the deactivated powered units in the inactive, non-propulsion generating mode for an entire duration of the trip from a starting location to a destination location.

21. The control system of claim 15, wherein the isolation module is configured to remotely turn the at least one of the deactivated powered units to the non-propulsion generating mode prior to beginning movement of the vehicle system for the trip.

22. The control system of claim 15, wherein the isolation module is configured to remotely turn the at least one of the activated powered units to the active, propulsion-generating mode when the vehicle system accelerates after the at least one of slowing or stopping in contravention to the first trip plan.

23. The control system of claim 15, wherein the first trip plan designates the operational settings of the vehicle system such that travel of the vehicle system along the route for the trip according to the first trip plan reduces at least one of fuel consumed or emissions generated relative to the vehicle system traveling along the route for the trip according to another, different trip plan that includes other, different operational settings.

24. The control system of claim 15, wherein the energy management system is configured to re-plan the first trip plan into the second trip plan with the second trip plan designating the operational settings of the vehicle system to cause the vehicle system to increase an overall tractive effort provided by the one or more activated powered units relative to the operational settings of the first trip plan for an acceleration time period following the at least one of the slowing or stopping.

25. The control system of claim 15, wherein the second trip plan designates the operational settings of the vehicle system to increase the overall tractive effort such that tractive effort provided by the at least one of the deactivated powered units previously in the inactive, non-propulsion generating mode is needed in order to accelerate the vehicle system sufficiently fast such that the vehicle system can reach a destination location of the trip within a designated time period.

26. The control system of claim 15, wherein the energy management system is configured to prevent re-planning of the first trip plan into the second trip plan responsive to the vehicle system being within a designated distance of a final destination of the trip.

27. A control system comprising:

an energy management system configured to generate a first trip plan for controlling a vehicle system having plural powered units along a route for a trip;

wherein the energy management system is further configured to determine a tractive effort difference between a tractive effort capability of the vehicle system and a first demanded tractive effort of the trip, the tractive effort capability representative of the tractive effort that the powered units are capable of providing to propel the vehicle system, and the first demanded tractive effort representative of the tractive effort that is calculated to be used for actually propelling the vehicle system along the route for the trip according to the first trip plan;

wherein the energy management system is further configured to generate the first trip plan such that, according to the first trip plan, at least one of the powered units is to be controlled in a non-propulsion generating mode based on the tractive effort difference; and

wherein, following at least one of an unplanned slowing or an unplanned stopping of the vehicle system, the energy management system is configured to modify the first trip plan into a revised trip plan and to determine a second demanded tractive effort of the revised trip plan that is larger than the first demanded tractive effort of the first trip plan and that is larger than a current tractive effort capability of the powered units that are in an active, propulsion-generating mode to generate the tractive effort of the vehicle system according to the first trip plan, the energy management system configured to identify one or more of the powered units controlled in the non-propulsion generating mode in the first trip plan for activation into the propulsion-generating mode in the revised trip plan to accelerate the vehicle system to a designated speed.

28. The control system of claim 27, wherein the revised trip plan directs at least one of the powered units previously in the non-propulsion generating mode to switch to the propulsion-generating mode during acceleration of the vehicle system to the designated speed and directs a different one of the powered units that was in the propulsion-generating mode during travel according to the first trip plan to switch to and remain in the non-propulsion generating mode after the vehicle system achieves the designated speed.

29. The control system of claim 27, wherein the at least one of an unplanned slowing or an unplanned stopping of the vehicle system occurs when an operator of the vehicle system manually overrides operational settings of the vehicle system that are designated by the first trip plan.

30. The control system of claim 27, wherein the first trip plan designates the operational settings of the vehicle system such that travel of the vehicle system along the route for the trip according to the first trip plan reduces at least one of fuel consumed or emissions generated relative to the vehicle system traveling along the route for the trip according to another, different trip plan that includes other, different operational settings.

31. The control system of claim 27, wherein the revised trip plan designates the operational settings of the vehicle system to increase the overall tractive effort such that tractive effort provided by the at least one powered unit previously in the non-propulsion generating mode is needed in order to accelerate the vehicle system sufficiently fast such that the vehicle system can reach a destination location of the trip within a designated time period.

32. The control system of claim 27, wherein the energy management system is configured to prevent re-planning of the first trip plan into the revised trip plan responsive to the vehicle system being within a designated distance of a final destination location of the trip.