System, apparatus, and method for automatically controlling a locomotive

• US 9,469,310 B2
• Filed: 10/18/2012
• Issued: 10/18/2016
• Est. Priority Date: 10/18/2012
• Status: Active Grant

• Current Assignee: Wabtec Corporation (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: Wabtec Corporation (Westinghouse Air Brake Technologies Corporation)
• Inventors: Kernwein, Jeffrey D., Gillen, Donald J., Klemanski, Richard S., Rouse, Shawn D., Sollars, Scott A.
• Primary Examiner(s): Tissot, Adam
• Assistant Examiner(s): SMITH, AARON C
• Application Number:
  US13/654,974
• Publication Number:
  US 20140114507A1
• Time in Patent Office: 1,461 Days
• Field of Search: 701/2, 701/19, 701/20, 701/93, 340/933, 246/167.R, 246/182.B, 246/182.C, 246/186
• US Class Current: 1/1
• CPC Class Codes: B60L 1/003 to auxiliary motors, e.g. for pumps, compressors
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 2240/12 Speed
• CPC Class Codes: B60L 2250/10 by alarm
• CPC Class Codes: B60L 2250/16 by display
• CPC Class Codes: B60L 2250/24 by lever actuation
• CPC Class Codes: B60L 3/0069 relating to the isolation, e.g. ground fault or leak current
• CPC Class Codes: B60L 3/04 Cutting off the power supply under fault conditions protective devices and circuit arrangements in general H01H; H02H
• CPC Class Codes: B60L 7/26 Controlling the braking effect
• CPC Class Codes: B60L 9/04 fed from dc supply lines
• CPC Class Codes: B60L 9/12 with static converters
• CPC Class Codes: B60L 9/22 polyphase motors
• CPC Class Codes: B60L 9/28 polyphase motors
• 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 15/0036 Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
• CPC Class Codes: B61L 15/0062 On-board target speed calculation or supervision
• CPC Class Codes: B61L 15/0063 Multiple on-board control systems, e.g. "2 out of 3"-systems
• CPC Class Codes: B61L 15/0081 On-board diagnosis or maintenance
• CPC Class Codes: B61L 15/009 On-board display devices
• CPC Class Codes: B61L 27/04 Automatic systems, e.g. controlled by train; Change-over to manual control
• CPC Class Codes: Y02T 30/00 : Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
• CPC Class Codes: Y02T 90/16 : Information or communication technologies improving the operation of electric vehicles

Abstract

A system, method, and apparatus for automatically controlling a locomotive include a control interface unit configured to receive input from at least one manual control, receive input from an automatic control system, and transmit commands to a locomotive control system, wherein the commands are based at least partially on the input received from the automatic control system. A bypass relay may also be provided to enable and disable communication between the at least one manual control and the locomotive control system.

Claims

1. A manual control interface for automatically controlling a locomotive, comprising:

a control interface unit configured to receive input from at least one manual control, receive input from an automatic control system, and transmit commands to a locomotive control system, wherein the commands are based at least partially on the input received from the automatic control system, and wherein the input received from the automatic control system comprises at least one control command for controlling at least one locomotive function of the locomotive control system; and

a bypass relay configured to enable or disable communication between the at least one manual control and the locomotive control system,

wherein the at least one manual control comprises at least one of a throttle handle and a brake handle, wherein the control interface unit is configured to determine at least one of the following;

i) if a position of the throttle handle matches a current throttle setting of the automatic control system when the communication between the at least one manual control and the locomotive control system is disabled, ii) if a setting of the brake handle matches a current brake setting of the automatic control system when the communication between the at least one manual control and the locomotive control system is disabled, or any combination thereof; and

wherein the control interface unit is connected to the bypass relay, and wherein the control interface unit controls the bypass relay to prevent enablement of the communication between the at least one manual control and the locomotive control system in response to at least one of the following;

a) a determination that the position of the throttle handle does not match the current throttle setting of the automatic control system, b) a determination that the setting of the brake handle does not match the current brake setting of the automatic control system, or any combination thereof.

2. The manual control interface of claim 1, wherein the at least one manual control further comprises at least one of a dynamic brake manual control and an air brake manual control, and wherein the control interface unit is configured to receive input from at least one of the following:

the throttle handle, the dynamic brake manual control, the air brake manual control, a distributed power system, a positive train control system, or any combination thereof.

3. The manual control interface of claim 1, wherein the automatic control system comprises an energy management system.

4. The manual control interface of claim 1, wherein the bypass relay disables communication between the at least one manual control and the locomotive control system when the automatic control system is engaged.

5. The manual control interface system of claim 1, wherein the at least one manual control comprises the throttle handle, and wherein the control interface unit transmits data indicating a position of the throttle handle to the automatic control system when the communication between the at least one manual control and the locomotive control system is disabled.

6. The manual control interface system of claim 1, wherein the bypass relay enables communication between the at least one manual control and the locomotive control system when at least one of the following occurs:

the automatic control system is disengaged, the automatic control system is powered off, a fault occurs, or any combination thereof.

7. The manual control interface of claim 1, wherein the manual control interface system is configurable to locomotives independent of manufacturer and/or model.

8. The manual control interface of claim 1, further comprising a locomotive system integration router configured to communicate with the control interface unit and at least one of the following:

a distributed power system, an air brake system, or any combination thereof.

27. The manual control interface of claim 1, wherein the control command is configured to control at least one of acceleration and braking of the locomotive.

9. A method for automatically controlling a locomotive, comprising:

receiving, by a processor of a manual control interface system, automatic control data from an automatic control system;

controlling, by the processor, a bypass relay connected to the processor to disable communication between at least one manual control and a locomotive control system;

detecting, by the processor, a state of the at least one manual control;

transmitting, by the processor, the state of the at least one manual control to the automatic control system; and

transmitting, by the processor, to the locomotive control system, control data based at least partially on the automatic control data, wherein the automatic control data comprises at least one control command for controlling at least one locomotive function of the locomotive control system, wherein the at least one manual control comprises at least one of a throttle handle and a brake handle, the method further comprising;

determining at least one of the following;

i) if a position of the throttle handle matches a current throttle setting of the automatic control system when the communication between the at least one manual control and the locomotive control system is disabled, ii) if a setting of the brake handle matches a current brake setting of the automatic control system when the communication between the at least one manual control and the locomotive control system is disabled, or any combination thereof; and

controlling, by the processor, the bypass relay to prevent enablement of the communication between the at least one manual control and the locomotive control system in response to at least one of the following;

a) a determination that the position of the throttle handle does not match the current throttle setting of the automatic control system, b) a determination that the setting of the brake handle does not match the current brake setting of the automatic control system, or any combination thereof.

10. The method of claim 9, further comprising:

receiving, by the processor, a request to disengage the automatic control system; and

enabling, by the processor, the connection between the at least one manual control and the locomotive control system.

11. The method of claim 10, further comprising:

releasing, by the processor, control of the locomotive control system; and

transmitting, by the processor, a message indicating that the automatic control system has been disengaged.

12. The method of claim 9, wherein the at least one manual control comprises a throttle handle, the method further comprising:

receiving, by the processor, a command to engage the automatic control system; and

engaging, by the processor, the automatic control system only if the throttle handle is in a specified position.

13. The method of claim 9, wherein transmitting the control data comprises transmitting signals to a train line of the locomotive, such that the signals are substantially similar to manual control signals.

14. The method of claim 9, wherein the automatic control system comprises an energy management system.

15. The method of claim 9, wherein the automatic control system is configured to transition to automatic control based at least partially on the state of the at least one manual control.

16. A control interface unit for automatically controlling a locomotive, the control interface unit adapted to communicate with a throttle handle, a cruise control system, and a locomotive computer, the control interface unit comprising at least one processor, wherein the control interface unit is configured to:

control a bypass relay connected to the control interface unit to disable communication between the throttle handle and the locomotive computer;

receive cruise control commands from the cruise control system; and

control the locomotive based at least partially on the cruise control commands,

wherein the control interface unit is further configured to detect a position of the throttle handle when the communication between the throttle handle and the locomotive computer is disabled, wherein the control interface unit is configured to determine if the position of the throttle handle matches a current throttle setting of the cruise control system when the communication between the throttle handle and the locomotive computer is disabled, and wherein the control interface unit controls the bypass relay to prevent enablement of the communication between the throttle handle and the locomotive control system in response to a determination that the position of the throttle handle does not match the current throttle setting of the cruise control system.

17. The control interface unit of claim 16, wherein the processor is further configured to:

receive a command to disengage the cruise control system; and

enable the throttle handle.

18. The control interface unit of claim 17, wherein the control interface unit is further configured to:

release control of the locomotive computer; and

transmit a message indicating that the cruise control system has been disengaged.

19. The control interface unit of claim 16, wherein the control interface unit is further configured to:

receive a command to engage the cruise control system; and

engage the cruise control system only if the throttle handle is in a specified position.

20. The control interface unit of claim 16, wherein controlling the locomotive computer comprises transmitting signals to a trainline of the locomotive such that the signals are substantially similar to manual control signals.

21. The control interface unit of claim 16, wherein the control interface unit is further adapted to communicate with at least one of the following:

an air brake controller, a distributed power system, a positive train control system, an energy management system, or any combination thereof.

22. The control interface unit of claim 16, wherein at least a portion of the cruise control commands received are digital signals, the control interface unit further configured to convert the digital signals to analog signals, and wherein the locomotive is controlled based at least partially on at least a portion of the analog signals.

23. The control interface unit of claim 16, wherein the control interface unit is further configured to transmit a position of the throttle handle to the cruise control system.

24. The control interface unit of claim 23, wherein the cruise control system uses the position of the throttle handle to disengage cruise control.

25. The control interface unit of claim 16, further comprising at least one analog circuit configured to communicate with the throttle handle and a trainline of the locomotive.

26. The control interface unit of claim 16, further comprising an Ethernet interface configured to communicate with the cruise control system and the at least one processor, the cruise control system comprising a train management computer, an energy management application, or any combination thereof.