Vehicle control system

• US 9,764,748 B2
• Filed: 03/04/2016
• Issued: 09/19/2017
• Est. Priority Date: 01/21/2016
• Status: Active Grant

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Brooks, James D., Sehgal, Hullas
• Primary Examiner(s): CHEUNG, CALVIN K
• Application Number:
  US15/061,212
• Publication Number:
  US 20170210404A1
• Time in Patent Office: 564 Days
• CPC Class Codes: B61L 15/0009 wiring diagrams for start- or stop-signals on vehicles having one or more carriages and having electrical communication lines between the carriages
• CPC Class Codes: B61L 15/0062 On-board target speed calculation or supervision
• CPC Class Codes: B61L 2205/04 Satellite based navigation systems, e.g. global positioning system [GPS]
• CPC Class Codes: B61L 23/007 Safety arrangements on railway crossings
• CPC Class Codes: B61L 23/34 for indicating the distance between vehicles or trains by the transmission of signals therebetween
• CPC Class Codes: B61L 25/021 Measuring and recording of train speed
• CPC Class Codes: B61L 25/025 Absolute localisation, e.g. providing geodetic coordinates
• CPC Class Codes: B61L 3/16 Continuous control along the route

Abstract

A system includes a locator device, a communication circuit, and one or more processors, all disposed onboard a trailing vehicle system that travels along a route behind a leading vehicle system. The locator device determines a location of the trailing vehicle system. The communication circuit periodically receives a location of the leading vehicle system in a message. The processors monitor a trailing distance between the trailing vehicle system and the leading vehicle system based on the respective locations of the leading and trailing vehicle systems. Responsive to the trailing distance being less than a first proximity distance relative to the leading vehicle system, the processors set an upper permitted power output limit for the trailing vehicle system that is less than an upper power output limit of the trailing vehicle system to reduce an effective power-to-weight ratio of the trailing vehicle system.

Claims

1. A system comprising:

a locator device disposed onboard a trailing vehicle system that is configured to travel along a route behind a leading vehicle system that travels along the route in a same direction of travel as the trailing vehicle system, the locator device configured to determine a location of the trailing vehicle system along the route;

a communication circuit disposed onboard the trailing vehicle system, the communication circuit configured to periodically receive a status message that includes a location of the leading vehicle system; and

one or more processors onboard the vehicle system and operably connected to the locator device and the communication circuit, the one or more processors configured to verify that a power-to-weight ratio of the leading vehicle system is less than a power-to-weight ratio of the trailing vehicle system, the power-to-weight ratios of the leading vehicle system and the trailing vehicle system being based on respective upper power output limits of the leading and trailing vehicle systems, the one or more processors further configured to monitor a trailing distance between the trailing vehicle system and the leading vehicle system based on the respective locations of the leading and trailing vehicle systems, and, responsive to the trailing distance being less than a first proximity distance relative to the leading vehicle system, the one or more processors are configured to set an upper permitted power output limit for the trailing vehicle system that is less than the upper power output limit of the trailing vehicle system to reduce an effective power-to-weight ratio of the trailing vehicle system.

2. The system of claim 1, wherein the one or more processors set the upper permitted power output limit for the trailing vehicle system such that the effective power-to-weight ratio of the trailing vehicle system based on the upper permitted power output limit is no greater than the power-to-weight ratio of the leading vehicle system.

3. The system of claim 1, wherein the trailing vehicle system includes at least one propulsion system that provides tractive effort to move the trailing vehicle system along the route, the power-to-weight ratio of the trailing vehicle system representing a total available tractive effort that can be provided by the at least one propulsion system divided by a total weight of the trailing vehicle system.

4. The system of claim 1, wherein the communication circuit is configured to receive the status message that includes the location of the leading vehicle system from at least one of the leading vehicle system, a dispatch location, or an aerial device.

5. The system of claim 1, wherein, responsive to the trailing distance being less than a first proximity distance, the one or more processors set the upper permitted power output limit for the trailing vehicle system by restricting throttle settings used to control propulsion of the trailing vehicle system to exclude at least a top throttle setting that is associated with the upper power output limit of the trailing vehicle system.

6. The system of claim 1, wherein the one or more processors control the movement of the trailing vehicle system along an upcoming section of the route according to the upper permitted power output limit such that a power output of the trailing vehicle system for propelling the trailing vehicle system along the route does not exceed the upper permitted power output limit.

7. The system of claim 1, wherein the one or more processors are configured to continue monitoring the trailing distance subsequent to setting the upper permitted power output limit of the trailing vehicle system, and, responsive to the trailing distance being greater than a second proximity distance relative to the leading vehicle system, the one or more processors are configured to increase the upper permitted power output limit of the trailing vehicle system such that the effective power-to-weight ratio of the trailing vehicle system that results is greater than the power-to-weight ratio of the leading vehicle system, the second proximity distance extending farther from the leading vehicle system than the first proximity distance.

8. The system of claim 7, wherein the one or more processors increase the upper permitted power output limit to an adjusted upper permitted power output limit that is at least one of equal to or less than the upper power output limit of the trailing vehicle system.

9. The system of claim 1, wherein the first proximity distance extends rearward from the leading vehicle system to a first proximity threshold, the one or more processors determining that the trailing distance is less than the first proximity distance responsive to a designated portion of the trailing vehicle system being more proximate to the leading vehicle system than a proximity of the first proximity threshold to the leading vehicle system.

10. The system of claim 1, wherein the one or more processors of the trailing vehicle system determine the power-to-weight ratio of the leading vehicle system by at least one of retrieving the power-to-weight ratio of the leading vehicle system from storage in a memory onboard the trailing vehicle system or by the communication circuit receiving the power-to-weight ratio in a message from at least one of the leading vehicle system or a dispatch location.

11. The system of claim 1, wherein the one or more processors of the trailing vehicle system determine the power-to-weight ratio of the trailing vehicle system by at least one of retrieving the power-to-weight ratio of the leading vehicle system from storage in a memory onboard the trailing vehicle system or by the communication circuit receiving the power-to-weight ratio in a message from a dispatch location.

12. A method comprising:

determining a power-to-weight ratio of a leading vehicle system that is on a route and disposed ahead of a trailing vehicle system on the route in a direction of travel of the trailing vehicle system;

verifying that the power-to-weight ratio of the leading vehicle system is less than a power-to-weight ratio of the trailing vehicle system, the power-to-weight ratios of the leading vehicle system and the trailing vehicle system being based on respective upper power output limits of the leading and trailing vehicle systems;

monitoring a trailing distance between the trailing vehicle system and the leading vehicle system along the route; and

responsive to the trailing distance being less than a first proximity distance relative to the leading vehicle system, setting an upper permitted power output limit for the trailing vehicle system that is less than the upper power output limit of the trailing vehicle system, an effective power-to-weight ratio of the trailing vehicle system based on the upper permitted power output limit being no greater than the power-to-weight ratio of the leading vehicle system.

13. The method of claim 12, further comprising controlling the movement of the trailing vehicle system along an upcoming section of the route according to the upper permitted power output limit, the movement controlled according to the upper permitted power output limit such that a power output of the trailing vehicle system for propelling the trailing vehicle system along the route does not exceed the upper permitted power output limit.

14. The method of claim 12, wherein the power-to-weight ratio of the leading vehicle system is received onboard the trailing vehicle system in a message that is received by a communication circuit of the trailing vehicle system.

15. The method of claim 12, wherein the trailing distance is monitored by periodically receiving a status message that includes an updated location of the leading vehicle system and comparing the updated location of the leading vehicle system to a current location of the trailing vehicle system determined via a locator device onboard the trailing vehicle system.

16. The method of claim 12, wherein, responsive to the trailing distance being less than a first proximity distance, the upper permitted power output limit of the trailing vehicle system is set by restricting throttle settings used to control propulsion of the trailing vehicle system to exclude at least a top throttle setting that is associated with the upper power output limit of the trailing vehicle system.

17. The method of claim 12, further comprising monitoring the trailing distance subsequent to setting the upper permitted power output limit of the trailing vehicle system, and, responsive to the trailing distance being greater than a second proximity distance relative to the leading vehicle system, increasing the upper permitted power output limit of the trailing vehicle system such that the effective power-to-weight ratio of the trailing vehicle system that results is greater than the power-to-weight ratio of the leading vehicle system, the second proximity distance extending farther from the leading vehicle system than the first proximity distance.

18. The method of claim 17, wherein the upper permitted power output limit is increased to an adjusted upper permitted power output limit that is at least one of equal to or less than the upper power output limit of the trailing vehicle system.

19. The method of claim 12, wherein the first proximity distance extends rearward from the leading vehicle system to a first proximity threshold, the trailing distance is determined to be less than the first proximity distance responsive to a designated portion of the trailing vehicle system being disposed between the first proximity threshold and the leading vehicle system.

20. The method of claim 12, wherein the first proximity distance is greater than a sum of at least a safe braking distance for the trailing vehicle system and a response time distance for the trailing vehicle system.