Note: Descriptions are shown in the official language in which they were submitted.
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SYSTEM AND METHOD FOR CONTROLLING A POWERED VEHICLE
BACKGROUND OF THE INVENTION
Embodiments of the invention relate to control and communication systems in a
locomotive or other powered vehicle.
In addition to the system producing motive power, a locomotive or other
powered
vehicle will typically include a plurality of other subsystems that perform
different
functions, such as, but not limited to, distributed power operations, energy
management applications, train (or other vehicle consist) control
applications, vehicle
management system applications, display and event recorder applications, brake
control system applications, etc. Such subsystems are oftentimes not
seamlessly
integrated, resulting in system inefficiencies.
Vehicle operators and owners would benefit from a vehicle operating system or
method that provides for better integration and communication between control
subsystems in a vehicle.
BRIEF DESCRIPTION OF THE INVENTION
An embodiment of the present invention relates to an operating system for
controlling
multiple operations of a powered vehicle (i.e., the operating system is a
vehicle
operations control system). The operating system includes a plurality of
controllers or
other control subsystems and a communication system. The control subsystems
are
onboard the powered vehicle for controlling multiple operations of the
vehicle. At
least one of the control subsystems has a memory in which vehicle control
system
data and/or other vehicle data is stored and the data is accessible and used
by one or
more of the other control subsystems for controlling vehicle operations. The
communication system controls the sharing of the data across the plurality of
control
subsystems on the vehicle, and includes an open defined interface unit
configured so
that the control subsystems may access the data in a common defined manner
with
predictable results. Thus, in one aspect, "open defined interface" refers to
an interface
between systems/subsystems in a vehicle (as effectuated by the interface unit)
for the
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exchange of vehicle control system data and/or other vehicle data or other
data, which
is open for access by a plurality of applications in a common, defined manner.
"Predictable" results means the control subsystems are aware of the
operational
structure and protocol of the open defined interface, and therefore able to
operate with
a priori knowledge of what will happen when they interact with or operate
according
to the open defined interface.
Another embodiment relates to an operating system, onboard a powered vehicle,
for
controlling multiple operations of the powered vehicle. The operating system
comprises a communication system for controlling sharing of data across a
plurality
of subsystems on the vehicle. The communication system comprises an open
defined
interface unit configured so that a plurality of applications may access
vehicle control
system data and/or other vehicle data in a common defined manner with
predictable
results.
Another embodiment relates to a method for controlling a powered vehicle. The
method comprises autonomously managing a transmission of data from a vehicle
control system to a plurality of applications, between the plurality of
applications,
from a sensor to one or more of the plurality of applications, from a
communication
management unit to the plurality of applications, and/or from off-board the
vehicle to
the plurality of applications. The method further comprises autonomously
managing
a transmission of data received from the plurality of applications to
determine which
application data is provided to the vehicle control system. The method further
comprises operating the vehicle based on the application data provided to the
vehicle
control system.
Another embodiment relates to an operating system, onboard a powered vehicle,
for
controlling multiple operations of the powered vehicle. The operating system
includes a plurality of control subsystems onboard the powered vehicle for
controlling
multiple operations of the vehicle. At least one of the control subsystems has
a
memory in which data is stored and the data is accessible and used by one or
more of
the other control subsystems for controlling vehicle operations. The operating
system
further includes a communication link between the control subsystems for
sharing the
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data stored in the memory of one of the control subsystems to control
operations of
the powered vehicle.
In another embodiment, an operating system for a powered vehicle includes a
plurality of control subsystems onboard the powered vehicle for controlling
multiple
operations of the vehicle. The operating system also includes a non-
distributed
memory in which data is stored. The data relates to operations and control of
the
powered vehicle. The operating system also includes a communication link
between
the control subsystems and the memory for the control subsystems to obtain the
data
from the memory and store the data in the memory. The non-distributed memory
is
the sole data storage in the powered system for long term storage of the data
for the
plurality of control subsystems.
BRIEF DESCRIPTION OF THE DRAWINGS
A more particular description of the invention briefly described above will be
rendered by reference to specific embodiments thereof that are illustrated in
the
appended drawings. Understanding that these drawings depict only typical
embodiments of the invention and are not therefore to be considered to be
limiting of
its scope, the embodiments of the invention will be described and explained
with
additional specificity and detail through the use of the accompanying drawings
in
which:
FIG. 1 is a schematic illustration of a powered vehicle incorporating an
embodiment
of the invention;
FIG. 2 is a schematic illustration of an onboard operating system according to
a
second embodiment of the invention;
FIG. 3 is a flow chart of a control method according to an embodiment of the
invention;
FIG. 4 is a block diagram illustrating an exemplary embodiment for
distribution of
data between subsystems of a powered vehicle;
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FIG. 5 is a schematic diagram of a control manager, according to an aspect of
the
invention;
FIG. 6 is a block diagram illustrating an exemplary embodiment for
distribution of
data between vehicle subsystems; and
FIG. 7 is a flowchart illustrating an exemplary embodiment of a method for
distribution of data between vehicle subsystems.
DETAILED DESCRIPTION OF THE INVENTION
Reference will be made below in detail to exemplary embodiments of the
invention,
examples of which are illustrated in the accompanying drawings. Wherever
possible,
the same reference numerals used throughout the drawings refer to the same or
like
parts. Embodiments of the invention can be implemented in numerous ways,
including as a system (including a computer processing system), a method
(including
a computerized method), an apparatus, a computer readable medium, a computer
program product, or a data structure tangibly fixed in a computer readable
memory.
Several embodiments of the invention are discussed below.
Certain aspects of the invention are described herein with reference to trains
and
locomotives that travel over a railroad track. However, unless otherwise
specified
(such as in the claims), all the various embodiments set forth herein are
applicable to
powered vehicles more generally, including marine vessels, off-highway
vehicles, on-
road vehicles, and the like. The term "powered vehicle" as used herein refers
to a
vehicle that includes equipment for self-propulsion, which may also have the
capacity
for moving other, linked vehicles. (A group of vehicles that are linked to
travel
together is a "consist.") "Non-powered" vehicle refers to a vehicle that is
not capable
of self-propulsion. The term "track" as used here shall encompass all
different
pathways or routes for a vehicle, such as railroad tracks and other vehicle
guideways,
off-road and off-highway routes, paved and graded roads and other roads
suitable for
on-road travel, and marine routes, unless otherwise specified.
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FIG. 1 is a schematic view of a train 10 (or other vehicle consist) that
includes at least
one locomotive 11 (or other powered vehicle) and a plurality of railcars 12
(or other
non-powered vehicles). The locomotive 11 includes an onboard operating/control
system 13 comprising at least two controllers or other control subsystems that
control
certain locomotive functions. In the embodiment shown in FIG. 1, the operating
system 13 includes four controllers or other control subsystems 14A, 14B, 14C,
and
14B. ("Control subsystem" refers to part of the overall control system of a
powered
vehicle, which is configured for carrying out a particular control function in
the
powered vehicle; control subsystems may be electronic or electro-mechanical,
and
may include microcontrollers or other controllers for coordinating/executing
the
control function of the subsystem.) By way of example, controller (or other
control
subsystem) 14A may be a tractive control subsystem that generates tractive
effort
commands and/or braking effort commands responsive to an operator's request or
otherwise; controller (or other control subsystem) 14B may be an operating
coaching
subsystem that assists an operator in maintaining the operation of the
locomotive 11
within certain predetermined limits such as a maximum tractive or braking
effort,
minimum or maximum acceleration/deceleration rates, speed limits, and
operating
sequences for bells and horns; controller (or other control subsystem) 14C may
be a
fuel savings subsystem that controls braking and propulsion operations to
achieve
fuel, emissions, and noise limits or goals; and controller (or other control
subsystem)
14D may be a traffic signal control subsystem that receives and responds to
off board
signals such as switching signals, light signals, cab signaling equipment, and
speed
restriction signals. Embodiments of the present invention are intended to
cover an
onboard operating system of a powered vehicle that includes a plurality of, or
at least
two, controllers (or other control subsystems), and is not necessarily limited
to the
embodiment shown in FIG. 1 that includes four controllers (or other control
subsystems) unless otherwise specified. One or more of the controllers (or
other
control subsystems) 14A-14D may each include a memory 16 in which data is
stored
and used by a respective controller (or other control subsystem) to control
certain
locomotive or train operations. Such data may include, for example, data
relative to a
track database (wherein, as noted above, "track" refers to any designated
route), a
train manifest (or, more generally, a vehicle manifest), vehicle operating
parameters
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(e.g., train or other vehicle consist operating parameters), and/or wayside
traffic signal
status.
More specifically, a track database may include track grade data at various
points of
interest along the track, track curvature data, civil speed limits and
temporary speed
restrictions, elevation of the track at selected locations, locations of
bridges and
tunnels, and the locations of wayside traffic control devices along the track.
In the
case of a train, train manifest may include data relative to the
identification of the
locomotive 11 and each of the railcars 12 in the train 10, the length and
weight of the
train 10, and contents of the railcars. Some railcars may contain materials
(e.g.,
hazardous or flammable chemicals) that require special speed restrictions at
selected
locations along the track. So the train manifest data may also have data
relative to
speed restrictions. In addition, or alternatively, such speed restriction and
materials
data may be stored in the track database.
The data in the track database remains relatively constant with the exception
of
perhaps the temporary speed restrictions, which may be updated as often as
necessary.
In an embodiment, the track profile data may be entered directly in the
onboard
operating system 13 and control subsystems 14A-14D from a single source such
as
the railroad or track company. Alternatively, or in addition, one or more
vendors of
the control subsystems 14A-14D may obtain the track profile data from a
railroad or
track owner and enter the data. In as much as the train (or other vehicle)
manifest
data may change from day to day, or from trip to trip, the train manifest data
may be
provided at a dispatch center.
FIG. 2 is a schematic view of a system and method for transmitting data, such
as
track profile data and train/vehicle manifest data, from an off-board memory
to an
onboard storage device. More specifically, such a system may provide for the
wireless transmission or other communication of data to be stored in a memory
onboard the locomotive or other powered vehicle 11. The track profile data and
train
(or other vehicle) manifest information is typically stored on a first
computer
module/server 20 operated by entities that own and/or operate the locomotive
11 and
trains 10 (or other vehicle or vehicle consist), or that own the track system
on the
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which the trains 10 travel. A second computer module/server 21 is provided and
linked to the first server 20 and is allowed limited access to the first
server 20 in order
to access the track profile data and train manifest data. The servers 20 and
21 may be
linked via the Internet, local area networks, direct cable links, etc. The
second server
21 may be located at the same train station or other location as the first
server 20, or it
may be remotely located elsewhere at another business site or other location,
or it
could be located onboard the locomotive or other vehicle 11. A communication
modem or other communication device 22 may be provided for the wireless
transmission of data between off-board devices and on-board systems, via
satellite,
Wi-Fi, wireless LAN, or other wireless data transmission capabilities.
Data is transmitted via signal 23 to the onboard operating system 13 of the
locomotive
(or other vehicle) 11. A vehicle operator 26 or other person that accesses the
first
server 20 via the second server 21 (or vice-versa) may provide an access or
verification code; or, one of the servers 20, 21 may be configured to provide
a
verification of the user to allow access to the data for transmission. (Thus,
the system
includes at least one verification access code associated with the vehicle
and/or an
operator of the vehicle to access and transmit data from an off-board memory
(the
server) to the onboard operating system of the vehicle; in an embodiment, a
valid
verification access code must be provided for accessing and/or transmitting
data.) In
an embodiment shown in FIG. 2, the data transmitted may be stored in a central
database 24, and each of the control subsystems 14 can access the database 24
to
obtain the information necessary for the operation of a respective controller
or other
control sub system.
With respect to the embodiment as shown in FIG. 1, the transmitted data may be
stored in the respective control subsystems 14A-14D. More specifically, the
data may
be parceled so that data used by one or more of the control subsystems 14A-14D
is
stored in local control subsystem memory 16 or a data storage device for the
control
subsystems 14A-14D. For example, control subsystem 14A may utilize track grade
data more frequently than the other control subsystems 14B-14D, so the track
grade
data is stored in memory 16 of control subsystem 14A. Thus, embodiments of the
invention relate to distributing and storing vehicle operational data among
various
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control subsystems of the vehicle, based on the relevancy of the data to the
particular
subsystem. For example, if a first data set is most relevant to a first
control subsystem
(e.g., the first data set is most likely to be used by the first control
subsystem, as
opposed to the other control subsystems, and/or the first data set contains
data
relevant to operations of the first control subsystem), and a second data set
is most
relevant to a second control subsystem, then the first data set may be stored
at the first
control subsystem and the second data set may be stored at the second control
subsystem. (This would not necessarily preclude use of the data sets by other
control
subsystems, or that the data sets may be relevant, to a lesser extent, to
other control
subsystems.)
Data other than the track profile data and the train (or other vehicle)
manifest
information may be used with the disclosed system. Such data may include data
that
is acquired or stored during operation of the locomotive (or other powered
vehicle)
and/or data acquired while the train 10 (or other powered vehicle or vehicle
consist) is
traveling on the track. For example, data relative to locomotive/train (or
other
vehicle) operating conditions (altitude, vehicle position, ambient pressure,
temperatures, dynamic braking information, horsepower, etc.), vehicle health,
health
of operating components on the locomotive or railcars or other vehicle, or
wayside/signal information is stored during the operation of the locomotive 11
or train
(or other vehicle). Data relative to the location of the locomotive 11 (or
other
vehicle) on the track 15 may be received via a GPS transceiver 28. This
information
may be stored in one or more of the control subsystems 14A-14E. As discussed
above, the data may be grouped and stored, or discrete data elements/pieces
may be
stored in a memory 16 of a respective control subsystem 14A-14D that uses the
data
the most often. For example, the data relative to health of the locomotive 11
(or other
vehicle) or vehicle components may be stored in the memory 16 of a diagnostics
controller or other diagnostics control subsystem.
The operating system 13 and controllers or other control subsystems 14A-14D
may be
configured to communicate or share data stored in their respective memories 16
through a local area network (LAN) system that incorporates Ethernet, Wi-Fi,
or
similar technologies, or through another type of communication link or system
that
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allows for communication between the various control subsystems. In an
embodiment shown in FIG. 1, a communication system 25 (which may be an
integrated component or functional aspect of one of the control subsystems14A-
14D)
is provided between control subsystems 14A-14D. The communication system
provides a direct communication connection between any two or more control
subsystems for sharing data stored in the memories 16 in the respective any
two or
more control subsystems. If more than two control subsystems 14 are used, then
each
control subsystem 14A-14D may be configured to know which control subsystem
contains what data. For example, a control subsystem may be programmed to
include
data relative to the identity of each control subsystem in the operating
system and the
type of data stored in the memory 16 of each respective control subsystem.
In the embodiment shown in FIG. 1, the communication system 25 may include a
communication router that is programmed to direct commands or requests for
data
from each control subsystem 14 to the appropriate control subsystem memory 16
that
has the requested stored data. That is, the router 25 is programmed to
identify the
control subsystem 14A-14D and respective memory upon request. In this manner,
the
control subsystems 14A-14D are able to share track profile data and train (or
other
vehicle) manifest data, which data is the same for each control subsystem.
Moreover,
the data contains the most recent updates that are shared among the control
subsystems 14A-14D.
FIG. 3 is a flowchart illustrating the steps of a method for controlling
multiple
operations of a powered vehicle having an onboard operating system, according
to an
embodiment of the invention. In step 30, a train (or other vehicle) operator
or some
other authorized individual may access the station (or other off-board) server
20 by
entering a verification access code that allows the operator to access the
server 20
from the locomotive (or other vehicle) 11. The operator 26 may also provide a
vehicle identifier so the server 20 may access the track profile data and
train (or other
vehicle) manifest data associated with the vehicle identifier. In step 32, the
data is
transmitted to the onboard operating system 13. In addition, the operator 26
may
review portions of the data, such as the vehicle identifier, the track
sections, some of
the railcar 12 identifiers, and/or a date at which the data was last updated,
to verify
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that the train (or other vehicle) manifest data and track profile data is
current. With
respect to steps 34 and 36, once the operator has verified that the data is up
to date,
the data is transmitted from station (or other off-board) server 20 to the
onboard
operating system 13. During operation of the locomotive (or other powered
vehicle)
11, and in steps 38 and 40, control subsystems are able to communicate via a
wireless
network, by identifying a control subsystem 14A-14D and portions of data
needed to
transmit the updated data between control subsystems 14A-14D.
Embodiments of the invention may also include a computer readable memory media
for controlling operations a powered vehicle, such as a locomotive, that
includes an
onboard operating system comprising a plurality of controllers (or other
control
subsystems) onboard the powered vehicle for controlling operations of the
vehicle. A
computer module is provided for storing data relating to the operations of the
vehicle,
which is accessible and used by at least two of the control subsystems for
controlling
vehicle operations. In addition, a computer module is provided for controlling
transmission of data between the at least two control subsystems to control
operations
of the powered vehicle. The computer readable memory media may also comprise a
computer module for identifying a control subsystem and pieces of data stored
in the
memory of the control subsystem and a computer module for transmitting the
pieces
of data from the identified control subsystem to a requesting control
subsystem.
The computer readable memory media may be used in conjunction with the
operation
of a locomotive and train (or other powered vehicle or vehicle consist) and
includes a
computer module for storing data including train (or other vehicle) manifest
data
and/or a track database. The track database includes track profile data in a
data
storage device off-board the locomotive (or other powered vehicle). A computer
module transmits at least a portion of the data to the operating system
onboard the
locomotive (or other powered vehicle) for storage. A computer module may be
provided for entering an access verification code to access data stored in the
off-board
data storage device, and the data is transmitted to the operating system
onboard the
powered vehicle upon request. (In an embodiment, a correct access verification
must
be entered/provided to access and/or transmit data.) In addition, a computer
module
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accesses manifest and track profile data associated with a locomotive (or
other
vehicle) 12 responsive to entry of the vehicle identifier.
Another embodiment relates to an operating system, onboard a powered vehicle,
for
controlling multiple operations of the powered vehicle. In this embodiment,
the
operating system comprises a plurality of controllers or other control
subsystems
onboard the powered vehicle for controlling multiple operations of the
vehicle. The
system also comprises a non-distributed memory in which data is stored. The
data
relates to operations and control of the powered vehicle. The system also
includes a
communication link or system between the controllers (or other control
subsystems)
and the memory for the controllers to obtain the data from the memory and
store the
data in the memory (i.e., read/write operations). The non-distributed memory
is the
sole data storage in the powered system for long term storage of the data for
the
plurality of controllers. "Non-distributed" memory refers to a memory that is
logically contained within a single system entity, such as a stand-alone
database,
computer, or memory unit. "Long term" storage refers to non-temporary or non-
transitory data storage, such as in a hard disk, flash storage, or other non-
volatile
memory, as opposed to cache or other processor memory or local data storage
that
temporarily stores data for processing purposes. Thus, as should be
appreciated, the
non-distributed memory of this embodiment in effect comprises a sole and
centralized
database, accessible for data retrieval and storage by the plural controllers,
for storing
operations and control data in the powered vehicle for the controllers. (This
embodiment does not preclude an additional stand-alone processor and
associated
long-term memory for the stand-alone processor; however, the non-distributed
memory of the above-described embodiment is the sole long-term data storage
for the
plurality of controllers connected to the non-distributed memory through the
communication link or system.)
In another embodiment, the non-distributed memory is the sole data storage in
the
powered vehicle for the long-term storage of data for each and every
controller (or
other control subsystem) in the powered vehicle. Thus, the powered vehicle
includes
a plurality of controllers (or other control subsystems), wherein the
plurality of
controllers (or other control subsystems) comprises each and every controller
(or
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other control subsystem) in the powered vehicle, which are connected to the
non-
distributed memory by way of a communication link or system.
Another embodiment relates to an operating system, onboard a locomotive, for
controlling multiple operations of the locomotive. The operating system
comprises a
first controller (or other control subsystem) for controlling a positive train
control
system of the locomotive. The operating system also comprises a second
controller
(or other control subsystem) for controlling an operator coaching and/or
operator
interface system of the locomotive. The operating system further comprises a
third
controller (or other control subsystem) for controlling a trip planner and/or
fuel
savings system of the locomotive. The operating system still further comprises
a
memory and a communication link or system. Locomotive operations data is
stored
in the memory for each of the positive train control system, the operator
coaching
and/or operator interface system, and the trip planner and/or fuel savings
system. The
communication link or system is between the controllers and the memory, and
allows
the controllers to obtain the operations data from the memory and store the
operations
data in the memory. In an embodiment, the memory is a non-distributed memory,
and
the non-distributed memory is the sole data storage in the locomotive for long
term
storage of the operations data for the plurality of controllers and the
positive train
control system, the operator coaching and/or operator interface system, and
the trip
planner and/or fuel savings system.
Other embodiments of the present invention relate to a system, method, and
computer
software code for controlling sharing of data across a plurality of subsystems
on a
locomotive or other powered vehicle (such as the subsystems 14A-14D described
above), for purposes of controlling the vehicle. The system is an operating
system
(for controlling a vehicle) that comprises a communication system having an
open
defined interface unit configured so that a plurality of applications may
access
locomotive (or other powered vehicle) control system data in a common defined
manner with predictable results. Thus, in one aspect, "open defined interface"
refers
to an interface between systems/subsystems in a locomotive (as effectuated by
the
interface unit) for the exchange of locomotive (or other vehicle) control
system data
and/or other data, which is open for access by a plurality of applications in
a common,
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defined manner. Each "application" may be a controller or other control
subsystem,
or a process, functional aspect, or other sub-portion of such a controller or
other
control subsystem (e.g., an application may be encoded program instructions
running
on the controller or other control subsystem).
FIG. 4 is a block diagram illustrating distribution of data between a control
system 13
(or control subsystem) and applications 42. (Although the applications 42 are
shown
as being separate from the control system 13 in FIG. 4, it may instead or
additionally
be the case that the applications are part of the control system, such as if
the
applications are part of the control subsystems 14 shown in FIGS. 1-2.) The
applications 42 are in communication with a data management unit, data
distribution
unit, or data manager 44. The terms "data management unit," "data distribution
unit,"
and "data manager" are interchangeable terms since such units are configured
to
manage a distribution of data. (The data manager 44 may be part of the
communication system 25, or it may be a separate entity; in an embodiment,
there is
one management and communication entity that performs the functions of the
data
manager 44 and communication system 25 described herein.) The underlying
embodiment is an open defined interface so that any application may access
locomotive (or other vehicle) control system data or other vehicle data in a
common
defined manner with predictable results. For example, certain applications may
be
considered source applications, while other applications may be considered
service
applications, where a service application may request data from either a
source
application or another service application, and a source application may
request data
from either a service application or another source application. (Source and
service
applications are described in more detail below.) In one embodiment, a common
communication standard may utilize shared memory, such as provided with a
communication management unit (CMU) as illustrated in FIG. 6, or in another
embodiment as provided with an independent data management unit, or data
distribution unit, as illustrated in FIG. 4. The communication may include
requests
between service applications and source applications, and/or transfer of data
associated with maintaining and/or operating the locomotive (or other
vehicle).
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For example, Application 1 of the plurality of applications 42 may be notified
depending on whether other service applications and/or source applications are
functioning or are not functioning. Once an application is functioning (more
specifically, once an application is recognized through the communication
standard),
information from that application is identified to the other applications, and
information from the now recognized application is available to the other
applications.
Thus, information from the other applications may be used by Application 1 as
it
performs its intended function.
In an embodiment, the communication requests may be accomplished with a
"publish" and "subscribe" concept (control scheme). The source applications
are
considered publishers, which declare to send and then publish data available
by or
from the source application. The service applications are considered
subscribers,
which declare (request) to receive data and where the data requested is
autonomously
delivered. Some
applications may be both source applications and service
applications. The term "autonomous" is defined as being able to perform an
intended
function with none to minimum operator (e.g., human operator of a locomotive)
input.
In an embodiment, "autonomous" is limited to performing an intended function
without any operating input.
The communication requests are communicated through a communication standard,
as implemented on or as part of one or more system components, e.g., the data
manager 44 or otherwise. An example of a communication standard is a data-
distribution service for real-time systems (DDS) standard. The DDS standard is
a
middleware standard that directly addresses publish-subscribe communications
for
real-time and embedded systems. The DDS standard provides for a virtual global
data
space where applications 42 can share information by simply reading and
writing
data-objects addressed by means of an application-defined name, or topic,
and/or a
key that is unique to a specific application. Use of the DDS standard provides
for
extensive control of quality of service parameters, such as but not limited to
reliability, bandwidth, delivery deadlines, and resource limits. Thus, the
communications between the service applications and source applications are
able to
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provide for one-to-many data transfers, many-to-one data transfers, many-to-
many
data transfers, topic-based data transfer, and/or multi-rate message transfer.
In another embodiment, a data dictionary is provided which defines all data
available
from a control manager 46, described in further detail below. The data
dictionary
may be unique to each type of locomotive (or other vehicle). The sort of
information
contained within the data dictionary may include, but is not limited to,
specified
frequencies at which data is delivered. For example, some data may be provided
at 1
Hertz (Hz), while other data is provided at 10 Hz, and still other data is
provided at
0.2 Hz. A data dictionary may also be provided that defines data available to
at least
one of the plurality of applications and/or a command request available from
the
control manager unit. The data is provided based on a relative priority of the
applications, after validating the authority of the application to receive the
requested
data. The data manager 44 maintains the authority level of each application to
receive
certain classes of data and its relative application priority.
Though the term "source application" and "service application" are used above,
each
of these terms may be used interchangeably with respect to how a certain
application
is being used at any given time. Therefore, for simplicity, "application" will
be used
instead of these more specific terms.
The data manager 44 may be a standard locomotive standard integration ("LSI")
box
or hardware with appropriate processor and software applications. The data
manager
44 allows for the applications 42 to request and be supplied with data where
the data
may be from the data manager 44, sensors 48, information from off-board the
locomotive (such as but not limited to information from a remote track
database),
and/or data from other applications 42. To perform this function, the data
manager
44, a control system 13 of the locomotive, and each application 42 are in
communication directly or indirectly. Some or all of the communication
functions of
the data manager 44 may be performed through a finite sequence of
instructions, an
explicit, step-by-step procedure for solving a problem, or an algorithm, that
performs
its functions in a processor 50 that is a part of the data manager 44.
(Alternatively or
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in addition, functions of the data manager may be performed by a controller or
other
control subsystem 14.)
Any one of the on-board applications 42 can request data. Data would then be
provided at a specific frequency, as provided by the control system 13 (or a
controller
or other control subsystem) and the data manager 44. In an embodiment, the
specific
data and frequency available are published so that application designers can
design
applications 42 to operate within these limitations. The data manager 44 may
also be
configured to include distribution of dynamic wayside data that may include,
but is
not limited to, data associated with signal aspect, switch position, crossing
gate
position, etc.
Information, or data, is provided from the control system 13, through the data
manager 44 to the applications 42. The communication connection between the
data
manager 44 and the control system 13 is through a private interface 52. All of
the
interfaces 52, 54 disclosed herein may be Ethernet based. Having the private
interface 52 means that communications between the control system 13 and any
other
devices are limited, e.g., with a proprietary connection protocol, to ensure
that the
other devices are designed to communicate with the control system 13 so as not
to
interfere with the operation of the control system 13. For example, if an
attempt is
made to bypass the data manager 44 and connect an application 42 directly to
the
control system 13, such a bypass attempt would not be possible without knowing
the
proprietary connection protocol.
The communication connection between the data manager 44 and the applications
42
is an open interface 54. Having an open interface 54 means that other devices
and/or
applications may be connected through the open interface 54, wherein once
connected
the connection protocol allows for the transmission of data or information
through the
open interface 54. The open interface 54 also provides for a uniform, possibly
even
simplified interface.
As disclosed above, the type of data that can be provided to the applications
42 is not
limited to data gathered from the control system 13. The track data that may
be
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provided from off-board the locomotive may be provided through the data
manager
from an external source. The data may be received via an 802.11 wireless local
area
network to reduce the cost, or in-route as necessary via a satellite/cell
phone and then
communicated to the data manager 44, such as may be available via a CMU or a
mobile access router. Additionally, prime directive data (track authorities
and speed
restrictions) data may also be provided through the data manager 44.
An example of sensor data that is provided may include common global
positioning
system ("GPS") data, wheel speed data, fuel consumption, etc. By using the
data
manager 44 to provide sensor data to applications 42, sensor replication
aboard the
locomotive (or other vehicle) is not required. Since sensors 48 are part of
the
locomotive (or other vehicle), and are likely to be used within the control
system 13,
data from the sensors 48 may be provided through the private interface 52
connecting
the data manager 44 to the control system 13. Though only one sensor 48 is
illustrated, this single sensor is representative of any number of sensors 48.
Additionally, though the sensor 48 is illustrated as being a subset of the
control
system 13, the sensor 48 may be an independent element, having its own
interface,
either a private interface 52 or an open interface 54. As disclosed in FIG. 6,
other
types of sensors are illustrated where the sensors may be considered source
applications.
Additionally, the data manager 44 may be configured to solve application data
distribution issues. For example, if two applications 42 are requiring data at
the same
time where bandwidth is not available for delivery of the data to both of the
applications simultaneously, the data manager 44 will schedule delivery of the
data.
The delivery of the data may be based on any number of factors including, but
not
limited to, priority, bandwidth, duration, vitality, etc. The data manager 44
may also
be used to solve data currency issues.
In operation, the applications 42 are able to register and/or communicate
their data
needs with the data manager 44. For example, Application 1 may require track
data at
a certain rate, such as but not limited to a given distance ahead of a current
location.
The data manager 44 is also able to collect data from other applications,
and/or the
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control system, and provide Application 1 the data required, without impacting
the
source application. Thus, the data manager 44 provides sharing of data between
applications 42 without impact to any of the applications 42. Additionally,
point-to-
point interface definitions, which may be costly, between the applications 42,
and/or
the control system 13 are no longer needed since a common interface is
provided
through the data manager 44.
A common interface is used to provide information from the applications 42 to
the
control system 13. The common interface is identified as the locomotive (or
other
vehicle) control manager unit 46, or locomotive (or other vehicle) control
manager,
and it is a single integration point for all applications 42 that want to
provide control
input to the locomotive. The "control input" may be data (e.g., data to be
provided to
the control system 13; some such data, originating from the applications 42,
is
referred to herein as "application data") and/or a command request, e.g., a
request that
the control system act upon a particular command. As illustrated in FIG. 5,
elements
of the control manager 46 may include, but are not limited to, a connector 56
for the
open interface 54 to receive control requests from the applications 42, a
processor 58
that has an algorithm/software 60 which is operable within the processor 58 to
perform the functions discussed below, and a connector or other control system
interface 62 specific to the control system 13 for a specific type of
locomotive (or
other vehicle), as illustrated by "Locomotive A," "Locomotive B," "Locomotive
C,"
and "Locomotive D." Examples of different specific types of locomotives
include an
EMD SD7OTM locomotive, a General Electric (GE) Dash 9TM locomotive, a GE
AC4400TM locomotive, and/or a GE EvolutionTM series locomotive. The data
manager 44 also is equipped with a similar connector 56 for the open
interface, a
processor 50 in which an algorithm may operate, and a connector for the
private
interface 52.
The interface between the applications 42 and the control manager 46, or
receiving
interface, is an open interface 54, which provides a common interface for the
applications 42 to access the locomotive control system 13. The interface
between the
control manager 46 and the control system 13 is a private interface 52.
Aspects of the
control system 13 that are accessible and controlled include, but are not
limited to,
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throttle or notch control, dynamic brake control, automatic airbrake control,
wireless
distributed power, wired distributed power, independent brake control or
operation,
etc. The control manager 46 is able to authorize and prioritize to avoid an
undesired
state or conflict for controlling data (and other control input) provided from
the
applications 42 to the locomotive control system 13 that is able to de-
conflict any
conflicting input from on-board diverse applications like a train control
application or
an energy management application.
In operation, the control manager 46 processes control input received from the
plurality of applications 42, for providing to the control system 13 or
otherwise. For
example, the control manager 46 may receive application data from the
applications
42 (or other data) and process the data for selectively providing the data to
the control
system, e.g., for determining which application data is provided to the
locomotive
control system. (For example, it may be the case that data is only provided
based
upon the needs or requests of the control system 13, or that certain data is
only
provided depending on the operational state of the control system and/or
locomotive
generally.) In another example, the control manager 46 may receive command
requests from the plurality of applications 42 and determine which of the
received
command requests is provided to the control system for use in operating the
locomotive. This determination may be based on time factors (when the command
requests are received, and the timeliness of the command requests), a priority
hierarchy among types of different command requests, the relationship between
a
particular command request and the current operational mode of the locomotive
or
other vehicle (e.g., certain requests may only be applicable when the
locomotive is in
a particular mode of operation), the relation between a particular command
request
and other command requests received either before or after the command request
(e.g., one command request may be moot in light of a previously recently
received
command), etc. In another aspect, the control manager 46 is able to resolve
conflicts
between the applications 42 and between control input received from the
applications.
For example, if a locomotive or other vehicle is equipped with an energy
management
application and a train/vehicle control application, and if the train/vehicle
control
application does not have the appropriate movement authority to transition the
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locomotive or other vehicle over a piece of track (or other route), or within
a certain
territory, it may call for a stop (stop command request) via the train
automatic brake
application. At the same time, the energy management application may not be
aware
that the train is not authorized to proceed and may call for notch 6 (throttle
command
request) over a given territory. The control manager 46 would be able to
resolve the
conflict by using data from one or more other applications 42 and/or based on
a
priority that is preset within the control manager 46 that establishes
application
priority. The control manager 46 is also able to override and/or isolate an
application
that is malfunctioning. As disclosed above, it also provides for safe
interlocks among
the controls. Additionally, as disclosed in further detail below, the control
manager
46 is able to receive inputs from an operator, which is sent to the control
system 13
for implementation. These manual inputs also have to be de-conflicted with
requesting applications.
In one embodiment, the data that is being passed from the control system 13
through
the data manager 44 and control manager 46 and to the applications 42 is real-
time
data. Thus, the implementation of controlling the system is accomplished with
current data. As further illustrated in FIGS. 4 and 6, a system and/or process
are
provided. By having a closed loop control system/process, control of the
locomotive
may be autonomously performed, where inputs from an application, such as, but
not
limited to, an energy management application and/or a train (or other vehicle)
control
application, determines a speed to operate over a route based on the
train/vehicle
consist and terrain, and the control manager 46 operates the throttle and
brake in
accordance with the inputs. More specifically, the control manager 46
autonomously
provides directions, or commands, to the control system 13, which in turn
commands
the throttle (e.g., notch setting), dynamic brake, automatic train air brake,
independent
brake, and direction of travel of the locomotive. (For example, providing
autonomous
operation of the locomotive or other vehicle may comprise providing braking
and
throttle commands to define speed and/or movement authority to operate over a
route
by the locomotive or other vehicle.) Hence, the locomotive is able to operate
in an
"autopilot" mode. Examples of the energy management application and a
variation of
the control manager 46 are disclosed in trip/mission optimizer patent
applications
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assigned to the Assignee of the present invention, such as U.S. Publication
Nos.
2008/0082223, 2007/0219683 and 2007/0219680 (see, for example, U.S.
Publication
No. 2007-0219680-Al dated September 20, 2007). The closed loop control system
includes at least one application 42, the control system 13, and the control
manager
46. The closed loop control system may also include the data manager 44.
(Generally speaking, the closed loop control system, in any of the embodiments
herein, is characterized by the operation of the locomotive or other vehicle
being
regulated by, or otherwise based on, feedback regarding the locomotive's
operation
and operational performance, e.g., the locomotive or other vehicle is operated
based
both on control input and on sensed feedback of one or more operational
characteristics of the locomotive or other vehicle, such as actual speed,
actual
direction, acceleration, sensed location, and the like. More generally, the
closed loop
control system may be characterized in that an input forcing function is
determined in
part by a vehicle system response, wherein a measured response of a vehicle
system is
compared with a desired response, and the difference between these two
responses
initiates actions that will result in the actual response of the vehicle
system to
approach the desired response.)
FIG. 6 is block diagram illustrating distribution of data between a control
system and
applications also with a display manager unit, or display manager 64. The
display
manager 64 is used to decide which data is communicated to an operator onboard
the
locomotive. At least one common display 66 is also provided. Those skilled in
the
art recognize that a plurality of common displays may be provided. When the
operator desires information specific to a certain application and/or an
operating
aspect of the control system 13 and/or locomotive, the operator is able to
select that
application 42 and/or the operating aspect of the control system 13 and/or
locomotive.
The terms "display manager" and "display" are terms not meant to be limited to
providing only data visually to the operator. The display manager may provide
a
flow, or transmission, of data made available to an operator as visual data,
tactile data,
and/or audio data. Therefore, the display may be a device that provides the
information to the operator in the intended form identified, such as but not
limited to
visually, through touch, and/or audible. The terms "flow" or "transmission"
are not
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meant to be limiting. These terms are used to include for a distribution of
data
between two locations, such as but not limited to units, applications, and/or
devices.
The display manager 64 is connected directly to the applications 42 through a
negotiated interface 68, or more specifically an interface that is defined
specific for
each application's purpose. The interface between the display 66, user
interface 70,
and display manager 64 may also be a private interface.
FIG. 6 also illustrates the data manager 44 being connected to a communication
management unit ("CMU") 72. Thus, in implementation, instead of the
functionality
of the CMU 72 being integrated within a single data manager unit, a data
manager
unit may be connected to an existing CMU 72. The CMU 72 is also in
communication with the locomotive control system 13 using its own private
interface
52. The connection between the data manager 44 and the CMU 72 may be either a
private interface 52 or an open interface 54. The data passed from the CMU 72
to the
data manager 44 is data needed by the applications 42, and is generally
information
that the CMU 72 received from sources that are remote from the locomotive.
A file management staging unit ("FMS") 74 may be part of the data manager 44.
The
FMS 74 is provided to receive and distribute application replacement/updates
for the
applications and/or sensors, where the sensors are considered source
applications. As
illustrated, examples of such source applications include, but are not limited
to GPS,
Movie Picture Expert Group ("MPEG") encoder, fuel ("FLM") indicator, event
recorder ("ER"), etc. The replacement/updates may be provided from an external
source from the locomotive, where the data is communicated through the CMU 72,
or
as illustrated in FIG. 4 though the data manager 44, which includes CMU-like
functionality.
The representations of the applications 42 in FIGS. 4 and 6 as blocks are
provided to
represent that each application performs a unique function. In operation, each
application may have its own hardware and software components, or instead of
each
application having its own hardware, each application (or software, or
algorithm) is
housed within hardware where all hardware has a common bus and/or a common
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housing where common processors are used (as in FIGS. 1-2). Servers may be
provided, where multiple applications are stored in each server. Instead of
allowing
any application to reside on any server, the importance of the application may
determine which server is installed within. For example, a non-vital server
may be
used for non-vital applications while a vital server may be used for vital
applications.
In such a configuration, the vital server may have more redundancy than the
non-vital
server. Additionally, when multiple servers are used (either hosting an
individual
application per server or applications grouped together on designated
servers), the
servers and hence the applications, may use multicasting, or multicast
delivery, to
publish data. Those skilled in the art will readily recognize that
"multicast," or
"multicasting," refers to using a network technology for the delivery of data,
or
information, to a group of destinations simultaneously using the most
efficient
strategy to deliver the messages over each link of the network only once,
creating
copies only when links to the multiple destinations split.
Although the control manager 46 is illustrated in FIGS. 4 and 6 as being
separate from
the control system 13, the control manager 46 may be a part of the control
system 13,
such as integrated directly into the control system 13. The data manager 44
may be a
part of the CMU 72, more specifically hosted within existing CMU chassis
and/or
processor. Additionally, the interfaces 52, 54 may be part of a router to
communicate
data from the data manager 44 to the applications 42 and from the applications
42 to
the control manager 46. Similarly, even though the data manager 44 and control
manager 46 are displayed as being two separate units, those skilled in the art
will
recognize that these units may be a single unit, and/or within a common
housing.
Thus, the data manager 44 and control manager 46 within the common housing (or
even as separate units) may be considered an open defined interface unit.
Towards
this end, the processor 50 that is part of the data manager 44 and the
processor 58 that
is part of the control manager 46 may be a single processor. In general, those
skilled
in the art will recognize and understand that illustrating all of the units as
blocks in
FIGS. 4 and 6 is done solely to illustrate functionality of the various
units/elements
disclosed herein, and should not be considered limiting with respect to
packaging.
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FIG. 7 is a flowchart 76 of a method for operating a locomotive or other
vehicle.
The flowchart 76 illustrates autonomously managing a flow of data from a
control
system of the locomotive or other vehicle to a plurality of applications,
between the
plurality of applications, from a sensor to the plurality of applications (or
to other
applications), and/or from a communication management unit to the plurality of
applications, at 78. The flowchart further illustrates autonomously managing a
flow
of data received from the plurality of applications to determine which
application data
is provided to the control system, at 80. The locomotive or other vehicle is
operated
with the application data provided to the control system, at 82. As discussed
above,
operating the locomotive or other vehicle may further include autonomously
operating
the locomotive or other vehicle by autonomously implementing changes to
direction
of travel, changes to notch/throttle or speed, and/or dynamic braking and air
brake
operation. Additionally, autonomously managing the flow of data from the
locomotive (or other vehicle) control system, at 78, may further include
distributing
data to the plurality of applications based on an authority and/or priority
for
distributing data.
The method shown in the flowchart 76 may be performed with a computer software
code having computer software modules where the computer software code is
stored
on a computer media and is executed with a processor. Thus, each process flow
in the
flowchart 76 is performed by a computer software module specific to the
process
contained in a specific process. For example, autonomously managing a flow of
data
from a control system of the locomotive (or other vehicle) to a plurality of
applications, between the plurality of applications, from a sensor to the
plurality of
applications (or to other applications), and/or from a communication
management unit
to the plurality of applications, at 78, is performed by a computer software
module for
autonomously managing a flow of data from a control system of the locomotive
to a
plurality of applications, between the plurality of applications, from a
sensor to the
plurality of applications, and/or from a communication management unit to the
plurality of applications.
As discussed above, one embodiment of the present invention relates to a
communication system (different embodiments shown generally in FIGS. 4 and 6)
for
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controlling sharing of data across a plurality of subsystems on a locomotive
or other
vehicle. In one embodiment, the communication system comprises an open defined
interface unit, which establishes an interface between the locomotive/vehicle
subsystems for the exchange of locomotive/vehicle control system data and/or
other
data. The interface is open for access by a plurality of applications in a
common,
defined manner. The "other" data may be data that is used by the
sub systems/applications apart from the locomotive/vehicle control system;
examples
include: communication data to be transmitted off-board, but that does not
originate
with the control system, e.g., operator or voice dispatch communications;
communications data received from off-board the locomotive or other vehicle
that is
not used for control purposes; data that is generated and/or stored for
archival
purposes; certain time data, location data, train/locomotive data, etc.; and
the like.
In one embodiment, the open defined interface unit comprises, at least
functionally
speaking, a data manager 44 for managing data, as described above. In another
embodiment, the open defined interface unit comprises, at least functionally,
a control
manager 46 for managing control input, as described above. In another
embodiment,
the open defined interface unit comprises, at least functionally, a data
manager 44 for
managing data (e.g., in the manner described above) and a control manager 46
for
managing control input (e.g., in the manner described above). In one
embodiment,
the data manager 44 and control manager 46 are integrated into a single
electronic
unit, for systems simplification and/or efficiency purposes. In another
embodiment,
the data manager 44 and control manager 46 are separate electronic units that
are
housed in a common housing, for conserving space while providing
interconnection
and/or systems flexibility, e.g., in terms of how the data manager 44 and
control
manager 46 are connected and what they are connected to. In another
embodiment,
the data manager 44 and control manager 46 are separate electronic units that
are
housed in different housings, for providing a greater degree of flexibility in
terms of
system positioning and interconnection, e.g., the data manager 44 and control
manager 46 can be positioned in different locations, for more flexibility in
terms of
what components/elements/subsystems in the locomotive they are connected to.
In
another embodiment, one or both of the data manager 44 or the control manager
46
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are functionally implemented in an existing electronic subsystem of the
locomotive
(either the same electronic subsystem or in different subsystems), for system
efficiency and ease of implementation.
Another embodiment relates to a communication system on a locomotive or other
vehicle. The communication system comprises a data manager unit and a control
manager unit. The data manager unit is configured to manage a transmission of
data
from a control system of the locomotive (or other vehicle) to a plurality of
applications, between the plurality of applications, from a sensor to one or
more of the
plurality of applications, and from a communication management unit to the
plurality
of applications. The data manager unit is configured as an open defined
interface, for
the plurality of applications to access locomotive/vehicle control system data
in a
common defined manner, as described in more detail above. The control manager
unit is configured to receive control input from the plurality of applications
and
process the control input for providing to the control system for use in
operating the
locomotive (or other vehicle). For example, the control manager unit may
process
application data (or other data) and/or command requests in a manner as
described
above. The communication system further comprises a private interface for
communications between the data manager unit and the control system and/or
between the control manager unit and the control system, and an open interface
for
communications between the data manager unit and the plurality of applications
and
for communications between the control manager unit and the plurality of
applications. In another embodiment, the data manager unit is configured to
manage
the transmission of data, at least between the plurality of applications,
based on a
publish-subscribe communications structure ("structure" referring to a
configuration
or setup, using program instructions, electronics, other control mechanism, or
otherwise, for implementing publish-subscribe communications in the data
manager
unit and/or system generally).
As should be appreciated, a modern locomotive is an electro-mechanical system
that
comprises a plurality of mechanical, electrical, and electro-mechanical
subsystems.
An "application," as used herein, is a locomotive subsystem or portion thereof
that
utilizes data, provides data, and/or that provides or utilizes control input.
An
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application may be a processor or processor-based unit, an algorithm or
software as
executed by a processor or processor-based unit, or the like, but is not
limited in this
regard unless otherwise specified. For example, an application may be a
hardware
(e.g., electronics)-based subsystem or portion thereof, an electro-mechanical
subsystem or portion thereof, or the like. In one embodiment, all or at least
some of
the applications are embodied as algorithms/software/programming instructions
as
executed by a processor or processor-based unit, e.g., for carrying out
distributed
power operations, other train or other vehicle control operations, on-board
and off-
board communications operations, emissions control and other engine control
operations, data capture and storage operations, operator interface
operations, and the
like.
An embodiment relates to an operating system, onboard a locomotive, for
controlling
multiple operations of the locomotive. The operating system comprises a first
controller or control subsystem for controlling a positive train control
system of the
locomotive. The operating system further comprises a second controller or
control
subsystem for controlling an operator coaching and/or operator interface
system of the
locomotive. The operating system further comprises a third controller or
control
subsystem for controlling a trip optimizer and/or fuel savings system of the
locomotive. The operating system further comprises a memory in which
locomotive
operations data is stored for each of the positive train control system, the
operator
coaching and/or operator interface system, and the trip optimizer and/or fuel
savings
system. The operating system further comprises a communication link between
the
controllers (or control subsystems) and the memory for the controllers (or
control
subsystems) to obtain the operations data from the memory and store the
operations
data in the memory. In an embodiment, the memory is a non-distributed memory.
The non-distributed memory is the sole data storage in the locomotive for long
term
storage of the operations data for the plurality of controllers (or control
subsystems)
and the positive train control system, the operator coaching and/or operator
interface
system, and the trip optimizer and/or fuel savings system.
Though exemplary embodiments of the present invention are described with
respect
to locomotives, exemplary embodiments of the invention are also applicable for
use
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with other powered systems, such as but not limited to marine vessels,
stationary units
such as power plants, off-highway vehicles, agricultural vehicles, and/or mass
cargo
or mass transit transportation vehicles, each which may use at least one
engine.
Towards this end, when discussing a specified mission, this includes a task or
requirement to be performed by the powered system. Therefore, with respect to
a
railway vehicle, marine vessel, agricultural vehicle, mass cargo or mass
transit
transportation vehicle, or off-highway vehicle applications, this may refer to
the
movement of a collective powered system (where more than one individual
powered
system is provided) from a present location to a destination. In the case of
stationary
applications, such as but not limited to a stationary power generating station
or
network of power generating stations, a specified mission may refer to an
amount of
wattage (e.g., MW/hr) or other parameter or requirement to be satisfied by the
powered system.
Exemplary embodiments of the invention solve problems in the art by providing
a
method, system, and computer implemented method, such as a computer software
code or computer readable media, for providing an open defined interface so
that any
application may access locomotive/vehicle control system data or other vehicle
data
or other data in a common defined manner with predictable results.
Persons skilled in the art will recognize that an apparatus, such as a data
processing
system, including a CPU, memory, I/O, program storage, a connecting bus, and
other
appropriate components, could be programmed or otherwise designed to
facilitate the
practice of the method of the invention. Such a system would include
appropriate
program means for executing the method of the invention.
Also, an article of manufacture, such as a pre-recorded disk, computer
readable
media, or other similar computer program product, for use with a data
processing
system, could include a storage medium and program means recorded thereon for
directing the data processing system to facilitate the practice of the method
of the
invention. Such apparatus and articles of manufacture also fall within the
scope of the
invention.
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Broadly speaking, a technical effect is to provide an open defined interface
so that any
application may access locomotive control system data in a common defined
manner
with predictable results, for more efficient and better operation (possibly
including
autonomous operation) of a locomotive. To facilitate an understanding of the
exemplary embodiments of the invention, it is described hereinafter with
reference to
specific implementations thereof. Exemplary embodiments of the invention may
be
described in the general context of computer-executable instructions, such as
program
modules, being executed by any device, such as but not limited to a computer,
designed to accept data, perform prescribed mathematical and/or logical
operations
usually at high speed, where results of such operations may or may not be
displayed.
Generally, program modules include routines, programs, objects, components,
data
structures, etc. that performs particular tasks or implement particular
abstract data
types. For example, the software programs that underlie exemplary embodiments
of
the invention can be coded in different programming languages, for use with
different
devices, or platforms. It will be appreciated, however, that the principles
that underlie
exemplary embodiments of the invention can be implemented with other types of
computer software technologies as well.
Moreover, those skilled in the art will appreciate that exemplary embodiments
of the
invention may be practiced with other computer system configurations,
multiprocessor systems, microprocessor-based or programmable consumer
electronics, minicomputers, mainframe computers, and the like. Exemplary
embodiments of the invention may also be practiced in distributed computing
environments where tasks are performed by remote processing devices that are
linked
through at least one communications network. In a
distributed computing
environment, program modules may be located in both local and remote computer
storage media including memory storage devices.
As should be appreciated, embodiments of the invention reside primarily in a
combination of hardware and software elements related to the methods and
systems
described herein. Accordingly, in at least some instances hardware and
software
elements have been represented by conventional elements in the drawings,
showing
only those specific details that are pertinent to the present invention, so as
not to
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obscure the disclosure with structural details that will be readily apparent
to those
skilled in the art having the benefit of the description herein.
Embodiments described herein may be implemented on a suitable computer system,
controller, data processor, or generally a computer readable medium. For
example,
the steps of the methods described herein may correspond to computer
instructions,
logic, software code, or other computer modules disposed on a computer
readable
medium, e.g., floppy disc, hard drive, ASIC, remote storage, optical disc, or
the like.
The computer-implemented methods and/or computer code may be programmed into
an electronic control unit of an engine, a main control system of a locomotive
or other
vehicle, a remote station that communicates with the vehicle, or the like, as
described
herein.
While the invention has been described with reference to various exemplary
embodiments, it will be understood by those skilled in the art that various
changes,
omissions and/or additions may be made and equivalents may be substituted for
elements thereof without departing from the scope of the invention. In
addition, many
modifications may be made to adapt a particular situation or material to the
teachings
of the invention without departing from the scope thereof. Therefore, it is
intended
that the invention not be limited to the particular embodiment disclosed as
the best
mode contemplated for carrying out this invention, but that the invention will
include
all embodiments falling within the scope of the appended claims. Moreover,
unless
specifically stated any use of the terms first, second, etc. do not denote any
order or
importance, but rather the terms first, second, etc. are used to distinguish
one element
from another.
