4163results about "Locomotives" patented technology

This application describes completely in many unique ways and detail all the devices to reduce a vehicle's speed and/or reduce a machines RPM's and/or stop any piece of equipment's as well as guide it if mobile through automated controls. First to slow it down, and guide it and/or control it if necessary (i.e., other pieces of equipment). Secondly it discusses how to stop any piece of equipment completely. And thirdly, the invention secures it in a safe stationary position either entirely or any number of specific moving parts. Many of these systems are initially here described to slow, reduce speed, steer, stop and/or secure equipment functions. However, they also can be used to increase a piece of equipment's functions. In other words their variations are completely capable to serve any remote or automated controls on a vehicle in the future to provide full robotics systems, e.g., for automated transportation systems, automated manufacturing, etc., either through individually isolated remote control systems and/or interfaced with other off-board systems through communication links, gateway computers, computer networks and the world wide web for inexpensive long distance monitoring and remote control. The invention focuses on the automobile industry but as has always been maintained throughout all these applications these devices and systems are designed to control every piece of equipment. The invention includes various accountable protocols and commercial developments to control speed, brake and steering for an automobile shut down to be performed through automation to a safe controlled secured deactivated state to be considered as a basis for a standard in aggressive vehicle remote control and/or to control and guide a vehicle and/or piece of equipment through many different automated systems.

A system (830) and method (800) for diagnosing a malfunctioning machine. A fault event is selected (806) together with sequential operating parameter data (808) from a selectively focused time interval about the fault event for evaluation of a machine (810). The selectively focused time interval may include data occurring just before, just after, or spanning the fault event. Characterizing information such as slope, rate of change, and absolute sign of the data may be derived (809) from the operating parameter data over the selectively focused time interval and used in the diagnosis. The fault event and operating parameter data may be compared to existing cases in a case database (834). A set of rules (817) or candidate anomalies (841) may be executed over the operating parameter data to further improve the accuracy of the diagnosis.

There is provided a control scheme for restarting an internal combustion engine of a hybrid powertrain during ongoing vehicle operation. The method comprises generating a torque output from an electrical machine to rotate the engine, and determining an engine crank torque. The torque output from the electrical machine is selectively controlled based upon the engine crank torque. The engine is fired when rotational speed of the engine exceeds a threshold. An engine torque simulation model accurately determines engine compression pressures in real-time to accommodate changes in engine operating conditions, based upon present engine operating conditions.

A material transportation system includes one or more material transportation vehicles, each having magnetic wheels coupled to a magnetically attractive surface that can include a ceiling, a wall, a floor, and/or a transition region. The material transportation vehicles are adapted to carry material from place to place. Each material transportation vehicle has sensors and motor controls that reduce swing motion of the material transportation vehicle and the material coupled thereto. A collision avoidance and traffic control system prevents collisions between the one or more material transportation vehicles.

The present invention provides a remote control system for a locomotive. The remote control system comprises a remote control device, an identification interface and a locomotive controller module. The remote control device is operative for receiving a command signal indicative of an action to be executed by the locomotive. The identification interface is adapted for receiving user identification data from a user of the remote control device. The locomotive controller module is suitable for mounting at the locomotive and is adapted for generating local control signals. When the user identification data belongs to an authorized user, the locomotive controller module is operative to issue a local control signal for causing the locomotive to execute the action conveyed by the command signal received at the remote control device.

An automated fault reporting system for a train includes a controller that gathers information concerning malfunctioning wayside status devices and automatically reports the information to an appropriate party. In one embodiment, the control module uses a positioning system and a database including device locations in order to determine when the train is near a device. If no status information is received from the device as the train approaches, or the status information indicates a problem, the train is allowed to continue at a reduced speed to allow the operator to visually confirm that it is safe to proceed. If an area monitored by the device has been passed, or if the operator indicates that there is no problem, or the device fails to respond, the controller records and reports the malfunction.

A robotic vehicle configured for autonomous or semi-autonomous operation in a rail environment is provided. The vehicle can process image data to move about the rail environment and perform one or more actions in the rail environment. The actions can include one or more actions related to decoupling and/or attaching rail vehicles, and can be implemented by performing three-dimensional image processing. The vehicle can be configured to move with any movement of a rail vehicle on which one or more actions are being performed. In an alternative embodiment, the various components configured to perform the action are implemented at a stationary location with respect to a rail line.

A method of distributed control of train throttle and braking includes transmitting an instruction to a remote power unit to apply at least one acceleration to the train at a future time; receiving the instruction; transmitting a confirmation that the remote power unit is armed to execute the instruction to a lead power unit; and computing a profile describing at least one acceleration to be applied to the train as it travels over a predetermined route. The computation is determined at least in part on whether or not the confirmation has been received by the lead power unit. The instructions may be contained in a profile which optimizes fuel consumption, emissions, and/or trip time. The accelerations may be carried out by direct control or by prompting an operator. In another aspect, the confirmed instructions may be used to ensure braking in accordance with a predetermined braking curve.

Methods and systems are provided for processing data generated in a vehicle group. One example embodiment comprises selectively off-boarding a data set generated at a first vehicle in the vehicle group for storage purposes, the first data set off-boarded to one or more of a second vehicle in the vehicle group and a remote storage device.

A railroad train is provided and includes a first locomotive having a first locomotive electronic processor, a first locomotive communication device in electrical communication with the first locomotive processor, and a first locomotive operator interface in electrical communication with the first locomotive processor. The railroad train also includes a second locomotive having a second locomotive electronic processor, a second locomotive communication device in electrical communication with the second locomotive processor and the first locomotive communication device, a second locomotive sensor in electrical communication with the second locomotive processor for monitoring the operation of the second locomotive and generating signals indicative of the monitored operations, and a second locomotive controller device in electrical communication with the second locomotive processor for controlling the operation of the second locomotive, with the second locomotive processor receiving the signals indicative of the operation of the second locomotive, determining faults in the operation of the second locomotive, and communicating signals indicative of the faults to the second locomotive communication device for transmission to the first locomotive operator interface via the first locomotive communication device and the first locomotive processor, and with the second locomotive controller device being controllable from the first locomotive interface, wherein faults in the operation of the second locomotive are communicated to the first locomotive operator interface and control actions on the operation of the second locomotive in response to the faults may be effected by an operator on the first locomotive.

A method for controlling first (14/12A) and second (12B) locomotives of a railroad train (8), the first (14/12A) and the second (12B) locomotives separated by at least one railcar (20). The method comprises determining a location of the first locomotive (14/12A) and a location of the second locomotive (12B), determining an operating condition of the first locomotive (14/12A) and an operating condition of the second locomotive (12B), determining a first control aspect of the first locomotive (14/12A) responsive to the operating condition and the location of the first locomotive (14/12A), determining a second control aspect of the second locomotive (12B) responsive to the operating condition and the location of the second locomotive (12B), and controlling the first (14/12A) and the second (12B) locomotives according to the first control aspect and the second control aspect, respectively.

A system and method for communicating data obtain operational data associated with a control system of a vehicle consist. The operational data is obtained at a first vehicle of the consist. The operational data is communicated from the first vehicle to one or more second vehicles in the consist. Responsive to a loss of the operational data at the first vehicle, at least the operational data that was lost at the first vehicle can be communicated from one or more of the second vehicles to the first vehicle. Onboard the first vehicle, an operational capability of the consist to perform a movement event can be determined using the operational data that was lost at the first vehicle and that was communicated from the at least one of the one or more second vehicles to the first vehicle.

A system for optimizing a trip for a hybrid vehicle, comprising a computer programmed to determine a route for the hybrid vehicle to travel, obtain altitude and terrain information of the route, and generate a trip plan based on at least the route and altitude to minimize total energy expended along the route by encouraging regenerative braking during portions of the route, regardless of needs to slow the hybrid vehicle.

The invention discloses a system for planning and controlling train travelling speed. The system comprises ground equipment which is approached during travelling of a train, and vehicle-carried equipment arranged on the train. The vehicle-carried equipment comprises a speed meter, a human-computer interface, a ground equipment answering unit, a train automatic protecting unit, a speed control unit and a traction/brake unit, wherein the train automatic protecting unit is respectively connected with the speed meter, the human-computer interface, the ground equipment answering unit and the speed control unit; the ground equipment answering unit is respectively connected with the ground equipment and the train automatic protecting unit; and the speed control unit is respectively connected with the train automatic protecting unit and the traction/brake unit. The system receives information including railway condition, line limit speed, travelling authority and the like, through a ground answerer; the comfort of passengers, the time accuracy and the energy conservation of train travelling are considered at the same time to plan the optimal distance-speed-based target speed running curve; and real-time tracking on the target speed is realized by outputting a proper traction/brake instruction.

The present invention provides methods for preventing low train voltages and managing interference, thereby improving the efficiency, reliability, and passenger comfort associated with commuter trains. An algorithm implementing neural network technology is used to predict low voltages before they occur. Once voltages are predicted, then multiple trains can be controlled to prevent low voltage events. Further, algorithms for managing inference are presented in the present invention. Different types of interference problems are addressed in the present invention such as “Interference During Acceleration”, “Interference Near Station Stops”, and “Interference During Delay Recovery.” Managing such interference avoids unnecessary brake/acceleration cycles during acceleration, immediately before station stops, and after substantial delays. Algorithms are demonstrated to avoid oscillatory brake/acceleration cycles due to interference and to smooth the trajectories of closely following trains. This is achieved by maintaining sufficient following distances to avoid unnecessary braking/accelerating. These methods generate smooth train trajectories, making for a more comfortable ride, and improve train motor reliability by avoiding unnecessary mode-changes between propulsion and braking. These algorithms can also have a favorable impact on traction power system requirements and energy consumption.

A method for training an operator to control a powered system is disclosed including operating the powered system with an autonomous controller, and informing an operator of a change in operation of the powered system as the change in operation occurs. A system and a computer software code are also disclosed for training the operator to control the powered system.

An interface adaptor is provided between the locomotive MU cable and the ECP trainline permitting ECP data from the lead locomotive to be transmitted via the MU cable on trailing locomotives to a train of ECP cars. On the lead locomotive, the HEU Echelon interface is on a suitable line in the MU cable instead of the separate ECP trainline such the trailing locomotives do not require a separate ECP trainline. The adapter generally employs two transceivers configured as back-to-back repeaters to bridge ECP data between the locomotive MU cable and the ECP trainline. A DC--DC converter can be used to provide the ECP trainline voltage, either as 230 VDC or as a lower voltage. In lower voltage systems the converter may be replaced by a voltage regulator, or may be eliminated. In any case, an inductor is employed on the output to provide a high impedance to the overlay transceiver.