Vehicle Control Systems

Abstract

The system includes one or more processors configured to obtain environmental data corresponding geographically and temporally to a scheduled trip of a vehicle system. The one or more processors are further configured to determine a power output capability range of the vehicle system for travel during the trip based on the obtained environmental data. The one or more processors are also configured to transmit instructions to at least one of a propulsion system of the vehicle system or a vehicle controller of the vehicle system to control movement of the vehicle system during the trip so that the vehicle system produces a power output within the power output capability range when the vehicle system travels. The environmental data includes historical values ​​of one or more of temperature, pressure, or air composition in a geographic area through which the vehicle system will travel during the trip.

Description

[0001] This application is a divisional application of the invention patent application with application date of April 27, 2018, application number 201810394083.5, and invention name “Vehicle Control System”. Technical Field

[0002] Embodiments of the subject matter described herein relate to controlling operation of vehicle systems. Background Art

[0003] Some known vehicle systems include one or more engines that consume fuel and air (e.g., oxygen) to generate propulsion and travel along a route during a trip. When planning how a vehicle system will travel during an upcoming scheduled trip, there is a common assumption that the one or more engines of the vehicle system will be able to provide consistent power delivery throughout the duration of the trip, at least through open areas outside of tunnels and other air flow restricted areas. For example, it is often assumed that when the vehicle system travels through open areas, the vehicle system will have sufficient oxygen supply and ventilation to enable the engine to continue to provide a power output corresponding to the horsepower rating of the engine.

[0004] However, this common assumption is often untrue because the engine may encounter derate during the trip. When the engine encounters derate, the engine cannot provide a power output at the engine's horsepower rating. The changing engine capacity may be caused by various environmental and internal changes encountered by the engine during the trip, such as changes in altitude (or altitude), air quality, oxygen concentration in the air, ambient temperature, ambient pressure, ambient humidity, fuel quality / or engine conditions. Since the movement of the vehicle system during the trip can be planned in advance, such plans may assume consistent engine performance without taking into account the changes in engine performance encountered at different times and locations during the trip. Therefore, the movement plan may not accurately match the capabilities of the vehicle system, which can lead to an increased difference between the movement plan and the actual performance of the vehicle system during the trip. If the vehicle system is automatically controlled based on the movement plan, the operator may have to take manual control of the vehicle system due to the difference between the planned movement and the actual movement caused by the engine derate that was not taken into account. Summary of the invention

[0005] In one embodiment, a system (e.g., for controlling a vehicle system) is provided that includes one or more processors configured to obtain environmental data that corresponds geographically and temporally to a scheduled trip of the vehicle system. The one or more processors are further configured to determine a power output capability range of the vehicle system for travel during the trip based on the obtained environmental data. The one or more processors are also configured to transmit instructions to at least one of a propulsion system of the vehicle system or a vehicle controller of the vehicle system to control movement of the vehicle system during the trip so that the vehicle system produces a power output within the power output capability range when the vehicle system travels. The environmental data includes historical values ​​of one or more of temperature, pressure, or air composition in a geographic area through which the vehicle system will travel during the trip.

[0006] In another embodiment, a system (e.g., for controlling a vehicle system) is provided, comprising one or more processors further configured to predict, using a predictive derate model, whether a first vehicle system scheduled to travel along a route during a trip will encounter a derate event at a specified geographic area during the trip. The predictive derate model is generated based on historical data of derate events encountered by a plurality of vehicle systems. The historical data includes the geographic area of ​​the derate event, the time of year when the derate event was encountered, and vehicle characteristics of the vehicle system that encountered the derate event. The one or more processors are further configured to transmit instructions to control movement of the first vehicle system during the trip based on the prediction so that the first vehicle system will not encounter a derate event at the specified geographic area during the trip.

[0007] In another embodiment, a system (e.g., for controlling a vehicle system) is provided, comprising one or more processors configured to obtain environmental data corresponding geographically and temporally to a scheduled trip of the vehicle system. The environmental data represents historical values ​​of one or more of temperature, pressure, or air composition in a geographic area through which the vehicle system will travel during the trip and the time of year when the vehicle system is scheduled to travel through the geographic area on the trip. The one or more processors are configured to determine a power output capability range for the vehicle system during the trip based on the environmental data. Each power output capability range corresponds to a different one of the geographic areas through which the vehicle system will travel. The one or more processors are configured to transmit instructions to control the movement of the vehicle system during the trip so that when the vehicle system travels through different geographic areas during the trip, the vehicle system generates a power output within the power output capability range associated with the corresponding geographic area.

[0008] Embodiment 1. A system comprising:

[0009] one or more processors configured to obtain environmental data corresponding geographically and temporally to a scheduled trip of a vehicle system, the one or more processors further configured to determine a range of power output capabilities of the vehicle system for travel during the trip based on the obtained environmental data,

[0010] wherein the one or more processors are configured to transmit instructions to at least one of a propulsion system of the vehicle system or a vehicle controller of the vehicle system to control movement of the vehicle system during the trip so that the vehicle system produces a power output within the power output capability when the vehicle system is traveling,

[0011] The environmental data includes historical values ​​of one or more of temperature, pressure, or air composition in a geographic area through which the vehicle system will travel during the trip.

[0012] Embodiment 2. A system according to embodiment 1, characterized in that the one or more processors are configured to determine the power output capacity range of the vehicle system for traveling through the geographic area before the vehicle system begins to move along the route for the trip.

[0013] Embodiment 3. A system according to embodiment 1, characterized in that the one or more processors are configured to determine the power output capacity range of the vehicle system for traveling through the geographic area after the vehicle system has begun to move along the route for the trip and before the vehicle system travels through the geographic area.

[0014] Embodiment 4. A system according to embodiment 1, characterized in that the one or more processors are deployed on-board the vehicle system.

[0015] Embodiment 5. A system according to embodiment 1, characterized in that the one or more processors are deployed off-board the vehicle system, and the one or more processors are configured to transmit instructions to control the movement of the vehicle system during the trip by wirelessly transmitting one or more of a control signal or a trip plan via a communication device.

[0016] Embodiment 6. A system according to embodiment 1, characterized in that the one or more processors are further configured to generate or select a trip plan for the vehicle system based on the determined power output capability range, the trip plan specifying operating settings for the vehicle system to control the movement of the vehicle system through the geographic area during the trip.

[0017] Embodiment 7. A system according to Embodiment 6, characterized in that the power output capability range includes at least a first power output upper limit and a second power output upper limit, wherein the one or more processors are configured to generate the trip plan using at least one of the first power output upper limit or the second power output upper limit as a constraint.

[0018] Embodiment 8. A system according to embodiment 1, characterized in that the one or more processors are configured to use an engine performance map stored in a memory to determine the power output capability range, and the engine performance map provides at least one power output upper limit for the engine of the vehicle system based on corresponding historical values ​​of temperature and pressure in the environmental data and field experience data representing monitored engine performance of the same vehicle system or similar vehicle systems during previous trips.

[0019] Embodiment 9. A system according to embodiment 1, characterized in that the environmental data includes an average temperature range and an average pressure range for the geographic area through which the vehicle system is scheduled to travel during a certain time of the year in which the vehicle system is scheduled to travel through the geographic area, and the power output capacity range determined based on the performance of the engine at an outside temperature within the average temperature range and an outside pressure within the average pressure range.

[0020] Embodiment 10. A system according to embodiment 1, characterized in that the environmental data includes an average temperature range and an average pressure range during a certain time of the year for multiple geographic areas through which the vehicle system is scheduled to travel during the trip, and the one or more processors are configured to determine multiple power output capacity ranges for the vehicle system during the trip, each of the power output capacity ranges corresponding to one of the geographic areas.

[0021] Embodiment 11. A system according to embodiment 1, characterized in that the environmental data is obtained from an off-board database.

[0022] Embodiment 12. A system comprising:

[0023] One or more processors configured to predict, using a predictive derate model, whether a first vehicle system scheduled to travel along a route during a trip will encounter a derate event at a designated geographic area during the trip, the predictive derate model being generated based on historical data of derate events encountered by a plurality of vehicle systems, the historical data including geographic locations of the derate events, the time of year when the derate events were encountered, and vehicle characteristics of the vehicle systems encountering the derate events, wherein the one or more processors are further configured to transmit instructions to control movement of the first vehicle system during the trip based on the prediction such that the first vehicle system will not encounter the derate event at the designated geographic area during the trip.

[0024] Embodiment 13. A system according to embodiment 12, characterized in that the vehicle characteristics of the vehicle system that encounters the de-rating event include one or more of the type of propulsion generating vehicle in the vehicle system, the rated power output capacity of the engine in the propulsion generating vehicle, the number of the propulsion generating vehicles in the vehicle system, the total weight of the vehicle system, or the vehicle composition of the vehicle system.

[0025] Embodiment 14. A system according to Embodiment 12, characterized in that the one or more processors are configured to obtain the historical data of the de-rating events from a diagnostic database, and generate the predictive de-rating model based on the historical data of the de-rating events.

[0026] Embodiment 15. A system according to embodiment 12, characterized in that the one or more processors are configured to predict whether the first vehicle system will encounter a derate event at the designated geographic area during the trip by comparing the vehicle characteristics of the first vehicle system at a certain time of the year of the trip with the vehicle characteristics of the vehicle system at the time of the year that encountered the derate event at the designated geographic area and at the designated geographic area using the predictive derate model.

[0027] Embodiment 16. A system according to embodiment 12, characterized in that, in response to predicting that the first vehicle system will encounter a derate event at the designated geographic area during the trip, the one or more processors are configured to transmit instructions to perform one or more of the following: changing the type of propulsion generating vehicle in the first vehicle system, changing the number of propulsion generating vehicles providing power output in the first vehicle system when the first vehicle system travels through the designated geographic area, or redistributing the specified power output provided by the propulsion generating vehicles of the first vehicle system when the first vehicle system travels through the designated geographic area so as to reduce the possibility that the first vehicle system will encounter the derate event at the designated geographic area during the trip.

[0028] Embodiment 17. A system according to embodiment 12, characterized in that the historical data of the derate events used to generate the predictive derate model includes a power output provided by the vehicle system when the vehicle system encountered the derate event, and in response to predicting that the first vehicle system will encounter a derate event at the designated geographic area during the trip, the one or more processors are configured to transmit instructions for the first vehicle system to provide a reduced power output when the vehicle system travels through the designated geographic area, the reduced power output being less than the power output provided by the vehicle system encountering the derate event.

[0029] Embodiment 18. A system comprising:

[0030] One or more processors configured to obtain environmental data corresponding geographically and temporally to a scheduled trip of a vehicle system, the environmental data representing historical values ​​of one or more of temperature, pressure, or air composition in a geographic area through which the vehicle system will travel during the trip and a time of year when the vehicle system is scheduled to travel through the geographic area on the trip, wherein the one or more processors are configured to determine power output capability ranges for the vehicle system during the trip based on the environmental data, each power output capability range corresponding to a different one of the geographic areas through which the vehicle system will travel, and wherein the one or more processors are configured to communicate instructions to control movement of the vehicle system during the trip such that when the vehicle system travels through the different geographic areas during the trip, the vehicle system generates a power output within the power output capability range associated with the corresponding geographic area.

[0031] Embodiment 19. A system according to embodiment 18, characterized in that the one or more processors are configured to determine the power output capability range using an engine performance map stored in a memory, wherein the engine performance map provides at least one power output upper limit for the engine of the vehicle system based on corresponding historical values ​​of temperature and pressure in the environmental data and field experience data representing monitored engine performance of the same vehicle system or similar vehicle systems during previous trips.

[0032] Embodiment 20. A system according to embodiment 18, characterized in that the environmental data includes an average temperature range and an average pressure range for the geographic area through which the vehicle system is scheduled to travel during a certain time of the year in which the vehicle system is scheduled to travel through the geographic area, and the power output capacity range determined based on the performance of the engine at an external temperature within the average temperature range and an external pressure within the average pressure range. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The subject matter described herein will be better understood by reading the following description of non-limiting embodiments with reference to the accompanying drawings, in which:

[0034] Figure 1 is a schematic diagram of one embodiment of a vehicle control system for controlling movement of vehicle systems during a trip;

[0035] Figure 2 is a schematic diagram of a vehicle system traveling along a route according to an embodiment;

[0036] Figure 3 is a flow chart of one embodiment of a method for controlling a vehicle system along a route during a trip;

[0037] Figure 4 illustrates a route for a trip of a vehicle system according to an embodiment;

[0038] Figure 5 is a table illustrating an engine performance map for an engine of a propulsion system of a vehicle system;

[0039] Figure 6 is a flow chart of an embodiment of another method for controlling a vehicle system along a route during a trip; and

[0040] Figure 7 A de-rating map is illustrated that plots the locations of recorded de-rating events as event markers on a map of the United States.

[0041] Parts List

[0042] 100 Vehicle Systems

[0043] 102 Route

[0044] 106 Propel Generation Vehicle

[0045] 108 Non-Propulsion Spawn Vehicle

[0046] 202 Vehicle Control Systems

[0047] 204 Dispatching facilities

[0048] 206 rounds

[0049] 300 Methods

[0050] 402 Starting Location

[0051] 404 Destination Location

[0052] 406 Geographical Region

[0053] 502 Engine Performance Graph

[0054] 504 x-axis

[0055] 506 y-axis

[0056] 508 cells

[0057] 600 Methods

[0058] 702 Derating Chart

[0059] 704 event marker

[0060] 706 Map

[0061] 1102 Vehicle Controller

[0062] 1104 One or more processors

[0063] 1106 Memory

[0064] 1108 Energy Management System

[0065] 1112 Propulsion System

[0066] 1114 Communication device

[0067] 1116 Wireless Antenna

[0068] 1118 Cable

[0069] 1120 Input / output devices

[0070] 1122 Propulsion Sensor

[0071] 1124 Position determination device

[0072] 1126 One or more processors

[0073] 1128 Memory

[0074] 1130 Communication device

[0075] 1132 One or more processors

[0076] 1134 Memory

[0077] 1136 Environmental Database

[0078] 1138 Diagnostic database. DETAILED DESCRIPTION

[0079] One or more embodiments of the subject matter described herein provide systems and methods for controlling a vehicle system along a trip. For example, one or more embodiments describe systems and methods for predicting potential engine derates in a particular portion of a trip, such as in a particular geographic area. As the vehicle system travels through the particular portion of the trip, the predicted engine derates can be taken into account to control the movement of the vehicle system. For example, the vehicle system can be controlled to reduce the likelihood of encountering a derate through the portion of the trip. Reducing the likelihood of encountering an engine derate means that the vehicle system encounters fewer derate events or occurrences during the trip when it is controlled according to the methods and systems described herein, compared to the number of derate events that would be encountered if the vehicle system was controlled through another trip plan or through manual control of an operator. Therefore, a vehicle system controlled according to the methods and systems described herein may not encounter any derate events during the trip, or many vehicle systems may encounter a non-zero number of derate events that are less than the number of derate events that would be encountered if the vehicle system was not controlled by the methods and systems described herein.

[0080] Optionally, the vehicle system may be controlled to reduce the likelihood of encountering a derate by modifying the distribution of specified power outputs provided by a plurality of propulsion generating vehicles in the vehicle system, by reducing the specified power output to be provided by one or more propulsion generating vehicles relative to the planned power output to be provided by the propulsion generating vehicles, by changing the number and / or type of propulsion generating vehicles in the vehicle system, or the like. The predicted potential engine derate may be considered in the generation or selection of a trip plan that specifies operating settings (e.g., throttle settings, brake settings, speed limits, etc.) to control the movement of the vehicle system during the trip. Thus, a vehicle system traveling along a route during the trip according to the trip plan may have a reduced likelihood of encountering a derate relative to movement of the vehicle system according to a trip plan that is under manual control and / or that does not account for potential engine derates during specific portions of the trip. Furthermore, because the trip plan accounts for potential engine derates, the trip plan may more accurately match actual movement of the vehicle system during the trip relative to a trip plan that does not account for changes in engine performance due to derates.

[0081] In another example, one or more embodiments describe systems and methods for determining a power output capability range that a vehicle system is capable of providing at different specific areas of a trip, such as specific geographic areas along a route. The determined power output capability range takes into account de-rating and is more accurate than assuming that the engine is capable of providing a consistent power output at the rated horsepower of the engine along each of the various portions of the trip. The determined power output capability range may be based on environmental conditions and vehicle characteristics encountered by the vehicle system in the specific portion of the trip. The determined power output capability range may be used to control movement of the vehicle system during the trip so that the engine of the vehicle system is not controlled to exceed the power output capability range for the specified portion of the trip. Therefore, the engine is less likely to encounter a de-rating event in which the engine is not capable of providing the requested power output and provides a reduced power output that is less than the requested power output.

[0082] The determined power output capability ranges may be used in the generation or selection of a trip plan that specifies operating settings to control movement of a vehicle system during a trip. Using the determined power output capability ranges for different portions of a trip as constraints, a trip plan may be generated or selected such that a throttle setting for a particular portion of a trip specified by the trip plan does not cause the actual power output provided by the engine to exceed the power output capability range for that particular portion of the trip. When compared to a trip plan that does not take into account changes in engine capability due to derates, a trip plan based on the determined power output capability ranges may more accurately match the actual movement of a vehicle system during a trip, resulting in improved vehicle system handling and reduced reliance on manual inputs.

[0083] The systems and methods described herein can be used to control various types of vehicle systems, such as trains, automobiles (e.g., autonomous cars and trucks), off-highway vehicles, ships, and the like. Each vehicle system controlled by the systems and methods described herein may include only a single vehicle or multiple vehicles. In a vehicle system with multiple vehicles, the vehicles may be coupled together mechanically and / or logically to move together along a route.

[0084] Figure 1 is a schematic diagram of one embodiment of a vehicle control system 202 for controlling movement of a vehicle system 100 during a trip. The vehicle system 100 in the illustrated embodiment includes a propulsion generating vehicle 106. The propulsion generating vehicle 106 is capable of generating propulsion to propel the vehicle system 100 along a route. The propulsion generating vehicle 106 may represent a locomotive, an off-highway vehicle (e.g., a vehicle not designed or permitted to travel on public roads), an automobile (e.g., a car and truck designed to travel on public roads), a watercraft, or the like. The propulsion generating vehicle 106 may represent the entire vehicle system 100, or alternatively may represent one of a plurality of vehicles of the vehicle system 100.

[0085] The vehicle control system 102 is at least partially deployed on the propulsion generating vehicle 106. For example, as described herein, the vehicle control system 202 may be deployed entirely onboard the vehicle system 100, or at least a portion of the vehicle control system 202 may be located external to the vehicle system 100, such as at a dispatch facility 204. The vehicle control system 202 is configured to control the operation of the vehicle system 100 along the route during the trip. For example, the vehicle control system 202 may control the movement of the vehicle system 100 to account for changes in the engine capacity of the vehicle system 100 at a particular portion of the trip, such as to provide more accurate control of the vehicle system 100 and / or to avoid encountering a derate event.

[0086] As referred to herein, "derating" and "derating events" refer to situations in which an engine is unable to produce a power output corresponding to the rated or designed horsepower of the engine. An engine experiencing a derating event therefore has a reduced power output capability relative to the rated power output. Derating can be caused by various factors, such as a limited amount of oxygen available for combustion, high engine temperatures, poor fuel quality, poor engine health, or other conditions of the engine, and the like. The oxygen concentration in the air may be limited due to, for example, low ambient air pressure caused by relatively high altitude or altitude and / or poor air quality caused by a high concentration of exhaust gases in the air. High engine temperatures may be caused by relatively high ambient air temperatures and / or a reduced ability to dissipate heat from the engine. During a derating event, the engine may only be able to produce a portion of the rated power output (also referred to as horsepower), such as 60%, 75%, or 90% of the rated power output. Thus, the operating settings for a particular portion of the trip may specify that the engine provide a throttle setting (e.g., notch setting) 8, but if the engine is derated and unable to produce a greater power output, the actual power generated by the engine may correspond to the throttle setting 6. Due to the reduced propulsion provided by the engine, the vehicle system does not move as controlled (eg, desired or commanded) when encountering a derate event. Engine derate is undesirable due to the reduced control of the vehicle system and the reduced performance capabilities of the vehicle system.

[0087] The propulsion generation vehicle 106 includes a propulsion system 1112, which includes one or more engines that consume fuel and oxygen to generate power for propelling the vehicle system 100 along a route such as a track, a road, a waterway, an off-road path, or the like. For example, one or more engines may burn fuel and oxygen to push a piston in a cylinder, rotate an axle, or the like to generate propulsion. Additionally or alternatively, the engine may burn fuel and oxygen to generate an electric current to power one or more traction motors that generate propulsion. The propulsion is used to rotate the axle and wheels 206 of the vehicle system 100 to move the vehicle system 100 along the route. The propulsion system 1112 is configured to provide traction to propel the vehicle system 100 and braking force to slow and / or stop the vehicle system 100. For example, in addition to one or more internal combustion engines and traction motors, the propulsion system 1112 may include one or more brakes, batteries, generators, alternators, cooling systems (e.g., radiators, fans, etc.), and the like. The propulsion system 1112 may also include electrical components such as transformers, converters, inverters, and the like that power the traction motors using electrical energy obtained from an onboard storage device (e.g., a battery) and / or an off-board source (e.g., a catenary and / or electrified rails). The propulsion generating vehicle 106 may alternatively have a hybrid propulsion system that includes a motor powered by a fuel consuming engine and an onboard or off-board source of electrical current.

[0088] One or more propulsion sensors 1122 may be operatively connected to the propulsion system 1112 to obtain data representing operating parameters of the propulsion system 1112. For example, the sensors 1122 may include an oxygen sensor that measures the fuel-to-oxygen ratio within the engine, an air mass flow sensor that measures the air flow into the engine, a temperature sensor that measures the temperature of an engine coolant such as water, a position sensor that measures the revolutions per minute of the engine's crankshaft, a dynamometer that measures the torque of the engine to determine the power output (or horsepower) provided by the engine, a voltage sensor that measures the current provided by the generator or alternator of the propulsion system 1112, or other sensors. The vehicle 106 also includes at least one input device and output device, which may optionally be integrated together as a single input / output device 1120. The input device may include a keyboard, pedal, button, lever, microphone, touch screen, or the like, and the output device may include a speaker, display, light, or the like. The input / output device 1120 may be used by an operator to provide input and / or monitor output of the vehicle 106 and / or vehicle system 100 during a trip. As described in greater detail herein, the input / output device 1120 may also be used by an operator to select or modify a trip plan for the vehicle system 100 during a trip.

[0089] The vehicle 106 includes an onboard vehicle controller 1102 that controls the operation of the vehicle 106 and / or the vehicle system 100. For example, the vehicle controller 1102 may transmit control signals to the propulsion system 1112 to control the traction and braking forces of the propulsion system 1112. In an embodiment where the vehicle system 100 includes multiple propulsion generating vehicles 106 (e.g., Figure 2 ), each propulsion generation vehicle 106 may include a corresponding vehicle controller 1102. Alternatively, only one of the plurality of propulsion generation vehicles 106 includes a vehicle controller 1102, and the vehicle controller 1102 may transmit control signals to the other propulsion generation vehicles 106 to control the propulsion systems 1112 on those vehicles 106.

[0090] The vehicle controller 1102 may include one or more processors 1104 and / or other logic-based devices that perform operations based on instructions stored on a tangible and non-transitory computer-readable storage medium or memory 1106. The controller 1102 may additionally or alternatively include one or more hard-wired devices that perform operations based on hard-wired logic of the device. The controller 1102 may represent hardware that operates based on software or hard-wired instructions, software that directs the hardware to perform operations, or a combination thereof.

[0091] The propulsion generating vehicle 106 includes a location determining device 1124 that determines the location of the vehicle 106 as the vehicle system 100 travels along a route during a trip. The location determining device 1124 may be a global positioning system (GPS) receiver that obtains location data (e.g., coordinates) representing the location of the vehicle 106. One or more processors 1104 of the controller 1102 are communicatively coupled to the location determining device 1124 via one or more wired or wireless connections and are configured to analyze the location data to determine the location of the vehicle 106 at various times during the trip. The one or more processors 1104 may compare the location data of the vehicle 106 to a map or a trip schedule to determine the extent of the vehicle system 100's progress along the route and / or the proximity of the vehicle system 100 to one or more locations of interest, such as a destination.

[0092] The propulsion generation vehicle 106 also includes a communication device 1114. The communication device 1114 can communicate with an off-board location, such as another vehicle system, a dispatch facility 204, another vehicle in the same vehicle system 100, a roadside device (e.g., a transponder), or the like. The communication device 1114 can communicate with the off-board location via a wired and / or wireless connection (e.g., via radio frequency). The communication device 1114 may include a wireless antenna 1116 and associated circuitry and software to communicate wirelessly. For example, the communication device 1114 may include a transceiver or a separate receiver and transmitter assembly. Additionally or alternatively, the communication device 1114 can be connected to another vehicle in the vehicle system 100 via a wired connection via a cable 1118. For example, the cable 1118 can be a train duct (trainline), a multi-unit cable, an electronically controlled pneumatic brake line, or the like. The communication device 1114 can be used to transmit (e.g., broadcast or transmit) a variety of information described herein. For example, the communication device 1114 can transmit control signals to other propulsion generating vehicles 106 of the vehicle system 100, data representing operating parameters of the propulsion system 1112 obtained by the sensors 1122, etc. The communication device 1114 can also be used to receive information from an off-board, remote location, such as environmental data, diagnostic data, remote control signals, a trip schedule, and / or a remotely generated trip plan.

[0093] The propulsion generation vehicle 106 further includes an energy management system ( Figure 1108). The energy management system 1108 is capable of generating or creating a trip plan and / or selecting a previously created trip plan. The trip plan specifies operational settings (e.g., throttle settings, power output, speed, brake settings, and the like) of the vehicle system 100 based on at least one of the location along the route, the time elapsed, or the distance traveled during a particular trip. A trip plan is different from a trip schedule. For example, a trip schedule may specify a route to be traveled and at what time the vehicle system 100 will be at one or more specific locations along the route, such as when to arrive at a destination location. However, a trip plan may specify operational settings to control how the vehicle system 100 moves along the route. The trip plan is configured to allow the vehicle system to achieve one or more objectives, such as arriving at a scheduled arrival time of the schedule, reducing fuel consumption, and / or reducing the total travel time to complete the trip while complying with specified additional constraints. External constraints may be limits on the amount of fuel consumed, the amount of emissions generated, speed limits, vehicle acceleration capability limits, noise limits, and the like. As an example, a vehicle system 100 traveling along a route from a starting location to a destination location within a specified time according to a trip plan may consume less fuel or produce fewer emissions than the same vehicle system 100 traveling along the same route from the same two locations, but according to another trip plan or according to manual control of the vehicle system 100. Trip plans (also referred to as mission plans or trip profiles) and one or more examples of how to determine a trip plan are provided in U.S. Patent Application Serial No. 11 / 385,354, the entire disclosure of which is incorporated herein by reference.

[0094] The energy system 1108 may represent a hardware and / or software system that operates to perform one or more functions described herein. For example, the energy management system 1108 may include one or more processors 1126 and / or other logic-based devices that perform operations based on instructions stored on a tangible and non-transitory computer-readable storage medium or memory 1128. The energy management system 1108 may additionally or alternatively include one or more hardwired devices that perform operations based on hardwired logic of the devices. The energy management system 1108 may represent hardware that operates based on software or hardwired instructions, software that directs the hardware to perform operations, or a combination thereof.

[0095] The energy management system 1108 can generate a trip plan, retrieve and select a trip plan stored in the memory 1128 (or the memory 1106 of the vehicle controller 1102), and / or receive a trip plan from an off-board location via the communication device 1114. The vehicle controller 1102 (e.g., one or more processors 1104) can reference the trip plan in order to determine a specified throttle setting and / or power output to be generated by one or more propulsion generating vehicles 106 of the vehicle system 100 during the trip.

[0096] The dispatch facility 204 is located outside the vehicle system 100 and is remote from it. The dispatch facility 204 includes a communication device 1130 that can wirelessly communicate with the vehicle system 100 via the communication device 1114. The communication device 1130 may be similar to the communication device 1114, such as including an antenna, a transceiver, and an associated circuit system. In the illustrated embodiment, the dispatch facility 204 includes one or more processors 1132 and a tangible and non-transient computer-readable storage medium or memory 1134. The memory 1134 may include various databases, such as an environmental database 1136 and a diagnostic database 1138. One or more processors 1132 are configured to access the memory 1134 and retrieve data from one or more of the environmental database 1136 or the diagnostic database 1138. One or more processors 1132 may control the communication device 1130 to wirelessly transmit data to the vehicle system 100, as described in more detail herein. One or more processors 1132 may also be configured to store data received by the communication device 1130 in one or both of the databases 1136, 1138. Figure 1 The dispatch facility 204 shown in FIG. 1 may broadly represent any processing device external to the vehicle system 100 and capable of communicating with the vehicle system 100 to perform the functions described herein.

[0097] In one embodiment, the vehicle control system 202 is configured to control the movement of the vehicle system 100 during a trip based on a determined power output capability range of the engine of the propulsion system 1112 at different geographic regions along the route. The power output capability range is determined by the vehicle control system 202 by taking into account changes (e.g., de-rating) in the performance capability of the engine as the vehicle system 100 travels through different geographic regions. For a given geographic region, the determined power output capability range may be equal to or less than the rated power output or horsepower of the engine.

[0098] Figure 2A schematic diagram of a vehicle system 100 traveling along route 102 is illustrated according to an embodiment. The vehicle system 100 includes a plurality of vehicles 106, 108 traveling together along route 02. The vehicles 106, 108 are mechanically connected to each other, such as by a coupler, to form a string of vehicles. In an alternative embodiment, the vehicles 106, 108 are not mechanically connected to each other, but are connected in a logical and operative manner via a communication network that controls the vehicles 106, 108 to travel together along route 102 with a specified spacing between adjacent vehicles 106, 108. The vehicle system 100 in an embodiment may be a train including at least one locomotive representing a propulsion generation vehicle 106, and at least one railcar may be mechanically coupled to the locomotive. In other embodiments, the vehicle system 100 may be one or more cars, such as trucks. For example, the propulsion generation vehicle 106 may represent a tractor of a tractor trailer truck pulling one or more passive trailers (which may represent other vehicles of the vehicle system 100).

[0099] The propulsion generation vehicles 106 in the illustrated embodiment include a leading propulsion generation vehicle 106A, a trailing propulsion generation vehicle 106C, and an intermediate propulsion generation vehicle 106B disposed between the leading and trailing vehicles 106A, 106C. Although the propulsion generation vehicles 106A-C are shown as being directly coupled to one another, two or more than two of the propulsion generation vehicles 106A-C may be separated from one another by one or more vehicles 108 in an alternative embodiment. The vehicle system 100 is capable of coordinating the operation of the propulsion generation vehicles 106 as the vehicle system 100 travels along the route 102 during a trip.

[0100] The vehicles 108 represent non-propulsion-generating vehicles that are incapable of generating propulsion to propel the vehicle system 100 along the route 102. The non-propulsion-generating vehicles 108 may be used to carry cargo and / or passengers. The non-propulsion-generating vehicles 108 may be rail cars, trailers, or other vehicle units that are propelled by the propulsion-generating vehicles 106 along the route 102. The group of propulsion-generating vehicles 106 may represent a vehicle formation. Although three propulsion-generating vehicles 106 and three non-propulsion-generating vehicles 108 are shown in the illustrated embodiment, the vehicle system 100 may have a different number and / or arrangement of propulsion-generating vehicles 106 and non-propulsion-generating vehicles 108 in alternative embodiments.

[0101] Figure 3 FIG. 1 is a flow chart of one embodiment of a method 300 for controlling a vehicle system along a route during a trip. Figure 11. For example, in one embodiment, the method 300 can be performed entirely by one or more processors 1126 of the energy management system 1108. In an alternative embodiment, the method 600 can be performed entirely or partially by one or more processors 1104 of the vehicle controller 1102 and / or one or more processors 1132 of the dispatch facility 204.

[0102] At 302, a trip schedule for a scheduled trip of a vehicle system is obtained. The trip schedule identifies the route and the date on which the trip occurs. At 304, environmental data corresponding to different geographic regions along the route of the trip and the time of year in which the trip occurs is obtained. The environmental data is used to predict the environmental conditions that the vehicle system will encounter at various geographic regions along the route. The trip may cover a long distance, such as up to or in excess of 500 miles. Due to the long distance of the trip, some geographic regions along the route may have different environmental conditions than other geographic regions along the route, such as different outside temperatures, different outside pressures, different altitudes, different humidity, and the like. In addition, the environmental conditions encountered by the vehicle system on the route are also based on the time of year. A vehicle system traveling through a particular geographic region along a route may encounter different outside temperatures in July than in January.

[0103] Figure 4 The route 102 for a trip of a vehicle system according to an embodiment is illustrated. The route 102 extends from a starting location 402 to a destination location 404. As described above, the distance between the starting location 402 and the destination location 404 along the route 102 can be hundreds or thousands of miles. Due to the long distance of the route 102, the route 102 can be divided into multiple segments or geographic areas 406. The length of each geographic area 406 can be several miles long, such as ten miles, fifty miles, or one hundred miles. Different geographic areas 406 may or may not have the same length as each other. For example, the location of the geographic area 406 may be based at least in part on the location of a city, town, or even the location of a weather sensor along the route 102. In the illustrated embodiment, the route 102 includes five geographic areas 406A-E. During the trip, the vehicle system travels from the starting location 402, passes through the first geographic area 406A, then passes through the second geographic area 406B, and then the geographic areas 406C-406E until reaching the destination 404. Due to the long distance of route 102, the vehicle system may encounter different environmental conditions, such as ambient temperature and air pressure, while traveling through different geographic regions 406A-E. For example, route 102 may extend northward from Texas to South Dakota, and therefore, the temperature in the first geographic region 406A in Texas may be greater than the temperature in the fifth geographic region 406E in South Dakota.

[0104] As described herein, environmental conditions such as temperature, pressure, and air composition can affect the performance capabilities of the engine of a vehicle system. For example, a vehicle system may not perform as well at hot outside temperatures above 90°F as at cold outside temperatures (e.g., between 30°F and 60°F). Air composition may refer to the composition of the outside air through which the vehicle system travels. The air composition may include oxygen concentration, nitrogen oxide (e.g., NOx) concentration, smoke and particulate matter content, and the like. A vehicle system may be able to perform better in outside air with a greater oxygen content than in outside air with a reduced oxygen concentration.

[0105] The route of the vehicle system may include one or more tunnels or other air flow restricted areas. Such air flow restricted areas may have poor environmental conditions for engine operation. For example, when a vehicle system with multiple propulsion vehicles travels through an air flow restricted area, a subsequent vehicle following a front vehicle passing through the air flow restricted area may encounter an air component content (e.g., reduced air quality) that is worse than the air quality encountered by the front vehicle. The oxygen concentration in the air encountered by the subsequent vehicle is reduced due to the use of oxygen by the front vehicle for fuel combustion. The concentration of NOx, smoke and other particulate matter in the air encountered by the subsequent vehicle is increased due to the exhaust generated by the front vehicle. The temperature of the outside air encountered by the subsequent vehicle is increased due to the heat emitted by the front vehicle.

[0106] Since environmental conditions affect the performance capabilities of the engine of the vehicle system, environmental data is obtained in order to predict the impact that environmental conditions will have on the vehicle system during the trip. Figure 3 , the environmental data can include historical data based on environmental conditions measured in previous years. The environmental data can include average temperature, average pressure, average humidity, average air component content (e.g., oxygen concentration, NOx concentration, etc.), and / or the like recorded in different geographic areas 406A-E along the route 102. Optionally, the environmental data can include geographic locations of tunnels or other known air flow restricted areas along the route.

[0107] Environmental data is also classified based on the time of the year. Environmental data can be divided into monthly, weekly, or biweekly times of the year. For example, for a trip that will occur in the second week of January, the environmental data obtained corresponds to environmental conditions recorded at different geographic regions 406A-E along route 102 in the first few months of January (for monthly), in the first two weeks of the year (for biweekly), or in the second week of January (for weekly). Environmental data can include an average temperature range and an average pressure range. The average temperature range includes an average low temperature and an average high temperature for a given geographic region during a specific time of the year. Similarly, the average pressure range includes an average low pressure and an average high pressure based on the geographic region and the time of the year.

[0108] The environmental data may be obtained from a database storing historical environmental data, such as the environmental database 1136 at the dispatch facility 204. For example, the one or more processors 1126 of the energy management system 1108 may request environmental data for a scheduled trip and then receive the requested environmental data by communicating with the dispatch facility 204 using the communication device 1114. Alternatively, the environmental data may be stored locally in the memory 1128 of the energy management system 1108.

[0109] Environmental data is used to provide spatial markers along the route 102 in the track database. For example, the track database contains information about the route 102 for the trip, including the starting location 402, the destination location 404, and the starting and ending locations of each geographic area 406A-E. For each geographic area 406A-E, the track database may contain spatial markers based on the time of the year to identify the environmental data for the geographic area 406. For example, the spatial marker for the first geographic area 406A may include an average temperature range and an average pressure range for a specific time of the year when the trip will occur. The average temperature range can be, for example, between 20 degrees Fahrenheit (F) and 60 degrees Fahrenheit, and the average pressure range can be, for example, between 11 pounds per square inch (psi) and 13psi. The spatial markers for other geographic areas 406B-E may have different average temperatures and / or different average pressures relative to the spatial markers of the first geographic area 406A (or each other). The track database can be optionally stored in the memory 1128 of the energy management system 1108.

[0110] At 306, a power output capability range for the vehicle system for traveling through the geographic areas 406A-E during the trip is determined. A corresponding power output capability range is determined for each geographic area 406A-E along the route 102. The power output capability range is determined based on vehicle characteristics and environmental data of the vehicle system in each spatial marker. For example, the vehicle characteristics may include the type of (multiple) engines in the propulsion system 1112, the specifications of (multiple) engines (e.g., their rated power output capability (horsepower)), and / or the like. Optionally, additional vehicle characteristics may be used to determine the power output capability range, such as the health, life, or condition of (multiple) engines. As described herein, the power output capability range may also be determined based on field experience (e.g., information obtained during one or more earlier trips) and analysis.

[0111] The power output capability range includes at least one upper power output limit for the engine of the vehicle 106. For example, the upper power output limit may be determined to be 4300 kW, and thus the power output capability range is a range between a lower limit such as 0 kW and an upper limit of 4300 kW. The power output capability range represents a range of power outputs that the engine is determined to be able to provide within a specific geographic area 406 when the vehicle system 100 travels through the area during a trip. For example, the power output capability range for each geographic area 406 is based on the performance (e.g., expected and / or historical performance) of the engine through the specific geographic area 406 when exposed to an outside temperature within an average temperature range for the geographic area 406 and an outside pressure within an average pressure range during the annual time of the trip. The power output capability range takes into account the changes in the performance capabilities of the engine caused by different environmental conditions encountered by the vehicle system when traveling through different geographic areas 406. For example, the upper power output limit represents the power output that the propulsion system 1112 of the propulsion generating vehicle 106 is predicted to be able to achieve in the condition, even if the power output may be lower than the rated power output that the propulsion system 1112 is designed to achieve. For example, an engine of propulsion system 1112 may be rated for a power output of 4500 kW, but during a given time of year the power output capability range for the engine based on a given geographic region 406 may be determined to have an upper power output limit of 4400 kW due to conditions.

[0112] In one embodiment, the one or more processors are configured to determine the power output capability range using an engine performance map corresponding to one or more engines of the propulsion system 1112 of the vehicle 106 . Figure 51 is a table illustrating an engine performance map 502 for an engine of a propulsion system 1112 of a vehicle 106. The engine performance map 502 may be stored in the memory 1128 of the energy management system 1108, or alternatively may be stored in the memory 1106 of the vehicle controller 1102 or in the memory 1134 of the remote dispatch facility 204. The engine performance map 502 provides an upper power output limit for an engine of a vehicle system based on corresponding temperature and pressure values ​​derived from environmental data. For example, the engine performance map 502 provides an upper power output limit for an engine when exposed to different ambient temperatures and pressures.

[0113] In the table, an x-axis 504 (eg, vertical bars) represents values ​​of air pressure from the ambient data. A y-axis 506 (eg, horizontal rows) represents values ​​of boost intake air temperature from the ambient data. Figure 5 The engine performance graph 502 in FIG. 5 includes variables A, B, and C to represent three different temperature values, and variables X, Y, and Z to represent three different pressure values. Cells 508 of the engine performance graph 502 represent values ​​of upper power output limits (e.g., horsepower) and are labeled (1), (2), (3), (4), (5), (6), (7), (8), and (9) in the graph. Figure 5 The engine performance map 502 shown in FIG. 5 is provided as a general illustration of the layout of an engine performance map, such that an actual engine performance map will include quantitative values ​​for variables AC, XZ, and (1)-(9). The engine performance map will generally include more than three temperature values ​​and pressure values ​​in various embodiments. The engine performance map may be specific to the type of engine and / or the type of propulsion generating vehicle 106 that is the propulsion generating vehicle 106 of the vehicle system 100.

[0114] The horsepower data that populates cell 508 of engine performance map 502 may be derived, at least in part, from field experience data, such as historical data from sensors that monitor engine performance during previous trips. For example, sensors on the vehicle's propulsion system may monitor ambient temperature and pressure during past trips as well as both the actual power output and the desired or commanded power output provided by the propulsion system's engine. In a hypothetical example, the commanded power output of the engine may have been 4450 kW when the vehicle was traveling at an air temperature of 20 degrees Fahrenheit and a pressure of 12 psi. If the propulsion sensors determine that the actual power output provided by the engine is only 4330 kW, the engine is experiencing a derate due to environmental conditions and is unable to provide the desired power output. Based on this field experience, the 4330 kW that the engine can actually provide may be recorded in the engine performance map as an upper power output limit corresponding to a temperature of 20 degrees Fahrenheit and a pressure of 12 psi. Referring to FIG. Figure 5, the engine performance map 502 may be populated such that variable X is 12 psi, variable A is 20 degrees Fahrenheit, and variable (1) is 4330 kW. Using one or more sensors such as a dynamometer, a voltage sensor, an oxygen sensor, an air mass flow sensor, a position sensor, and / or the like, the actual power output of the engine during the trip, such as 4330 kW in the above example, may be measured and / or calculated. The temperature and pressure encountered by the vehicle during the trip may be monitored using corresponding sensors deployed onboard the vehicle, on a roadside installation, or based on weather data received from a remote source such as a weather center.

[0115] Engine performance map 502 is populated with data for various past trips of vehicles with the same type (or at least a similar type) of engine and / or propulsion system as vehicle 106. Figure 5 The engine performance map 502 in FIG. 504 may correspond to an engine rated to produce 4500 kW. The power output limit in some cells 508 may be equal to 4500 kW, while the power output limit in other cells 508 may be less than 4500 kW due to environmental conditions. Engine performance maps corresponding to different engines or propulsion systems will contain different populated values ​​for the power output limit.

[0116] Optionally, some of the data in the engine performance map 502 may be calculated based on recorded field empirical data from past trips of the same or similar vehicles. For example, some power output cap values ​​may be extrapolated based on the recorded data. Optionally, the propulsion system 1112 of the vehicle 106 may be modeled using physics-based modeling to derive at least some of the power output cap values ​​in the engine performance map.

[0117] The engine performance map provides a power output upper limit for each of the various different air temperatures and pressures that may be encountered by the vehicle system 100 during the trip. For example, referring to the engine performance map 502, if the spatial marker associated with the first geographic area 406A of the route 102 indicates the time of year during which the vehicle system 100 will travel through the geographic area 406A during the trip, the average temperature value represented by variable B in the map 502, and the average pressure represented by variable Y in the map 502, then the engine performance map 502 provides a power output upper limit value represented by variable (5). If the power output upper limit represented by variable (5) is 4380 kW, then the power output capability range of the vehicle system 100 for traveling through the first geographic area 406A during the trip is determined to be between 0 and 4380 kW. The second geographic region 406B may have a different average temperature and / or average pressure at the time of year relative to the first geographic region 406A, and thus the upper power output limit (and power output capability range) for the second geographic region 406B may be different than the upper power output limit for the first geographic region 406A according to the engine performance map 502. Therefore, the engine performance map 502 is used to determine a corresponding power output capability range for each geographic region 406A-E along the route 102.

[0118] Optionally, the power output capability range for a given geographic region may include multiple power output caps based on environmental data. For example, because environmental data for a given geographic region 406 may include a temperature range between low and high temperatures and / or a pressure range between low and high pressures, multiple power output caps may be determined using engine performance map 502 based on different combinations of temperature and pressure boundary values. In a hypothetical example using map 502, the temperature range is between the values ​​represented by variables A and C, and the pressure range is between the values ​​represented by variables X and Z. Engine performance map 502 provides four data points representing potential power output caps for these ranges, including variable (1) at the intersection of temperature A and pressure X, variable (3) at the intersection of temperature A and pressure Z, variable (7) at the intersection of temperature C and pressure X, and variable (9) at the intersection of temperature C and pressure Z. Possibly, at least some of the power output caps represented by variables (1), (3), (7), and (9) may be the same. If all power output upper limits for corresponding environmental data provided by graph 502 are the same, then the horsepower value may be used as the power output upper limit for the power output capability range. On the other hand, if at least some of the values ​​represented by variables (1), (3), (7), and (9) are different, then the power output upper limit may be determined by selecting one of these horsepower values, or by calculating the power output upper limit using these horsepower values.

[0119] In one embodiment, the power output capability range is conservatively determined to extend up to the lowest horsepower value represented by variables (1), (3), (7), and (9) in engine performance map 502. Hypothetically, the lowest horsepower value among the values ​​represented by variables (1), (3), (7), and (9) may be 4150 kW. Thus, by operating vehicle system 100 without exceeding 4150 kW during the trip as vehicle system 100 travels through corresponding geographic area 406, propulsion system 1112 is expected to meet the power command without encountering any de-rating that would cause propulsion system 1112 to produce less than the requested power output.

[0120] In another embodiment, the power output capability range is determined leniently to extend up to the maximum horsepower value represented by variables (1), (3), (7), and (9) in the engine performance map 502. Hypothetically, the maximum horsepower value among the values ​​represented by variables (1), (3), (7), and (9) may be 4500 kW. By operating the vehicle system 100 through the geographic area 406 at the upper limit of 4500 kW, the propulsion system 1112 may or may not experience de-rating depending on the actual environmental conditions encountered during the trip. Although there is a risk that the engine may be de-rated, the larger power output upper limit may result in better overall performance of the vehicle system 100 through the geographic area relative to the more conservative upper limit of 4150 kW. For example, the vehicle system 100 may travel through the area faster by adhering to the larger power output upper limit. In other embodiments, the power output capability range may be selected to extend to intermediate horsepower values ​​among the values ​​represented by variables (1), (3), (7), and (9) in engine performance map 502, and / or to an upper limit calculated as an average or mean of at least some of the horsepower values ​​represented by variables (1), (3), (7), and (9) in engine performance map 502. For example, the power output capability range may be selected to extend to an average calculated as between a maximum horsepower value of 4500 kW and a minimum horsepower value of 4150 kW, which is 4325 kW.

[0121] At 308, a trip plan for a trip of the vehicle system 100 along the route 102 is optionally provided based on the determined power output capability ranges for the various geographic regions 406A-E along the route 102. As described above, the trip plan specifies operational settings, such as throttle settings and brake settings, for the vehicle 106 to control the movement of the vehicle system 100 during the trip. The operational settings correspond to the progress of the vehicle system 100 along the trip, such as the location of the vehicle system 100, the distance traveled, and / or the time elapsed since passing a specified location. In an embodiment, the trip plan is provided based on a power output cap for each of the power output capability ranges for the different geographic regions 406. The power output cap can be used as a constraint so that the throttle setting specified by the trip plan does not cause the power output of the propulsion system 1112 to exceed the power output cap for the corresponding geographic region 406 during the trip. For example, the determined power output capability range includes an upper limit of 4100 kW for the first geographic area 406A, an upper limit of 4450 kW for the second geographic area 406B, and an upper limit of 4300 kW for the third geographic area 406C. Thus, a trip plan is provided such that the specified throttle setting does not cause the power output of the vehicle 106 to exceed 4100 kW when the vehicle system 100 travels through the first geographic area 406A, the throttle setting does not cause the power output to exceed 4450 kW when the vehicle system 100 travels through the second geographic area 406B, and the throttle setting does not cause the power output to exceed 4300 kW when the vehicle system 100 travels through the third geographic area 406C. Thus, as long as the power output does not exceed the upper limit associated with the second geographic area 406B (e.g., 4450 kW), the power output of the vehicle 106 when traveling in the second geographic area 406B can be controlled to exceed the upper limit associated with the first geographic area 406A (e.g., 4100 kW) without regard to de-rating. The trip plan may be provided by generating a new trip plan or selecting a previously created trip plan from a set of stored trip plans. For example, a previously created trip plan may be selected that satisfies the power output cap constraints for the different geographic regions 406 and also achieves other goals, such as arrival time, reducing fuel consumption, and / or reducing overall trip time.

[0122] At 310, movement of the vehicle system 100 during the trip is controlled so that the vehicle system 100 (e.g., its vehicles 106) produces a power output within the specified power output capability ranges associated with the different geographic regions 406. The vehicle system 100 is controlled so as not to exceed the corresponding power output cap as the vehicle system 100 travels through each geographic region 406. As the vehicle system 100 travels within the determined power output capability range, the propulsion system 1112 of each propulsion generating vehicle 106 will be able to produce the commanded power output without encountering a derating event.

[0123] In one embodiment, the movement of the vehicle system 100 is controlled by transmitting instructions in the form of control signals to the vehicle controller 1102 or directly to the propulsion system 1112 of the vehicle 106. For example, one or more processors 1126 of the energy management system 1108 may transmit control signals containing specified operating settings (e.g., throttle and / or brake settings) to the propulsion system 1112 or the vehicle controller 1102. The control signals may be automatically implemented by the vehicle controller 1102 and / or the propulsion system 1112 to control the movement of the vehicle system 100. In another embodiment, the instructions are included in a trip plan, and the trip plan is transmitted to the vehicle controller 1102 to control the movement of the vehicle system 100 during the trip. For example, one or more processors 1126 of the energy management system 1108 may transmit a generated or selected trip plan to the vehicle controller 1102, and the vehicle controller 1102 may implement the trip plan during the trip by transmitting control signals based on the trip plan to the propulsion system 1112.

[0124] In one embodiment, steps 302, 304, 306, and 308 of method 300 are performed before vehicle system 100 begins a trip. For example, based on environmental conditions predicted to be encountered by vehicle system 100 during an upcoming trip, a range of power output capabilities for different geographic areas is determined, and a trip plan is generated or selected before the trip. The trip plan may be revised or updated during the trip based on real-time feedback. In an alternative embodiment, at least some of steps 302, 304, 306, and 308 of method 300 may be performed after vehicle system 100 has begun moving along route 102 during the trip, but before vehicle system 100 travels through a designated geographic area. As vehicle system 100 travels through first geographic area 406A, one or more processors 1126 of energy management system 1108 may perform one or more of steps 302, 304, 306, and 308 for upcoming geographic areas 406B-E along route 102. For example, while vehicle system 100 is traveling through first geographic area 406A, one or more processors 1126 may determine a power output capability range for second geographic area 406B and / or create or select a trip plan to control movement of vehicle system 100 through second area 406B.

[0125] While in one embodiment, one or more processors 1126 of an energy management system 1108 onboard the vehicle 106 perform the entire method 300, in an alternative embodiment, one or more processors 1104 of the vehicle controller 1102 perform at least a portion of the method 300. For example, the one or more processors 1126 of the energy management system 1108 may only provide the trip plan at 308, and the one or more processors 1104 of the vehicle controller 1102 may perform the other steps of the method 300. In another alternative embodiment, the method 300 may be at least partially performed outside the vehicle system 100, such as by one or more processors 1132 at the dispatch facility 204. For example, the one or more processors 1132 may perform the entire method 300 and may control the movement of the vehicle system 100 during the trip by wirelessly transmitting instructions, such as the trip plan or control signals, to the vehicle 106 via the communication device 1130 at 310. The received instructions may be implemented by the vehicle controller 1102 onboard the vehicle 106. In such an alternative embodiment, the vehicle 106 optionally may not have an onboard energy management system 1108 , or at least may not use the energy management system 1108 to perform the method 300 .

[0126] Figure 6 FIG. 6 is a flow chart of an embodiment of another method 600 for controlling a vehicle system along a route during a trip. Figure 1 The method 600 is described with reference to the vehicle control system 202 shown in FIG. For example, in one embodiment, the method 600 can be performed entirely by one or more processors 1126 of the energy management system 1108. In alternative embodiments, the method 600 can be performed entirely or partially by one or more processors 1104 of the vehicle controller 1102 and / or one or more processors 1132 of the dispatch facility 204. Figure 3 , method 600 is configured to control movement of vehicle system 100 during a trip to reduce the likelihood of engine derate during the trip, resulting in better movement planning and vehicle handling during the trip relative to controlling the vehicle system without taking into account potential engine derate. However, method 600 uses historical data of derate events encountered by the vehicle system during past trips and does not use the environmental data used by method 300.

[0127] At 602, a travel schedule for a scheduled trip for a vehicle system is obtained. The travel schedule identifies the route and the date on which the trip occurs. At 604, historical data of derate events is obtained. The historical data contains information about actual engine derates that have occurred to various vehicle systems during past trips. The historical data may be obtained from a remote database such as a diagnostic database 1138 in a memory 1134 at the dispatch facility 204. For example, for a group of vehicle systems traveling in a network, each time a vehicle system in the group detects a derate event, the vehicle system may remotely transmit information about the derate event. The information is collected and stored in the diagnostic database 1138. The vehicle system may be configured to detect a derate event when the vehicle system determines that the actual power output provided by the engine or propulsion system of the vehicle system is less than the commanded power output. Optionally, because a nominal amount of engine performance variation is expected due to variables unrelated to the derate, the vehicle system may be configured to detect a derate event when the difference between the actual power output and the commanded power output exceeds a specified variance threshold. The variance threshold may be 5% of the commanded power output, 10% of the commanded power output, or the like.

[0128] When a vehicle system encounters a derate event, the information communicated and stored in the database may include vehicle characteristics identifying the vehicle system and trip characteristics identifying the trip, route, date the derate event occurred, and geographic location where the derate event occurred. Optionally, the recorded information may also include derate characteristics, such as the power output commanded during the derate event and the actual power output provided during the derate event. The vehicle characteristics may include additional information about the vehicle system, such as the type of engine(s), the type of propulsion system, the type of propulsion-generating vehicle, the rated power output capacity of the derate engine, the number of propulsion-generating vehicles in the vehicle system, the gross weight of the vehicle system, the vehicle makeup of the vehicle system, and the like. The vehicle makeup may refer to the arrangement of propulsion-generating vehicles relative to non-propulsion-generating vehicles in the vehicle system, the number and type of non-propulsion-generating vehicles, the type of cargo carried by the vehicle system, or the like.

[0129] In one embodiment, the network of vehicle systems from which derate information is collected is a broadband network. For example, the diagnostic database 1138 may collect and aggregate historical data of derate events from vehicle systems traveling throughout the contiguous United States and parts of Canada and Mexico. The number of derate events stored in the database 1138 may be in the thousands. Data may be collected for more than one or more years. Figure 7 A derate map 702 is illustrated that plots the locations of recorded derate events as event markers 704 on a map 706 of the United States. Each event marker 704 on the derate map 702 represents a geographic location where one of the vehicle systems in the network encountered a derate event during a past trip. Figure 7 As shown in FIG. 7 , some geographic regions contain clusters of event markers 704 that indicate a greater number or amount of derate events relative to other, less clustered regions on the derate map 702 . Figure 7 The derate map 702 in FIG. 7 only shows the geographic location of the recorded derate events, but the derate map 702 may optionally include additional information about the derate events, such as the time of year when the derate events occurred. For example, the event markers 704 in an alternative embodiment may be color coded based on the time of year, such as week, month, or season.

[0130] At 606 , a predictive derate model is generated based on the historical data of derate events. The predictive derate model is used to predict whether the vehicle system 100 will encounter a derate event during an upcoming trip (or during an upcoming segment of a current trip).

[0131] In one embodiment, historical derate events may be categorized based on different categories, such as geographic regions in which derate events occurred, time of year in which derate events occurred, and vehicle characteristics of the vehicle system that encountered the derate events. At 610, trips of the vehicle system 100 are correlated with derate events with respect to the identified associated categories, and a predictive derate model is used to compare trip information of the vehicle system 100 with derate events in the historical data. For example, the predictive derate model is used to compare geographic regions 406A-E through which the vehicle system 100 will travel and geographic locations in which derate events have occurred in the past. The time of year in which the trips of the vehicle system 100 were scheduled and the time of year in which the recorded derate events occurred are also compared. Additionally, characteristics of the vehicle system 100 and vehicle characteristics of the vehicle system that encountered the derate events are compared.

[0132] The predictive derate model can be a predictive analysis model that classifies and compares control data (e.g., historical data of derate events) and variable data (e.g., trip information of the vehicle system 100) to identify patterns, correlations, and / or make predictions about whether a trip of the vehicle system 100 will be similar to a trip in the control data. Thus, by inputting trip information of the vehicle system 100 including a route 102 of a trip, a time of year of a trip, and vehicle characteristics such as a type (e.g., brand, make, or model number) of a propulsion-generating vehicle 106 in the vehicle system 100, the predictive derate model can be used.

[0133] The prediction of whether the vehicle system 100 will encounter a derate event during a trip is based on a correlation between the trip information for the vehicle system 100 and the historical data of derate events. If the predictive derate model identifies one or more derate events in the historical data that match the trip information for the vehicle system 100 in all relevant categories analyzed, it can be predicted that the vehicle system 100 will encounter a derate event during the trip. For example, if three vehicle systems within the last two years encountered derate events while traveling through the first geographic area 406A of the route 102 during the same time of year when the trip will occur, and the vehicle systems contain the same type of propulsion system as the propulsion system 1112, there is a high probability that the vehicle system 100 will also derate while traveling through the geographic area 406A. However, if the three vehicle systems all encountered derate events in July when the temperature is extremely high, and the trip of the vehicle system 100 is scheduled in March when the temperature is mild, the prediction may be different because now only two of the three categories have a match between the scheduled trip and the historical derate events. For example, if no derate events in the historical data match trip information for an upcoming trip of the vehicle system 100 in all relevant categories, it may be predicted that the vehicle system 100 will not encounter a derate event, or at least be less likely to encounter a derate event than if there were a stronger correlation.

[0134] Although the predictive derate model is described above as comparing the trip information for the vehicle system 100 and derate events in only three categories, it is optional that the vehicle characteristic categories can be divided into multiple separate categories. For example, in addition to analyzing the type of engine or propulsion system on the vehicle system (which generally provides engine performance ratings), additional categories can be formed for the total weight of the vehicle system within certain weight ranges. However, another category can be formed for the vehicle composition, such as whether the vehicle system is an intermodal vehicle or a unit vehicle.

[0135] Optionally, the trip may be segmented so that a separate prediction is made as to whether the vehicle system 100 will encounter a derate event as it travels through each of the plurality of geographic regions 406A-E along the route 102. It is possible that the vehicle system 100 is predicted to encounter a derate event in some regions 406 along the route 102 but not in others.

[0136] At 612, if the vehicle system 100 is predicted to encounter a derate event during the scheduled trip while the vehicle system 100 is traveling along the route 102 (even if only along one of the geographic areas 406A-E of the route 102), the process continues to 614. At 614, a trip plan for the trip of the vehicle system 100 is provided. The trip plan may be generated or selected so as to control the vehicle system 100 during the trip to prevent the vehicle system 100 from encountering the predicted derate event (or at least reduce the likelihood that the vehicle system will encounter a derate event). As described above, the trip plan specifies operating settings such as throttle settings and brake settings to control the movement of the vehicle system 100 during the trip. The trip plan may reduce the likelihood that the vehicle system 100 will encounter the predicted derate event by specifying a reduced throttle setting when the vehicle system 100 travels through one or more geographic areas 406A-E in which the vehicle system 100 is predicted to encounter a derate event. The reduced throttle setting is relative to the throttle setting that would be specified if the likelihood of a derate was not taken into account.

[0137] At 616, vehicle system characteristics may be modified for the trip of the vehicle system 100 in order to prevent or reduce the likelihood that the vehicle system 100 will experience a derate event. For example, the type of propulsion generating vehicle(s) 106 used in the vehicle system 100 may be changed to a different type that is better able to provide the commanded power output without derate. In another example, the number of propulsion generating vehicles 106 providing power output in the vehicle system 100 may be changed, such as by adding one or more additional propulsion generating vehicles 106, or activating a propulsion generating vehicle 106 that is present in the vehicle system 100 but is not active (e.g., not providing power output).

[0138] At 618, movement of the vehicle system 100 is controlled during the trip to reduce the likelihood that the vehicle system 100 will encounter the predicted one or more derate events. For example, by redistributing the specified power output to be provided by the different propulsion generation vehicles 106 of the vehicle system 100, the movement can be controlled to prevent or reduce the likelihood of encountering (multiple) derate events. Thus, when the vehicle system 100 travels through the geographic area 406 in which the vehicle system 100 is predicted to encounter a derate event, instead of predictably derate when a single vehicle generates 4500kW and a second vehicle 106 in the vehicle system 100 generates 3000kW, the specified power output can be redistributed so that the first vehicle 106 generates 4000kW and the second vehicle 106 generates 3500kW. Thus, the total power output is the same, and the first vehicle 106 is less likely to be derated. In another example, by controlling one or more of the propulsion generation vehicles 106 to provide a reduced power output relative to the output that would be provided if the risk of derate was not taken into account, the movement can be controlled to reduce the likelihood of encountering (multiple) derate events. Optionally, the reduced power output may be based on historical data of de-rate events. For example, the historical data may contain commanded power outputs and actual power outputs provided by propulsion generating vehicles that encountered a de-rate event along the same geographic area and during the same time of year as the travel of the vehicle system 100. Using this information, the movement of the vehicle system 100 through this geographic area may be controlled so that the propulsion generating vehicles 106 are commanded to provide a power output that does not exceed the actual power output from the historical data, for example. By preventing the propulsion generating vehicles 106 of the vehicle system 100 from exceeding the actual output that the vehicle can generate during the de-rate event, the propulsion generating vehicles 106 may be less likely to be de-rated.

[0139] In one embodiment, the movement of the vehicle system 100 is controlled by transmitting instructions in the form of control signals to the vehicle controller 1102 or directly to the propulsion system 1112 of the vehicle 106. For example, one or more processors 1126 of the energy management system 1108 may transmit control signals containing specified operating settings (e.g., throttle and / or brake settings) to the propulsion system 1112 or the vehicle controller 1102. The control signals may be automatically implemented by the vehicle controller 1102 and / or the propulsion system 1112 to control the movement of the vehicle system 100. In another embodiment, the instructions are included in a trip plan, and the trip plan is transmitted to the vehicle controller 1102 to control the movement of the vehicle system 100 during the trip. For example, one or more processors 1126 of the energy management system 1108 may transmit a generated or selected trip plan to the vehicle controller 1102, and the vehicle controller 1102 may implement the trip plan during the trip by transmitting control signals based on the trip plan to the propulsion system 1112.

[0140] Returning to 612, if it is determined that the vehicle system 100 is predicted not to encounter a derate event during the trip, the process continues to 620 and optionally provides a trip plan for the trip of the vehicle system 100. The trip plan may be generated or selected from pre-existing trip plans stored in memory. At 622, the movement of the vehicle system 100 can be controlled during the trip without considering encountering a derate event. For example, the movement can be controlled based on goals (e.g., meeting arrival times, reducing fuel consumption, reducing total trip time, etc.), internal vehicle restrictions (e.g., acceleration limits, power limits, etc.), and external constraints (e.g., speed limits), but the movement is not controlled based on reducing the likelihood of encountering a derate event and thus reducing the number of derate events encountered.

[0141] In one embodiment, steps 602, 604, 606, 608, 612, 614, 616, and 620 of method 600 are performed before vehicle system 100 begins a trip. For example, a predictive derate model is used to predict whether vehicle system 100 will encounter a derate event along the trip, and a trip plan is generated or selected based on the prediction before the trip. The trip plan may be revised or updated during the trip based on real-time feedback. In an alternative embodiment, at least some steps 602, 604, 606, 608, 612, 614, 616, and 620 of method 600 may be performed after vehicle system 100 has begun moving along route 102 during the trip, but before vehicle system 100 travels through a specified geographic area. For example, as vehicle system 100 travels through first geographic area 406A, one or more processors 1126 of energy management system 1108 may perform one or more of steps 602 , 604 , 606 , 608 , 612 , 614 , 616 , and 620 for upcoming geographic areas 406B-E along route 102 .

[0142] In one embodiment, one or more processors 1126 of an energy management system 1108 onboard the vehicle 106 perform the entire method 600. For example, the one or more processors 1126 obtain historical data of derate events and generate a predictive derate model based on the historical data. In an alternative embodiment, the predictive derate model is previously generated based on the historical data and is not generated by the one or more processors 1126 of the energy management system 1108. For example, the one or more processors 1126 access and utilize the predictive derate model, but do not perform steps at 604 and 606 to generate the model or obtain historical data for creating the model.

[0143] In another alternative embodiment, one or more processors 1104 of the vehicle controller 1102 perform at least a portion of the method 600. For example, one or more processors 1126 of the energy management system 1108 may only provide the trip plan at 614 and 620, and one or more processors 1104 of the vehicle controller 1102 may perform the other steps of the method 606 (possibly in addition to steps 604 and 606). In yet another alternative embodiment, the method 600 may be at least partially performed off-board the system 100, such as by one or more processors 1132 at the dispatch facility 204. For example, one or more processors 1132 may perform the entire method 600 and may control the movement of the vehicle system 100 during the trip by wirelessly transmitting instructions such as the trip plan or control signals to the vehicle 106 via the communication device 1130 at 618 and 622. The received instructions may be implemented by the vehicle controller 1102 on-board the vehicle 106. In such an alternative embodiment, the vehicle 106 optionally may not have an onboard energy management system 1108 , or at least may not use an energy management system 1108 to perform the method 600 .

[0144] One or more technical effects of the systems and methods described herein include reducing the occurrence of derate events during a vehicle trip. Avoiding derate events has several advantages over a vehicle system that encounters a derate event during a trip, including better control and handling of the vehicle system, improved ability to plan the movement of the vehicle system, and increased component operating life. For example, a derate event may apply certain stresses or strains to various components of the vehicle system, such that avoiding a derate event may increase the operating life of the components and reduce maintenance and repair costs. In addition, avoiding a derate event may improve fuel efficiency because fuel is not wasted by supplying the engine with fuel that the engine cannot use to provide power.

[0145] In one embodiment, the system includes one or more processors configured to obtain environmental data corresponding geographically and temporally to a scheduled trip of a vehicle system. The one or more processors are further configured to determine a power output capability range of the vehicle system for travel during the trip based on the obtained environmental data. The one or more processors are further configured to transmit instructions to at least one of a propulsion system of the vehicle system or a vehicle controller of the vehicle system to control movement of the vehicle system during the trip so that the vehicle system produces a power output within the power output capability range when the vehicle system travels. The environmental data includes historical values ​​of one or more of temperature, pressure, or air composition in a geographic area through which the vehicle system will travel during the trip.

[0146] Optionally, the one or more processors are configured to determine a range of power output capabilities of the vehicle system for traveling through the geographic area before the vehicle system begins moving along a route for the trip.

[0147] Optionally, the one or more processors are configured to determine a range of power output capabilities of the vehicle system for traveling through the geographic area after the vehicle system has begun moving along a route for the trip and before the vehicle system travels through the geographic area.

[0148] Optionally, one or more processors are deployed onboard a vehicle system.

[0149] Optionally, the one or more processors are deployed off-board the vehicle system. The one or more processors are configured to transmit instructions to control movement of the vehicle system during the trip by wirelessly transmitting one or more of the trip plan or control signals via the communication device.

[0150] Optionally, the one or more processors are further configured to generate or select a trip plan for the vehicle system based on the determined power output capability range. The trip plan specifies operating settings for the vehicle system to control movement of the vehicle system through the geographic area during the trip.

[0151] Optionally, the power output capability range includes at least a first power output upper limit and a second power output upper limit. The one or more processors are configured to generate a trip plan using at least one of the first power output upper limit or the second power output upper limit as a constraint.

[0152] Optionally, the one or more processors are configured to determine the power output capability range using an engine performance map stored in the memory. The engine performance map provides at least one upper power output limit for an engine of the vehicle system based on corresponding historical values ​​of temperature and pressure in the environmental data and field empirical data representing monitored engine performance of the same vehicle system or similar vehicle systems during previous trips.

[0153] Optionally, the environmental data includes an average temperature range and an average pressure range for a geographic region through which the predetermined vehicle system travels during a time of year during which the predetermined vehicle system travels through the geographic region. The power output capability range is determined based on the performance of the engine for an outside temperature within the average temperature range and an outside pressure within the average pressure range.

[0154] Optionally, the environmental data includes an average temperature range and an average pressure range for a plurality of geographic regions through which the vehicle system is scheduled to travel during the trip during a certain time of the year. The one or more processors are configured to determine a plurality of power output capability ranges for the vehicle system during the trip. Each power output capability range corresponds to one of the geographic regions.

[0155] Optionally, environmental data is obtained from an off-board database.

[0156] In one embodiment, a system includes one or more processors configured to use a predictive derate model to predict whether a first vehicle system scheduled to travel along a route during a trip will encounter a derate event at a specified geographic area during the trip. The predictive derate model is generated based on historical data of derate events encountered by a plurality of vehicle systems. The historical data includes the geographic location of the derate event, the time of year when the derate event was encountered, and vehicle characteristics of the vehicle system that encountered the derate event. The one or more processors are further configured to transmit instructions to control movement of the first vehicle system during the trip based on the prediction so that the first vehicle system will not encounter a derate event at the specified geographic area during the trip.

[0157] Optionally, the vehicle characteristics of the vehicle system experiencing the derating event include one or more of the type of propulsion generating vehicle in the vehicle system, the rated power output capacity of the engine in the propulsion generating vehicle, the number of propulsion generating vehicles in the vehicle system, the total weight of the vehicle system, and the vehicle makeup of the vehicle system.

[0158] Optionally, the one or more processors are configured to obtain historical data of de-rating events, and generate a predictive de-rating model based on the historical data of de-rating events.

[0159] Optionally, the one or more processors obtain historical data of de-rating events from a diagnostic database.

[0160] Optionally, one or more processors are configured to predict whether the first vehicle system will encounter a derate event in the specified geographic area during the trip by using a predictive derate model to compare vehicle characteristics of the first vehicle system at a time of year of the trip with a time of year that encountered a derate event at a specified geographic area and vehicle characteristics of vehicle systems that encountered a derate event at the specified geographic area.

[0161] Optionally, the one or more processors are configured to use the predictive derate model to predict whether the first vehicle system will experience a derate event at any of a plurality of geographic regions through which the first vehicle system will travel during a trip.

[0162] Optionally, in response to predicting that the first vehicle system will experience a derate event at a designated geographic area during a trip, the one or more processors are configured to transmit instructions to perform one or more of: changing the type of propulsion generating vehicle in the first vehicle system, changing the number of propulsion generating vehicles in the first vehicle system providing power output as the first vehicle system travels through the designated geographic area, and redistributing the specified power output provided by the propulsion generating vehicles of the first vehicle system as the first vehicle system travels through the designated geographic area so as to reduce the likelihood that the first vehicle system will experience a derate event at the designated geographic area during the trip.

[0163] Optionally, the historical data of derate events used to generate the predictive derate model includes a power output provided by the vehicle system when the vehicle system encountered the derate event. In response to predicting that the first vehicle system will encounter a derate event at a designated geographic area during travel, the one or more processors are configured to transmit instructions for the first vehicle system to provide a reduced power output when the vehicle system travels through the designated geographic area. The reduced power output is less than the power output provided by the vehicle system encountering the derate event.

[0164] Optionally, the one or more processors are further configured to generate or select a trip plan for the vehicle system based on a prediction of whether the first vehicle system will encounter a derate event at a designated geographic area during the trip. The trip plan specifies operational settings for the vehicle system to control movement of the vehicle system through the designated geographic area during the trip.

[0165] Optionally, the one or more processors are configured to predict, at one or more times, whether the first vehicle system will encounter a derate event at a designated geographic area during the trip before the first vehicle system begins moving along a route during the trip or after the first vehicle system has begun moving along a route during the trip but before the first vehicle system travels through the designated geographic area.

[0166] In one embodiment, the system includes one or more processors configured to obtain environmental data corresponding geographically and temporally to a scheduled trip of a vehicle system. The environmental data represents historical values ​​of one or more of temperature, pressure, or air composition in a geographic area through which the vehicle system will travel during the trip and the time of year when the vehicle system is scheduled to travel through the geographic area on the trip. The one or more processors are configured to determine a power output capability range for the vehicle system during the trip based on the environmental data. Each power output capability range corresponds to a different one of the geographic areas through which the vehicle system will travel. The one or more processors are configured to transmit instructions to control the movement of the vehicle system during the trip so that when the vehicle system travels through different geographic areas during the trip, the vehicle system generates a power output within the power output capability range associated with the corresponding geographic area.

[0167] Optionally, the one or more processors are further configured to generate or select a trip plan for the vehicle system based on the determined power output capability range. The trip plan specifies operating settings for the vehicle system to control movement of the vehicle system through the geographic area during the trip.

[0168] Optionally, each power output capability range includes at least a first power output upper limit and a second power output upper limit. The one or more processors are configured to generate a trip plan using at least one of the first power output upper limit or the second power output upper limit as a constraint.

[0169] Optionally, the one or more processors are configured to determine the power output capability range using an engine performance map stored in the memory. The engine performance map provides at least one upper power output limit for an engine of the vehicle system based on corresponding historical values ​​of temperature and pressure in the environmental data and field empirical data representing monitored engine performance of the same vehicle system or similar vehicle systems during previous trips.

[0170] Optionally, the environmental data includes an average temperature range and an average pressure range for a geographic region through which the predetermined vehicle system travels during a time of year during which the predetermined vehicle system travels through the geographic region. The power output capability range is determined based on the performance of the engine for an outside temperature within the average temperature range and an outside pressure within the average pressure range.

[0171] It is to be understood that the above description is intended to be illustrative rather than restrictive. For example, the above embodiments (and / or aspects thereof) may be used in combination with each other. In addition, without departing from its scope, many modifications may be made to adapt specific situations or materials to the teachings of the subject matter of the present invention. Although the range and type of materials described herein are intended to define the parameters of the subject matter of the present invention, they are not intended to be limiting and are exemplary embodiments. After viewing the above description, those skilled in the art will understand many other embodiments. Therefore, the scope of the subject matter of the present invention should be determined with reference to the appended claims together with the full scope of equivalents to which such claims are authorized. In the appended claims, the terms "including" and "wherein" are used as the plain English equivalents of the corresponding terms "including" and "wherein". In addition, in the following claims, the terms "first", "second" and "third" etc. are only used as labels, and are not intended to impose numerical requirements on their objects. In addition, unless and until such claim limitations explicitly use the term "parts for..." and are followed by a statement of the function of lacking other structures, otherwise, the limitations of the following claims are not written in the format of parts plus functions.

[0172] This written description uses examples to disclose several embodiments of the inventive subject matter and also to enable those skilled in the art to practice the embodiments of the inventive subject matter, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the inventive subject matter is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.

[0173] The above description of certain embodiments of the subject matter of the present invention will be better understood when read in conjunction with the accompanying drawings. To the extent that the figures illustrate the functional blocks of various embodiments, the functional blocks do not necessarily indicate a partition between hardware circuit systems. Thus, for example, one or more functional blocks (e.g., a processor or memory) may be implemented as a single piece of hardware (e.g., a general-purpose signal processor, a microprocessor, a random access memory, a hard disk, and the like). Similarly, a program may be a stand-alone program, may be incorporated as a subroutine in an operating system, may be a function in an installed software package, and the like. The various embodiments are not limited to the arrangements and tools shown in the figures.

[0174] As used herein, an element or step stated in the singular or preceded by the word "a" or "an" should be understood not to exclude a plurality of said elements or steps, unless such exclusion is explicitly stated. Furthermore, reference to "one embodiment" of the subject matter of the present invention is not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the described characteristics. Additionally, unless explicitly stated to the contrary, an embodiment that "comprises," "includes," or "has" an element or multiple elements having a particular property may include additional such elements that do not have that property.

[0175] As certain changes could be made in the above described systems and methods without departing from the spirit and scope of the inventive subject matter involved herein, it is intended that all matter described above or shown in the accompanying drawings be interpreted merely as illustrating examples of the inventive concepts herein and should not be taken as limiting the inventive subject matter.

Claims

1. A vehicle control system, comprising: one or more processors configured to predict whether a first vehicle system scheduled to travel along a route will encounter a derate event while traveling along the route through one or more designated geographic areas using a predictive derate model generated based on historical data of a plurality of derate events encountered by a plurality of vehicle systems, the historical data including at least geographic locations of the plurality of derate events and times of year in which the plurality of derate events occurred, wherein the one or more processors are further configured to, based on the prediction, generate a control signal to control movement of the first vehicle system along the route so that the first vehicle system does not derate while traveling along the route through the one or more designated geographic areas; Prior to traveling through the one or more designated geographic areas, the likelihood of the first vehicle system experiencing the derate event is reduced by modifying one or more vehicle characteristics of the first vehicle system, wherein the one or more vehicle characteristics include one or more of: a type of propulsion generating vehicle in the first vehicle system providing power output to propel the first vehicle system, a number of propulsion generating vehicles in the first vehicle system providing power output to propel the first vehicle system, and a redistribution of power output provided by the propulsion generating vehicles of the first vehicle system.

2. The system according to claim 1, wherein: The one or more processors are configured to: receiving trip information specifying the time of year that the first vehicle system is scheduled to travel along the route and the one or more specified geographic areas through which the first vehicle system is scheduled to travel, and The trip information is input into the predictive derate model.

3. The system according to claim 2, wherein: The predictive derate model is configured to classify and compare the trip information with historical data of the plurality of derate events, and The one or more processors are configured to predict whether the first vehicle system will encounter the derate event based on a degree to which data in a category of the trip information matches data in the same category of historical data of the plurality of derate events.

4. The system according to claim 1, wherein: The one or more processors are configured to obtain historical data of the plurality of de-rating events from a diagnostic database and generate the predictive de-rating model based on the historical data of the plurality of de-rating events.

5. The system according to claim 1, wherein: The historical data of the plurality of derate events also includes vehicle characteristics of the plurality of vehicle systems that encountered the plurality of derate events.

6. The system according to claim 5, wherein: The one or more processors are configured to: In response to the predicted de-rating model determining: The time of year that the first vehicle system is scheduled to travel along the route matches the time of year that one or more of the plurality of vehicle systems encountering the plurality of derate events travel along the same one or more designated geographic areas, and The vehicle characteristics of the first vehicle system match the vehicle characteristics of the one or more vehicle systems, and the first vehicle system is predicted to experience the derate event.

7. The system according to claim 5, wherein: The vehicle characteristics of the plurality of vehicle systems experiencing the plurality of derate events include one or more of the following: a type of propulsion-generating vehicle in the plurality of vehicle systems, the rated power output capability of the engine in the propulsion generating vehicle, the number of propulsion generating vehicles in the plurality of vehicle systems, the total weight of the plurality of vehicle systems, or The vehicle consists of the multiple vehicle systems.

8. The system according to claim 1, wherein: The one or more processors are configured to generate the control signal to cause the first vehicle system to provide a reduced power output through the one or more designated geographic areas, the reduced power output being less than a power output that the first vehicle system would provide through the one or more designated geographic areas in response to predicting that the first vehicle system will not experience the de-rating event.

9. The system according to claim 8, wherein: The historical data of the plurality of derate events includes power outputs provided by the plurality of vehicle systems during the plurality of derate events, and The one or more processors are configured to generate the reduced power output based on power output provided by the plurality of vehicle systems during the plurality of de-rating events to reduce a likelihood that the first vehicle system will experience the de-rating event.

10. The system according to claim 1, wherein: The first vehicle system includes a plurality of propulsion generating vehicles, and The one or more processors are configured to generate the control signals to reallocate a specified power output provided by the plurality of propulsion generating vehicles of the first vehicle system as the first vehicle system travels through the one or more specified geographic areas relative to a specified power output to be allocated among the plurality of propulsion generating vehicles in response to predicting that the first vehicle system will not experience the de-rating event.

11. The system according to claim 1, wherein: The one or more processors are further configured to generate or select a trip plan for the first vehicle system that specifies a throttle setting to cause the first vehicle system to provide a power output through the one or more designated geographic areas that is less than the power output that the first vehicle system would provide in response to predicting that the first vehicle system will not experience the de-rating event.

12. A method for vehicle control, comprising: predicting, by one or more processors, that a first vehicle system scheduled to travel along a route will encounter a derate event while traveling along the route through one or more designated geographic areas using a predictive derate model generated based on historical data of a plurality of derate events encountered by a plurality of vehicle systems, the historical data including at least geographic locations of the plurality of derate events and times of year in which the plurality of derate events occurred, and generating, based on the prediction, a control signal to control movement of the first vehicle system along the route so that the first vehicle system does not derate while traveling along the route through the one or more designated geographic areas; Prior to traveling through the one or more designated geographic areas, the likelihood of the first vehicle system experiencing the derate event is reduced by modifying one or more vehicle characteristics of the first vehicle system, wherein the one or more vehicle characteristics include one or more of: a type of propulsion generating vehicle in the first vehicle system providing power output to propel the first vehicle system, a number of propulsion generating vehicles in the first vehicle system providing power output to propel the first vehicle system, and a redistribution of power output provided by the propulsion generating vehicles of the first vehicle system.

13. The method according to claim 12, further comprising: Prior to said predicting, receiving trip information specifying the time of year when said first vehicle system is scheduled to travel along said route and said one or more specified geographic areas through which said first vehicle system is scheduled to travel; and The trip information is input into the predictive derate model.

14. The method according to claim 12, wherein: The control signal is generated to control the first vehicle system to provide a reduced power output through the one or more designated geographic areas relative to a power output that the first vehicle system would provide through the one or more designated geographic areas in response to predicting that the first vehicle system will not experience the de-rating event.

15. The method according to claim 14, wherein: The historical data of the plurality of derate events includes power outputs provided by the plurality of vehicle systems during the plurality of derate events, and The method further comprises: A reduced power output of the first vehicle system is determined based on power output provided by the plurality of vehicle systems during the plurality of derate events.

16. The method according to claim 12, wherein: The first vehicle system includes a plurality of propulsion generating vehicles, and The control signal is generated to reallocate a specified power output provided by the plurality of propulsion generating vehicles of the first vehicle system as the first vehicle system travels through the one or more specified geographic areas relative to a specified power output that would be allocated among the plurality of propulsion generating vehicles in response to predicting that the first vehicle system will not experience the de-rating event.

17. The method according to claim 12, further comprising: Based on the prediction, a trip plan is generated or selected for the first vehicle system, the trip plan specifying a throttle setting to provide a power output when the first vehicle system travels through the one or more designated geographic areas that is less than the power output that the first vehicle system would provide in response to predicting that the first vehicle system will not experience the derate event.

18. A vehicle control system comprising: one or more processors configured to receive trip information specifying a predetermined route for a first vehicle system, a time of year in which the first vehicle system travels the predetermined route, and vehicle characteristics of the first vehicle system; The one or more processors are configured to compare the trip information with historical data of a plurality of derate events encountered by a plurality of vehicle systems to predict whether the first vehicle system will encounter a derate event at one or more designated geographic areas along the predetermined route at the time of the year, the historical data including at least the geographic locations of the plurality of derate events and the time of the year when the plurality of derate events occurred, The one or more processors are configured to generate a control signal based on the prediction to control movement of the first vehicle system along the predetermined route so that the first vehicle system is not derated at the one or more designated geographic areas along the predetermined route at the time of the year, Prior to traveling through the one or more designated geographic areas, the likelihood of the first vehicle system experiencing the derate event is reduced by modifying one or more vehicle characteristics of the first vehicle system, wherein the one or more vehicle characteristics include one or more of: a type of propulsion generating vehicle in the first vehicle system providing power output to propel the first vehicle system, a number of propulsion generating vehicles in the first vehicle system providing power output to propel the first vehicle system, and a redistribution of power output provided by the propulsion generating vehicles of the first vehicle system.

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