Vehicle control system and method

Abstract

A vehicle control system and method includes a first controller that controls operation of a first vehicle and is operably coupled with a first communication system. A second controller controls operation of the second vehicle and is operably coupled with the second communication system. The first controller determines an orientation of the second vehicle and identifies a type of the second vehicle. The first controller generates a first set of vehicle control signals based on the orientation and the type of the second vehicle. The first communication system communicates the first set of vehicle control signals with the second communication system. The first controller overrides control of the second vehicle by the second controller to control operation of the first vehicle and the second vehicle in accordance with the first set of vehicle control signals.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to U.S. Provisional Application No. 63 / 579,316 filed on August 29, 2023 and U.S. Patent Application No. 18 / 437,398 filed on February 9, 2024. The entire contents of the applications are incorporated herein by reference. Technical Field

[0003] The subject matter described herein relates to systems and methods for controlling the operation of a powered system, such as a vehicle or a vehicle system formed of a single or multiple vehicles. Background Art

[0004] Mover vehicles, such as railcar movers, are found in rail yards or industrial locations for moving individual vehicles or groups of vehicles to form train consists. These mover vehicles may feature rubber-tired traction wheels for contacting the rails. Such wheels have a higher coefficient of friction with the rails than steel wheels, and are therefore capable of generating increased traction power compared to steel wheeled vehicles. In addition to the rubber tires, these vehicles may also have at least one pair of conventional steel rail guide wheels.

[0005] A regular challenge for operators of this type of railcar mover can be initiating the movement of a pulling load from a complete stop. Pulling loads can range from a single railcar to an extended train of many such cars. Operators need to be skilled in moving pulling loads under a variety of conditions, including when the rails are wet, icy, and / or covered with leaves or other debris. Any of these conditions may interfere with the traction of the rubber-tired traction wheels.

[0006] To begin moving the load, the operator may adjust the vehicle's engine throttle and the load on the traction wheels, which may be indirectly controlled by at least one fluid-powered cylinder that controls the height of the steel rail guide wheels. By keeping the rail guide wheels at a desired distance from the tractor, these cylinders may apply a jacking pressure on the vehicle, which also affects the amount of vehicle weight applied to the rubber-tired traction wheels. Such an increase in vehicle weight applied to the rubber-tired traction wheels may significantly increase traction and facilitate starting from a complete stop. However, the traction available from a single railcar mover may not be sufficient to move a railroad formation. In order to increase the traction available to move a larger railcar formation, it may be desirable to couple two or more railcar movers. Such a coupling may present challenges to coordinating the control of the engine or main mover. It may be desirable to have an operating system and method that is different from those currently available. Summary of the invention

[0007] According to one example or aspect, a vehicle control system includes a first controller including one or more processors that control the operation of a first vehicle. The first controller is operably connected to a first communication system of the first vehicle. The vehicle control system includes a second controller including one or more processors that control the operation of a second vehicle. The second controller is operably connected to a second communication system of the second vehicle. The first controller determines the orientation of the second vehicle relative to the orientation of the first vehicle and identifies the type of the second vehicle. The first controller generates a first set of vehicle control signals based at least in part on the orientation of the second vehicle and the type of the second vehicle. The first communication system communicates the first set of vehicle control signals with the second communication system. The first controller overrides the control of the second vehicle by the second controller to control the operation of the first vehicle and the second vehicle according to the first set of vehicle control signals.

[0008] According to one example or aspect, a vehicle control method includes communicatively coupling a first communication system of a first vehicle to a second communication system of a second vehicle. Determining an orientation of the second vehicle relative to the orientation of the first vehicle, and identifying a type of the second vehicle. Generating a first set of vehicle control signals using a first controller based at least in part on the orientation of the second vehicle and the type of the second vehicle. Communicating the first set of vehicle control signals to the second communication system of the second vehicle. The second vehicle includes a second controller that controls the operation of the second vehicle. Overriding control of the second vehicle by the second controller to control the operation of the first vehicle and the second vehicle according to the first set of vehicle control signals.

[0009] According to one example or aspect, a vehicle control system includes a first controller having one or more processors that control the operation of a first vehicle, and a first communication system disposed on the first vehicle. A second controller includes one or more processors that control the operation of a second vehicle. The second communication system is disposed on the second vehicle. The first controller determines an orientation of the second vehicle relative to the orientation of the first vehicle, and identifies a type of the second vehicle. The first controller generates a first set of vehicle control signals based at least in part on the orientation of the second vehicle and the type of the second vehicle. The first communication system communicates the first set of vehicle control signals with the second communication system. The first controller controls the operation of a propulsion system of the first vehicle to generate a first amount of traction according to the first set of vehicle control signals. The first controller overrides the control of the propulsion system of the second vehicle by the second controller to control the operation of the propulsion system of the second vehicle to generate a second amount of traction according to the first set of vehicle control signals. The first amount of traction is combined with the second amount of traction to control movement of a load operably coupled to the first vehicle and the second vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The present subject matter may be understood by reading the following description of non-limiting embodiments with reference to the accompanying drawings, in which:

[0011] Figure 1 A vehicle control system according to one embodiment is illustrated;

[0012] Figure 2 A schematic diagram illustrating an example of a vehicle according to one embodiment is illustrated;

[0013] Figure 3 A flow chart illustrating one example of a method for communicatively coupling and controlling the operation of two or more vehicles according to one embodiment;

[0014] Figure 4 A table illustrating one example of combined tractive effort generated by multiple vehicles according to one embodiment;

[0015] Figure 5 A table illustrating another example of combined tractive effort generated by a plurality of vehicles according to one embodiment;

[0016] Fig. 6A illustrates a first example of an orientation of two vehicles operably coupled together according to one embodiment;

[0017] Figure 6B illustrates a second example of an orientation of two vehicles operably coupled together according to one embodiment; and

[0018] Figure 6C A third example of an orientation of two vehicles operably coupled together is illustrated according to one embodiment. DETAILED DESCRIPTION

[0019] Embodiments of the subject matter described herein relate to a vehicle control system and method for connecting and controlling the operation of two or more vehicles in a communicative manner. Each of the two or more vehicles can generate a traction force that can be combined to control the movement of a load. Two or more vehicles can be connected together in a communicative manner so that one vehicle can remotely control the operation of another vehicle in the two or more vehicles. For example, the controller of the first vehicle can override the controller of the second vehicle to control the operation of the first vehicle and the second vehicle. For example, the first controller of the first vehicle can generate a vehicle control signal that can communicate with the second vehicle. The first controller of the first vehicle can control the operation of the first vehicle according to the vehicle control signal, and the first controller of the first vehicle can control the operation of the second vehicle according to the vehicle control signal. The first vehicle and the second vehicle can be controlled to operate according to the vehicle control signal.

[0020] Although one or more embodiments are described in conjunction with a rail vehicle system, other embodiments relate to non-rail vehicle systems. Unless expressly denied or otherwise stated, the subject matter described herein extends to other types of vehicle systems, such as automobiles, trucks (with or without trailers), buses, marine vessels, aircraft, mining vehicles, agricultural vehicles, or other off-highway vehicles. The vehicle systems described herein (rail vehicle systems or other vehicle systems that do not travel on rails or tracks) may be formed by a single vehicle or multiple vehicles. With regard to multi-vehicle systems, the vehicles may be mechanically coupled to each other (e.g., by a connector) or logically coupled without being mechanically coupled. For example, when separate vehicles communicate with each other to coordinate the movement of the vehicles with each other so that the vehicles travel together (e.g., as a convoy), the vehicles may be logically coupled but not mechanically coupled.

[0021] Figure 1A vehicle control system 100 according to one embodiment is illustrated. The vehicle control system may include various devices and systems that operate to control the operation of one or more vehicles of the vehicle system 103. In the illustrated embodiment, the vehicle system 103 includes a first vehicle 110 and a second vehicle 130 mechanically coupled to the first vehicle. The vehicle system may include one or more power systems, such as vehicles that can travel together along the route 108. The vehicle system may include one or more vehicles that can be propulsion-generating vehicles (e.g., locomotives, shunting cars, railcar mover vehicles, etc.) that can move along a surface (e.g., paved and / or unpaved roads, tracks, etc.). Optionally, the one or more vehicles may be one or more seafaring vessels, one or more aircraft, etc. For example, the vehicles may operate and / or communicate together to push, pull, or otherwise move a load along a route. In alternative embodiments, the vehicle system may include less than two vehicles or more than two vehicles, and the vehicles may be mechanically coupled, indirectly mechanically coupled (e.g., separated by one or more non-propulsion producing vehicles), etc. In one or more embodiments, the vehicle system may include any number of propulsion producing vehicles and any number of non-propulsion producing vehicles.

[0022] In one embodiment, at least one of the first vehicle or the second vehicle is unmanned or not controlled by an operator (the operator is neither on board nor remotely controlled), but is capable of autonomously performing mobile operations. Unlike the mother-mate or slug type system in which an unmanned vehicle is subordinate to a manned vehicle, the unmanned vehicle determines the operational settings of both itself and the other vehicles to which it is attached. The other vehicle can be manned (or unmanned), but still receives control signals and operating commands from the unmanned vehicle. Typically, the unmanned vehicle has an onboard controller that can determine an operational plan and enable the plan to be implemented. The sensor package can transmit environmental information sufficient to provide data on which the controller can make such operational decisions to the unmanned vehicle.

[0023] In the illustrated embodiment, the first vehicle and the second vehicle are mechanically coupled to each other and to the load 150. In one or more embodiments, the load 150 may represent one or more vehicles (e.g., propulsion and / or non-propulsion generating vehicles) coupled together in an operative manner, such as a train or a fleet. The first vehicle and the second vehicle may be operable to control the movement of the load, such as along a route in the direction of movement 118 of the vehicle system. In the illustrated embodiment, the first vehicle and the second vehicle may each generate a traction force that may be combined to pull the load in the direction of movement. Optionally, the traction forces generated by the first vehicle and the second vehicle may be combined to push the load along the route (e.g., in a direction opposite to the direction of movement 118).

[0024] In one or more embodiments, Figure 1 One or more of the vehicles shown in may be railcar mover vehicles. Figure 2 A schematic diagram of an example of a railcar mover vehicle 200 according to one embodiment is illustrated. The railcar mover vehicle may move other vehicles (e.g., railcars, locomotives, streetcars) and / or non-vehicle loads (e.g., carts, flatbeds, etc.) along rails 212, tracks, paved routes, etc. The railcar mover vehicle may include a frame 214 having a front end 216 and a rear end 218 opposite the front end. A cab 220 may accommodate an operator (not shown) who may control the operation of the railcar mover vehicle. In one embodiment, a control panel 262 may be located inside the cab or may be disposed at another location on the vehicle, may be external to the vehicle, etc. The control panel can be an interface with which an operator can interact to control movement of the rail mover vehicle and / or to receive information related to the rail mover vehicle, information related to other vehicles within a determined proximity of the rail mover vehicle, information related to other vehicles configured to be moved by the rail mover vehicle, etc. In one or more embodiments, the control panel can include controls, a display screen (e.g., a touch screen), lights, audible alarms, a keyboard, an electronic mouse, etc.

[0025] The railcar mover vehicle includes a propulsion system 224, which may include and / or represent an engine, one or more motors, an alternator, a generator, etc. (268). In one or more embodiments, the propulsion system may be capable of providing a determined amount of power, such as power to control the movement of other vehicles (e.g., to push and / or pull other vehicles along the rails). For example, the propulsion system may be capable of generating and / or providing power to pull and / or move a plurality of rail vehicles (e.g., rail sets) operably coupled together within a rail yard.

[0026] In one or more embodiments, the railcar mover vehicle may include rubber tire traction wheels 236 that engage the rails to pull other vehicles and / or loads along the rails. Each of the traction wheels may be equipped with a rubber tire 250. The traction wheels may be powered by a propulsion system through at least one drive shaft 238. Additionally or alternatively, the railcar mover vehicle may include one or more guide wheels 242 for each set of traction wheels. The guide wheels may be radially flanged to move along the rails. In one or more embodiments, each guide wheel may be lowered and raised relative to the frame with the aid of an actuator (not shown) such as an electric and / or hydraulic controller. Figure 2 In the illustrated embodiment of the invention, the guide wheels are lowered and engage the rails. In one or more embodiments, the positioning of the guide wheels can be used to distribute the weight of the railcar mover vehicle on the rails between the traction wheels and the guide wheels. In one or more embodiments, the application of additional weight distribution from the guide wheels to the tires can provide additional traction between the tires and the rails.

[0027] In the illustrated embodiment, the railcar mover vehicle includes couplers 234 disposed at the front and rear ends of the vehicle frame. The couplers may allow the railcar mover vehicle to be operably coupled to a second railcar mover vehicle, to another vehicle, to a load, etc.

[0028] Return to Figure 1In one or more embodiments, the vehicle control system may include an off-board control system 102 that may be communicatively coupled to the vehicle system. In one or more embodiments, the off-board control system may include an off-board controller 104 that represents a hardware circuit connected to and / or including one or more processors that perform the operations described herein in conjunction with the off-board control system. The off-board control system may represent a dispatch facility, such as a back-end server, a data center, etc. The off-board control system may include a communication system 106 that allows direct and / or indirect communication between the vehicle system and the off-board control system. The off-board control system may communicate directly with one or more vehicles of the vehicle system, with each propulsion generating vehicle of the vehicle system, with a leader vehicle of the vehicle system (which leader vehicle may then relay transmitted messages between non-leader vehicles of the vehicle system and the off-board control system), or any combination thereof.

[0029] In the illustrated embodiment, the first vehicle 110 may include a first controller 114, which represents a hardware circuit connected to and / or including one or more processors that perform one or more operations described herein in conjunction with the vehicle control system. The application described herein can guide the operation of the vehicle control system and / or other devices. The first vehicle also includes a first propulsion system 112, which can represent one or more components that are powered to generate traction to propel the first vehicle. For example, the first propulsion system may include a motor, an engine and / or an alternative form or a generator, etc. In one or more embodiments, the first propulsion system may be operably connected to one or more energy storage devices (not shown) that can provide power to one or more components of the first propulsion system. Optionally, the first propulsion system can generate power that can be directed to one or more energy storage devices and stored in the one or more energy storage devices. Suitable energy storage devices can store energy that can be used to power auxiliary and / or non-auxiliary loads of the vehicle system. In one or more embodiments, auxiliary loads can be powered by energy storage devices and / or the first propulsion system to perform work that does not propel the vehicle system. For example, the auxiliary load may include a display device, a monitoring device (eg, a sensor), and the like.

[0030] The first vehicle may include a braking system (not shown) that may represent one or more of friction braking, air braking, dynamic braking (e.g., one or more traction motors in the traction motors of the propulsion system that may also generate braking force via dynamic braking), etc. In one or more embodiments, the first vehicle may include one or more sensors (not shown) that sense characteristics of the first vehicle and / or vehicle systems, other devices, the environment surrounding the vehicle systems, etc. The first vehicle may include an input / output device (not shown) for presenting information to an operator of the power system and / or receiving information from an operator of the power system, such as a touch screen, a keyboard, an electronic mouse, an electronic display other than a touch screen, a switch, a lever, a button, a speaker, a microphone, etc.

[0031] The devices and systems of the first vehicle can be connected to each other in a communicative manner via a first communication system 116. The first communication system can be formed by a communication path provided by a conductive path (e.g., a cable, a bus, etc., such as an Ethernet cable or connection) and / or a wireless path or extending in the conductive path and / or wireless path. Some devices can be publisher devices or publishers that generate outputs. Some devices can be listening devices or listeners that obtain or receive outputs from publishers to perform some operations (e.g., control of a power system, calculation of outputs, etc.). Some devices can be both publishers and listeners that receive data from another device, perform calculations, determinations, etc. based on the received data, and generate data as outputs for another device and / or perform some actions (e.g., change the operation of the power system, such as changing the speed of the vehicle, throttle setting, etc.).

[0032] The second vehicle 130 includes a second controller 134, which represents a hardware circuit connected to and / or including one or more processors that perform the operations described herein in conjunction with the vehicle control system. The second vehicle includes a second propulsion system 132, which may represent one or more components that are powered to generate traction to propel the second vehicle. For example, the second propulsion system may include a motor, an engine, and / or an alternative form or generator, etc.

[0033] The second vehicle may include a braking system (not shown) that may represent one or more of friction braking, air braking, dynamic braking (e.g., one or more traction motors in the traction motors of the second propulsion system that may also generate braking force via dynamic braking), etc. In one or more embodiments, the second vehicle may include one or more sensors (not shown) that sense characteristics of the second vehicle and / or vehicle system, other devices, the environment around the vehicle system, etc. The second vehicle may include an input / output device (not shown) for presenting information to an operator of the power system and / or receiving information from an operator of the power system, such as a touch screen, a keyboard, an electronic mouse, an electronic display other than a touch screen, a switch, a lever, a button, a speaker, a microphone, etc.

[0034] In one or more embodiments, the first vehicle and / or the second vehicle may include a memory (not shown) or other data storage system. In one or more embodiments, the first vehicle and / or the second vehicle may include a management system (not shown), which represents one or more processors, memories, etc. and / or hardware circuits connected to the one or more processors, memories, etc. that calculate and / or specify the operational settings of the first vehicle, the second vehicle, the vehicle system, etc. The circuit and / or these processors may be the same or separate from the circuit and / or processor of the first controller (for example, in addition to the circuit and / or processor of the first controller). The management system can calculate settings to achieve one or more goals of the vehicle system subject to various constraints. As an example, the management system can determine a trip plan that specifies the operational settings of the vehicle system at different locations, different times, different distances, etc. of the upcoming travel of the vehicle system. These operating settings may cause the vehicle system to travel within constraints (e.g., speed limits, forces applied to the vehicle and / or route, maintaining a safe distance from other vehicles or objects, etc.) while driving the vehicle system toward achievement of goals (e.g., reduced fuel consumption, battery energy consumption, emissions generation, reduced audible noise, etc.) relative to a vehicle system traveling within the constraints but using other settings. The operating settings may be throttle settings, brake settings, speed, etc.

[0035] The devices and systems of the second vehicle may be communicatively coupled to each other via the second communication system 136. The second communication system may be formed by communication paths provided by or extending in conductive paths (e.g., cables, buses, etc., such as Ethernet cables or connectors) and / or wireless paths.

[0036] In one or more embodiments, the first vehicle and / or the second vehicle can be powered by one or more different fuels and / or energy types. About fuel, in one embodiment, the fuel can be a single fuel type, and in other embodiments, the fuel can be a mixture of multiple different fuels. In one example of a fuel mixture, the first fuel can be a liquid, and the second fuel can be a gas. Suitable liquid fuels can be diesel (conventional, biodiesel, HDRD, etc.), gasoline, kerosene, dimethyl ether (DME), alcohol, etc. Suitable gaseous fuels can be natural gas (methane) or short-chain hydrocarbons, hydrogen, ammonia, etc. In one embodiment, fuel can include stored energy as used herein. At this angle, battery charge state or compressed gas source, flywheel, fuel cell and other types of non-traditional fuel sources can be included. Optionally, vehicle and / or vehicle system can be powered by electrical energy (e.g., direct current and / or alternating current). One or more energy sources can provide electrical energy to one or more loads, and these energy sources can include one or more fuel cells.

[0037] In one or more embodiments, the first vehicle can be similar or substantially the same as the second vehicle. For example, the first vehicle and the second vehicle can be the same or can be similar types of vehicles, the same or similar brands and / or models, can include the same and / or similar systems and / or components, etc. In one or more embodiments, the first vehicle and the second vehicle can each include an engine or other propulsion generation system capable of generating the same or substantially the same amount of traction (e.g., within about 5% of each other, within about 10% of each other, etc.).

[0038] Alternatively, the first vehicle may be different from the second vehicle. For example, the first vehicle may include a power generation system (e.g., an engine, etc.) capable of generating a first amount of tractive force, and the second vehicle may include a power generation system (e.g., an engine, etc.) capable of generating a second amount of tractive force, wherein the second amount of tractive force is different from the first amount of tractive force generated by the first propulsion system of the first vehicle. The tractive force generated by the first vehicle may be combined with the tractive force generated by the second vehicle to control the movement of the load 150.

[0039] The first vehicle includes a first coupler 126 disposed at the first end 120 of the first vehicle and a second coupler 128 disposed at the second end 122 of the first vehicle. The second vehicle includes a third coupler 146 disposed at the first end 121 of the second vehicle and a fourth coupler 148 disposed at the second end 123 of the second vehicle. The couplers of the first vehicle and the second vehicle may be compatible with each other, so that the first coupler and the second coupler of the first vehicle can be connected to the third coupler and / or the fourth coupler of the second vehicle. In addition, the load includes a load coupler 156 compatible with any of the couplers of the first vehicle and / or the second vehicle.

[0040] The first communication system 116 of the first vehicle also includes a first communication cable 127 accessible from a first end of the first vehicle and a second communication cable 129 accessible from a second end of the first vehicle. In one or more embodiments, the first communication cable and the second communication cable may include one or more coupling features or components that allow the first communication cable and the second communication cable to be electrically and mechanically coupled to another cable, to an electrical connector, etc. The first communication cable and the second communication cable may be operably coupled (e.g., via a wired and / or wireless connection) to a first controller of the first vehicle, a communication system of an off-board control system, etc.

[0041] The second communication system 136 of the second vehicle includes a third communication cable 147 accessible from a first end of the second vehicle and a fourth communication cable 149 accessible from a second end of the second vehicle. In one or more embodiments, the third communication cable and the fourth communication cable may include one or more coupling features or components that allow the third communication cable and the fourth communication cable to be electrically and mechanically coupled to another cable, to an electrical connector, or the like.

[0042] In one or more embodiments, the first communication cable, the second communication cable, the third communication cable, and the fourth communication cable may allow the first communication system and the second communication system to communicate via a standard wired protocol (e.g., SAE J1939, RS422, etc.). Optionally, the communication cables may allow the first communication system and the second communication system to communicate via an alternative wired protocol or method, such as using Ethernet to communicate, discrete and / or analog signals to drive components of connected vehicles, etc.

[0043] In the illustrated embodiment, the second communication cable 129 of the first vehicle (e.g., disposed at the second end 122 of the first vehicle) is electrically and mechanically coupled with the third communication cable 147 of the second vehicle (e.g., disposed at the first end 121 of the second vehicle). Additionally, the second coupler of the first vehicle is mechanically coupled with the third coupler of the second vehicle to form a coupling system 138. The load coupler of the load is mechanically coupled with the fourth coupler of the second vehicle to mechanically couple the load with the first vehicle and the second vehicle to form a vehicle system.

[0044] In the illustrated embodiment, the first communication cable, the second communication cable, the third communication cable and the fourth communication cable are arranged to be close to the corresponding first connector, the second connector, the third connector and the fourth connector of the first vehicle and the second vehicle. Optionally, one or more of the communication cables may be arranged at another position or location of the first vehicle and / or the second vehicle, respectively. For example, the second communication cable 129 may not extend to the outside of the second end 122 of the first vehicle, and may include a coupling connector near the second end of the first vehicle, which allows the third communication cable to be electrically and mechanically coupled to the second communication cable.

[0045] In one or more embodiments, one of the first controller of the first vehicle or the second controller of the second vehicle may be referred to as a multi-unit (MU) controller, such that the first controller or the second controller may include and / or incorporate a programmed computer processor control of one or more vehicles. For example, the first controller may be capable of controlling one or more operations of the second vehicle (e.g., propulsion settings, brake settings, etc.). As another example, the second controller on the second vehicle may be a multi-unit controller and may be capable of controlling one or more operations of the first vehicle. For example, controlling the propulsion settings and / or brake settings of the first vehicle and the second vehicle allows the first vehicle and the second vehicle to generate traction that can be combined to control the movement of the load.

[0046] One of the first controller or the second controller may generate a control signal and transmit the control signal to the other of the first controller or the second controller via a communication cable. The control signal may allow the first controller or the second controller to automatically control one or more operating settings of the other vehicle. For example, one of the first controller or the second controller may be able to override control of the other vehicle by the other controller and remotely and automatically control the operation of the propulsion system of the other vehicle (e.g., without operator input).

[0047] In one embodiment, the first controller may represent an MU controller and may generate one or more vehicle control signals that instruct the first vehicle and the second vehicle how to operate. The first communication system may transmit the vehicle control signals to the second vehicle via a second communication cable 129 that is electrically and mechanically coupled to the third communication cable 147 of the second vehicle. In another embodiment, the second controller may represent an MU controller and may generate vehicle control signals that instruct the first vehicle and the second vehicle how to operate. The second communication system may transmit the vehicle control signals to the first vehicle via a third communication cable that is electrically and mechanically coupled to the second communication cable of the first vehicle.

[0048] In another embodiment, the off-board controller 104 may represent a MU controller and may generate one or more vehicle control signals that instruct the first vehicle and the second vehicle how to operate. The off-board communication system may wirelessly transmit the vehicle control signal to the first vehicle and / or the second vehicle. In one embodiment, the off-board communication system may wirelessly transmit the vehicle control signal to both the first vehicle and the second vehicle. In another embodiment, the off-board communication system may wirelessly transmit the vehicle control signal to one of the first vehicle or the second vehicle, and the first vehicle or the second vehicle may transmit the control signal to the other of the first vehicle or the second vehicle via a communication cable to control the operation of the other vehicle.

[0049] In one or more embodiments, it may be necessary to understand the type and / or arrangement of the first vehicle and the second vehicle relative to each other in order for the MU controller to determine how the first vehicle and the second vehicle will operate and generate vehicle control signals. Figure 3 A flowchart 300 of one example of a method for communicatively coupling and controlling the operation of two or more vehicles according to one embodiment is illustrated. In one or more embodiments, one or more steps of the method may be omitted, performed in an alternative order, repeated, or any combination thereof.

[0050] At step 302, a first communication system of a first vehicle may be communicatively coupled to a second communication system of a second vehicle. Figure 1In the illustrated embodiment shown in FIG, the first communication system 116 of the first vehicle is communicatively coupled to the second communication system 136 of the second vehicle via a second communication cable 129 operably coupled to a third communication cable 147. In an alternative embodiment, the first communication system and the second communication system may be communicatively coupled via a wireless communication path. In another embodiment, one or both of the first communication system and the second communication system may be wirelessly communicatively coupled to an off-board communication system.

[0051] In one embodiment, the communication systems and / or off-board controllers of the first and second vehicles may interact with each other and / or other systems via one or more communication types. Suitable communication types may include, but are not limited to, cellular networks (e.g., Global System for Mobile Communications (GSM)), mesh networks using Ethernet standards, wireless communication methods and / or protocols (e.g., Bluetooth, bit-banging signal transmission, etc.), wired communication systems and / or protocols (e.g., SAE-J1939, RS422, etc.), radio and shortwave communication types, etc.

[0052] In one or more embodiments, in the presence of two or more types of communication, one or more communication systems in the communication system may translate some or all of the data stream from one type to another. Similarly, different data protocols may be used. Such translation may allow one or more communication systems in the communication system to act as a delivery point for data transmission. Translation may allow different types of equipment (e.g., a first vehicle and a second vehicle may each use a different type of communication to communicate with each other via a communication system). The communication system may switch types, protocols, and / or communication paths in response to the delegation of a signal or a failure of a path. This may provide redundancy for the communication performed by the communication system. In one embodiment, one or more communication systems in the communication system may decrypt, decompile or decompose information, parse information, and send together with all or part of the message (e.g., alone or in combination with new data, or in combination with encryption, or both). Optionally, the communication system may be the same or similar to other communication systems or communication devices described herein.

[0053] At step 304, the orientation of the second vehicle relative to the orientation of the first vehicle is determined. Figure 1In the illustrated embodiment shown in , the first vehicle and the second vehicle have a common orientation. For example, the first end 120 of the first vehicle faces the direction of movement 118 of the vehicle system. In addition, the first end 121 of the second vehicle also faces the direction of movement of the vehicle system. For example, the second end 122 of the first vehicle faces toward the first end 121 of the second vehicle, so that the second connector 128 of the first vehicle is operably connected to the third connector 146 of the second vehicle. In addition, the second communication cable 129 is operably connected to the third communication cable 147.

[0054] In one or more embodiments, the first vehicle and / or the second vehicle may have an alternative orientation relative to the direction of movement of the vehicle system. FIG. 6A to FIG. 6C Alternative examples of the orientation of the first vehicle relative to the orientation of the second vehicle are illustrated. For example, Fig. 6A A first arrangement 600 is illustrated, which includes a first vehicle 610 oriented with a first end 620 facing the direction of movement of the vehicle system. A second vehicle 630 is oriented with a second end 623 of the second vehicle facing the direction of movement of the vehicle system. For example, the second end 622 of the first vehicle is operably coupled to the second end 623 of the second vehicle.

[0055] In another example, Figure 6B A second arrangement 602 is illustrated, which includes a first vehicle 610 oriented with a second end 622 of the first vehicle facing toward the direction of movement 118 of the vehicle system, and a second vehicle 630 oriented with a first end 621 of the second vehicle facing toward the direction of movement of the vehicle system. For example, the first end 620 of the first vehicle faces toward the first end 621 of the second vehicle and is operably coupled to the first end of the second vehicle.

[0056] In another example, Figure 6C A third arrangement 604 is illustrated, the third arrangement including a first vehicle oriented with a second end of the first vehicle facing toward the direction of movement of the vehicle system, and a second vehicle oriented with a second end of the second vehicle facing toward the direction of movement of the vehicle system. For example, the first end of the first vehicle faces toward the second end of the second vehicle and is operably coupled to the second end of the second vehicle.

[0057] In one or more embodiments, a first controller of a first vehicle may receive one or more signals from a second vehicle, and the first controller may determine an orientation of the second vehicle relative to an orientation of the first vehicle based at least in part on the one or more signals from the second vehicle. For example, the first and second communications cables and the third and fourth communications cables may be configured to transmit unique signals and / or messages to the first controller, for example. The orientation of the first and / or second vehicles may be determined based on unique messages, message-based identification, etc.

[0058] In one or more embodiments, the orientation of the second vehicle relative to the orientation of the first vehicle can be determined based on voltage detection of one or more different resistor network circuits. For example, a second communication cable (e.g., Figure 1 ) can generate a first state of a voltage conducted between the second communication cable and the third communication cable. Alternatively, the second communication cable (eg, Fig. 6A ) can generate a second state of the voltage conducted between the second communication cable and the fourth communication cable.

[0059] In one or more embodiments, the orientation of the first vehicle and / or the orientation of the second vehicle may be manually determined and / or entered (e.g., into the first controller and / or the second controller) by one or more operators of the vehicle system. The operator may be on a vehicle system in the vehicle system, may be located outside the vehicle system, and so on. Optionally, the orientation of the first vehicle and / or the orientation of the second vehicle may be determined based on a different discrete signal facing the front connector relative to a discrete signal facing the rear connector. For example, the first end of the first vehicle may be associated with the first pin, and the second end of the first vehicle may be associated with the second pin. In addition, the first end of the second vehicle may be associated with the third pin, and the second end of the second vehicle may be associated with the fourth pin. The first controller and / or the second controller may monitor the first pin, the second pin, the third pin, and / or the fourth pin to determine how the first vehicle and the second vehicle are oriented.

[0060] In one or more embodiments, the first controller and / or the second controller may lock the coupling system 138 in response to determining the orientation of the second vehicle relative to the orientation of the first vehicle. For example, the first controller and / or the second controller may prohibit the first vehicle's coupler from being operably coupled to the second vehicle's coupler from being disengaged or otherwise separated. Optionally, the coupling command of the first vehicle and the second vehicle may be based on the orientation of the first vehicle and the second vehicle. For example, in Figure 1In the illustrated embodiment, the rear coupling command of the first vehicle (e.g., the second coupler 128) can be transmitted to the rear coupling command of the second vehicle (e.g., the fourth coupler 148) so that the first vehicle and the second vehicle can be operated and / or function as a single vehicle. For example, in the case where the first vehicle and the second vehicle are not mechanically coupled together, the second end of the second vehicle (e.g., the fourth coupler) can be controlled to function as the second end of the first vehicle (e.g., the second coupler) would be controlled.

[0061] Return to Figure 3 At step 306, a type of the first vehicle and a type of the second vehicle may be determined. The types of the first vehicle and the second vehicle may be based on a brand of the vehicle, a model of the vehicle, a series of the vehicle, and / or other classifications, etc. Optionally, the types of the first vehicle and the second vehicle may be based on a brand, model, type, and / or classification of a propulsion system of the vehicle. For example, the propulsion system of the first vehicle may include an engine capable of generating a first amount of tractive force, and the propulsion system of the second vehicle may include an engine capable of generating a second amount of tractive force. The first amount of tractive force and the second amount of tractive force may be the same or substantially the same (e.g., within about 2%, within about 5%, within about 10%, within about 20%, etc.), or the first amount of tractive force and the second amount of tractive force may be different.

[0062] For example, Figure 4 Table 400 is illustrated indicating a type 410 of a first vehicle 402 and a second vehicle 404. In the illustrated example, the first vehicle is of the same type (e.g., brand, model, classification, series, etc.) as the type of the second vehicle. The first vehicle operating at a first operating setting is capable of generating a first amount of tractive effort 412, and the second vehicle operating at the same first operating setting as the first vehicle is capable of generating a second amount of tractive effort 414 that is substantially the same as the first amount of tractive effort. The first amount of tractive effort and the second amount of tractive effort may be combined to generate an amount of tractive effort that may be used to control ( Figure 1 The combined traction force 420 of the movement of the load (shown in FIG. 4 ) is shown.

[0063] The figure illustrates a table 500 of vehicle types 510 according to another example. In the illustrated embodiment, a first vehicle 502 is identified as a vehicle of the first type, a second vehicle 504 is identified as a vehicle of the second type, and a third vehicle 506 is identified as a vehicle of the same second type. The first vehicle operating under a first operating setting is capable of generating a first amount of traction 512, a second vehicle operating under the same first operating setting is capable of generating a second amount of traction 514 (different from the first amount of traction), and a third vehicle operating under the same first operating setting is capable of generating a third amount of traction 516 (the same or substantially the same as the second amount of traction generated by the second vehicle). The first amount of traction, the second amount of traction, and the third amount of traction can be combined to generate a combined traction 520 that can be used to control the movement of a load.

[0064] Return to Figure 3 At step 308, in response to determining the orientation of the first vehicle and the second vehicle and determining the type of the first vehicle and the second vehicle, a first set of vehicle control signals may be generated. In one or more embodiments, the first vehicle may be referred to as a master vehicle, a lead vehicle, etc., and the first controller 114 of the first vehicle may generate a first set of vehicle control signals that can be used to control the operation of the first vehicle and the second vehicle. Optionally, an off-board controller may generate the first set of vehicle control signals and may wirelessly transmit the first set of vehicle control signals to the first vehicle and / or the second vehicle. Optionally, the second vehicle may be referred to as a master vehicle, and the second controller 134 of the second vehicle may generate the first set of vehicle control signals.

[0065] The first set of vehicle control signals may be based at least in part on the type of the first vehicle and / or the second vehicle, the orientation of the first vehicle and / or the second vehicle, the loads that the first vehicle and the second vehicle (and / or additional vehicles) may be configured to move, etc. Optionally, the first set of vehicle control signals may be based on one or more additional and / or alternative factors, such as environmental conditions (e.g., temperature, humidity, pressure, etc.), the presence or absence of precipitation (e.g., rain, snow, sleet, fog, etc.), the geographic location of the vehicle system (e.g., the altitude level of the route), other loads that need to be moved based on the travel plans and / or locations (e.g., within a railroad yard) of other vehicle systems, etc.

[0066] At step 310, a first set of vehicle control signals may be communicated between the first communication system and the second communication system. In one embodiment, a first controller may generate the first set of vehicle control signals and may cause the first set of vehicle control signals to communicate with the second communication system. In another embodiment, a second controller may generate the first set of vehicle control signals and may cause the first set of vehicle control signals to communicate with the first communication system. In another embodiment, an off-board controller may generate the first set of vehicle control signals and may cause the first set of vehicle control signals to communicate with one or both of the first communication system or the second communication system. Optionally, the first communication system may receive the first set of vehicle control signals from the off-board controller and may relay the control signals to the second communication system.

[0067] At step 312, the first vehicle and the second vehicle may be controlled to operate according to the first set of vehicle control signals. For example, both the first vehicle and the second vehicle may be controlled to operate without operator intervention according to the first set of vehicle control signals. In one or more embodiments, the first controller enables the first set of vehicle control signals to communicate with the second vehicle, which may allow the first controller to remotely and / or automatically control the operation of the second vehicle according to the first set of vehicle control signals. For example, the first controller may override the control of the second vehicle by the second controller. The first vehicle and the second vehicle may be controlled to operate together in unison, such as as a single vehicle. For example, the first vehicle and the second vehicle operated in unison may be similar to a single larger vehicle capable of generating a combined traction force that may otherwise be generated separately and / or independently by the first vehicle and the second vehicle. Optionally, operating the first vehicle and the second vehicle together allows the first vehicle and the second vehicle to operate as a single vehicle capable of generating a combined first amount of traction force and a second amount of traction force.

[0068] In one or more embodiments, the first set of vehicle control signals may indicate operating settings for the first vehicle and the second vehicle. For example, the first set of vehicle control signals may indicate and / or instruct the first vehicle to operate according to a first operating setting (e.g., a first throttle or gear setting, a first brake setting, etc.), and may indicate and / or instruct the second vehicle to operate according to a second operating setting. In one or more embodiments, in response to the first vehicle and the second vehicle being of the same or common type, the first operating setting of the first vehicle may be substantially the same as the second operating setting of the second vehicle. For example, the first vehicle and the second vehicle may be controlled to operate according to the same operating setting (e.g., the same throttle or gear setting, etc.). Alternatively, in response to the first vehicle and the second vehicle being different types of vehicles, the first operating setting may be different from the second operating setting of the second vehicle. For example, the first operating setting may instruct the first vehicle to operate with a 2-stage gear setting, and the second operating setting may instruct the second vehicle to operate with a 4-stage gear setting.

[0069] At step 314, a first propulsion system of a first vehicle may generate a first amount of tractive effort in response to the first vehicle being controlled to operate according to the first set of vehicle control signals. Additionally, at step 316, a second propulsion system of a second vehicle may generate a second amount of tractive effort in response to the second vehicle being controlled to operate according to the first set of vehicle control signals.

[0070] At step 318, the first amount of tractive force and the second amount of tractive force generated by the first propulsion system and the second propulsion system, respectively, may be combined. For example, the first propulsion system may generate a first amount of tractive force, and the second propulsion system may generate a second amount of tractive force that may be combined with the first amount of tractive force to control movement of the load. At step 320, movement of the load operatively coupled to the first vehicle and the second vehicle may be controlled based at least in part on the combined tractive forces of the first vehicle and the second vehicle.

[0071] In one or more embodiments, in response to the first vehicle and the second vehicle being controlled to operate according to the first set of vehicle control signals, the first controller or the second controller may receive one or more signals from the other of the first controller or the second controller. One or more signals may include and / or indicate one or more operating conditions of the other vehicle. For example, the first controller may receive a signal indicating the operating condition of the second vehicle from the second controller. In one or more embodiments, the signal may indicate that the amount of traction between the wheels of the second vehicle and the route is less than the desired or expected amount of traction. For example, one or more wheels of the second vehicle may be experiencing slippage or may be sliding relative to the route. In one or more embodiments, the first controller may determine the second set of vehicle control signals based at least in part on one or more signals received from the second vehicle. For example, the second set of vehicle control signals may include different throttle or gear settings, such as to compensate for slippage between one or more wheels of the second vehicle and the route. The first communication system may enable the second set of vehicle control signals to communicate with the second controller to control the operation of the second vehicle according to the second set of vehicle control signals.

[0072] In one embodiment, the vehicle control system, the off-board controller, the first controller and / or the second controller may have a deployed local data collection system that can use machine learning to achieve a learning result based on derivation. The vehicle control system can learn from the group of data and make decisions on it by making data-driven predictions and adjusting according to a group of data (including data provided by various sensors). In an embodiment, machine learning may involve performing multiple machine learning tasks such as supervised learning, unsupervised learning and reinforcement learning through a machine learning system. Supervised learning may include presenting a set of example inputs and expected outputs to the machine learning system. Unsupervised learning may include constructing a learning algorithm for its input by methods such as pattern detection and / or feature learning. Reinforcement learning may include that the machine learning system is executed in a dynamic environment and then provides feedback on correct and incorrect decisions. In an example, machine learning may include multiple other tasks based on the output of the machine learning system. In an example, a task may be a machine learning problem such as classification, regression, clustering, density estimation, dimensionality reduction, anomaly detection, etc. In an example, machine learning may include a variety of mathematical and statistical techniques. In an example, many types of machine learning algorithms may include decision tree-based learning, association rule learning, deep learning, artificial neural networks, genetic learning algorithms, inductive logic programming, support vector machines (SVM), Bayesian networks, reinforcement learning, representation learning, rule-based machine learning, sparse dictionary learning, similarity and metric learning, learning classifier systems (LCS), logistic regression, random forests, K-means, gradient boosting, K-nearest neighbor methods (KNN), a priori algorithms, etc. In an embodiment, certain machine learning algorithms may be used (e.g., for solving both constrained optimization problems and unconstrained optimization problems that can be based on natural selection). In an example, the algorithm may be used to solve mixed integer programming problems in which some components are restricted to integer values. Algorithms and machine learning techniques and systems may be used for computational intelligence systems, computer vision, natural language processing (NLP), recommendation systems, reinforcement learning, building graphical models, etc. In an example, machine learning may be used for vehicle performance and behavior analysis, etc.

[0073] In one embodiment, the vehicle control system may include a strategy engine that can apply one or more strategies. These strategies may be based at least in part on the characteristics of a given project of a device or environment. With respect to control strategies, a neural network may receive inputs of multiple environmental and mission-related parameters. These parameters may include the identification of the determined itinerary plan of the vehicle group, data from various sensors, and positioning and / or location data. The neural network may be trained to generate outputs based on these inputs, which represent the actions or action sequences that the vehicle group should take in order to complete the itinerary plan. During the operation of an embodiment, the input may be processed by the parameters of the neural network to generate a value at the output node that specifies the action as the desired action to be determined. The action may be converted into a signal that enables the vehicle to operate. This may be achieved via back propagation, a feedforward process, closed-loop feedback, or open-loop feedback. Alternatively, the machine learning system of the vehicle control system may use evolutionary strategy techniques to adjust the various parameters of the artificial neural network instead of using back propagation. The vehicle control system may use a neural network architecture with a function (e.g., a non-convex function) that may not always be solvable using back propagation. In one embodiment, the neural network has a set of parameters representing the weights of its node connections. Multiple copies of the network are generated, and then the parameters are adjusted differently and simulated. Once the outputs from the various models are obtained, their performance can be evaluated using the determined success metric. The best model is selected, and the vehicle control system executes the plan to achieve the desired input data to reflect the predicted best outcome scenario. Additionally, the success metric can be a combination of optimization results that can be weighted relative to each other.

[0074] The vehicle control system may use such artificial intelligence or machine learning to receive input (e.g., a position or change in position), select an operating mode for one or more functional devices of the HOV unit and / or EOV unit using a model that associates the position with different operating modes, and then provide an output (e.g., an operating mode selected using the model). The vehicle control system may receive additional inputs for changes to the selected operating mode, such as analysis of noise or interference (or the absence thereof) in the communication signal, operator input, etc., which additional inputs indicate whether the operating mode selected by the machine provides the desired results. Based on the additional inputs, the vehicle control system may change the model, such as by changing the operating mode that will be selected when a similar or same position or change in position is received at the next time or iteration. The vehicle control system may then use the changed or updated model again to select an operating mode, receive feedback about the selected operating mode, change or update the model again, etc., repeatedly improving or changing the model using artificial intelligence or machine learning in additional iterations.

[0075] According to one example or aspect, a vehicle control system includes a first controller including one or more processors that control the operation of a first vehicle. The first controller is operably connected to a first communication system of the first vehicle. The vehicle control system includes a second controller including one or more processors that control the operation of a second vehicle. The second controller is operably connected to a second communication system of the second vehicle. The first controller determines the orientation of the second vehicle relative to the orientation of the first vehicle and identifies the type of the second vehicle. The first controller generates a first set of vehicle control signals based at least in part on the orientation of the second vehicle and the type of the second vehicle. The first communication system communicates the first set of vehicle control signals with the second communication system. The first controller overrides the control of the second vehicle by the second controller to control the operation of the first vehicle and the second vehicle according to the first set of vehicle control signals.

[0076] Optionally, the first controller may receive one or more signals from the second controller, and the first controller may determine the orientation of the second vehicle relative to the orientation of the first vehicle based at least in part on the one or more signals. Optionally, the first communication system may be communicatively coupled to the second communication system via one or more of a wired communication path or a wireless communication path. Optionally, the first controller may remotely control the operation of the second vehicle via a first set of vehicle control signals. Optionally, the first vehicle may operate at a first operating setting, and the second vehicle may operate at the first operating setting based at least in part on the first set of vehicle control signals. Optionally, the propulsion system of the first vehicle may generate a first amount of traction in response to the first vehicle operating at the first operating setting, and the propulsion system of the second vehicle may generate a second amount of traction in response to the second vehicle operating at the first operating setting. Optionally, the first amount of traction generated by the propulsion system of the first vehicle may be combined with the second amount of traction generated by the propulsion system of the second vehicle to control the movement of a load operably coupled to the first vehicle and the second vehicle. Optionally, the first controller may determine that the propulsion system of the first vehicle is the same as the propulsion system of the second vehicle based at least in part on the type of the second vehicle. A first amount of traction generated by the propulsion system of the first vehicle operating under the first operating setting may be substantially the same as a second amount of traction generated by the second propulsion system of the second vehicle operating under the first operating setting. Optionally, the first controller may determine that the propulsion system of the first vehicle is different from the propulsion system of the second vehicle based at least in part on the type of the second vehicle. A first amount of traction generated by the propulsion system of the first vehicle operating under the first operating setting may be different from a second amount of traction generated by the propulsion system of the second vehicle operating under the first operating setting. Optionally, the first vehicle may be operably coupled to the second vehicle via a coupling system. Optionally, the first controller may receive one or more signals indicating one or more operating conditions of the second vehicle from the second controller in response to the second vehicle operating according to the first set of vehicle control signals. Optionally, the first controller may generate a second set of vehicle control signals based at least in part on one or more signals received from the second controller. The first communication system may transmit the second set of vehicle control signals to the second communication system.The first controller may override control of the second vehicle by the second controller to control operation of the first vehicle and the second vehicle according to the second set of vehicle control signals.

[0077] According to one example or aspect, a method includes communicatively coupling a first communication system of a first vehicle with a second communication system of a second vehicle. Determining an orientation of the second vehicle relative to the orientation of the first vehicle, and identifying a type of the second vehicle. Generating a first set of vehicle control signals using a first controller based at least in part on the orientation of the second vehicle and the type of the second vehicle. Communicating the first set of vehicle control signals with the second communication system of the second vehicle. The second vehicle includes a second controller that controls the operation of the second vehicle. Overriding control of the second vehicle by the second controller to control the operation of the first vehicle and the second vehicle according to the first set of vehicle control signals.

[0078] Optionally, the method may include receiving one or more signals from a second controller, and determining an orientation of the second vehicle relative to the first vehicle based at least in part on the one or more signals. Optionally, the method may include operating the first vehicle at a first operating setting based at least in part on the first set of vehicle control signals, and operating the second vehicle at the first operating setting based at least in part on the first set of vehicle control signals. Optionally, the method may include generating a first amount of traction using a propulsion system of the first vehicle in response to the first vehicle operating at the first operating setting, and generating a second amount of traction using a propulsion system of the second vehicle in response to the second vehicle operating at the first operating setting. Optionally, the method may include combining the first amount of traction generated by the propulsion system of the first vehicle with the second amount of traction generated by the propulsion system of the second vehicle, and controlling movement of a load operably coupled to the first vehicle and the second vehicle using the combined first amount of traction and second amount of traction. Optionally, the method may include determining that a propulsion system of the first vehicle is different from a propulsion system of the second vehicle based at least in part on a type of the second vehicle; generating a first amount of tractive effort using the propulsion system of the first vehicle in response to the first vehicle operating at the first operating setting; and generating a second amount of tractive effort using the propulsion system of the second vehicle in response to the second vehicle operating at the first operating setting. The first amount of tractive effort generated by the propulsion system of the first vehicle is different from the second amount of tractive effort generated by the propulsion system of the second vehicle.

[0079] According to one example or aspect, a vehicle control system includes a first controller having one or more processors that control the operation of a first vehicle, and a first communication system disposed on the first vehicle. A second controller includes one or more processors that control the operation of a second vehicle. The second communication system is disposed on the second vehicle. The first controller determines an orientation of the second vehicle relative to the orientation of the first vehicle, and identifies a type of the second vehicle. The first controller generates a first set of vehicle control signals based at least in part on the orientation of the second vehicle and the type of the second vehicle. The first communication system communicates the first set of vehicle control signals with the second communication system. The first controller controls the operation of a propulsion system of the first vehicle to generate a first amount of traction according to the first set of vehicle control signals. The first controller overrides control of the propulsion system of the second vehicle by the second controller to control the operation of the propulsion system of the second vehicle to generate a second amount of traction according to the first set of vehicle control signals. The first amount of traction is combined with the second amount of traction to control movement of a load operably coupled to the first vehicle and the second vehicle.

[0080] The use of phrases such as “one or more of and,” “one or more of or,” “at least one of and,” and “at least one of or” is intended to encompass including only a single item in the items in conjunction with the phrase, at least one item in each of the items in conjunction with the phrase, or multiple items in any or each of the items in conjunction with the phrase. For example, “one or more of A, B, and C,” “one or more of A, B, or C,” “at least one of A, B, and C,” and “at least one of A, B, or C” may each mean (1) at least one A, (2) at least one B, (3) at least one C, (4) at least one A and at least one B, (5) at least one A, at least one B, and at least one C, (6) at least one B and at least one C, or (7) at least one A and at least one C.

[0081] As used herein, the terms "processor" and "computer" and related terms such as "processing device", "computing device" and "controller" may not be limited to those integrated circuits known in the art as computers, but also refer to microcontrollers, microcomputers, programmable logic controllers (PLCs), field programmable gate arrays and application-specific integrated circuits and other programmable circuits. Suitable memory may include, for example, computer-readable media. Computer-readable media may be, for example, random access memory (RAM), computer-readable non-volatile media such as flash memory. The term "non-transitory computer-readable medium" means a tangible computer-based device implemented for short-term and long-term storage of information (such as computer-readable instructions, data structures, program modules and submodules, or other data in another device). Therefore, the methods described herein may be encoded as executable instructions embodied in tangible, non-transitory computer-readable media (including but not limited to storage devices and / or memory devices). Such instructions, when executed by a processor, cause the processor to perform at least a portion of the methods described herein. Thus, the term includes tangible computer-readable media, including but not limited to non-transitory computer storage devices, including but not limited to volatile and non-volatile media, and removable and non-removable media, such as firmware, physical and virtual storage devices, CD-ROMs, DVDs, and other digital sources, such as a network or the Internet.

[0082] As used herein, an element or step described in singular form and beginning with the word "one" or "an" does not exclude the plural form of the element or operation, unless such exclusion is explicitly stated. In addition, reference to "an embodiment" of the present application does not exclude the existence of additional embodiments incorporating the features. In addition, unless explicitly stated to the contrary, an embodiment "includes", "has" an element or multiple elements with a specific property may include additional such elements without the property. In the appended claims, the terms "comprise" and "in which" are used as the colloquial English equivalents of the corresponding terms "include" and "in which". In addition, in the following claims, the terms "first", "second" and "third" etc. are only used as marks, and do not impose numerical requirements on their objects. In addition, the limitations of the following claims are not written in a device plus function format, unless and until such claim limitations explicitly use the phrase "device for ...", followed by a statement of the function without further structure.

[0083] This written description uses examples to disclose several embodiments of the subject matter, including the best mode, and to enable a person skilled in the art to practice the embodiments of the subject matter, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the subject matter is defined by the claims, and may include other examples that occur to a person skilled in the art. Such other examples are intended to fall 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 insignificant differences from the literal language of the claims.

Claims

1. A vehicle control system, comprising: a first controller comprising one or more processors configured to control operation of a first vehicle, the first controller being operably coupled to a first communication system of the first vehicle; and a second controller including one or more processors configured to control operation of a second vehicle, the second controller being operably coupled to a second communication system of the second vehicle, The first controller is configured to determine an orientation of the second vehicle relative to an orientation of the first vehicle and to identify a type of the second vehicle, The first controller is configured to generate a first set of vehicle control signals based at least in part on the orientation of the second vehicle and the type of the second vehicle, The first communication system is configured to communicate the first set of vehicle control signals to the second communication system, wherein the first controller is configured to override control of the second vehicle by the second controller to control operation of the first and second vehicles according to the first set of vehicle control signals.

2. The vehicle control system according to claim 1, wherein: The first controller is configured to receive one or more signals from the second controller, the first controller being configured to determine the orientation of the second vehicle relative to the orientation of the first vehicle based at least in part on the one or more signals.

3. The vehicle control system according to claim 1, wherein: The first communication system is communicatively coupled to the second communication system via one or more of a wired communication path or a wireless communication path.

4. The vehicle control system according to claim 1, wherein: The first controller is configured to remotely control operation of the second vehicle via the first set of vehicle control signals.

5. The vehicle control system according to claim 1, wherein: The first vehicle is configured to operate in a first operating setting, and the second vehicle is configured to operate in the first operating setting based at least in part on the first set of vehicle control signals.

6. The vehicle control system according to claim 5, wherein: The propulsion system of the first vehicle is configured to generate a first amount of tractive effort in response to the first vehicle operating in the first operating setting, and the propulsion system of the second vehicle is configured to generate a second amount of tractive effort in response to the second vehicle operating in the first operating setting.

7. The vehicle control system according to claim 6, wherein: The first amount of tractive effort configured to be generated by the propulsion system of the first vehicle is configured to be combined with the second amount of tractive effort configured to be generated by the propulsion system of the second vehicle to control movement of a load operably coupled to the first vehicle and the second vehicle.

8. The vehicle control system according to claim 6, wherein: The first controller is configured to determine, based at least in part on the type of the second vehicle, that the propulsion system of the first vehicle is the same as the propulsion system of the second vehicle, wherein the first amount of traction generated by the propulsion system of the first vehicle operating under the first operating setting is substantially the same as the second amount of traction generated by the propulsion system of the second vehicle operating under the first operating setting.

9. A vehicle control method, comprising: Connecting a first communication system of a first vehicle to a second communication system of a second vehicle in a communicable manner; determining an orientation of the second vehicle relative to an orientation of the first vehicle; identifying a type of the second vehicle; generating, with a first controller, a first set of vehicle control signals based at least in part on the orientation of the second vehicle and the type of the second vehicle; communicating the first set of vehicle control signals to the second communication system of a second vehicle, the second vehicle including a second controller configured to control operation of the second vehicle; as well as Control of the second vehicle by the second controller is overridden to control operation of the first vehicle and the second vehicle according to the first set of vehicle control signals.

10. A vehicle control system, comprising: a first controller comprising one or more processors configured to control operation of a first vehicle; a first communication system, the first communication system being configured to be disposed on the first vehicle; a second controller comprising one or more processors configured to control operation of a second vehicle; and a second communication system, the second communication system being configured to be disposed on the second vehicle, the first controller being configured to determine an orientation of the second vehicle relative to an orientation of the first vehicle, the first controller being configured to identify a type of the second vehicle, the first controller being configured to generate a first set of vehicle control signals based at least in part on the orientation of the second vehicle and the type of the second vehicle, the first communication system being configured to communicate the first set of vehicle control signals to the second communication system, the first controller being configured to control operation of a propulsion system of the first vehicle to generate a first amount of tractive effort based on the first set of vehicle control signals, the first controller being configured to override control of the propulsion system of the second vehicle by the second controller to control operation of the propulsion system of the second vehicle to generate a second amount of tractive effort in accordance with the first set of vehicle control signals, and wherein the first amount of tractive force is configured to be combined with the second amount of tractive force to control movement of a load operably coupled to the first vehicle and the second vehicle.

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