SYSTEM AND METHOD FOR DETERMINING THE LOCATION OF A DESIGNATED POSITION OF A VEHICLE SYSTEM

Abstract

SYSTEM AND METHOD FOR DETERMINING THE LOCATION OF A DESIGNATED POSITION OF A VEHICLE SYSTEM. The invention relates to a method comprising obtaining a first range zone in which a designated position of a vehicle system can be determined to be located there, based at least in part on a distance calculated from a known location at a forward end of the vehicle system, which has been determined by a primary sensor. The forward end may be relative to a direction of travel. The method may also comprise obtaining a second range zone in which the designated position of the vehicle system can be determined to be located there by means of a different tail sensor, which may be located at a distance from the forward end of the vehicle system.The process may involve determining the degree of overlap, or lack thereof, of the first and second span zones and responding to a given degree of overlap. Figure for the abstract: Fig. 1.

Description

Title of the invention: SYSTEM AND METHOD FOR DETERMINING A LOCATION OF A DESIGNATED POSITION OF A VEHICLE SYSTEM CONTEXT Technical field.

[0001] Examples of the present invention relate to methods and systems for determining a location of a designated position in or on a vehicle system. State of the art.

[0002] Vehicle systems (e.g., rail vehicle systems or other vehicle systems that do not travel on rails or tracks) may consist of a single vehicle or multiple vehicles. With respect to multi-vehicle systems, the vehicles may be mechanically coupled to each other (e.g., by couplers) or logically but not mechanically coupled. Where vehicle systems may consist of multiple vehicles, it may be necessary to determine a location of a front end of the vehicle system, a rear end of the vehicle system, as well as portions of the vehicle system located between the front end and the rear end.

[0003] Current vehicle systems may include an on-board computer system at the front end of the vehicle system. The computer system may provide safety, navigation, and other functions for the vehicle system. To perform these functions, it may be useful to determine a location of the rear end. Currently, the location of the rear end of the vehicle system may be determined based on a location associated with the leading end location of the vehicle and tracing a known route of the vehicle to a distance specified by a length of the vehicle system, as specified by vehicle system personnel, for example. The location of the leading end of the vehicle may be determined using a global navigation satellite system (GNSS) receiver.

[0004] Many current systems use only this single data source to determine the rear end location of the vehicle system. Thus, when making safety-impacting decisions, current systems can account for a margin of safety uncertainty further behind the rear end of the vehicle system, where the actual rear end of the vehicle system may exist based on errors in data used to determine the location of the rear end. The safety margin may account for errors in the leading end position that may result from inaccuracies in the GNSS's determination of the location of the rear end of the vehicle system. However, the safety margin may not account for other sources of error, e.g., human error in inputting the length of the vehicle system, normal vehicle dynamics such as compression and stretching between vehicles, errors in a lane database, or the like. Current systems may not be able to adequately account for these sources of error without being practically large because there is no other source of information about the location of the rear end of the vehicle system.As a result, current systems may not be able to accurately and / or precisely determine the rear end location of the vehicle system with sufficient confidence to perform safety functions (e.g., to prevent another vehicle from colliding with the rear end of the vehicle system, to ensure that the rear end of the vehicle system is clear of a crossing, intersection or switch, etc.), and may require intervention by vehicle system personnel to confirm the rear end location of the vehicle system. It may be desirable to have a different system and method than those currently available. BRIEF DESCRIPTION

[0005] According to one example or aspect, the invention provides a method comprising obtaining a first range zone in which a designated position (e.g., a rear end) of a vehicle system can be determined to be located therein based at least in part on a calculated distance from a known location at a front end of the vehicle system that was determined by a main sensor. The front end may be relative to a direction of travel. The method may comprise obtaining a second range zone in which the designated position of the vehicle system can be determined to be located therein using a different tail sensor that may be located remote from the front end of the vehicle system.The method may include determining a degree of overlap, or lack thereof, of the first range area and the second range area and responding to a determined degree of overlap.

[0006] According to another example or aspect, the invention relates to a system comprising a first sensor, a second sensor and a controller having one or more processors. The first sensor can detect a location of a reference position of a vehicle system. The processors can calculate a first range area in which a designated position of the vehicle system can be determined to be located therein based at least in part on a calculated distance from the location of the reference position determined by the first sensor. The second sensor can detect a second range area in which the designated position of the vehicle system can be determined to be located therein. The controller can compare the first range area and the second range area and can respond to an overlap or lack of overlap of the first range area and the second range area.

[0007] According to one example or aspect, a method is provided that includes detecting a front location or first location of a first vehicle system using a first sensor or main sensor. The method may include adding a designated distance to the front location or first location to identify a calculated range of locations of a designated position of the first vehicle system. The method may include obtaining a detected location of the designated position of the first vehicle system using a tail sensor or second sensor.The method may include comparing the calculated range of potential locations of the designated position with an uncertainty range of the detected location of the designated position to determine whether the detected location of the designated position and the calculated range of potential locations of the designated position overlap or are within a threshold distance of each other. The method may include identifying a safety boundary at or within a rearmost range of the calculated range and the uncertainty range in response to the calculated range and the uncertainty range overlapping or being within the threshold distance of each other, or identifying the safety boundary at or within the calculated range in response to the calculated range and the uncertainty range not overlapping and not being within the threshold distance of each other.Brief description of the drawings.

[0008] The invention can be understood by reading the following description of non-limiting examples, with reference to the appended drawings, in which below:

[0009] [Fig. 1] illustrates an example location determination system that can determine a location of a designated position of a vehicle system;

[0010] [Fig.2] illustrates an example location determination system that can determine a location of a designated position of a vehicle system based on outputs from a main sensor;

[0011] [Fig.3] illustrates an example of a location determination system which can determining a location of a designated position of a vehicle system based on outputs from a tail sensor;

[0012] [Fig.4] illustrates an example of a location determination system which can determining a location of a designated position of a vehicle system based on outputs from a main sensor and a tail sensor;

[0013] [Fig.5] illustrates an example of a location determination system which can determine a location of a designated position of a vehicle system; and

[0014] [Fig.6] illustrates an example of a flowchart of a method for determining a location of a designated position of a vehicle system. DETAILED DESCRIPTION

[0015] Embodiments of the invention described herein may relate to methods and systems for determining a location of a designated position (e.g., a rear end position) of a vehicle system. The methods and systems may use more than one source of information in determining or calculating the location of the designated position (or other position) of the vehicle system. The methods and systems may increase confidence and reliability in determining the location of different positions of the vehicle system.This can increase the safety of operation of the vehicle system because having more precise locations (e.g., geographic locations) of different positions (e.g., a rear or tail end or the last vehicle in a convoy of vehicles) of the vehicle system can help ensure that other vehicles do not collide with the vehicle system, that the vehicle system is clear of an intersection, crossover, gate, or switch, and the like. Although one or more embodiments or examples described herein relate to determining locations of the rear end of a mechanically coupled vehicle system, not all embodiments or examples are necessarily limited to determining locations of this position.Other embodiments or examples may relate to determining a position in a vehicle system other than the rear end, such as a position several feet from the rear end, a middle position, a front position, or the like, in the vehicle system. Other embodiments may further include a vehicle, in a group of vehicles, that is distant from the lead or first vehicle.

[0016] The vehicles and vehicle systems described herein extend to multiple types of vehicles or vehicle systems. Suitable vehicle types may include automobiles, trucks (with or without trailers), rail vehicles or rail vehicle systems, buses, ships, 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 consist of a single vehicle or multiple vehicles. With respect to multi-vehicle systems, the vehicles may be mechanically coupled to each other (e.g., by couplers) or logically but not mechanically coupled. For example, vehicles may be logically but not mechanically coupled when the separate vehicles communicate with each other to coordinate the movements of the vehicles with each other so that the vehicles move together as a group.Vehicle systems can also be called vehicle groups, convoys, compounds, swarms, fleets, platoons, trains, etc.

[0017] [Fig. 1] illustrates an example of a location determination system 100 that may determine a location of a designated position 110 of a vehicle system 102. The vehicle system may travel along a route 104. The vehicle system may include, for example, a main vehicle 112 at a front end 114 of the vehicle system, a trailing vehicle 116 at a rear end of the vehicle system, and / or one or more intermediate vehicles 118 between the main vehicle and the trailing vehicle. Optionally, the vehicle system may include only the main vehicle and the trailing vehicle or only the main vehicle. As used herein, the front end of the vehicle may be the forward-most portion of the vehicle.However, the front end may be in a front half of the vehicle, without being the foremost part (e.g., the front end may be closer to the leading end of the vehicle system than the opposite end of the vehicle system). Similarly, the rear end of the vehicle may be a rearmost part of the vehicle. However, the rear end may be in a rear half of the vehicle, without being the rearmost part (e.g., the rear end may be closer to the rear end of the vehicle system than the opposite end of the vehicle system).

[0018] The location of the designated position that is determined may be a geocode, such as a geographic coordinate (e.g., longitude, latitude, and / or elevation), Universal Transverse Mercator (UTM) projection coordinates, Military Grid Reference System (MGRS) coordinates, or another grid location. The location of the designated position may be an absolute location (e.g., a precise and specific geographic location of a particular place on, above, or below the surface of the Earth that provides an exact reference point for locating the designated position on the planet). Optionally, the location may be a relative location, such as a location that is a calculated distance away from another location.

[0019] The vehicle system may include a controller 142. The controller may have hardware circuitry that may include and / or may be connected to one or more processors (e.g., one or more microprocessors, integrated circuits, microcontrollers, field-programmable gate arrays, etc.). The controller may represent one or more control units or devices operatively connectable to perform the operations described herein. In one embodiment, the one or more processors may be arranged in a single unitary control unit or controller. In another embodiment, the controller may include several different control units, and the processors may be distributed among the control units.The controller may include and / or be connected to a tangible, non-transitory computer-readable storage medium (e.g., a data storage device), referred to herein as memory. The memory may store program instructions (e.g., software) that are executed by one or more processors of the controller to perform the operations described herein. The program instructions may include one or more algorithms used by one or more processors of the controller to generate one or more outputs. In one example, one or more processors of the controller may implement machine learning or artificial intelligence (AI) systems to generate one or more outputs. The program instructions may provide functions, models, and / or neural networks used to generate the outputs.The program instructions may further dictate actions to be performed by a controller having one or more processors. While the controller shown in [Fig.l] may be represented in the vehicle system, in other examples the controller may be remote from the vehicle system.

[0020] In one example, the controller may include an on-board computer. The on-board computer may be part of a positive vehicle control (PVC) system. In one example, the controller may be separate from the PVC system. The PVC system may be a subsystem of the vehicle system that may communicate with an external PVC system. The controller may communicate with the PVC system. A PVC system may be a control system in which a vehicle system may be permitted to move, and / or may be permitted to move outside of a designated restricted manner (such as above a designated penalty speed limit), solely in response to receiving or continuously receiving one or more signals (e.g., received from outside the vehicle) that meet designated criteria, e.g., signals exhibiting designated characteristics (e.g., a designated waveform and / or content) and / or received at designated times (or other designated time criteria) and / or under designated conditions. The PVC system may include information about the route or vehicle system, e.g., a projected path plan, a route database, a route length, a route grade, a route curvature, a number of vehicles in the vehicle system, a vehicle system length, a vehicle system speed, a vehicle type in the vehicle system, a vehicle system weight, or the like. In one example, the on-board computer may include a negative vehicle control (NVC) system. The NVC may allow a vehicle to move unless a signal (limiting movement) is received.

[0021] The system may determine a length 130 of the vehicle system. In one example, the length may be calculated by adding the lengths of the vehicles and the estimated gap or gaps between the vehicles. The length may be added in a direction of travel of the vehicle system. Optionally, the length may be determined or entered by an operator or other crew member of the vehicle system, may be obtained from one or more sensors, may be received from one or more control systems, may be obtained from a vehicle database, may be learned from a vehicle manifest, or the like. Optionally, the length may be a default value or distance. In one example, the length of the vehicle system may be determined by measuring a distance between the front end and the rear end of the vehicle system.In one embodiment, a network-level vehicle coordination and management system may use the location data to ensure that a determined block portion of a route is clear of a first vehicle before allowing another vehicle to enter the block.

[0022] The system may include one or more sensors. A primary sensor 140 may be positioned at a reference position, for example, on the primary vehicle. In one example, the primary sensor may be positioned on another vehicle in the vehicle system. The primary sensor may include a navigation or positioning system, for example, a GNSS receiver such as a global positioning system (GPS) receiver, a dead reckoning mechanism using a wheel tachometer or other speed sensor, another wireless triangulation system, an inertial measurement unit that may include a digital accelerometer and gyroscope, or the like. The primary sensor may output data to the controller, and the controller may use the output to calculate a location of the reference position of the vehicle system, or the primary sensor itself may determine that location.This location may be or may include . a geographic coordinate (e.g., longitude, latitude, and / or altitude or elevation) or a location expressed on another grid. The location may be an absolute location (e.g., a geographic coordinate or a coordinate on another system) or a relative location (e.g., a distance from a designated location).

[0023] In one example, the primary sensor may include another positioning system, for example, a proximity sensor that may determine or assist in determining the location by detecting the presence of a target along the route and indicating the location where the target was read as the location. In another example, the primary sensor may be or may include an optical sensor (e.g., an infrared sensor, a camera, a proximity detector, etc.) that may scan, read, or identify an identification marker. This identification marker may be indicia printed on a sign, a wayside device, a building, a signal, a gate, or the like. The identification marker may be associated with a location along the route. When the optical sensor can scan or read the identification marker, the location of the identification marker may be used as the location of the optical sensor.

[0024] The controller may calculate a location 111 of the designated position of the vehicle system by using the location of the primary sensor and retracing the known route (e.g., a length of the route, an elevation of the route, a curve of the route, etc.) of the vehicle system to a distance specified as the length of the vehicle system. The controller may use inputs from the PVC system to retrace the route to the distance specified as the length of the vehicle system. In another example, the controller may use inputs by an operator or other control system to retrace the route to the distance specified as the length of the vehicle system. In one example, the route information (e.g., length, ground level, shape, contour, elevation, etc.) may be output to the controller by the PVC system.In other examples, the route information may be determined by one or more sensors, one or more databases, or the like. The vehicle system length may be output to the controller by the PVC system, by an operator, or by a crew member of the vehicle system. In other examples, the vehicle system length may be determined from the output of one or more sensors, one or more databases, or the like.

[0025] The location of the main sensor may be an absolute location and / or a relative location of the main sensor. The absolute location may be a geographic coordinate of the reference position, for example the front end of the vehicle system.

[0026] The location of the primary sensor may be based on a relative location. The relative location may be determined based on a proximity of the primary sensor to the route or a proximity of the primary sensor to a portion of the route such as a route block. A given route may consist of multiple route blocks. The route blocks may divide the route into smaller portions, where each route block may have a known location that may be included in the route database. In one example, an identification of the route and the route block may be stored in the route database and may be accessible to the vehicle system, or operators or components thereof. An identification of locations along the route and the route block may be stored in the route database.The route block may include wayside devices, such as a switch having a marker (e.g., a QR code or a tag) that can be read by the primary sensor. For example, the primary sensor may be a proximity sensor that can read and identify the marker in the wayside device when the primary sensor is within a predetermined distance of the marker. When the primary sensor reads the marker in the wayside device, the primary sensor may communicate the marker in the wayside device to the vehicle system controller. The marker in the wayside device may have a location that can be stored in the route database. The controller or primary sensor may obtain this location of the wayside device from the database using the identified marker.The main sensor may communicate a signal indicating the identification of the marker of the wayside device directly to the controller. The controller may use the location information associated with the marker stored in the route database to determine the location of the marker. The controller may use the location of the marker as the location of the reference position of the vehicle system.

[0027] In one example, the primary sensor may communicate the determined location of the reference position to the controller via a communication device 144. However, in one example, the primary sensor may communicate directly with the controller. The communication device may communicate with one or more other vehicle systems and / or other remote systems that are external to the vehicle system, such as an external controller, a background control system, an external crew member, or the like. The external controller may obtain updates on the location of the vehicle system and may communicate the location to other vehicle systems. The communication device may include or represent an antenna (as well as associated transceiver hardware circuitry and / or software applications) for wirelessly communicating with other vehicle systems and / or remote locations. Optionally, the communication device may communicate via one or more wired connections, such as a multiple unit (MU) cable, a utility line, an electrically actuated pneumatic (ECP) brake line, or the like.

[0028] The controller may incorporate an uncertainty margin 160 into the vehicle system's designated position location calculation. The uncertainty margin may represent a margin of error in the designated position location being calculated. This uncertainty margin may indicate different spaces where the designated position may actually be located (where the calculated location is inaccurate or imprecise). In one example, the uncertainty margin may be a distinct point. In another example, the uncertainty margin may be two or more points, constituting an uncertainty range. For example, the uncertainty margin may be a distance, such as 10 meters, 15 meters, 100 meters, or the like. The uncertainty range may be a space between the two or more points, an area encompassing the two or more points, a volume encompassing the two or more points, or the like.In one example, the uncertainty margin may be expressed as a percentage that may be a confidence level of the location calculation of the designated position. The uncertainty margin may be determined as an estimated standard deviation of error for each reported geographic location. The uncertainty margin may be calculated by the controller and may account for potential errors (e.g., sensor accuracy errors) in the inputs (e.g., determined locations) from the primary sensor. The uncertainty margin may be based on the GNSS position accuracy.

[0029] In one example, the margin of uncertainty may be located behind the calculated location of the designated position of the vehicle system along a direction of travel of the vehicle system. For example, the margin of uncertainty may extend further behind the designated position of the vehicle system. This may allow the margin of uncertainty to be communicated to the external control system and used as a barrier or boundary to prevent other vehicles or vehicle systems from approaching too closely and colliding with the rear end of the vehicle system. Optionally, the margin of uncertainty may be used to ensure that the designated position of the vehicle system has been cleared or is no longer located in a crossing, intersection, switch, gate, or the like.In one example, the margin of uncertainty may be in front of the calculated location of the designated position along a direction of travel of the vehicle system.

[0030] The errors used to determine uncertainty may include errors in the accuracy of the primary sensor, for example, an accuracy error margin of GNSS location. Errors may also include errors in determining vehicle system length, route length and / or curvature, or the like.

[0031] In one example, the uncertainty margin may be a default value. The default value may be determined based on historical data indicating uncertainty of historical locations determined for the designated position of the vehicle system relative to actual locations of the designated position of the vehicle system. When the historical locations may vary greatly from the actual locations or the historical locations may have large associated errors, the uncertainty margin may be larger. When the historical locations may vary less widely from the actual locations or may have smaller associated errors, the forward and backward location uncertainty may be smaller. The default values ​​of the forward and backward location uncertainty may be determined based on a formula derived from the historical data.

[0032] In one example, the uncertainty margin may be manually entered by a crew member of the vehicle system. In one example, the uncertainty margin may be calculated based on a speed of the vehicle system. In one example, when the speed of the vehicle system is faster, the uncertainty margin may be greater. When the speed of the vehicle system is slower, the uncertainty margin may be smaller. This may be because the measured location changes of the designated position change more rapidly during rapid movement, which may result in greater uncertainty in measuring the geographic location of the designated position (compared to slower movement).

[0033] Another source of uncertainty when determining the location of the designated position based on the primary sensor may be vehicle dynamic uncertainty. Vehicle dynamic uncertainty may correspond to variations in the length of the vehicle system that can be used to calculate the location of the designated position from the measured location of the primary sensor. Vehicle dynamic uncertainty may correspond to changes in the length of the vehicle system due to permissible movement between the vehicle couplings, for example, stretching or settling. Vehicle dynamic uncertainty may increase, or change in the opposite direction to the direction of travel, when vehicles in the vehicle system may stretch away from each other.Vehicle dynamic uncertainty may decrease, or change in the direction of motion, as vehicles in the vehicle system may move closer to each other by packing. Dynamic uncertainty . vehicle can estimate an average distance between vehicles in the vehicle system.

[0034] In one example, the estimated distance between vehicles may be between 6 inches and 75 inches. The average distance between vehicles may be multiplied by the number of vehicles in the vehicle system. This may provide an estimate of the total distance or length between vehicles in the vehicle system. In one example, the vehicle system may be commanded to operate in a compression mode to reduce gaps between adjacent vehicles in the vehicle system. In one example, the vehicle system may be commanded to operate in a stretch mode to increase gaps between adjacent vehicles in the vehicle system. The controller may receive the mode of operation of the vehicle system (e.g., compression, stretch, etc.) and may modify the calculated location of the designated position based on the mode of operation.Vehicle dynamics can change during a journey, so it can be useful to use vehicle dynamics uncertainty. Vehicle dynamics uncertainty can provide a range based on whether or not the vehicle can, for example, be in a fully compressed or fully stretched position. Determining vehicle dynamics uncertainty allows the length of the vehicle system to be more accurately estimated, and therefore the controller can more accurately calculate the location of the designated position.

[0035] The vehicle dynamics uncertainty may be calculated as a predetermined percentage of the total vehicle system length. For example, the vehicle dynamics uncertainty may be between 0.3% and 5% of the total vehicle system length. The vehicle dynamics uncertainty may be validated when the vehicle system is stopped to ensure that the vehicle system length has not changed more than the predetermined percentage of the total vehicle system length. When the vehicle system may be stopped, the length may be measured by the sensor(s). This measurement and validation when the vehicle system may be stopped may increase confidence in the vehicle dynamics uncertainty during movement of the vehicle system.

[0036] In one example, the margin of uncertainty may be calculated or measured by the controller by examining the spacing between vehicles (e.g., distances between vehicles). The spacing between vehicles may be measured or calculated using sensors that can measure the distance between vehicles, default values ​​based on the number of vehicles in the vehicle system, coupling types, the route, and vehicle characteristics (e.g., the curvature of the route, the speed of the vehicle system, the settling / stretching of the vehicle system, or the like). The controller may use the dynamic uncertainty of vehicle to calculate the location of the designated position of the vehicle system. More specifically, the controller may use the vehicle dynamics uncertainty as a factor in calculating the uncertainty margin or to adjust the uncertainty margin.

[0037] The uncertainty margin may include an additional distance behind the calculated location of the designated position of the vehicle system, to ensure that the current location of the designated position of the vehicle system can be covered by the uncertainty margin. The uncertainty margin may ensure that there can be an adequate distance behind the designated position of the vehicle system. An additional safety margin may be added to the uncertainty margin. The additional safety margin may be a distance behind the predicted location of the designated position. The additional safety margin may be a safeguard to ensure that the uncertainty margin can be far enough behind the designated position of the vehicle system to perform a designated operation, for example, a safety operation.

[0038] The uncertainty margin may provide a buffer of space to ensure that the designated position of the vehicle system, e.g., the rear end, can be captured by the calculated location of the designated position. The uncertainty margin may be used by the operator and / or the control system when making safety-related decisions regarding the designated position of the vehicle system. For example, the uncertainty margin may be used when making decisions regarding whether or not another vehicle system can safely pass behind the designated position of the vehicle system. The uncertainty margin may be determined periodically during a journey, e.g., once every ten seconds. In one example, the uncertainty margin may be determined in response to an operational or safety command by the operator.

[0039] A tail sensor 150 may be positioned on the tail vehicle. The tail sensor may be positioned on another vehicle in the vehicle system, for example, at any position on the vehicle system that may be behind, in a direction of travel, the tail sensor. In one example, the tail sensor may be positioned on a motor vehicle in the vehicle system. The tail sensor may include a navigation or positioning system, for example, a GNSS transceiver, another wireless triangulation system, or the like. The tail sensor may include any of the sensors mentioned above with reference to the main sensor.

[0040] The tail sensor may determine a measured location (170) of the designated position of the vehicle system. In one example, the measured location may be a distance spaced a fixed distance from the designated position, e.g., 10 feet, 100 feet, 500 feet, or the like. The controller may use information from the tail sensor, the PVC system, and other inputs to calculate the location of the designated position of the vehicle system. As discussed later, the other inputs may include route information, vehicle speed, communication data, or the like. In one example, the location may be a single point; however, in other examples, the location may be a range comprised of two or more points. The range may be a space between the two or more points, an area encompassing the two or more points, a volume encompassing the two or more points, or the like. The tail sensor may communicate the determined location of the rear end of the vehicle system to the vehicle system controller.

[0041] In one example, the controller may be located at the front end of the vehicle system. The tail sensor may communicate with the controller repeatedly, such as once per minute, once every two minutes, or the like. In another example, the controller may be located at the rear end of the vehicle system. In another example, both the rear end and the front end of the vehicle system may have on-board controllers. In some cases, the tail sensor may not be able to communicate with the controller and, therefore, the controller may not be able to calculate the location of the designated position of the vehicle system based on the tail sensor. When the controller does not receive an output from the tail sensor, the controller may rely on the main sensor to determine the location of the designated position of the vehicle system.However, when the controller receives an output from the tail sensor, the controller can determine whether the calculated location of the designated position and the measured location of the designated position determined using the inputs from the tail sensor are correlated or not. The locations can be correlated when the locations are within a threshold distance of each other. Locations within the threshold distance may indicate that both sensors have determined that the designated position is within a similar general area, and thus may provide greater reliability of the location of the designated position.When the determined main sensor and tail sensor locations are correlated, the controller may use the tail sensor output, the main sensor output, the PVC system outputs, the crew member outputs, and the like, to determine the location of the designated position of the vehicle system.

[0042] The controller may determine a tail sensor uncertainty 172 behind the measured location to account for potential errors expected in the measurement from the tail sensor. In one example, the tail sensor uncertainty tail behind the measured location may account for communication delays between the tail sensor and the controller. There may be a delay in providing the output between the tail sensor and the controller and the controller may account for this delay when determining the tail sensor uncertainty. For example, the tail sensor uncertainty may be changed in a direction opposite to the movement, in response to a larger communication delay. In one example, the tail sensor uncertainty may be determined by the controller and may account for a speed of the vehicle system. The speed of the vehicle system may be a current speed of the rear end of the vehicle system, the front end of the vehicle system, an average speed of the vehicle system, or the like.

[0043] The controller may multiply the speed of the vehicle system by the communication delay to determine the tail sensor uncertainty. For example, the communication delay may be two seconds and the controller may multiply the communication delay by the speed of the vehicle system to account for the communication delay and calculate the tail sensor uncertainty. In one example, when the speed of the vehicle system may be slower, the tail sensor uncertainty may be lower. This may be because the measured location changes of the designated position change more rapidly during rapid movement, which may result in greater uncertainty in measuring the geographic location of the designated position (compared to slower movement).In one example, the main sensor data may be stored at the front portion of the vehicle system with timestamps and the tail sensor data may be sent to the front portion of the vehicle system. The tail sensor data will be received with a delay at the front portion of the vehicle system, and the delay may be compared to the appropriate main sensor data based on the timestamps of the data.

[0044] In one example, the tail sensor uncertainty may be a default value that may be determined by the controller based on historical data from the tail sensor compared to historical data of an actual location of the designated position of the vehicle system. When the historical data from the tail sensor and the actual location may vary widely or may have large errors associated therewith, the tail sensor uncertainty may be larger. When the historical data from the tail sensor and the actual location may vary less widely or may have smaller errors associated therewith, the tail sensor uncertainty may be smaller.

[0045] The controller may determine the tail sensor uncertainty to account for sensor accuracy errors (e.g., GNSS margin of error), communication delay, PVC system, vehicle system operational characteristics, or the like. The tail sensor uncertainty may represent a margin of error in the location of the designated position that is measured using the tail sensor. This margin of uncertainty may indicate different spaces where the designated position may actually be located (where the measured location is inaccurate or imprecise). In one example, the tail sensor uncertainty may be a discrete point. In another example, the tail sensor uncertainty may be two or more points, constituting an uncertainty range. The uncertainty range may be a space between the two or more points, an area encompassing the two or more points, a volume encompassing the two or more points, or the like.The tail sensor uncertainty can be calculated by the controller and can account for potential errors (e.g., sensor accuracy errors) in the inputs (e.g., measured locations) of the tail sensor.

[0046] The tail sensor uncertainty may provide a more conservative estimate of the location of the designated position of the vehicle system. This may be useful when making safety decisions involving the designated position of the vehicle system. The tail sensor uncertainty may be determined by the controller by using the tail sensor output and multiplying the output by an uncertainty factor. In one example, the tail sensor uncertainty factor may be determined by the controller or by machine learning based on historical data or based on a formula. In one example, the tail sensor uncertainty factor may be a default value. The tail sensor uncertainty factor may then be added to the tail sensor output location, to arrive at the tail sensor uncertainty point behind the location of the designated position.The tail sensor uncertainty behind the designated position location may provide a location that may be further behind the designated position location determined by the tail sensor.

[0047] The tail sensor uncertainty may be used as a buffer to ensure that the designated position of the vehicle system can be captured. In one example, the tail sensor uncertainty factor for a GNSS location may be approximately 99.9999999%. In one example, the tail sensor uncertainty margin may be expressed as a percentage that may be the confidence level of the location calculation of the designated position. The tail sensor uncertainty margin may be determined as an estimated standard deviation of error for each reported geographic location. The tail sensor uncertainty factor may be determined repeatedly during a trip, e.g., once per minute. In one example, the tail sensor uncertainty factor may be determined in response to an operational or safety command by the operator. In one example, the tail sensor uncertainty factor may be determined each time the tail sensor outputs data to the controller. Suitable means of calculating, determining, or expressing the uncertainty factor may include a numerical value, a categorization (high / medium / low, etc.), and the like.

[0048] In one example, the controller may compare the uncertainty margin and the tail sensor uncertainty to determine a verified location uncertainty 180 behind the designated position of the vehicle system. The controller may calculate the verified location uncertainty based on the most conservative position (e.g., the rearmost position, in the direction of travel) possible between the two correlated locations of the designated position, using the main sensor and the tail sensor. In the example shown in [Fig.l], the tail sensor uncertainty may be the most conservative position and therefore may be used as the verified location uncertainty. As such, the uncertainty margin may be updated to a new uncertainty margin 162 to align with the verified uncertainty margin.In another example, the margin of uncertainty may be the most conservative position and may be used as the verified location uncertainty. In this scenario, the tail sensor uncertainty may be updated based on the verified location uncertainty. In one example, the verified location uncertainty behind the designated position of the vehicle system may be a single point. In one example, the verified location uncertainty behind the designated position may be two or more points.

[0049] The verified location uncertainty behind the designated position of the vehicle system may provide a conservative, or worst-case, scenario of where the designated position of the vehicle system may be located. This may help facilitate safety decisions regarding the designated position of the vehicle system. By using outputs from multiple sensors, at multiple positions of the vehicle control system, the controller may determine, with greater confidence, the determined location of the designated position of the vehicle system. The verified location uncertainty may be determined repeatedly during a journey, for example, once every ten seconds. In one example, the verified location uncertainty may be determined in response to an operational or safety command by the operator.

[0050] [Fig. 2] illustrates an example of a location determination system 200 that may determine a location of a designated position of a vehicle system 202 based on outputs from the primary sensor. [Fig. 2] may include substantially similar components (e.g., vehicle system, sensors, controller) as shown in [Fig. 1]. For brevity, the components are incorporated into the discussion of [Fig. 2]. The system of [Fig. 2] may primarily use the location information calculated by the controller using the main sensor, the length of the vehicle system, and the route database. In the example shown in [Fig. 2], the designated position may be the rear end of the vehicle system, but the designated position may be elsewhere on the vehicle system. The designated position may have an actual location 210. The actual location of the designated position may be the location at which the designated position may actually be located, and which the location determination system may attempt to confirm.

[0051] The controller may determine a forward location uncertainty 260 of the designated position of the vehicle system and a rearward location uncertainty 262 of the designated position of the vehicle system. The forward location uncertainty of the designated position may be a forward-most location, in the direction of travel, of the calculated location of the designated position. The forward location uncertainty may be based on a forward portion of the calculated location of the designated position, including the margin of uncertainty. The rearward location uncertainty may be a rearward-most location, in the direction of travel, of the calculated location of the designated position. The rearward location uncertainty may be based on a rearward portion of the calculated location of the designated position, including the margin of uncertainty.

[0052] The forward and backward location uncertainties may be calculated by the controller and may account for potential errors (e.g., sensor accuracy errors) in the inputs (e.g., determined locations) from the primary sensor. The forward location uncertainty may be based on the GNSS location accuracy, which may be 99.9999999%. In one example, the forward location uncertainty margin may be expressed as a percentage that may be the confidence level of the location calculation of the designated position. The forward location uncertainty margin may be determined as an estimated standard deviation of error for each reported geographic location. In one example, the forward and backward location uncertainties may be a default value.The default value may be calculated based on historical data indicating an uncertainty of historical locations determined for the designated position of the vehicle system relative to actual locations of the designated position of the vehicle system. The default values ​​of the forward and backward location uncertainty may be calculated based on a formula derived from the historical data. In one example, the location uncertainty may be manually entered by a crew member of the vehicle system.

[0053] The controller may calculate a verified location uncertainty behind 282 the designated position of the vehicle system, as well as a verified uncertainty location in front of 280 the designated position of the vehicle system. The controller may calculate the verified location uncertainty based on the most conservative position (e.g., the rearmost position, in the direction of travel) possible between the two correlated locations of the designated position, using the main sensor and the tail sensor, as mentioned above. The verified location uncertainty may incorporate outputs from the tail sensor to confirm or reject the location determined based on the main sensor outputs. For example, the controller may use the verified location uncertainty to determine whether the tail sensor outputs can be found within the determined location uncertainty of the main sensor.When the tail sensor outputs can be within the determined location uncertainty of the primary sensor, the location determination system can have greater confidence in the location of the designated position, since the two sensors can provide a location within a threshold of each other. Alternatively, the two sensors can provide a location that can be correlated with each other, which can increase the level of confidence in the accuracy of the locations.

[0054] A range between the verified location uncertainty behind and the verified location uncertainty ahead may be a first range area 220 in which the designated position of the vehicle system may be located. The first range area may be calculated by the controller based on the inputs from the main sensor and may be the area that the location determination system calculated as the designated position of the vehicle system to be located. The first range area may be the area that the controller calculates, taking into account the uncertainty, as the area in which the designated position may be located. The controller may use the first range area as the expected area of ​​the designated position, and the controller may use the first range area in safety decisions or navigation decisions related to the designated position of the vehicle system.

[0055] [Fig. 3] illustrates an example of a position determination system 300 that may determine a location of a designated position of a vehicle system 302 based on outputs from the tail sensor. [Fig. 3] may include substantially similar components (e.g., vehicle system, sensors, controller) as shown in [Fig. 1]. For brevity, the components are incorporated into the discussion of [Fig. 3]. The system of [Fig. 3] may primarily use location information calculated by the controller using the tail sensor. In the example illustrated in [Fig. 3], the designated position may be the rear end of the vehicle system, however the designated position may be another portion of the vehicle system. The designated position of the vehicle may have a location 370 measured by the tail sensor. The location measured by the tail sensor may be a location where the tail sensor estimates the designated position of the vehicle system could be located.

[0056] The controller may calculate a tail sensor uncertainty 372 behind the location to account for potential expected errors in the tail sensor measurement, communication delay, vehicle speed, and the like, as mentioned above. The tail sensor uncertainty may account for errors in the sensor measurement, communication delays, vehicle speed, and the like. The tail sensor uncertainty may provide a more conservative estimate of the location of the designated position of the vehicle system.

[0057] The controller may determine a tail sensor forward location verified uncertainty 360 of the designated position of the vehicle system and a tail sensor backward location verified uncertainty 362 of the designated position of the vehicle system. The tail sensor forward location verified uncertainty and the tail sensor forward location verified uncertainty may be calculated by the controller by incorporating outputs from the main sensor to confirm or reject the location measured by the tail sensor. For example, the controller may use the tail sensor forward location verified uncertainty to determine whether the main sensor outputs can be within the determined tail sensor location uncertainty.When the outputs of the main sensor can be within the determined location uncertainty of the tail sensor, the location determination system can have greater confidence in the location of the designated position because the two sensors can provide a location within a threshold of each other. In other words, the two sensors can provide a location that can be correlated with each other, which can increase the level of confidence in the accuracy of the locations.

[0058] The tail sensor forward location verified uncertainty may be a forward-most location in which the location determination system can expect the designated position of the vehicle system to be located, based on the tail sensor output. The tail sensor rear location verified uncertainty may be a rear-most location in which the location determination system can expect the designated position of the vehicle system to be located, based on the tail sensor output. The tail sensor forward and rear location verified uncertainties may form a range in which the tail sensor can determine where the designated position of the vehicle system can be located. In one example, the tail sensor rear location verified uncertainty may be the same as the determined tail sensor uncertainty mentioned above.The controller can determine . a second range area 320 between the verified tail sensor forward location uncertainty and the verified tail sensor rear location uncertainty. The second range area may provide an expected range that may include the designated position of the vehicle, as determined by the controller using the tail sensor output. The second range area may be the area that the controller calculates, taking into account the uncertainty, as the area in which the designated position may be located. The controller may use the second range area as the expected area of ​​the designated position, and the controller may use the second range area in safety decisions or navigation decisions related to the designated position of the vehicle system.

[0059] In one example, the controller may receive multiple outputs of the designated position location measured by the tail sensor, specifically when the vehicle system may be stopped. The controller may average the multiple outputs as well as average the location uncertainty of the multiple outputs. The controller may use the average location and the average location uncertainty to determine the designated position location based on the tail sensor outputs. In one example, when the vehicle system may be stopped, additional weight may be given to the average location. For example, when the vehicle system may be stopped and multiple location readings from the tail sensor indicate that the designated position of the vehicle system may be within a certain range, the average location may be used as a heavily weighted factor of the designated position location.Additionally, the controller can use the average location to calculate the gap between adjacent vehicles when the vehicle system is stopped. The controller can use this information to validate the vehicle dynamics uncertainty, as mentioned above.

[0060] The output of the tail sensor may be compared to a location of a wayside device 380 positioned along the route traveled by the vehicle system when the designated position of the vehicle system may exceed the wayside device. The designated position of the vehicle system may include a tag reader 382, ​​e.g., a radio frequency identification (RFID), that may read a tag or signal from the wayside device. In one example, the wayside device may be a switch on the route traveled. When the output of the tail sensor can be determined to be within a predetermined threshold of the wayside device, the controller may place more weight on the output of the tail sensor.When the tail sensor output may be outside the predetermined threshold of the wayside device, the controller may place less weight on the tail sensor output.

[0061] [Fig. 4] illustrates an example of a location determination system 400 that may determine a location of a designated position of a vehicle system 402 based on outputs from the main sensor and the tail sensor. The controller may compare the first range area and the second range area determined by the controller. The controller may identify whether or not an overlap 418 may exist between the first range area and the second range area. The overlap may indicate higher confidence in the first range area and the second range area, such that certain safety functions may be requested or performed without further input by the operator or a crew member. The overlap may indicate higher confidence because the two range areas have produced locations that may be correlated with each other.

[0062] In the event of a possible overlap, the controller may determine a third range zone 420 in which the designated position of the vehicle system may be located. The third range zone may be based on a rearmost portion 362 of the overlap. In the embodiment illustrated in [Fig. 4], the rearmost portion of the overlap may be the tail sensor rear location uncertainty. In another example, the rearmost portion of the overlap may be the main sensor rear location uncertainty. The third range zone may be used as a safety uncertainty distance behind the designated position of the vehicle system.The third range area may be used by the system when more cautious decisions need to be made, for example when making a safety decision, for example a decision answering the question of whether another vehicle system can pass behind the designated position of the vehicle system. The third range area may not be associated with a most likely location of the designated position, however, the third range area may provide a rearmost location where the designated position can be located, to account for a safety uncertainty location.

[0063] Where there may be an overlap between the first and second range areas, the controller may determine a location of the designated position based on the overlap, wherein the location of the designated position may be a location range 422 most likely associated with the designated position of the vehicle. In the example shown in [Fig. 4], the location range most likely associated with the designated position of the vehicle may be a location between the tail sensor forward location uncertainty and the verified location uncertainty behind the designated position of the vehicle system. These locations may be selected as completely overlapping portions of the first and second range areas. In one example, the location of the designated position may be an average of the first range area. range and the second range area. In another example, the first range area and the second range area may be weighted based on a confidence level associated with the range area. The location of the designated position may be calculated based on the weight of the first range area and the second range area. The location of the designated position may be used for non-safety purposes, such as for displaying on a map where the designated position of the vehicle system may be located, where an accurate estimate may be more useful than a conservative estimate.

[0064] Where there may be overlap, this may indicate a range within which it is more likely that the designated position of the vehicle system may be located. This greater likelihood may result from the fact that the multiple input sources (e.g., at least the main sensor and the tail sensor) indicating the designated position of the vehicle system may be located in the same general vicinity. This greater likelihood may result in actions being requested or performed without additional input by the operator or crew of the vehicle system to verify the location of the designated position. For example, safety decisions, such as whether another vehicle system can pass behind the designated position of the vehicle system, may be made without additional input where there is a greater likelihood due to the overlap.

[0065] [Fig. 5] illustrates an example of a location determination system 500 that may determine a location of a designated position of a vehicle system 502. The designated position (e.g., the rear end position) of the vehicle system may have an actual location 510. The actual location may be the location where the designated position of the vehicle system may actually be located. The first range area may have a rear location uncertainty 262 of the designated position of the vehicle system. The second range area 320 may be completely outside the first range area 220 and behind the rear location uncertainty. In one example, the controller may determine a time at which the first range area and the second range area were calculated, based on a timestamp of the outputs of the main sensor and the tail sensor, respectively.This can ensure that the first range area and the second range area are evaluated over a predetermined time period for each other. The predetermined time period can be between 5 seconds and 5 minutes from the determination of the first range area and the second range area. Determining that the first range area and the second range area are determined within the predetermined time period ensures that the range areas can predict the location of the position. designated within a sufficiently close time and space that the ranges can be correlated with each other.

[0066] When the first range zone and the second range zone do not overlap, the controller may take a suitable action. The fact that the first range zone and the second range zone do not overlap may indicate problems with the vehicle system, for example, a lack of vehicle system integrity. The suitable action may include modifying the operation of the vehicle system by slowing or stopping the vehicle system to avoid damage to the vehicle system or another vehicle system, sending a notification to the operator of the vehicle system indicating the potential problem, sending a notification to an external controller or operator to perform an inspection of the vehicle system or route, sounding an alarm, or the like.

[0067] In one example, the controller may use the first range area and ignore the second range area when there can be no overlap. The controller may use the first range area because the primary sensor may be able to provide more frequent communication to the controller, and therefore may be more reliable. In one example, the controller may use the second range area and ignore the first range area when there can be no overlap. The controller may slow down or stop the vehicle system in response to the determined lack of overlap between the first range area and the second range area. The second range area may be determined to be greater than a threshold distance from the first range area.The fact that the second range zone is greater than the threshold distance from the first range zone may indicate that the designated position of the vehicle may no longer move with the front end of the vehicle. When the second range zone may be greater than a threshold distance from the first range zone, the controller may take appropriate action. The controller may request inspection of a portion of the vehicle system containing the tail sensor. The inspection may include determining whether the portion of the vehicle system containing the tail sensor may have become detached from the rest of the vehicle system (e.g., a first vehicle 512 separated from the front portion of the vehicle system).

[0068] As mentioned above, the tail sensor may need to communicate an output from the designated position 514 (e.g., the rear end) of the vehicle system to the controller, in one example at the front end of the vehicle system. For some vehicle systems, this may be a significant distance that may cause a communication delay from the tail sensor to the controller. Thus, in one example, a designated position speed of the system of vehicles may be determined and multiplied by a designated position communication delay. In one example, a front end speed of the vehicle system may be multiplied by the designated position communication delay. By multiplying the speed by the communication delay, the controller may be able to account for the difference between the determined location and the actual location due to message delay on a moving vehicle system. The designated position communication delay may include the time required for a message to be relayed from the designated position of the vehicle system to the front end of the vehicle system. The designated position communication delay may be between 0.1 seconds and 5 seconds, in one example. The tail sensor uncertainty may be added to the product of the designated position speed and the designated position communication delay to provide the second range area..

[0069] [Fig.6] illustrates an exemplary flowchart of a method for determining the location of a designated position of a vehicle system.

[0070] In step 602, the method may include obtaining a first range area in which a designated position of a vehicle system may be determined to be located based at least in part on a calculated distance from a known location at a front end of the vehicle system determined by a primary sensor. The primary sensor may include a navigation or positioning system, e.g., GNSS, a dead reckoning mechanism using a wheel tachometer or other speed sensor, or the like. The primary sensor may determine a location of the front end of the vehicle system. The location may be determined based on an absolute position or a relative position. The relative position may be determined based on a proximity of the primary sensor to the route, or a portion of the route such as a route block, as mentioned above.

[0071] In step 604, the method may include obtaining a second range area in which the designated position of the vehicle system is determined to be located using a different tail sensor that may not be located at the front end of the vehicle system. The tail sensor may include a navigation system or a positioning system, for example, a GNSS, or the like.

[0072] In step 606, the method may include comparing the first range area and the second range area and responding to an overlap or lack of overlap of the first range area and the second range area. The overlap may indicate higher confidence in the first range area and the second range area, such that certain security functions may be requested or performed without further input by the operator. or a crew member. In the event of a possible overlap, the controller may determine a third range area within which the designated position of the vehicle system may be located. In one example, the third range area may be based on a rearmost portion of the overlap to provide a more conservative estimate of the location of the designated position. In another example, the third range area may be an average of the first range area and the second range area, wherein the third range area may be the most likely range within which the designated position of the vehicle may be located.

[0073] The controller may compile the information received by the main sensor, the tail sensor, the vehicle system, and the control systems, as well as the locations determined based on these inputs. The controller may implement a machine learning system to evaluate the determined locations over time. Specifically, the controller may categorize the inputs and evaluate the determined locations based on the categorized inputs. For example, the controller may evaluate the determined locations based on vehicle system length, number of vehicles, route location, or the like. This may enable the controller to evaluate, using machine learning, the determined locations based on various inputs.For example, the machine learning system may indicate greater compression along a given route, leading to a less accurate designated position location. The machine learning system may compensate for previous errors in future determinations.

[0074] As mentioned above, the system and the designated position determination may operate autonomously without user input. In addition, the designated position determination system may catalog previously executed and collected data. In one embodiment, the designated position determination system may have a deployed local data collection system that may use machine learning to enable derivation learning results. The controller may learn from a data set and make decisions based on a data set (including data provided by the various sensors), making predictions based on the data and adapting based on the data set.In embodiments, machine learning may involve performing a plurality of machine learning tasks by machine learning systems, such as supervised learning, unsupervised learning, and reinforcement learning. Supervised learning may include presenting a set of example inputs and desired outputs to the machine learning systems. Unsupervised learning may . include the learning algorithm structuring its input through methods such as pattern detection and / or feature learning. Reinforcement learning may include operating machine learning systems in a dynamic environment and then providing feedback on correct and incorrect decisions. In examples, machine learning may include a plurality of other tasks based on an output of the machine learning system. In examples, the tasks may be machine learning problems such as classification, regression, aggregation, density estimation, dimensionality reduction, anomaly detection, and the like. In examples, machine learning may include a plurality of mathematical and statistical techniques.In examples, the 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), a Bayesian network, reinforcement learning, representation learning, rule-based machine learning, sparse coding, similarity and metric learning, classifier systems (LCS), logistic regression, random forest, k-means, gradient boosting, k-nearest neighbors (KNN), Apriori, and the like.In embodiments, certain machine learning algorithms may be used (e.g., to solve constrained or unconstrained optimization problems that may be based on natural selection). In one example, the algorithm may be used to solve partially integer programming problems, where some components are restricted to integer values. Machine learning algorithms and techniques and systems may be used in computational intelligence systems, computer vision, natural language processing (NLP), recommendation, reinforcement learning, building graphical models, and the like. In one example, machine learning may be used for vehicle performance and behavior analysis, and the like.

[0075] In one embodiment, the designated position determination system may include a policy engine that may apply one or more policies. These policies may be based at least in part on characteristics of a given piece of equipment or environment. With respect to the control policies, a neural network may receive input of a number of environmental and task-related parameters. These parameters may include a main sensor output, a tail sensor output, a vehicle system speed, a length of the vehicle system, a route characteristic, or the like. The neural network may be trained to generate an output based on these inputs, the output representing an action or sequence of actions that the controller should take to activate or deactivate the converter. During execution of an embodiment, a determination may be made by processing the inputs through the parameters of the neural network to generate a value at the output node designating this action as the desired action. This action may result in a signal that determines the designated position location of the vehicle system. This may be achieved by backpropagation, forward feedback processes, closed-loop feedback, or open-loop feedback.Alternatively, rather than using backpropagation, the controller's machine learning system may use evolutionary strategy techniques to adjust various parameters of the artificial neural network. The controller may use neural network architectures with functions that cannot always be solved by backpropagation, for example, non-convex functions. In one embodiment, the neural network has a set of parameters representing weights of its nodal connections. A number of copies of this network are generated, then various adjustments to the parameters are made and simulations are performed. Once the outputs of the various models are obtained, they can be evaluated on their performance using a determined success metric.The best model is selected, and the controller executes this plan to obtain the desired input data to reflect the best predicted outcome scenario. Additionally, the success metric can be a combination of the optimized outcomes, which can be weighted against each other.

[0076] In one embodiment, a method may include obtaining a first range area in which a designated position of a vehicle system may be determined to be located therein based at least in part on a calculated distance from a known location at a front end of the vehicle system that has been determined by a main sensor. The front end may be relative to a direction of travel. The method may include obtaining a second range area in which the designated position of the vehicle system may be determined to be located therein using a different tail sensor that may be located distant from the front end of the vehicle system. The method may include determining a degree of overlap, or lack thereof, of the first range area and the second range area and responding to a determined degree of overlap.

[0077] In one example, the method may include determining the first range area based at least in part on a length of the vehicle system and / or of a number of vehicles in the vehicle systems and / or a speed of the vehicle system and / or a type of vehicle in the vehicle system and / or a stretching or compression between the vehicles in the vehicle system. The second range zone may be determined by means of a GNSS receiver located closer to the designated position of the vehicle system than the front end of the vehicle system as a tail sensor.

[0078] In one example, the method may include determining that the first range area and the second range area overlap and responding by using a rearmost portion of the overlap as a third range area in which the designated position of the vehicle is determined. The third range area may be used as a safety uncertainty distance behind the designated position of the vehicle system. In another example, the method may include determining that the first range area and the second range area overlap and then determining a location of the designated position based on the overlap between the first range area and the second range area. The location of the designated position may be a location most likely associated with the designated position of the vehicle system.

[0079] The first range area may be modified at least in part based on whether a plurality of vehicles in the vehicle system are in a compression mode. The compression mode may reduce a gap between adjacent vehicles of the plurality of vehicles.

[0080] When the first range zone and the second range zone do not overlap, the method may include modifying an operation of the vehicle system to slow down or stop the vehicle system. When the second range zone is greater than a threshold distance from the first range zone, the method may include requesting an inspection of a portion of the vehicle system containing the tail sensor. In one example, the tail sensor may be positioned at a rear end of the vehicle system or in a vehicle in a group of vehicles that is farthest from the lead vehicle. In one example, the tail sensor may be positioned on a motor vehicle of the vehicle system.

[0081] The second range area determined by the tail sensor may be compared to a location of a wayside device disposed along a route traveled by the vehicle system when the designated position of the vehicle system passes the wayside device. The method may include confirming that at least one of the first range area and the second range area may be positioned on a track block corresponding to the track block in which the leading end of the vehicle system may be located.

[0082] In one embodiment, a system may include a first sensor, a second sensor, and a controller having one or more processors. The first sensor may detect a location of a reference position of a vehicle system. The controller may calculate a first range area within which a designated position of the vehicle system may be determined to be located based at least in part on a distance calculated from the location of the reference position determined by the first sensor. The second sensor may detect a second range area within which the designated position of the vehicle system may be determined to be located. The controller may compare the first range area and the second range area and may respond to an overlap or lack thereof of the first range area and the second range area.

[0083] In one example, the second sensor may be positioned in a rear end portion of the vehicle system. In one example, the second sensor may be positioned at a roadside device disposed along a route of the vehicle system. The one or more processors of the controller may determine the first range area based at least in part on a length of the vehicle system and / or a number of vehicles in the vehicle system and / or a speed of the vehicle system and / or a type of vehicle in the vehicle system and / or a stretch or compression between vehicles of the vehicle system. The second range area may be determined using a GNSS receiver as the second sensor.

[0084] In one example, when the first range area and the second range area overlap, the one or more processors of the controller may determine a third range area in which the designated position of the vehicle system may be determined based on a rearmost portion of the overlap. The third range area may be used as a safety uncertainty distance behind the designated position of the vehicle system. In one example, when the first range area and the second range area overlap, the one or more processors of the controller may determine a location of the designated position based on the overlap between the first range area and the second range area. The location of the designated position may be a location most likely associated with the designated position of the vehicle system.

[0085] The first range area may be modified based on whether a plurality of vehicles in the vehicle system are in a compression mode. The compression mode may reduce a gap between adjacent vehicles of the plurality of vehicles. In one example, when the first range area and the second range area do not overlap, a rearmost range of the first range area range and the second range area may be used as the location of the designated position of the vehicle system. The rearmost range may be communicated to wayside devices disposed along a route traveled by the vehicle system. In one example, when the first range area and the second range area do not overlap, the controller processor(s) may modify the operation of the vehicle system to slow or stop the vehicle system.

[0086] In one embodiment, a method may include detecting a first location of a first vehicle system using a first sensor. The method may include adding a designated distance to the first location to identify a calculated range of potential locations of a designated position of the first vehicle system. The method may include obtaining a detected location of the designated position of the first vehicle system using a second sensor. The method may include comparing the calculated range of potential locations of the designated position with an uncertainty range of the detected location of the designated position to determine whether the detected location of the designated position and the calculated range of potential locations of the designated position overlap or are within a threshold distance of each other.The method may include identifying a safety limit at or within a rearmost range of the calculated range and the uncertainty range in response to the calculated range and the uncertainty range overlapping or being within the threshold distance of each other, or identifying the safety limit at or within the calculated range in response to the calculated range and the uncertainty range not overlapping and not being within the threshold distance of each other.

[0087] In one example, the method may further include slowing or stopping at least one second vehicle system to prevent the at least one second vehicle system from crossing a safety boundary. The method may include modifying one or more of the detected location of the designated position or the calculated range of potential locations of the designated position using a travel speed of the first vehicle system and / or a route configuration in response to the first location and the detected location of the designated position not being detected within a threshold time period of each other.

[0088] The first location may be detected by identifying a switch in a route traveled by the first vehicle system or by identifying a wayside device disposed along the route. In one example, the first location of the first vehicle system may be detected using a first GNSS receiver located closer to a front end of the first vehicle system than to an opposite end of the first vehicle system as a first sensor. The detected location of the designated position of the first vehicle system may be detected using a second GNSS receiver located closer to the opposite end of the first vehicle system as a second sensor. The detected location of the designated position determined by the second sensor may be compared to a location of a roadside device positioned along a route traveled by the first vehicle system when a designated position of the first vehicle system passes in front of the roadside device.

[0089] The method may comprise calculating the designated distance using a length of the first vehicle system and / or a number of vehicles in the first vehicle system and / or a speed of the first vehicle system and / or a type of vehicle in the first vehicle system and / or a stretch or compression between vehicles of the first vehicle system.

[0090] As used herein, a singular element or step preceded by the word "a" or "an" does not exclude the plural of said elements or operations, unless this exclusion is explicitly stated. Furthermore, references to "an embodiment" of the invention do not exclude the existence of additional embodiments incorporating the recited features. Moreover, unless explicitly stated otherwise, the embodiment(s) "comprising", which "comprises / include", "comprising", which "comprises / comprise", "having" or which "has / have" an element or a plurality of elements having a particular property may include such additional elements not having this property. In the appended claims, the terms "comprising" and "wherein" are used as plain English equivalents of the respective terms "comprising" and "in which".Further, in the following claims, the terms "first," "second," and "third," etc., are used merely as labels and do not impose numerical requirements on their subject matter. Furthermore, the limitations of the following claims are not written in a "means plus function" format and are not intended to be construed based on 35 USC § 112(f), unless and until such claim limitations expressly use the phrase "means for" followed by a statement of function devoid of additional structure.

[0091] The above description is illustrative and not limiting. For example, the embodiments described above (and / or aspects thereof) may be used in combination with one another. Furthermore, numerous modifications may be made to adapt a particular situation or material to the teachings of the subject matter of the invention without departing from its scope. Although the dimensions and types of materials described herein define the parameters of the subject matter of the invention, these are exemplary embodiments. Other embodiments will become apparent to those skilled in the art upon examination of the above description.

[0092] The use of phrases such as "one or more ... and", "one or more ... or", "at least one of ... and", and "at least one of ... or" is intended to encompass the inclusion of only one of the elements used in connection with the phrase, at least one of each of the elements used in connection with the phrase, or more than one of any or each of the elements used in connection 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.

Claims

Claims

1. A method, comprising: obtaining a first range area in which a designated position of a vehicle system is determined to be located therein based at least in part on a distance calculated from a known location at a front end of the vehicle system that has been determined by a primary sensor, where the front end is relative to a direction of travel; obtaining a second range zone in which the designated position of the vehicle system is determined to be located therein by means of a different tail sensor which is located remote from the front end of the vehicle system; and determining a degree of overlap, or lack thereof, of the first range zone and the second range zone and responding to a determined degree of overlap.

2. The method of claim 1, further comprising any one of the following steps: determining the first range area based at least in part on a length of the vehicle system and / or a number of vehicles in the vehicle system and / or a speed of the vehicle system and / or a type of vehicle in the vehicle system and / or a stretch or compression between vehicles in the vehicle system; determining the second range zone using a global navigation satellite system (GNSS) receiver located closer to the designated position of the vehicle system than to the front end of the vehicle system as a tail sensor; determining that the first range zone and the second range zone overlap and responding by using a rearmost portion of the overlap as the third range zone in which the designated position of the vehicle system is determined, the third range zone being configured to be used as a safety uncertainty distance behind the designated position of the vehicle system; the response to a determined overlap of the first range zone and the second range zone by determining a locating the designated position based on the overlap between the first range area and the second range area, the location of the designated position configured to be a location most likely associated with the designated position of the vehicle system; or modifying the first range area based at least in part on a plurality of vehicles in the vehicle system being in a compression mode, the compression mode configured to reduce a gap between adjacent vehicles of the plurality of vehicles.

3. The method of claim 1, further comprising: determining that the first range area and the second range area do not overlap; responding by using a rearmost range of the first range area and the second range area as the location for the designated position of the vehicle system; and communicating the rearmost range to a wayside device disposed along a route traveled by the vehicle system.

4. The method of claim 1, further comprising: determining that the first range zone and the second range zone do not overlap and responding by modifying operation of the vehicle system to slow or stop the vehicle system; and determining that the second range zone is greater than a threshold distance from the first range zone by requesting inspection of a portion of the vehicle system containing the tail sensor.

5. The method of claim 1, wherein the tail sensor is positioned at a rear end of the vehicle system or in a vehicle in a group of vehicles that is furthest from the lead vehicle, or on a motor vehicle of the vehicle system.

6. The method of claim 1, further comprising: determining the second range area by the tail sensor by comparing a location of a wayside device positioned along a route traveled by the system vehicles when the designated position of the vehicle system passes in front of the wayside device; or confirmation that at least one of the first reach zone and the second reach zone is positioned on a track block corresponding to the track block in which the leading end of the vehicle system is located.

7. A system, comprising: a first sensor configured to detect a location of a reference position of a vehicle system; a controller comprising one or more processors configured to calculate a first range area in which a designated position of the vehicle system is determined to be located based at least in part on a calculated distance from the location of the reference position determined by the first sensor; a second sensor configured to detect a second range area in which the designated position of the vehicle system is determined to be located, the second range area being determined using a global navigation satellite system (GNSS) receiver as the second sensor;and the controller being further configured to compare the first range area and the second range area and respond to an overlap or lack of overlap of the first range area and the second range area.;

8. The system of claim 7, wherein the controller is further configured to: determine the first range area based at least in part on a length of the vehicle system and / or a number of vehicles in the vehicle system and / or a speed of the vehicle system and / or a type of vehicle in the vehicle system and / or a stretch or compression between vehicles in the vehicle system.

9. The system of claim 7, wherein when the first range area and the second range area overlap, the controller is further configured to: determine a third range area in which the designated position of the vehicle system is determined based on a rearmost portion of the overlap, the third range zone being configured to be used as a safety uncertainty distance behind the designated position of the vehicle system; or determining a location of the designated position based on the overlap between the first range zone and the second range zone, the location of the designated position being a location most likely associated with the designated position of the vehicle system.

10. The system of claim 7, wherein the first range area is modified based on whether a plurality of vehicles in the vehicle system are in a compression mode, the compression mode being configured to reduce a gap between adjacent vehicles of the plurality of vehicles.

11. The system of claim 15, wherein, when the first range area and the second range area do not overlap: the controller is further configured to modify operation of the vehicle system to slow down or stop the vehicle system; the controller is further configured to use a rearmost range of the first range area and the second range area as the location of the designated position of the vehicle system, the rearmost range being communicated to wayside devices along a route traveled by the vehicle system.

12. A method, comprising: detecting a first location of a first vehicle system using a first sensor; adding a designated distance to the first location to identify a calculated range of potential locations of a designated position of the first vehicle system; obtaining a detected location of the designated position of the first vehicle system using a second sensor; comparing the calculated range of potential locations of the designated position with an uncertainty range of the detected location of the designated position to determine whether the detected location of the designated position and the calculated range of potential locations of the designated position overlap or are within a threshold distance of each other; and the identification of a safety limit at or within the calculated range and the rearmost uncertainty range in response to the calculated range and the uncertainty range overlapping or being within the threshold distance of each other, or the identification of the safety limit at or within the calculated range in response to the calculated range and the uncertainty range not overlapping and not being within the threshold distance of each other.

13. The method of claim 12, further comprising any of the following: slowing or stopping at least one second vehicle system to prevent the at least one second vehicle system from crossing the safety boundary; modifying one or more of the detected location of the designated position or the calculated range of potential locations of the designated position by means of a travel speed of the first vehicle system and / or a route configuration in response to the first location and the detected location of the designated position not being detected within a threshold time period of each other;or calculating the designated distance using a length of the first vehicle system and / or a number of vehicles in the first vehicle system and / or a speed of the first vehicle system and / or a type of vehicle in the first vehicle system and / or a stretch or compression between vehicles in the first vehicle system.;

14. The method of claim 12, wherein the first location is detected by identifying a switch in a route traveled by the first vehicle system or by identifying a roadside device along the route.

15. The method of claim 12, wherein: the first location of the first vehicle system is detected using a first global navigation satellite system (GNSS) receiver located closer to the front end of the first vehicle system than to an opposite end of the first vehicle system as a first sensor; and wherein the detected location of the designated position of the first vehicle system is: detected using a second GNSS receiver located closer to the opposite end of the first vehicle system as a second sensor; or determined by the second sensor and is compared to a location of a roadside device positioned along a route traveled by the first vehicle system when a designated position of the first vehicle system passes the roadside device.

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