Propulsion and / or braking control system

Abstract

A resilient interface 1000 for coupling a motor 410 to an axle 112 of a vehicle, and a motor 410 including the resilient interface 1000. The motor 410 may include a rotor that rotates within a stator, the rotor extending around the axle 112. The resilient interface 1000 is coupled with the axle 112 and with an end of the rotor to transfer rotation of the rotor to the axle while reducing vibrations of the axle from reaching the rotor. The resilient interface may include an annular inward resilient body 1106, an outward resilient body 1006, an annular interface plate 1008 engaging an outer surface of the axle, and an annular retaining plate 1002 holding the interface plate and resilient bodies against the end of the rotor. The resilient parts may be flexible rubber rings to absorb shocks. Also claimed are control systems with a controller configured to control a secondary motor located on a secondary vehicle of a vehicle system (e.g. a rail car of a locomotive, or a trailer) to augment propulsive effort generated by primary motor(s) during acceleration or to dynamically brake the vehicle system.

Description

BACKGROUND Technical Field.

[0001] The subject matter described herein relates to systems that can control (e.g., augment) the propulsion and / or braking generated by vehicle systems. Discussion of Art.

[0002] Some vehicle systems can be formed from multiple vehicles that are mechanically coupled with each other (e.g., by couplers, hitches, etc.). For example, rail vehicle systems may be formed from one or more locomotives mechanically coupled with one or more rail cars or passenger cars. Other vehicle systems may include a car or truck pulling a trailer or another vehicle. These types of vehicle systems may have one or more vehicles provide the propulsion or tractive effort to move the vehicle system (e.g., locomotives, cars, trucks, etc.) and one or more other vehicles that do not generate propulsion or tractive effort but are moved by the other propulsion-generating or tractive effort-generating vehicles (e.g., rail cars, trailers, inactive vehicles, etc.). The vehicles that generate the propulsion or tractive efforts can be referred to as propulsion-generating vehicles and the vehicles that are not generating propulsion to move the vehicle system may be referred to as non-propulsion-generating vehicles.

[0003] One problem with some vehicle systems may be acceleration of the vehicle systems. For example, rail vehicle systems formed from one or more locomotives and many rail cars may be slow to accelerate due to the propulsion being generated by the locomotives, of which there may be far fewer than the rail cars. The reduced acceleration of the vehicle systems may delay travel of the vehicle systems and other vehicle systems in a network of interconnected routes. Additionally, generating more power from the propulsion-generating vehicles to accelerate faster may require consumption of more fuel, which can increase emissions by the vehicle systems (relative to accelerating at a slower rate).

[0004] It may be desirable to have a propulsion system and method for vehicle systems that differs from those that are currently available. BRIEF DESCRIPTION

[0005] In one example, a motor may include a rotor that rotates within or relative to a stator. The rotor can extend around the axle of a vehicle. The motor also may include a resilient interface coupled with the rotor. This resilient interface can be coupled with the axle and an end of the rotor to transfer rotation of the rotor to the axle while reducing vibrations of the axle from reaching the rotor.

[0006] In another example, a control system is provided and may include one or more primary motors that can be disposed onboard one or more primary vehicles of a vehicle system, and one or more secondary motors that can be disposed onboard one or more secondary vehicles of the vehicle system. The secondary motor(s) can generate less propulsive effort than the primary motor(s). The control system also can include a controller that can activate the secondary motor(s) to augment the propulsive effort generated by the primary motor(s) during acceleration of the vehicle system.

[0007] In another example, a resilient interface for coupling a motor to an axle is provided. The resilient interface can include a resilient body having a first annular shape that is sized to extend around the axle, and an interface plate having a second annular shape that is sized to extend around the axle. The interface plate can engage the outer surface of the axle. The resilient interface also can include a retaining plate having a third annular shape that is sized to extend around the axle. The retaining plate can hold the interface plate and the resilient body against an end of the rotor. The interface plate may transfer rotation of the rotor to rotation of the axle. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The subject matter may be understood from reading the following description of non-limiting embodiments, with reference to the attached drawings, wherein below:

[0009] Figure 1 illustrates one example of a control system onboard a multi-vehicle system;

[0010] Figure 2 illustrates a perspective view of one example of a chassis or frame of a secondary vehicle shown in Figure 1;

[0011] Figure 3 illustrates a perspective view of part of another example of a chassis or frame of one of the secondary vehicles shown in Figure 1;

[0012] Figure 4 illustrates a perspective view of one example of a secondary motor that is directly mounted to an axle of the secondary vehicle;

[0013] Figure 5 illustrates an exploded view of the secondary motor shown in Figure 4;

[0014] Figure 6 illustrates a perspective view of the secondary motor shown in Figures 4 and 5 directly mounted to the axle;

[0015] Figure 7 illustrates one example of a torque reaction arm assembly;

[0016] Figure 8 illustrates a perspective view of another example of a secondary motor that is directly mounted to the axle of the secondary propulsion-generating vehicle;

[0017] Figure 9 illustrates an exploded view of the secondary motor shown in Figure 8;

[0018] Figure 10 illustrates a perspective view of another example of a secondary motor that is directly mounted to the axle of the secondary propulsion-generating vehicle;

[0019] Figure 11 illustrates an exploded view of one example of the secondary motor shown in Figure 10;

[0020] Figure 12 illustrates a partial cross-sectional view of one example of the secondary motor shown in Figures 10 and 11;

[0021] Figure 13 illustrates another partial cross-sectional view of one example of the secondary motor shown in Figures 10 through 12;

[0022] Figure 14 illustrates an exploded, cross-sectional view of one example of the secondary motor shown in Figures 10 through 13;

[0023] Figure 15 illustrates another exploded, cross-sectional view of one example of the secondary motor shown in Figures 10 through 14;

[0024] Figure 16 illustrates another cross-sectional view of one example of the secondary motor shown in Figures 10 through 15;

[0025] Figure 17 illustrates a flowchart of one example of a method for augmenting propulsion of a vehicle system;

[0026] Figure 18 illustrates a flowchart of another example of a method for controlling propulsion of a vehicle system; and

[0027] Figure 19 illustrates a flowchart of one example of a method for controlling movement of a vehicle system using braking with secondary motors. DETAILED DESCRIPTION

[0028] Embodiments of the subject matter described herein relate to control systems that can increase the propulsion and / or braking available to or provided by vehicle systems to move the vehicle systems. The control systems optionally may be referred to as a propulsion augmentation system, a braking augmentation system, or a propulsion and braking augmentation system. The vehicle systems may be referred to as vehicle groups. The control systems can include electric motors that are coupled with one or more axles of a vehicle in a vehicle system to at least temporarily increase the total propulsive force or tractive effort created by the vehicle system. In one example, the control systems can include the motors added to axles of one or more non-propulsion-generating vehicles in a vehicle system, such as rail cars (e.g., boxcars, flatcars, intermodal cars, refrigerated cars, gondolas, hopper cars, tank cars or tankers, refrigerated cars, auto racks or auto rack cars, passenger cars, well cars or double stack cars, coil cars, etc.), trailers (e.g. truck trailers, boat trailers, car trailers, campers, etc.), inactive cars (e.g., cars or other vehicles in neutral and being towed or pushed by another vehicle), etc. Optionally, the control system may include one or more motors added or coupled to an axle of a propulsion-generating vehicle already having a motor or engine rotating another axle of the same vehicle. To this end, the term vehicle system may include multiple vehicles or a single vehicle unless otherwise expressly limited to multiple vehicles. While one or more examples describe the motors being connected with axles of the vehicles, optionally, one or more motors may be connected with wheels of the vehicles.

[0029] The motors coupled with the axles of the vehicles may be secondary sources of propulsion for the vehicle system. These motors may be secondary motors that provide less propulsion or tractive effort than primary motors of the same vehicle system, e.g., the secondary motors may have a maximum or rated propulsion or tractive effort output that is less than a maximum or rated propulsion or tractive effort output of the primary motors. The motors that are added or coupled with axles to augment the propulsion provided by the primary or main motor(s) of a vehicle system may be referred to as augmentation motors, supplemental motors, or secondary motors. The motors that are the primary source of propulsion for a vehicle system may be referred to as primary motors. The secondary motors may provide significantly less torque (at a maximum or upper level of output of the secondary motors) than the primary motors (at a maximum or upper level of output of the primary motors). A secondary motor may output or provide torque that is no more than 2.5% of the torque output by a primary motor in the same vehicle system. For example, the secondary motor may provide up to 2,500 Newton-meters (Nm) of torque (e.g., as a maximum torque), while the primary motor in the same vehicle system may output or provide up to 100,000 Nm of torque (as a maximum torque). Alternatively, the primary and / or secondary motors may output other, different amounts of torque with the secondary motors outputting less (or much less torque) than the primary motor(s).

[0030] The secondary motors may be operated no more than a designated upper duty cycle limit that is less than a designated upper duty cycle limit of the primary motors. For example, each of the secondary motors may be operated for no more than one quarter, or 25%, of a duty cycle while each of the primary motors may be operated for much longer during a duty cycle, such as up to 100% of the duty cycle. This can mean that the primary motor(s) can operate to provide propulsion for the entire time that the vehicle system is generating propulsion (and not coasting or braking), while each of the secondary motors can only operate to provide propulsion up to 25% of the time that the vehicle system is generating propulsion (and not coasting or braking). Optionally, the secondary motors can have an increased duty cycle limit above 25%, such as 30%, 33%, or the like.

[0031] The secondary motor(s) may be used to augment the propulsion generated by the primary motor to accelerate the stationary or moving vehicle system to a target designated speed. At that point, the secondary motor(s) may be deactivated to no longer generate torque (although the secondary motor(s) may still be used for braking, as described below) while the primary motor continues to operate to propel the vehicle system. The secondary motor(s) may be activated to generate torque and augment the torque provided by the primary motor when needed, such as when the vehicle system needs to accelerate (e.g., generally, or from a stopped condition), when the vehicle system needs to move up an uphill grade, when the capability of the primary motor deteriorates (e.g., due to damage, failure, wear and tear, etc.), or when additional torque or propulsion is needed above and beyond what the primary motor is able to generate.

[0032] The secondary motors may duty share among each other. For example, not all the secondary motors may generate torque at the same time. A first set or group of the secondary motors may generate torque during a first time period (e.g., with the other secondary motors not in the first set or group being concurrently deactivated); a different, second set or group of the secondary motors may generate torque during a subsequent, second time period (e.g., again, with the other secondary motors not in the second set or group being concurrently deactivated); a different, third set or group of the secondary motors may generate torque during a subsequent, third time period (e.g., again, with the other secondary motors not in the third set or group being concurrently deactivated); and the like. In one example, none of these groups or sets may have the same secondary motor. Alternatively, two or more of the groups or sets may share at least one, but not all, of the same secondary motors.

[0033] The secondary motors may be retrofitted to an existing vehicle or vehicle system. For example, a vehicle system may have a non-propulsion-generating vehicle (e.g., a trailer or railcar) that does not have any motor connected to any wheel or axle of that vehicle during one or more trips of the vehicle system. One or more secondary motors may be added to the vehicle by connecting the motor(s) to the axle of the vehicle. Alternatively, the secondary motors may initially be coupled with the axles prior to the first trip of the vehicle system.

[0034] The motors described herein may include a rotor and a stator. The rotor rotates relative to the stator. The stator may include electromagnets arranged in a circular pattern around the rotor. These electromagnets may include coils of wire wrapped around a ferromagnetic body or core. Conduction of electric current through the coils of wire in the stator creates a magnetic field. The coils are arranged so that the magnetic field produced by each coil interacts with the adjacent coils. This can create a continuous, rotating magnetic field. The rotor may include or be formed from a permanent magnet or an electromagnet. The rotor is positioned within the rotating magnetic field created by the stator. The rotor experiences a magnetic force due to interaction between the magnetic fields of the stator and rotor. As a result, the rotor rotates relative to the stator. The direction of the magnetic field in the stator coils can be periodically reversed. This can cause the rotor to be attracted to the electromagnets of the stator for continued rotation of the rotor.

[0035] In one example, the secondary motors described herein may be permanent magnet motors with stators being rotationally fixed relative to the bogies or chasses of the vehicles via a torque reaction arm (described herein). The stator may hold three phase coils that are edge wound coils. The stator may be energized using a multi-phase (e.g., three phase) alternating current. This alternating current may be supplied from a multi-phase (e.g., three phase) traction inverter. The rotor can have a hollow shaft, as described below, to enable an axle of the vehicle to pass through and affix the rotor to the axle through resilient mounting arrangements described herein. The rotor can house permanent magnets in a radial manner or arrangement. The magnets may be neodymium iron boron (NdFeB) magnets, although another type of magnet may be used. In another example, the primary and / or secondary motors may include or may be a radial multi-phase (e.g., three phase) squirrel cage motors, axial flux motors, or another type of motor.

[0036] The vehicle having the secondary motor(s) may have one or more energy storage devices, such as batteries or battery cells, supercapacitors, or the like. These energy storage devices can store electric energy (e.g., potential or voltage) that can be discharged to power the secondary motor(s). Optionally, the energy storage devices can power one or more other devices, such as a sensor onboard the vehicle. For example, the vehicle may have a hot box detector that monitors temperatures of wheels, axles, bearings, or the like, of the vehicle. This sensor can be powered by the energy storage device(s) to allow for the sensor to operate more often and / or longer than if the vehicle did not have the energy storage device(s). For example, the hot box detector can repeatedly measure temperatures of the vehicle wheels, axles, bearings, or the like, much more often or frequently when compared known wayside hot box detections that are stationary and disposed at spaced apart locations along a route or track. The onboard hot box detector and power source of the energy storage device(s) can allow for the temperatures to be measured more frequently and detect a stuck or locked wheel or axle sooner than wayside stationary hot box detectors. This can permit a controller of the vehicle system to stop movement of the vehicle system sooner and potentially reduce or avoid damage sooner than stationary wayside hot box detectors (which can only measure the temperatures when a vehicle system is passing by the detectors. Optionally, the sensor may be another sensor, such as a camera, an acoustic sensor, a temperature sensor for a refrigerated area or container, or the like.

[0037] In another example, the energy storage device(s) may power other devices or assemblies, such as a compressor or cooling unit (e.g., a chiller, a heating ventilation and air conditioning (HVAC) system, or the like), that cools or maintains a temperature of a tank, container, or car that keeps cargo or passengers within a designated range of temperatures or below a designated temperature (e.g., to prevent spoilage of cargo).

[0038] The energy storage device(s) can be powered by the secondary motors. For example, the secondary motors may generate and output electric energy (e.g., voltage) during regenerative braking or dynamic braking using the secondary motors. This energy may be stored in or otherwise used to charge the energy storage device(s). Optionally, the secondary motors may output energy to charge energy storage devices onboard another vehicle (via a conductive pathway extending between vehicles, such as a cable, wire, bus, etc.). The secondary motors onboard one vehicle may be powered by energy storage devices onboard another vehicle (e.g., via the conductive pathway extending between the vehicles).

[0039] The secondary motors can be used for slowing or stopping the vehicle system. The secondary motors can be used to dynamically brake or regeneratively brake the vehicle system. The secondary motors can brake concurrently or simultaneously with other brakes (e.g., air brakes or other friction brakes that are not air controlled). This can increase the total braking effort or energy generated by the vehicle system to slow or stop the vehicle system faster (than if the secondary motors were not used for braking). The secondary motors can be individually controlled during braking to generate different amounts of braking effort at different locations or positions along the length of the vehicle system at different times. For example, if one segment of the vehicle system is on a steeper downhill grade relative to another segment of the vehicle system, then the secondary motors in the segment on the steeper downhill grade can brake while the secondary motors in the other segment do not brake or generate less braking effort than the secondary motors in the segment on the steeper downhill grade.

[0040] The controller of the vehicle system can control both the secondary motors and another brake system (e.g., air brakes or another type of friction brake) by blending control of these different brakes. For example, if the vehicle system has a pneumatically controlled brake system (e.g., an air brake system), then engaging these brakes may be subject to a delay caused by the propagation of a pneumatic signal along the length of a pipe or other conduit extending along the length of the vehicle system (and used for control of the brakes in the brake system). The secondary motors may be able to begin braking faster than the pneumatically controlled brakes, especially in locations that are farther from a source of a pneumatic signal to the pneumatically controlled brakes. The controller can initiate both a pneumatic signal to the pneumatically controlled brakes and electronic signal(s) to the secondary motors. This way of blending the dynamic / regenerative braking with friction braking can allow for the secondary motors to begin braking while the pneumatic signal is still moving along the pipe or conduit. Doing so can begin braking sooner than waiting for pneumatic signals to propagate along the length of the vehicle system.

[0041] The secondary motors may be directly mounted onto the axles of the vehicles. For example, the secondary motors can have rotors that are wrapped around or connected around an outer surface of the axle without any intervening gears between the rotors and the axle. A resilient interface can be provided between the axle and the rotor without any gears disposed between the axle and the rotor. This resilient interface can absorb shocks (e.g., vibrations, abrupt changes in position, etc.) to the axle to prevent damaging the secondary motor. Alternatively, the rotors of the secondary motors may not be wrapped around the axles and / or may be connected with the axles by gears.

[0042] The vehicles having the secondary motors may be independently controlled. For example, the secondary motors may be controlled to generate tractive effort and / or brake based on commands received from a controller. This controller may be onboard or off-board the vehicles having the secondary motors. The controller may be connected by one or more wires or cables, or wirelessly, to a local control unit of the secondary motors. The controller may be used to control movement of the vehicles having the secondary motors. For example, an operator off-board the vehicle can use the controller to remotely move the vehicle. This can be useful in moving the vehicle within a vehicle yard (e.g., a rail yard, parking garage, or parking log), coupling the vehicle with another vehicle (that may not have the secondary motors) to move this other vehicle (e.g., within the vehicle yard), or the like.

[0043] While one or more embodiments are described in connection with a rail vehicle system, not all embodiments are limited to rail vehicle systems. Unless expressly disclaimed or stated otherwise, the subject matter described herein extends to other types of vehicle systems, such as automobiles, trucks (with or without trailers), buses, marine vessels, aircraft, mining vehicles, agricultural vehicles, or other off-highway vehicles. The vehicle systems described herein (rail vehicle systems or other vehicle systems that do not travel on rails or tracks) may be formed from a single vehicle or multiple vehicles. With respect to multi-vehicle systems, the vehicles may be mechanically coupled with each other (e.g., by couplers) or logically coupled but not mechanically coupled. For example, vehicles may be logically but not mechanically coupled when the separate vehicles communicate with each other to coordinate movements of the vehicles with each other so that the vehicles travel together (e.g., as a convoy).

[0044] With respect to energy sources that can provide electric energy (e.g., direct and / or alternating current) to one or more loads (e.g., energy storage devices and the secondary motors, sensors, etc.), the energy sources may include one or more fuel cells. Suitable fuel cells may include a solid oxide fuel cell (SOFC), a proton exchange membrane (PEM) fuel cell, an alkaline fuel cell, direct methanol, fuel cell, molten carbonate fuel cell, and an acid fuel cell. Suitable acid fuel cells may include solid acid and phosphoric acid fuel cells. Examples of suitable fuel cell electrodes may include a catalyst containing platinum and ruthenium; or a catalyst containing titanium tungsten oxide nanoparticles that are coated with a layer of platinum. A suitable polymer membrane may be Nafion, which is commercially available from Du Pont, or expanded porous polytetrafluoroethylene (ePTFE).

[0045] Figure 1 illustrates one example of a control system 100 onboard a multivehicle system 102. The vehicle system may be formed from multiple vehicles, including one or more primary propulsion-generating vehicles 104 and one or more secondary propulsion-generating vehicles 106. The primary vehicles may represent vehicles that have primary motors 108 and the secondary vehicles may represent vehicles having secondary motors 110 described above. The control system may include these secondary motors. For example, the primary vehicles may represent locomotives, automobiles, trucks, tractors, or the like, and the secondary vehicles may represent rail cars, trailers, or the like. The primary motors are shown spaced apart from axles 112 of the primary vehicles as the primary motors may be connected with the axles via gears, while the secondary motors are shown as coaxial with the axles of the secondary vehicles as the secondary vehicles may be directly connected with the axles. Optionally, the primary vehicle may include one or more secondary motors coupled with the axles (or wheels) of the primary vehicle.

[0046] The control system may include energy storage devices 114 onboard one or more of the secondary vehicles and / or the primary vehicles. These energy storage devices or energy sources can store energy for powering the secondary motors. Optionally, the energy storage devices can be charged with energy that is output by the secondary motors (e.g., via dynamic or regenerative braking). The energy storage devices may power auxiliary or non-propulsion-generating loads 116. These auxiliary loads may include sensors (e.g., cameras, hot box detectors, etc.), temperature control devices (e.g., chillers, HVAC systems, fans or blowers, etc.), communication devices (e.g., wireless transceivers), or the like.

[0047] A controller 118 of the control system may represent hardware circuitry that includes and / or is connected with one or more processors (e.g., microprocessors, field programmable gate arrays, integrated circuits, or the like) that perform the operations associated with the controller. The processor(s) may all perform the same operations, one or more operations may be shared or performed by multiple processors, and / or different processors may perform different operations. The processor(s) can all be in the same location (e.g., within the same device or onboard the same vehicle) or may be distributed among multiple devices and / or onboard different vehicles. The controller can control the secondary motors and / or the energy storage devices to dictate when and which of these energy storage devices power the secondary motors, when and which secondary motors are activated to generate propulsion, when and which secondary motors are used for dynamic or regenerative braking, etc.

[0048] The controller also may control operation of the primary motor. This can involve controlling an onboard source of energy 120 (e.g., an engine and alternator or generator) to power the primary motor(s) and / or controlling a collector device 122 that receives electric energy from an off-board source (e.g., a catenary, electrified rail, etc.) to power the primary motor(s). The vehicle system may include a brake system 124 that can be controlled by the controller. This brake system may be a pneumatically controlled system that generates changes in a fluid pressure (e.g., air, oil, or another fluid) in a conduit 126 extending along the length of the vehicle system to control engagement and release of brakes 128. In one example, the brake system can be an air brake system and the conduit can be a brake pipe. The brakes may be friction brakes that are actuated by pressure changes propagating through or along the conduit. The friction brakes may engage the wheels to slow or stop movement of the vehicle system.

[0049] The controller can control the secondary motors to operate as secondary sources of propulsion for the vehicle system. The secondary motors can provide less propulsion or tractive effort than the primary motor(s). The secondary motors may provide significantly less torque than the primary motors, and the controller may not activate or control the secondary motors to generate torque or propulsive effort any more than a designated upper duty cycle limit (that is less than a designated upper duty cycle limit of the primary motors). The controller can control the secondary motors to augment the propulsion generated by the primary motor(s) to accelerate the stationary or moving vehicle system to a target designated speed. At that point, the controller can deactivate (e.g., turn off) the secondary motors so that the secondary motors no longer generate torque (although the secondary motor(s) may still be used for braking) while the primary motor(s) continues to operate to propel the vehicle system.

[0050] The controller can activate the secondary motors to generate torque and augment the torque provided by the primary motor(s) when needed. For example, the controller can activate the secondary motors when the vehicle system needs to accelerate, when the vehicle system needs to move up an uphill grade, when the capability of the primary motor deteriorates, or when additional torque or propulsion is needed above and beyond what the primary motor is able to generate. The controller can duty share among the secondary motors by activating different ones of the secondary motors at different times. For example, not all the secondary motors may generate torque at the same time.

[0051] The controller of the vehicle system can control both the secondary motors and the brake system by blending control of these different brakes. As described above, the controller can direct the brake system to send a pneumatic signal via the conduit. This pneumatic signal can be a change in pressure in the conduit that initiates at or closer to one end of the vehicle system and propagates through or within the conduit toward an opposite end of the vehicle system. As the pneumatic signal is received by brakes (e.g., air brakes) along the conduit, the brakes are engaged. During the time period that the pneumatic signal is propagating along the conduit, the controller can send wired and / or wireless control signals to the secondary motors to begin braking. These control signals may be received by the secondary motors before the pneumatic signal is received by the brake(s) onboard the same vehicles as the secondary motors. The secondary motors may initiate or begin braking before the brake devices that receive the pneumatic signal onboard the same vehicle receive the pneumatic signal.

[0052] The controller can control operation of the auxiliary loads, such as by activating and deactivating these loads. The augmentation system and / or the vehicle system may include one or more sensors 132 disposed onboard the vehicles (e.g., the secondary vehicles 106 and / or the primary vehicle(s) 104). The controller may implement one or more responsive actions based on sensor data or sensor feedback from one or more sensors of the auxiliary loads. For example, one or more auxiliary loads or sensors can be or include a hot box detector that monitors temperatures of the axles and / or wheels 130 of the vehicle system. The detector or sensor can send data to the controller via wired and / or wireless connections so that the controller can decide whether to slow or stop movement of the vehicle system. For example, responsive to an axle temperature or a wheel temperature exceeding a temperature threshold, the controller can engage the brake system and / or secondary motors to slow or stop the vehicle system. This can help prevent derailment of a rail vehicle system caused by a stuck axle, wheel, or bearing, for example.

[0053] In another example, the sensors may include weight sensors that measure the weight of the vehicles and / or cargo carried by the vehicles. The weight sensors may be load sensors, for example. The energy storage devices may include or may be connected with one or more of the sensors that measure one or more characteristics of the energy storage devices, such as states of charge of the energy storage devices, C-rates of the energy storage devices, storage capacities (e.g., the amount of energy that the energy storage devices can accept or receive, such as from dynamic or regenerative braking), charging rates, discharging rates, or the like. The sensors may measure characteristics of the brake system. For example, the sensors may measure pressures in one or more locations along the length of the conduit of the brake system.

[0054] The controller may use one or more (or all) of the secondary motors onboard the secondary vehicles to assist with braking the vehicle system. For example, instead of relying solely on friction brakes of the vehicle system to slow or stop movement of the vehicle system, the controller may direct the secondary motors to use dynamic or regenerative braking to slow or stop movement of the vehicle system. The controller may solely use regenerative braking, or may use a mixture of friction and dynamic braking (e.g., by blending usage of the friction brakes and the secondary motors to dynamically brake), as described below.

[0055] Figure 2 illustrates a perspective view of one example of a chassis 200 of one of the secondary vehicles shown in Figure 1. The chassis shown in Figure 2 may be for a container wagon or rail car of a rail vehicle system. The secondary vehicle may include the wheels and axles coupled with or part of two or more bogies 202 of the secondary vehicle. As shown, the secondary motors may be directly connected with the axles of the secondary vehicle, such as by rotors of the secondary motors rotating around or about a rotation axis 204 that is coincident with (e.g., extends along the same line or is the same as) the axis about which the wheels and axles of the secondary vehicle rotate.

[0056] The secondary vehicle may include the energy storage device described above, as well as conditioning circuitry 206 connected with the energy storage device and the secondary motors. This conditioning circuitry can change one or more characteristics of the voltage or current that is conducted from the energy storage device(s) to the secondary motors(s) and / or that is conducted from the secondary motor(s) to the energy storage device(s). For example, the conditioning circuitry can include a filter that removes one or more frequencies of electric energy, a converter that changes the electric energy from direct current to alternating current or from alternating current to direct current, or the like.

[0057] The secondary vehicle may include a local control unit 208 that represents hardware circuitry that includes and / or is connected with one or more processors. The local control unit can communicate with the controller of the vehicle system to implement commands received from the controller. For example, the local control unit can include an engine control unit (ECU) that receives control signals from the controller and uses the control signals to activate the energy storage device to power the secondary motors and / or auxiliary loads; to activate the secondary motors to generate propulsion or braking; to activate the auxiliary loads; to deactivate the energy storage device, secondary motors, or auxiliary loads; or to perform other operations dictated by the controller. Optionally, the local control unit can monitor output from the auxiliary loads and control the secondary motors and / or energy storage devices based on this output. For example, responsive to a sensor output indicating that the secondary vehicle needs to be slowed or stopped, the local control unit may activate the secondary motors to brake the secondary vehicle with or without having to wait for any control signal from the controller.

[0058] The secondary vehicle may include a communication device 210. This communication device can include transceiving hardware that allows for the local control unit, the auxiliary loads, the energy storage devices, and / or the secondary motors to communicate with the controller. The communication device can send and / or receive signals wirelessly and / or via wired connections.

[0059] The secondary vehicle may include a temperature control system 212 that monitors and / or regulates temperatures of the energy storage devices, the conditioning circuitry, and / or the secondary motors. The temperature control system may include one or more fans or blowers that move air across the components being cooled or heated by the temperature control system, one or more conduits and pumps that move a working fluid through the conduits to cool or heat the components being cooled or heated by the temperature control system, and so on. The temperature control system may be controlled by the local control unit and / or the controller to heat or cool the energy storage devices, the conditioning circuitry, and / or the secondary motors to keep the temperatures of these components within designated temperature ranges.

[0060] Figure 3 illustrates a perspective view of part of another example of a chassis 300 of one of the secondary vehicles shown in Figure 1. The chassis shown in Figure 3 may be for a container wagon or rail car of a rail vehicle system. The secondary vehicle may include the wheels and axles coupled with or part of two or more bogies 302 of the secondary vehicle. In contrast to the secondary vehicle shown in Figure 2, the secondary motors in the secondary vehicle shown in Figure 3 are not directly coupled with the axles. One or more gears 304 interconnect the rotor of the secondary motors with the axles. These gears transfer rotary movement of the rotor to rotation of the axles. As shown, the axis of rotation of the secondary motors in Figure 3 do not coincide with axes of rotation 306 of the axles. Stated differently, the directly mounted secondary motors shown in Figure 2 are coaxial with the axles, while the indirectly mounted secondary motors shown m Figure 3 are offset from the axles.

[0061] While different examples of secondary motors are shown and described herein, in one embodiment, the control system may include a combination of two or more, or each, of these secondary motors. For example, in a single vehicle system, one vehicle may have one example of a secondary motor, another vehicle may have another, different example of a secondary motor, and so on. As another example, the same vehicle may have different examples of the secondary motor on or coupled with different axles. As another example, all vehicles may have the same secondary motor.

[0062] Figure 4 illustrates a perspective view of one example of a secondary motor 410 that is directly mounted to the axle of the secondary propulsion-generating vehicle. Figure 5 illustrates an exploded view of the secondary motor shown in Figure 4. Figure 6 illustrates a perspective view of the secondary motor shown in Figures 4 and 5 directly mounted to the axle. The secondary motor shown in Figures 4 through 6 may represent at least one (or each) of the secondary motors shown in Figures 1 through 3. The secondary motor 410 includes a stator 400 outside of a rotor 402. A central channel 404 extends through the center of the rotor and is sized to be disposed around the axle. The secondary motor can include and be connected with resilient interfaces 500. These resilient interfaces may have an annular shape around a central channel 502 (shown in Figure 5) that coincides with (e.g., is coaxial with) the central channel of the rotor. The central channels of the rotor and the resilient interfaces may be centered around, about, or along the axis of rotation of the axle. In the illustrated example, the secondary motor has a resilient interface at or in each of opposite ends or sides of the rotor and stator. Alternatively, the secondary motor may have a resilient interface at only one of the two ends or sides of the rotor and stator. Several examples of resilient interfaces are shown and described herein. In one embodiment, the secondary motor may have the same resilient interfaces on each end of the rotor. In another embodiment, the secondary motor may have different examples of the resilient interfaces at the ends of the rotor.

[0063] The resilient interfaces can have a ring-shaped rigid body 504 having an inner surface 506 that engages the outer surface of the axle to which the secondary motor is coupled. The ring-shaped body has an opposite outer surface that includes or is coupled with a resilient body 508, such as a nitrile ring, rubber ring, or a ring made from another material that is less rigid than the ring-shaped body. Optionally, the resilient body may be several segments of a resilient body that are disposed around the exterior surface of the rigid body.

[0064] In operation, the resilient interfaces are mounted to the exterior surface of the axle with the inner surfaces of the ring-shaped bodies being directly coupled with the exterior surface of the axle. For example, no gears may be disposed between the inner surface of the rigid ring-shaped body and the exterior surface of the axle. The resilient bodies may be coupled with the rotor of the secondary motor such that the resilient interfaces are between the rotor and the exterior surface of the axle. As the rotor rotates, the resilient interfaces rotate due to the resilient interfaces being joined with the rotor. The rotation of the resilient interfaces also rotates the axle. The resilient bodies can absorb vibrations and shocks experienced by the axle. For example, the axle may suddenly experience a large acceleration or shock when the wheels connected with the axle encounters bumps, gaps in the route or track, or the like. The resilient bodies can absorb at least some of the energy of these shocks to reduce the shock experienced by the rotor. In one example, the axle and wheels may experience a shock or acceleration of 100g but the resilient bodies can reduce this acceleration so that the rotor only experiences 50g of the shock. This can reduce the damage to the secondary motors and allow the secondary motors to operate over longer periods of time while being directly mounted to the axles.

[0065] Figure 7 illustrates one example of a torque reaction arm assembly 700. The arm assembly may be used to connect the stator of the secondary motor with the chassis of the secondary vehicle. The arm assembly may be a resilient arm 702 that is connected to the stator at one end and the chassis at an opposite end. While the arm is shown as being straight or linear, alternatively, the arm may include one or more bends or curves.

[0066] The arm may be able to change length to absorb shocks and protect the secondary motor. For example, the arm may be a telescoping arm having a smaller diameter segment 702 that moves within a larger diameter segment 704. A fluid such as an oil can be disposed between these segments to help absorb the shocks. The arm also can couple the stator with the chassis such that the stator does not rotate around the axle. For example, during rotation of the rotor, the arm can prevent the stator from also rotating completely around the axle with the rotor.

[0067] Figure 8 illustrates a perspective view of another example of a secondary motor 810 that is directly mounted to the axle of the secondary propulsion-generating vehicle. Figure 9 illustrates an exploded view of the secondary motor shown in Figure 8. The secondary motor shown in Figures 8 and 9 may represent at least one (or each) of the secondary motors shown in Figures 1 through 3. The secondary motor 810 includes the stator outside of a rotor 902. The secondary motor can have the central channel that extends through the center of the rotor and that is sized to be disposed around the axle. The secondary motor may include and be connected with resilient interfaces 800. These resilient interfaces may differ from the resilient interfaces shown in Figure 5 in that the resilient interfaces shown in Figures 8 and 9 may be segmented or divided into segments, as shown in Figure 9. In the illustrated example, each resilient interface is divided into two arcuate segments 900, 902 (shown in Figure 9), with each arcuate segment extending around half (e.g., one hundred eighty degrees) of the outer surface, circumference, or perimeter of the axle. While the ring-shaped body is shown as being formed from two segments, optionally, the ring-shaped body may be formed from more segments, such as three, four, five, etc. segments.

[0068] The segments of each resilient interface can be connected to each other to form a ring-shaped rigid body having outer surfaces 806 that face away from the outer surface of the axle to which the secondary motor is coupled. Each segment of the segmented ring-shaped body has an opposite inner surface that includes, is coupled with, or is defined by a resilient body segment 908, such as a rubber arc or an arc made from another material that is less rigid than the segment of the ring-shaped body.

[0069] The segments of the ring-shaped body also include radially oriented end walls or plates 910. These end walls or plates may be coplanar with each other when the segments are coupled together to form the ring-shaped body. The end walls or plates may include fastener holes or openings 912 through which fasteners may extend. The rotor may include corresponding fastener holes or openings 914 at each of opposite ends 916, 918 of the rotor. The fastener holes or openings in the rotor may receive the same fasteners that extend through the fastener holes or openings in the end walls or plates so that the end walls or plates of the segments of the ring-shaped body are fixed or coupled to the rotor.

[0070] The segments of the ring-shaped body also may include facing walls or plates 920 at opposite ends of the arcs formed or subtended by the facing walls or plates. The facing walls or plates may be parallel to each other and to the axis about which the axle and rotor rotates. The facing walls or plates may be orthogonal (e.g., perpendicular) to the end walls or plates of the segments of the ring-shaped body. The facing walls or plates may face each other and / or engage each other while the segments are connected to form the ring-shaped body. The facing walls or plates also may include fastener holes or openings 922 through which fasteners can extend to couple or affix the segments of the ring-shaped body to each other.

[0071] If one or more of the segments becomes damaged or in need of replacement, removing the segment can be performed quickly and more easily compared to a continuous ring-shaped body. For example, the segment that needs replacement may be simply disconnected from the other segment(s) and the rotor by removing the corresponding fasteners. A replacement segment may be positioned and fastened to the rotor and other segment(s) using the fasteners.

[0072] In operation, the resilient interfaces are mounted to the exterior surface of the axle so that the resilient portions of the segments of the ring-shaped body are directly coupled with the exterior surface of the axle. For example, no gears may be disposed between the resilient bodies of the ring-shaped body and the exterior surface of the axle. The resilient bodies may be coupled with the rotor of the secondary motor via the end walls or plates of the segments of the ring-shaped body. As the rotor rotates, the resilient interfaces rotate due to the resilient interfaces being joined with the rotor. The rotation of the resilient interfaces also rotates the axle. The resilient bodies can absorb vibrations and shocks experienced by the axle. For example, the axle may suddenly experience a large acceleration or shock when the wheels connected with the axle encounters bumps, gaps in the route or track, or the like. The resilient bodies can absorb at least some of the energy of these shocks to reduce the shock experienced by the rotor. In one example, the axle and wheels may experience a shock or acceleration of 100g, but the resilient bodies can reduce this acceleration so that the rotor only experiences 50g of the shock. This can reduce the damage to the secondary motors and allow the secondary motors to operate over longer periods of time while being directly mounted to the axles.

[0073] Figure 10 illustrates a perspective view of another example of a secondary motor 1010 that is directly mounted to the axle of the secondary propulsion-generating vehicle. Figure 11 illustrates an exploded view of one example of the secondary motor shown in Figure 10. Figure 12 illustrates a partial cross-sectional view of one example of the secondary motor shown in Figures 10 and 11. Figure 13 illustrates another partial cross-sectional view of one example of the secondary motor shown in Figures 10 through 12. Figure 14 illustrates an exploded, cross-sectional view of one example of the secondary motor shown in Figures 10 through 13. Figure 15 illustrates another exploded, cross-sectional view of one example of the secondary motor shown m Figures 10 through 14. Figure 16 illustrates another cross-sectional view of one example of the secondary motor shown in Figures 10 through 15. The secondary motor shown in Figures 10 through 16 may represent at least one (or each) of the secondary motors shown in Figures 1 through 3.

[0074] The secondary motor includes the stator outside of the rotor. The secondary motor can have the central channel that extends through the center of the rotor and that is sized to be disposed around the axle. The secondary motor may include and be connected with sandwich or compression resilient interfaces 1000. These resilient interfaces may differ from the resilient interfaces shown in other examples in that the resilient interfaces shown in Figures 10 through and 16 may be formed by several annular or ring-shaped bodies sandwiched or compressed together in directions that extend along, are parallel to, and / or are coincident with the axis of rotation of the rotor and axle. The resilient interfaces are shown as formed from several ring-shaped or annular bodies that continuously extend around an opening through which the axle extends. Alternatively, the one or more of these bodies may be formed from segments that are connected or disposed next to each other to form one or more ring-shaped or annular bodies.

[0075] The bodies of the resilient interface may include center passages or openings. For example, these bodies can include resilient bodies, gaskets, plates, etc. that each have a central passage sized for the axle to pass through the central passages. These central passages may be aligned (e.g., coaxial) with the axle extending through the aligned central passages.

[0076] The bodies may include a retaining plate 1002. This retaining plate may have several holes or openings 1004 through which fasteners 1200 can extend to sandwich, compress, or hold the bodies of the resilient interface together. For example, the retaining plate may be the outermost body of the resilient interface such that the retaining plate holds the remaining bodies of the resilient interface between the end of the rotor and the retaining plate.

[0077] An outer resilient body 1006 may be adjacent to the retaining plate. This outer resilient body may be a resilient gasket, ring, or annular body that is more flexible than the retaining plate. For example, the retaining plate may be formed from a rigid material, such as steel or stainless steel, while the outer resilient body is formed from a more flexible or compressible material, such as nitrile or rubber. The outer resilient body may include the fastener holes or openings similar to or like the retaining plate.

[0078] An interface plate or coupling plate 1008 may be adjacent to the outer resilient body. For example, the outer resilient body may be disposed between the retaining plate and the interface plate. These bodies may be adjacent to each other such that the retaining plate directly abuts or directly contacts the outer resilient body, and the outer resilient body directly abuts or directly contacts the interface plate or the coupling plate.

[0079] The interface plate may be more rigid than the outer resilient body. For example, the interface plate may be formed from a rigid material, such as steel or stainless steel. The interface plate may include fastener holes or openings 1102 similar to or like the retaining plate and the outer resilient body. The holes in the different bodies may be sized differently, but the holes may be coaxial with each other. For example, the holes in the interface plate may be larger than the holes in the outer resilient body.

[0080] The outer resilient body may include protrusions or extensions 1202 around the holes in the outer resilient body. These protrusions or extensions in the outer resilient body may extend or project toward the rotor. For example, the protrusions in the outer resilient body on one side of the rotor may project from that outer resilient body toward the rotor and the other outer resilient body on the opposite side of the rotor. These protrusions may extend into and be received in the holes in the interface plate, as shown in Figures 12 and 13. This can help align the outer resilient body with the interface plate and / or help ensure that the outer resilient body moves (e.g., rotates) with the inward plate.

[0081] The interface plate may include a lip or extension 1104 that engages the outer surface of the axle. This lip or extension may be radially inward of the holes in the interface plate. The lip or extension can form an L-shape or another shape as the lip or extension includes a radially extending component 1204 and an axially extending component 1206. The radially extending component may be longer along radial directions that outwardly extend from the axis of rotation of the axle and the rotor (longer than in other directions, like axial directions). The holes or openings in the interface plate that receive the protrusions of the outer resilient body may extend through the radially extending component. The axially extending component may be longer along axial directions that are parallel to the axis of rotation of the axle and the rotor (longer than in other directions, like the radial directions). The axially extending component may extend along the outer surface of the axle to engage the axle and help transfer rotation of the rotor to the axle via the interface plate. For example, the axially extending component may be pressed onto the outer surface of the axle to ensure that the interface plate and the axle rotate together. The radially extending component can be used to help keep the bodies of the resilient interface stacked and / or compressed between the interface plate and the rotor.

[0082] An inner or inward resilient body 1106 may be adjacent to the retaining plate. This inner resilient body may be a resilient gasket, ring, or annular body that is more flexible than the retaining plate and / or the interface plate. For example, the retaining plate and / or interface plate may be formed from a rigid material, such as steel or stainless steel, while the inward resilient body is formed from a more flexible or compressible material, such as nitrile or rubber. The inward resilient body may include fastener holes or openings similar to or like the retaining plate.

[0083] The interface plate may be adjacent to the inward resilient body. For example, the interface plate may be disposed between the outer or outward resilient body and the inner or inward resilient body. The inward resilient body and the interface plate may be adjacent to each other such that the interface plate directly abuts or directly contacts the inward resilient body, and the interface plate directly abuts or directly contacts the outward and the inward resilient bodies.

[0084] The inward resilient body may abut or directly contact the rotor, as shown in Figure 12. The inward resilient body may be between and extend from the interface plate to the rotor. The inward resilient body may include protrusions or extensions 1108 around the holes in the inward resilient body. These protrusions or extensions in the inward resilient body may extend or project away from the rotor and toward the outer resilient body. For example, the protrusions in the inward resilient body on one side of the rotor may project from that inward resilient body away from the rotor and away from the other inward resilient body on the opposite side of the rotor. These protrusions may extend into and be received in the holes in the interface plate, as shown in Figures 12 and 13. This can help align the inward resilient body with the interface plate and / or help ensure that the inward resilient body moves (e.g., rotates) with the interface plate.

[0085] The protrusions from the outer and inward resilient bodies may engage or abut each other through or inside the holes in the radially extending component of the interface plate, as shown in Figures 12 and 13. The fastener may extend through the holes surrounded by the protrusions of the outer and inward resilient bodies such that the protrusions from the outer and inward resilient bodies surround and separate the fastener from the inner surfaces of the interface plate.

[0086] Elongated spacers 1210 may be placed in the holes of the inward and outward resilient bodies. The spacers may be tubular or cylindrical bodies that extend around or define central passageways sized for the fasteners to extend through. The spacers may be rigid bodies that maintain a separation distance between the rotor and the retaining plate. For example, the inward resilient body may be placed against the end of the rotor and the interface plate may be placed against the inward resilient body. The interface plate may also be pressed onto the outer surface of the axle so that the interface plate and the axle rotate together. The outward resilient body may be placed against the opposite side of the interface plate (e.g., opposite the inward resilient body). The spacers may then be inserted into the coaxially aligned holes in the inward and outward resilient bodies, the interface plate, and the rotor. The retaining plate may then be placed onto the outward resilient body. The fasteners can then be inserted into the holes in the retaining plate, through the spacers, and fastened to the holes in the rotor (e.g., via internal threads inside the holes in the rotor). The spacers can be sized to ensure that the fasteners can compress the retaining plate, the resilient bodies, and the interface against the rotor without cutting into or overly compressing the resilient bodies (where the resilient bodies would be less able to absorb shocks and vibrations).

[0087] The interface plate can be pressed onto the axle such that the interface plate will rotate with the axle. That is, the rotation of the rotor can be transferred to rotation of the axle by or via the interface plate. The inward and outer resilient bodies are flexible or resilient to provide vibration and shock decoupling between the rotor of the secondary motor and the interface plate. The stator of the secondary motor can be axially fixed to the chassis or a bogie frame by the torque reaction arm assembly, as described above.

[0088] The resilient bodies can absorb vibrations and shocks experienced by the axle. For example, the axle may suddenly experience a large acceleration or shock when the wheels connected with the axle encounters bumps, gaps in the route or track, or the like. The resilient bodies can absorb at least some of the energy of these shocks to reduce the shock experienced by the rotor. In one example, the axle and wheels may experience a shock or acceleration of 100g, but the resilient bodies can reduce this acceleration so that the rotor only experiences 50g of the shock. This can reduce the damage to the secondary motors and allow the secondary motors to operate over longer periods of time while being directly mounted to the axles.

[0089] Additionally, as shown in Figure 16, the rotor may be spaced apart from the axle. The resilient interfaces can couple the rotor to the axle without the rotor being directly connected with the axle (e.g., in abutting contact without any intervening bodies). This also can help prevent shocks and vibrations experienced by the axle being transferred to and potentially damaging the rotor.

[0090] The resilient interfaces described herein may rotate at the same speeds as the rotor and the axle. For example, the resilient interfaces may not be gears that extend between the motor and the axle, the resilient interfaces may not have teeth that mesh with each other to transfer rotation of the rotor to the axle, the resilient interfaces may not have gear ratios, etc.

[0091] Figure 17 illustrates a flowchart of one example of a method 1700 for augmenting propulsion of a vehicle system. The method can represent operations performed using the secondary motors described herein or other secondary motors. At step 1702, a vehicle system is propelled using one or more primary motors. Optionally, if the vehicle system is starting from a stationary state, then no motors may be propelling the vehicle system. At step 1704, a decision is made as to whether the vehicle system has a demand for increased propulsion. This may occur when the vehicle system is accelerating, traveling up a grade, speeding up, etc. If the vehicle system has a demand for increased propulsion, then flow of the method can proceed toward step 1706. At step 1706, one or more of the secondary motors are activated to increase the propulsive effort (e.g., torque, horsepower, etc.) generated by the entire vehicle system. If there is no demand for increased propulsion, then flow of the method can return to step 1702 from step 1704, or the method may terminate.

[0092] At step 1708, a decision is made as to whether the demand for increased propulsion has ended. If the demand has decreased, then flow of the method can proceed toward step 1710. At step 1710, the secondary motors are deactivated. The primary motors can continue propelling the vehicle system. Flow of the method can then return to step 1702 or can terminate. If the demand for increased propulsion has not ended, however, then the method can return to step 1706 from step 1708 and the secondary motors can continue generating propulsion.

[0093] Figure 18 illustrates a flowchart of another example of a method 1800 for controlling propulsion of a vehicle system. This method can be used to control operation of a vehicle system having primary and secondary motors as described herein. At step 1802, the vehicle system is propelled using tractive effort generated by the primary motors and, optionally, secondary motors. At step 1804, a decision is made as to whether the vehicle system is entering or has entered a reduced emissions zone. This zone may be a geographic area defined by a two- or three-dimensional boundary in which the generation of emissions is limited or prevented. For example, this area may have limits on how much emissions can emanate from operation of fuel-consuming engines, how much noise can be audibly detected from operation of the engines, etc. The location of this area may be stored in one or more computer-readable memories, marked on a map, etc.

[0094] If the vehicle system is entering or is in such a zone, then operation of the vehicle system may need to change to avoid violating the restrictions of the zone. As a result, flow of the method can proceed toward step 1806. If the vehicle system is not entering or in such a zone, then operation of the vehicle system can continue as before, and flow of the method can return toward step 1802.

[0095] At step 1806, one or more of the secondary motors are activated and the primary motors may be deactivated (or at least the engines generating the restricted emissions may be deactivated). Propulsion of the vehicle system may be provided by the secondary motors and not the primary motors without violating the restrictions of the zone.

[0096] At step 1808, a decision is made as to whether the vehicle system is exiting or has left the reduced emissions zone. If the vehicle system is exiting or has left the zone, then operation of the vehicle system can return to prior propulsion using the primary motors. As a result, flow of the method can proceed toward step 1810. If the vehicle system is not exiting or is still in such a zone, then operation of the vehicle system can continue as before, and flow of the method can return toward step 1806.

[0097] At step 1810, the primary motors (and engine(s)) can be re-activated to provide propulsion of the vehicle system. Optionally, the secondary motors may be deactivated. Flow of the method may then return to a prior step (e.g., step 1802) or may terminate.

[0098] Another method provided herein can include a step of deciding whether control of brakes along the length of a vehicle system should be blended between electronic and pneumatic control. For example, a decision may be made that some brakes closer to the rear end of the vehicle system than the front end may need to be actuated or engaged sooner than it would take for a pneumatic signal to reach the brakes. The method can then include a step of sending an electronic signal to one or more secondary motors closer to the rear end of the vehicle system than the front end. This signal can direct the secondary motors to dynamically brake the vehicle system.

[0099] Another method provided herein can involve the mounting of the secondary motors to axles. First, the secondary motor may be placed onto the axle with the axle extending through the rotor. Subsequently, an inward resilient body may be placed against an end of the rotor. Subsequently, an interface plate may be placed against the inward resilient body. The interface plate may also be pressed onto the outer surface of the axle so that the interface plate and the axle rotate together. Subsequently, the outward resilient body may be placed against the opposite side of the interface plate. Subsequently, the spacers may then be inserted into the coaxially aligned holes in the inward and outward resilient bodies, the interface plate, and the rotor. Subsequently, the retaining plate may then be placed onto the outward resilient body. Subsequently fasteners can then be inserted into the holes in the retaining plate, through the spacers, and fastened to the holes in the rotor.

[00100] Figure 19 illustrates a flowchart of one example of a method 1900 for controlling movement of a vehicle system using braking with secondary motors. This method can be used to determine whether the secondary motors can be used to control or assist with braking of the vehicle system using dynamic or regenerative braking. At least one embodiment of the method shown in Figure 19 may be performed by the augmentation system described herein. At step 1902, the brake conduit is monitored. For example, the sensors can measure air pressures in one or more locations along the length of the brake pipe or brake conduit of the brake system. These pressures can be communicated (e.g., wirelessly and / or via wired connections) from the sensors to the controller. At step 1904, characteristics of the vehicle(s) and / or the energy storage devices are determined. For example, other sensors may measure weights (or masses) of the secondary vehicles and communicate this information to the controller. The sensors operatively coupled with the energy storage devices (e.g., included in and / or connected with the energy storage devices) may measure states of charge, remaining charging capacities, and / or charging rates of the energy storage devices. A state of charge may be the amount of energy stored in an energy storage device. The remaining charging capacity may be the amount of additional energy that the energy storage device can receive (above or in addition to the energy already stored in the energy storage device). The charging rate can be the speed at which the energy storage device can receive additional energy to charge the energy storage device. This information may be communicated from the sensors to the controller.

[00101] At step 1906, a brake demand is calculated. The brake demand may be calculated by the controller as the amount of braking effort that is needed to slow the vehicle system to a desired speed or to stop the vehicle system at a desired location. Optionally, the brake demand may be calculated by the controller based on an operator- or automatically selected brake setting (e.g., with greater brake demands calculated or associated with larger brake settings and smaller brake demands calculated or associated with lesser brake settings). The brake demand may be calculated on a per-vehicle basis. For example, instead of just calculating a single value of the brake demand for the entire vehicle system, the controller can calculate the brake demand of each vehicle (or each secondary vehicle) in the vehicle system. The brake demand may be calculated on a per-vehicle basis using the vehicle characteristic(s). For example, the controller may calculate a greater brake demand for heavier secondary vehicles and a lesser brake demand for lighter secondary vehicles. The controller may divide or distribute portions of the total brake demand for the vehicle system among the secondary vehicles based on the relative weights of the secondary vehicles. For example, if one secondary vehicle is 2% of the total weight of the vehicle system, then the controller may associate or assign 2% of the total braking effort for the vehicle system to that secondary vehicle. Alternatively, the controller may otherwise allocate the braking effort or demand among the secondary vehicles using other fractions, ratios, or default values associated with different measured weights of the secondary vehicles.

[00102] At step 1908, a decision is made as to whether the energy storage device(s) onboard one or more of the secondary vehicles is or are receptive to receiving additional energy from regenerative or dynamic braking. The decision at to whether the energy storage devices are receptive to receiving energy from regenerative or dynamic braking optionally can be made by the controller deciding whether the energy storage device can accept any amount of energy generated from dynamic or regenerative braking. For example, if the energy storage device of a secondary vehicle has some storage capacity, then the controller can decide that the energy storage device is receptive and flow of the method can proceed toward step 1910. Otherwise, flow of the method can proceed toward step 1912.

[00103] As another example, the controller may examine the characteristics of the energy storage devices onboard the secondary vehicles to determine whether these energy storage devices can be charged with energy from regenerative or dynamic braking by those secondary vehicles. The controller may compare the capacity of an energy storage device to receive additional charge to a static threshold and, if the capacity meets or exceeds the static threshold (or the threshold is no larger than the capacity), then the controller may decide that the energy storage device is receptive to receiving energy from dynamic or regenerative braking. As a result, flow of the method can proceed toward step 1910. If the capacity is smaller than the static threshold (or the threshold is larger than the capacity), then the controller may decide that the energy storage device is not receptive to receiving energy from dynamic or regenerative braking. As a result, flow of the method can proceed toward step 1912.

[00104] As another example, the controller may compare the capacity of an energy storage device to receive additional charge to a dynamic threshold and, if the capacity exceeds the dynamic threshold, then the controller may decide that the energy storage device can is receptive to receiving more energy from dynamic or regenerative braking. The dynamic threshold may change based on the amount of braking effort that is needed. For example, the controller may associate (or refer to a computer readable storage medium, or memory, to obtain associations between) different braking efforts (for the entire vehicle system or for a single vehicle) with different amounts of energy. These amounts of energy may be the amount of electric energy that is expected, calculated, or estimated (e.g., from one or more equations, models, or prior measurements) to be generated from dynamic or regenerative braking using a secondary motor. If the capacity of the energy storage device of a secondary vehicle meets or exceeds the dynamic threshold (or the threshold is no larger than the capacity), then the controller may decide that the energy storage device is receptive to receiving energy from dynamic or regenerative braking. As a result, flow of the method can proceed toward step 1910. If the capacity is smaller than the static threshold (or the threshold is larger than the capacity), then the controller may decide that the energy storage device is not receptive to receiving energy from dynamic or regenerative braking. As a result, flow of the method can proceed toward step 1912.

[00105] At step 1910, the secondary motor is used to brake. For example, the secondary motor of a secondary vehicle may regeneratively brake or dynamically brake to provide at least some, if not all, of the braking effort that is needed to be provided by or from the secondary vehicle. The electric energy that is generated by the secondary motor from this braking can be stored in the energy storage device(s) onboard the secondary vehicle, may be used to power one or more loads (with or without first conducting the energy to the energy storage device), may be at least partially dissipated as heat via one or more resistive elements, or the like. But if the energy storage device was determined to not have capacity at step 1908, then at step 1912, the secondary vehicle brakes using friction brakes. For example, the vehicle may brake using the air brakes that rub against the wheel(s) to slow or stop rotation of the wheels, but may not brake using dynamic or regenerative braking with the secondary motor. Flow of the method may then terminate or may return to one or more other operations, such as step 1902.

[00106] At step 1914, a decision is made as to whether the regenerative or dynamic braking with the secondary motor is sufficient to meet the braking requirement. This decision may be made on a per-vehicle basis or among all or several of the secondary vehicles. For example, the controller may compare the amount of braking effort provided by the secondary motor with the amount of braking effort demanded from the secondary vehicle. If the secondary motor can provide at least as much braking effort as is demanded, then there may not be a need for additional braking effort from another source, such as from a friction or air brake. As a result, flow of the method can terminate or return to another operation, such as step 1902. But, if the secondary motor cannot provide the demanded braking effort, then additional braking effort may be needed from another source. As a result, flow of the method can proceed toward step 1916.

[00107] At step 1916, additional braking may be provided from another source. For example, the air or friction brakes may be used to provide the amount of braking effort that is needed or demanded, but that cannot be provided by dynamic or regenerative braking using the secondary motor. The controller may blend braking using both the secondary motor and an air brake or friction brake. Optionally, the controller may blend with braking using the secondary motor and one or more of the primary motor and / or the air brake or friction brake. Flow of the method can then terminate or return to another operation, such as step 1902.

[00108] Optionally, the controller may selectively blend (or mix) dynamic or regenerative braking using the secondary motors with friction brakes based on a layout of a route on which the vehicle system is moving. For example, if the vehicle system is traveling over different grades, curves with different radii of curvature, or the like at the same time (e.g., due to the length of the vehicle system), the controller may direct some secondary vehicles to brake using the secondary motors, other secondary vehicles to brake using friction brakes, and / or other secondary vehicles to brake with both secondary motors and the friction brakes. This can provide for localized control of electronic and / or friction braking on a per-vehicle basis.

[00109] The controller may provide adaptive wheel slip protection using the secondary motors. Wheel slip can occur when a wheel is rotating faster or slower than other wheels in the vehicle system (or faster or slower than the wheel should be rotating given the moving speed of the vehicle system). The controller can identify which secondary vehicles have wheels (if any) that are experiencing wheel slip based on sensor output (e.g., comparing a tachometer’s measured rate of wheel rotation with the expected rate of wheel rotation given the moving speed of the vehicle system). The controller can then direct the secondary motor(s) of those or that secondary vehicle(s) to dynamically or regeneratively brake (or stop braking) to stop or reduce the amount of wheel slip.

[00110] The controller may selectively control braking with the secondary motors based on coupler loads. For example, the primary and / or secondary vehicles in the vehicle system may be mechanically coupled with each other by couplers 132 (shown in Figure 1). During movement, different segments (and, therefore, couplers) of the vehicle system may be in tension while other segments (and, therefore, couplers) of the vehicle system may be in compression due to changes in grade, movement through curves in the route, different speeds and / or accelerations (including decelerations) of different vehicles or segments of the vehicle system, or the like. These differences can result in the forces (e.g., loads) exerted on one or more couplers becoming too large where the forces may damage or wear the couplers prematurely. To control these forces, the controller can monitor, calculate, or estimate the coupler forces using output from the sensor(s). The sensors can include load cells that measure the coupler forces, distance sensors that measure the separation distances between vehicles (with different distances associated with different forces), or the like. To prevent the coupler forces exceeding a designated threshold (e.g., tension associated with an increased risk of coupler failure) or falling below a designated threshold (e.g., compression associated with an increased risk of coupler failure), the controller can monitor these forces. If the forces exceed or fall below a corresponding threshold, then the controller can attempt to change the forces to keep the forces within an acceptable range (e.g., below the tension threshold but greater than the compression threshold) using the secondary motors.

[00111] For example, if a coupler between secondary vehicles is experiencing too much tension, then the controller can brake using a secondary motor ahead of the coupler (along a direction of travel or movement) and / or generate propulsive forces using a secondary motor behind the coupler (along the direction of travel or movement). If a coupler between secondary vehicles is experiencing too much compression, then the controller can generate propulsion using a secondary motor ahead of the coupler and / or brake using a secondary motor behind the coupler. The controller may selectively control which secondary motors are propelling and / or braking in this way to keep coupler forces within acceptable limits.

[00112] In one example, a motor may include a rotor that rotates within or relative to a stator. The rotor can extend around the axle of a vehicle. The motor also may include a resilient interface coupled with the rotor. This resilient interface can be coupled with the axle and an end of the rotor to transfer rotation of the rotor to the axle while reducing vibrations of the axle from reaching the rotor.

[00113] The resilient interface may include an inward resilient annular body directly engaged with the end of the rotor. The resilient interface can include an interface annular plate and an outward resilient annular body with the interface annular plate between the inward resilient annular body and the outward resilient annular body. The interface annular plate may directly contact the outer surface of the axle. The motor also may include an annular retaining plate abutting the outward resilient annular body, and fasteners coupling the annular retaining plate, the outward resilient annular body, the interface annular plate, and the inward resilient annular body against the end of the rotor.

[00114] The rotor may rotate around the axle without contacting the axle, and the resilient interface can transfer rotation of the rotor to rotation of the axle without the rotor directly contacting the axle. The rotor may rotate the axle via the resilient interface without any gears between the rotor and the axle. The motor also may include a torque reaction arm that can be coupled with the stator and with a chassis or frame of the vehicle to prevent rotation of the stator relative to the chassis or frame of the vehicle.

[00115] In another example, a control system is provided and may include one or more primary motors that can be disposed onboard one or more primary vehicles of a vehicle system, and one or more secondary motors that can be disposed onboard one or more secondary vehicles of the vehicle system. The secondary motor(s) can generate less propulsive effort than the primary motor(s). The control system also can include a controller that can activate the secondary motor(s) to augment the propulsive effort generated by the primary motor(s) during acceleration of the vehicle system.

[00116] The secondary motor(s) can be mounted around axles of the secondary vehicle(s) without gears between the secondary motor(s) and the axles of the secondary vehicle(s). The controller can activate the secondary motor(s) for no more than a reduced duty cycle that is shorter than a duty cycle during which the primary motor(s) are activated. The controller can direct a pneumatic signal to brakes of the vehicle system via a brake pipe of the vehicle system. The controller can activate the secondary motor(s) to dynamically brake the vehicle system during a propagation delay of the pneumatic signal along the brake pipe.

[00117] In another example, a resilient interface for coupling a motor to an axle is provided. The resilient interface can include a resilient body having a first annular shape that is sized to extend around the axle, and an interface plate having a second annular shape that is sized to extend around the axle. The interface plate can engage the outer surface of the axle. The resilient interface also can include a retaining plate having a third annular shape that is sized to extend around the axle. The retaining plate can hold the interface plate and the resilient body against an end of the rotor. The interface plate may transfer rotation of the rotor to rotation of the axle.

[00118] The resilient body can be disposed between the interface plate and an end of the rotor. The interface plate can be coupled to an end of the rotor by the resilient body and may be sized to separate the rotor from the axle extending through the rotor. The resilient body can be an inward resilient body that may directly abut the end of the rotor. The resilient body also can include an outward resilient body having a fourth annular shape that is sized to extend around the axle. The outward resilient body can be disposed between the retaining plate and the interface plate. The interface plate can include through-holes. Each of the inward resilient body and the outward resilient body can have protrusions contacting each other and extending into the through holes in the interface plate.

[00119] The resilient interface also can include fasteners extending through the through holes in the interface plate and spaced apart from the interface plate by the protrusions of the inward resilient body and the outward resilient body. The interface may include spacers extending through the through holes in the interface plate. The spacers can have a length that maintains a separation distance between the retaining plate and an end of the rotor to which the inward resilient body is coupled. The interface plate may be more rigid than the resilient body.

[00120] In one embodiment, the control system may have a local data collection system deployed that may use machine learning to enable derivation-based learning outcomes. The controller may learn from and make decisions on a set of data (including data provided by the various sensors), by making data-driven predictions and adapting according to the set of data. 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 by methods such as pattern detection and / or feature learning. Reinforcement learning may include the machine learning systems performing in a dynamic environment and then providing feedback about 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, clustering, 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 (SVMs), Bayesian network, reinforcement learning, representation learning, rule-based machine learning, sparse dictionary learning, similarity and metric learning, learning classifier systems (LCS), logistic regression, random forest, K-Means, gradient boost, K-nearest neighbors (KNN), a priori algorithms, and the like. In embodiments, certain machine learning algorithms may be used (e.g., for solving both constrained and unconstrained optimization problems that may be based on natural selection). In an example, the algorithm may be used to address problems of mixed integer programming, where some components restricted to being integer-valued. Algorithms and machine learning techniques and systems may be used in computational intelligence systems, computer vision, Natural Language Processing (NLP), recommender systems, reinforcement learning, building graphical models, and the like. In an example, machine learning may be used for vehicle performance and behavior analytics, and the like.

[00121] In one embodiment, the 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 item of equipment or environment. With respect to control policies, a neural network can receive input of a number of environmental and task-related parameters. These parameters may include an identification of a demand for increased propulsion and / or a need to brake sooner than a pneumatic signal can reach brakes. The neural network can be trained to generate an output based on these inputs, with the output representing an action or sequence of actions that the vehicle system should take (e.g., activating secondary motors for propulsion or dynamic braking, which secondary motors to activate, the order or sequence in which to activate the secondary motors, etc.). During operation of one embodiment, a determination can occur by processing the inputs through the parameters of the neural network to generate a value at the output node designating that action as the desired action. This action may translate into a signal that causes the vehicle system to operate. This may be accomplished via back-propagation, feed forward processes, closed loop feedback, or open loop feedback. Alternatively, rather than using backpropagation, the machine learning system of the controller may use evolution strategies techniques to tune various parameters of the artificial neural network. The controller may use neural network architectures with functions that may not always be solvable using backpropagation, for example functions that are non-convex. In one embodiment, the neural network has a set of parameters representing weights of its node connections. A number of copies of this network are generated and then different adjustments to the parameters are made, and simulations are done. Once the output from the various models are obtained, they may be evaluated on their performance using a determined success metric. The best model is selected, and the vehicle controller executes that plan to achieve the desired input data to mirror the predicted best outcome scenario. Additionally, the success metric may be a combination of the optimized outcomes, which may be weighed relative to each other.

[00122] The controller can use this artificial intelligence or machine learning to receive input (e.g., a demand for increased propulsion or faster initiation of braking), use a model that associates different demands with different operating modes to select an operating mode (e.g., which secondary motors to activate, the order or sequence in which to activate the secondary motors, etc.), and then provide an output (e.g., the operating mode selected using the model). The controller may receive additional input of the change in operating mode that was selected, such as analysis of the speed or deceleration of the vehicle system (or a lack thereof), operator input, or the like, that indicates whether the machine-selected operating mode provided a desirable outcome or not. Based on this additional input, the controller can change the model, such as by changing which secondary motors are activated and / or when the secondary motors are activated when a similar or identical demand is received the next time or iteration. The controller can then use the changed or updated model again to select an operating mode, receive feedback on the selected operating mode, change or update the model again, etc., in additional iterations to repeatedly improve or change the model using artificial intelligence or machine learning.

[00123] As used herein, the “one or more processors” may individually or collectively, as a group, perform these operations. For example, the “one or more” processors can indicate that each processor performs each of these operations, or that each processor performs at least one, but not all, of these operations.

[00124] Use of phrases such as “one or more of... and,” “one or more of... or,” “at least one of ... and,” and “at least one of ... or” are meant to encompass including only a single one of the items used in connection with the phrase, at least one of each one of the items used in connection with the phrase, or multiple ones of any or each of the items 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” each can 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

[00125] As used herein, an element or step recited in the singular and preceded with the word “a” or “an” do not exclude the plural of said elements or operations, unless such exclusion is explicitly stated. Furthermore, references to “one embodiment” of the invention do not exclude the existence of additional embodiments that incorporate the recited features. Moreover, unless explicitly stated to the contrary, embodiments “comprising,” “comprises,” “including,” “includes,” “having,” or “has” an element or a plurality of elements having a particular property may include additional such elements not having that property. In the appended claims, the terms “including” and “in which” are used as the plain-English equivalents of the respective terms “comprising” and “wherein.” Moreover, in the following claims, the terms “first,” “second,” and “third,” etc. are used merely as labels, and do not impose numerical requirements on their objects. Further, the limitations of the following claims are not written in means-plus-function format and are not intended to be interpreted based on 35 U.S.C. § 112(f), unless and until such claim limitations expressly use the phrase “means for” followed by a statement of function devoid of further structure.

[00126] This written description uses examples to disclose several embodiments of the subject matter, including the best mode, and to enable one of ordinary skill in the art to practice the embodiments of subject matter, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the subject matter is defined by the claims, and may include other examples that occur to one of ordinary skill in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.

Claims

1. A motor (410; 810; 1010), comprising:a rotor (402; 902) configured to rotate within a stator (400), the rotor (402; 902) configured to extend around an axle (112) of a vehicle (106);a resilient interface (500; 800; 1000) coupled with the rotor (402; 902) and configured to be coupled with the axle (112), the resilient interface (500; 800; 1000) coupled with an end of the rotor (402; 902) and with the axle (112) to transfer rotation of the rotor (402; 902) to the axle (112) while reducing vibrations of the axle (112) from reaching the rotor (402; 902).

2. The motor (410; 810; 1010) of claim 1, wherein the resilient interface (500; 800; 1000) includes an inward resilient annular body (1106) directly engaged with the end of the rotor (402; 902).

3. The motor (410; 810; 1010) of claim 2, wherein the resilient interface (500; 800; 1000) includes an interface annular plate (1008) and an outward resilient annular body (1006) with the interface annular plate (1008) between the inward resilient annular body (1106) and the outward resilient annular body (1006).

4. The motor (410; 810; 1010) of claim 3, wherein the interface annular plate (1008) directly contacts an outer surface of the axle (112).

5. The motor (410; 810; 1010) of claim 4, further comprising:an annular retaining plate (1002) abutting the outward resilient annular body (1006); andfasteners (1200) coupling the annular retaining plate (1002), the outward resilient annular body (1006), the interface annular plate (1008), and the inward resilient annular body (1106) against the end of the rotor (402; 902).

6. The motor (410; 810; 1010)of claim 1, wherein the rotor (402; 902)is configured to rotate around the axle (112) without contacting the axle (112), and the resilient interface (500; 800; 1000) is configured to transfer rotation of the rotor (402; 902) to rotation of the axle (112) without the rotor (402; 902) directly contacting the axle (112).

7. The motor (410; 810; 1010) of claim 6, wherein the rotor (402; 902) is configured to rotate the axle (112) via the resilient interface (500; 800; 1000) without any gears between the rotor (402; 902) and the axle (112).

8. The motor (410; 810; 1010) of claim 1, further comprising:a torque reaction arm (702) configured to be coupled with the stator (400) and with a chassis or frame of the vehicle (106) to prevent rotation of the stator (400) relative to the chassis or frame of the vehicle (106).

9. A control system (100), comprising:one or more primary motors (108) configured to be disposed onboard one or more primary vehicles (104) of a vehicle system (102);one or more secondary motors (410; 810; 1010) configured to be disposed onboard one or more secondary vehicles (106) of the vehicle system (102), the one or more secondary motors (410; 810; 1010) configured to generate less propulsive effort than the one or more primary motors (108); anda controller (118) configured to activate the one or more secondary motors (410; 810; 1010) to augment the propulsive effort generated by the one or more primary motors (108) during acceleration of the vehicle system (102).

10. The control system (100) of claim 9, wherein the one or more secondary motors (410; 810; 1010) are mounted around axles (112) of the one or more secondary vehicles (106) without gears between the one or more secondary motors (410; 810; 1010) and the axles (112) of the one or more secondary vehicles (106).

11. The control system (100) of claim 9, wherein the controller (118) is configured to activate the one or more secondary motors (410; 810; 1010) for no more than a reduced duty cycle that is shorter than a duty cycle during which the one or more primary motors (108) are activated.

12. The control system (100) of claim 9, wherein the controller (118) is configured to direct a pneumatic signal to brakes (128) of the vehicle system (102) via a brake pipe (126) of the vehicle system (102), and the controller (118) is configured to activate the one or more secondary motors (410; 810; 1010) to dynamically brake the vehicle system (102) during a propagation delay of the pneumatic signal along the brake pipe (126).

13. A resilient interface (500; 800; 1000) for coupling a motor (410; 810; 1010) to an axle (112), the resilient interface (500; 800; 1000) comprising:a resilient body (508; 1006; 1106) having a first annular shape that is sized to extend around the axle (112);an interface plate (1008) having a second annular shape that is sized to extend around the axle (112), the interface plate (1008) configured to engage an outer surface of the axle (112); anda retaining plate (1002) having a third annular shape that is sized to extend around the axle (112), the retaining plate (1002) configured to hold the interface plate (1008) and the resilient body (508; 1006; 1106) against an end of the rotor (402; 902), the interface plate (1008) configured to transfer rotation of the rotor (402; 902) to rotation of the axle (112).

14. The resilient interface (500; 800; 1000) of claim 13, wherein the resilient body (508; 1006; 1106) is disposed between the interface plate (1008) and an end of the rotor (402; 902).

15. The resilient interface (500; 800; 1000) of claim 13, wherein the interface plate (1008) is coupled to an end of the rotor (402; 902) by the resilient body (508; 1006; 1106) and is sized to separate the rotor (402; 902) from the axle (112) extending through the rotor (402; 902).

16. The resilient interface (500; 800; 1000) of claim 13, wherein the resilient body (508; 1006; 1106) is an inward resilient body (1106) configured to directly abut an end of the rotor (402; 902), and further comprising:an outward resilient body (1006) having a fourth annular shape that is sized to extend around the axle (112), the outward resilient body (1006) disposed between the retaining plate (1002) and the interface plate (1008).

17. The resilient interface (500; 800; 1000) of claim 16, wherein the interface plate (1008) includes through holes (1002) and each of the inward resilient body (1106) and the outward resilient body (1006) have protrusions (1108) contacting each other and extending into the through holes (1002) in the interface plate (1008).

18. The resilient interface (500; 800; 1000) of claim 17, further comprising:fasteners (1200) extending through the through holes (1002) in the interface plate (1008) and spaced apart from the interface plate (1008) by the protrusions (1108) of the inward resilient body (1106) and the outward resilient body (1006).

19. The resilient interface (500; 800; 1000) of claim 18, further comprising:spacers (1210) extending through the through holes (1002) in the interface plate (1008), the spacers (1210) having a length that maintains a separation distance between the retaining plate (1002) and an end of the rotor (402; 902) to which the inward resilient body (1106) is coupled.

20. The resilient interface (500; 800; 1000) of claim 13, wherein the interface plate (1008) is more rigid than the resilient body (508; 1006; 1106).

21. A control system (100), comprising:one or more primary motors (108) configured to be disposed onboard one or more primary vehicles (104) of a vehicle system (102);one or more secondary motors (410; 810; 1010) configured to be disposed onboard one or more secondary vehicles (106) of the vehicle system (102), the one or more secondary motors (410; 810; 1010) configured to generate less propulsive effort than the one or more primary motors (410; 810; 1010); anda controller (118) configured to monitor a braking demand of the vehicle system (102) and to selectively control the one or more secondary motors (410; 810; 1010) to dynamically brake the vehicle system (102).

22. The control system (100) of claim 21, wherein the controller (118) is configured to compare a capacity of one or more energy storage devices (114) onboard the vehicle system (102) and determine whether the capacity of the one or more energy storage devices (114) is sufficient to receive electric energy generated by dynamically braking with the one or more secondary motors (410; 810; 1010).

23. The control system (100) of claim 22, wherein the controller (118) is configured to control the one or more secondary motors (410; 810; 1010) to generate the braking demand responsive to determining that the capacity of the one or more of the energy storage devices (114) is sufficient to receive the electric energy generated by dynamically braking with the one or more secondary motors (410; 810; 1010).

24. The control system (100) of claim 22, wherein the controller (118) is configured to control the one or more secondary motors (410; 810; 1010) to generate a first portion of the braking demand and to control one or more friction brakes (128) of the vehicle system (102) responsive to determining that the capacity of the one or more of the energy storage devices (114) is insufficient to receive the electric energy generated by dynamically braking with the one or more secondary motors (410; 810; 1010).

25. The control system (100) of claim 21, wherein the controller (118) is configured to selectively control the one or more secondary motors (410; 810; 1010) to dynamically brake or generate propulsive force based on a wheel slip of one or more wheels (130) of the vehicle system (102).Application No: GB2312510.7Examiner: Mon WrightClaims searched: 1-8, 13-20Date of search: 7 February 2024Patents Act 1977: Search Report under Section 17Documents considered to be relevant:Category Relevant to claims Identity of document and passage or figure of particular relevance X 1-8, 13-20 US 2020 / 0198663 Al (HUBER et al.) See in particular the embodiment in figures 4-6, noting motor 102, axle 104, resilient annular bodies 122, 144 and intervening parts 118, 120, 146. X 1, 2, 6-8, 13-15, 20 KR 200449649 Y1 (HYUNDAI ROTEM CO) See whole document, noting: motor 10 with housing 12 attached to bogie via elastic joints, axle 101, and flexible coupling 20 between rotor 11 and axle including resilient annular body 23 and other intervening parts as shown in figures 2-4. X 1, 2, 6-8, 13-15, 20 US 2023 / 0047288 Al (MATSUSHITA et al.) See whole document, noting: motor 3 with stator 31 and rotor 32, axle 21, and elastic couplings 6 between rotor 32 and axle including resilient annular body 63 and intervening parts 61, 62. X 1,2, 6-8, 13-15, 20 KR 1020120005590 A (HYUNDAI ROTEM CO) See whole document, noting: motor with stator 300 and rotor 310, axle 410, and resilient parts 232, 233 between rotor 310 and axle 410 with intervening parts 210, 220, 230 etc. X 1, 2, 6-8, 13-15, 20 JP 2001001889 A (HIGASHI NIPPON RYOKAKU TETSUDO;) See in particular the embodiment in figures 4-5, noting: motor with stator 9 and rotor 6 / 8, axle 1, and resilient part 26 between rotor part 6 and axle 1 with intervening parts 21, 22, 24, 25. X 1, 2, 6-8 US 2004 / 0011578 Al (HOFFMANN et al.) See whole document, noting: motor with housing connected to bogie via parts 8,9; stator 10, rotor 19; axle 1; and rubber elements 31 between rotor 19 and axle 1.Categories:X Document indicating lack of novelty or inventive step A Document indicating technological background and / or state of the art. Y Document indicating lack of inventive step if P Document published on or after the declared priority date but combined with one or more other documents of same category. before the filing date of this invention. & Member of the same patent family E Patent document published on or after, but with priority date earlier than, the filing date of this application.Field of Search:International Classification:Subclass Subgroup Valid From B61C 0009 / 48 01 / 01 / 2006 B60K 0001 / 00 01 / 01 / 2006Application No: GB2312510.7Claims searched: 9-12, 21-25Examiner: Mon WrightDate of search: 27 June 2024Patents Act 1977Further Search Report under Section 17Documents considered to be relevant:Category Relevant to claims Identity of document and passage or figure of particular relevance v A 9-12,21-24 US 2008 / 0000381 Al (BARTLEY et al.) See whole document, noting diesel-electric locomotive with rail cars 110 including motor / generators 150 for regenerative braking and assistance during acceleration. X 9-10,21- 24 US 2018 / 0361878 Al (AKIYAMA et al.) See whole document, noting train set with two types of cars with 'specific' 21a and normal 21b motors which are controlled with different torques to reduce noise. X 9-10 US 2019 / 0047594 Al (DESHPANDE et al.) See whole document, noting rail vehicle 200 with traction generating vehicles 206 and railcars 208, with motors on each being activated and deactivated based on demand.Categories:X Document indicating lack of novelty or inventive step A Document indicating technological background and or state of the art. Y Document indicating lack of inventive step if P Document published on or after the declared priority date but combined with one or more other documents of same category. before the filing date of this invention. & Member of the same patent family E Patent document published on or after, but with priority date earlier than, the filing date of this application.Field of Search:International Classification:Subclass Subgroup Valid From B61C 0009 / 48 01 / 01 / 2006 B60K 0001 / 00 01 / 01 / 2006 B60L 0007 / 10 01 / 01 / 2006Subclass Subgroup Valid From B60L 0007 / 18 01 / 01 / 2006 B60L 0007 / 24 01 / 01 / 2006 B60L 0015 / 32 01 / 01 / 2006 B60L 0015 / 38 01 / 01 / 2006

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