System for determining the position order of a plurality of vehicles in a convoy of vehicles, and convoy of vehicles

Abstract

System for determining the position order of a plurality of vehicles in a convoy of vehicles, and convoy of vehicles A system is described for determining the position order of a plurality of vehicles in a convoy of vehicles, in particular a railway convoy, comprising a first control means (204) arranged to be installed in a reference vehicle (V1) of the convoy and a plurality of second control means (206) arranged to be installed in respective additional vehicles (V2, V3, V4) of the convoy, other than the reference vehicle (V1). The first control means (204) is arranged to transmit, through a communication line (208), a verification start signal to the second control means (206) and, following the transmission of the verification start signal, to make a predetermined change to a pressure level of the fluid in a pneumatic pipeline (202) of the convoy. Each second control means (206) is arranged to determine an elapsed time value (t2, t3, t4) between a first instant of time (t1), at which the second control means received the verification start signal, and a second instant of time, at which the second control means (206) has detected that the predetermined change to the pressure level of the fluid within the pneumatic pipeline (202) has occurred, and to transmit the determined elapsed time value (t2, t3, t4) to the first control means (204). The first control means (204) is arranged to determine, on the basis of the respective values of elapsed time (t2, t3, t4) received, the order in the convoy of vehicles (C) of the additional vehicles (V2, V3, V4) with respect to the reference vehicle (V1).

Description

[0001] System for determining the position order of a plurality of vehicles in a convoy of vehicles, and convoy of vehicles

[0002] Background

[0003] Technical field

[0004] The present invention relates, in general, to the vehicle convoy sector; in particular, the invention relates to a system for determining the position order of a plurality of vehicles in a convoy of vehicles and to a convoy of vehicles.

[0005] Discussion of art

[0006] Portions of the following are described with particular reference to the field of railway convoys. However, it may also find similar application in convoys of vehicles of other sectors.

[0007] An exemplary convoy of vehicles is shown in Fig. la. For example, the convoy C comprises a first reference vehicle VI for ordering the additional vehicles. The vehicle V2 is in the first position with respect to the first reference vehicle VI , the vehicle V3 is in the second position with respect to the first reference vehicle VI, and the vehicle V4 is in the third position with respect to the first reference vehicle VI.

[0008] Within a freight transport context, such as a train having one or more locomotives that pull / push a set of rail cars, vehicles are not electrified. Except for the locomotive(s), the rest of the cars are not equipped with electronics, and therefore automation of some procedures, such as brake testing and the decoupling of the cars, is not possible. Such operations are performed manually by one or more operators.

[0009] In this context of an unelectrified vehicle, it may not be necessary to determine the positioning order of the vehicles. For example, when discussing the decoupling procedure, it is performed manually by an operator who “visually” releases the coupler at predetermined points on the train.

[0010] As regards freight transport, with a view to increasing the competitiveness of a convoy of vehicles relative to other modes of transport, it may be desirable to “digitize” the convoy, e.g., digitization of the freight cars in the convoy. Digitization involves, for example, the installation of an electric line (e.g., electrical power line) and / or a communication line (wired or wireless) along the convoy of vehicles. Such electrical and communication lines allow for the installation of one or more electronic units / control means on board the cars and allow for communication between the cars and the locomotive.

[0011] The purpose of digitization is to automate some functions, such as the brake test procedures, the decoupling between cars, and determination of the composition of the convoy.

[0012] Regarding, for example, automatic decoupling, the locomotive will send a decoupling command to two consecutive cars which will have to release the respective coupler from the correct side.

[0013] For example, Fig. lb shows an example wherein the vehicle VI, e.g., the locomotive of the convoy, sent a decoupling command to the two additional consecutive vehicles (e.g., rail cars) V2, V3, which released the respective coupler 100 on the correct side.

[0014] It may be seen that the operation of the procedure described above requires automatic, unambiguous, and orderly identification of the positioning of the vehicles with respect to the locomotive.

[0015] However, at the moment, there are no solutions within the sector that allow the communication line to be used in order to determine the position order of the vehicles of the convoy.

[0016] Brief description

[0017] One object of the present invention is therefore to provide solutions which make it possible to determine the position order of a plurality of vehicles in a convoy of vehicles, using a communication line installed in said convoy of vehicles.

[0018] The aforesaid and other objects and advantages are achieved, according to one aspect of the invention, by a system for determining the position order of a plurality of vehicles in a convoy of vehicles having the features defined in claim 1 and, according to a further aspect of the invention, by a convoy of vehicles having the features defined in claim 15. Embodiments of the invention are defined in the dependent claims, the content of which is to be understood as an integral part of the present description.

[0019] Brief description of the drawings

[0020] The functional and structural features of some embodiments of a system for determining the position order of a plurality of vehicles in a convoy of vehicles will now be described. Reference is made to the accompanying drawings, in which:

[0021] - Fig. la shows a convoy of vehicles according to the prior art;

[0022] - Fig. lb shows the decoupling of two vehicles in a convoy of vehicles according to the prior art;

[0023] - Fig. 2a shows a first embodiment of a system for determining the position order of a plurality of vehicles in a convoy of vehicles according to the present invention;

[0024] - Fig. 2b shows a further embodiment of a system for determining the position order of a plurality of vehicles in a convoy of vehicles according to the present invention;

[0025] - Fig. 3 shows a graph showing an exemplary change in a pressure level of a fluid within a pneumatic pipeline;

[0026] - Fig. 4 shows some exemplary graphs showing the elapsed times determined by various second control circuits; and

[0027] - Fig. 5 shows an exemplary table of association between the identification codes of the second control circuits and the position data assigned thereto.

[0028] Detailed description

[0029] Referring initially to Fig. 2a and / or Fig. 2b, hereinafter an embodiment is described of a system for determining the position order of a plurality of vehicles in a convoy of vehicles, particularly a railway convoy.

[0030] The convoy of vehicles C includes a plurality of vehicles VI, V2, V3, V4 connected in series with each other and a pneumatic pipeline 202 arranged to be installed in said plurality of vehicles VI, V2, V3, V4 and to convey a fluid. Each vehicle may include a section of the pneumatic pipeline, and when the vehicles are mechanically coupled to one another the sections are interconnected (e.g., with flexible hoses between adjacent vehicles) to form the pneumatic pipeline, and for the vehicles to thereby be pneumatically interconnected. The fluid may be pressurized air that is compressed using an air compressor on one of the vehicles. In a railway convoy (i.e., train) context, the pneumatic pipeline may be a brake pipe (i.e., airbrake pipeline), for example a “main pipe,” that is configured for braking of the convoy, e.g., the vehicles of the convoy are configured so that brakes are actuated when a brake fluid (pressurized air) pressure in the pipeline goes below a designated level.

[0031] In a first embodiment, the system for determining the position order of a plurality of vehicles in a convoy of vehicles includes a first control circuit 204 (first control means) arranged to be installed in a first vehicle VI (also referred to herein as a reference vehicle) of said plurality of vehicles VI, V2, V3, V4 of the convoy of vehicles. (Unless otherwise specified, “first” - as in “first” vehicle - is merely a designator to distinguish that vehicle from other vehicles in the convoy, and not necessarily that it is the front or rear vehicle in the convoy, although that is a possibility.) As discussed in more detail below, the first control circuit may be configured or arranged to transmit a verification start signal to a plurality of second control circuits 206 (second control means) each arranged to be installed in a respective additional vehicle V2, V3, V4 of the plurality of vehicles of the convoy, through a communication line 208 arranged to enable communication between the first control circuit 204 and the plurality of second control circuits 206. The first control circuit may be further configured to control a predetermined change of a pressure level of a fluid in the pneumatic pipeline 202 interconnecting the plurality of vehicles of the convoy. The first control circuit may be further configured to determine an order in the convoy of vehicles C of the additional vehicles V2, V3, V4 with respect to the first vehicle VI as a function of plural respective elapsed time values t2, t3, t4 received from the second control circuits 206. Each elapsed time value is indicative of a time between when a respective one of the second control circuits (i) received the verification start signal and (ii) detected that the predetermined change of the pressure level of the fluid in the pneumatic pipeline 202 had occurred.

[0032] In another embodiment, the system for determining the position order of a plurality of vehicles in a convoy of vehicles further includes the plurality of second control circuits 206 (second control means). Each second control circuit of the plurality of second control circuits is arranged to be installed in a respective additional vehicle V2, V3, V4 of the plurality of vehicles of the convoy, different from the first / reference vehicle VI.

[0033] For example, the first control circuit 204 (first control means) and / or each second control circuit 206 (second control means) may be or include one or more of a microprocessor and / or hardwired circuitry, wherein one or more functions may be achieved in whole or in part by a computer program. The terms "control circuit" and “controller” are substitutable with each other and encompass hardwired circuitry, programmable logic (such as microprocessors, microcontrollers, digital signal processors (DSPs), programmable logic devices (PLDs), programmable gate arrays (PGAs), or field-programmable gate arrays (FPGAs)), state machines, or firmware that executes stored instructions. Control circuits may form part of larger systems, such as integrated circuits (ICs), application-specific integrated circuits (ASICs), or systems-on-chips (SoCs), and may be found in devices such as computers, smartphones, wearable devices, and servers. These circuits may perform tasks involving data processing, communication, or data storage. Depicted components, functions, or operations may be implemented using hardware, software, firmware, or combinations of two or more thereof. Instructions for implementing system features (e.g., computer programs) can be stored in various types of memory. Suitable memory may include dynamic random-access memory (DRAM), flash memory, and / or cache. These instructions can be distributed over a network or via other computer-readable media. The term "non-transitory computer-readable medium" refers to any physical medium capable of storing or transmitting instructions or information that can be read by a machine. Examples of suitable media include RAM, ROM, EPROM, EEPROM, magnetic or optical media, flash memory, or even propagated signals such as carrier waves or infrared signals. The term “signal” may refer to both an analog signal and / or a digital signal. As mentioned, according to one aspect, the communication line 208 is arranged to allow communication between the first control circuit 204 and the plurality of second control circuits 206. As may be observed in Fig. 2a, the communication line may be a wired line physically extending between the vehicles of the vehicle convoy. Or else, as may be observed in Fig. 2b, the communication line may be a wireless connection. In both instances, unless otherwise specified, the communication line may include or utilize a communication network, e.g., a wired Ethernet connection between the vehicles, or a wireless connection with a local area wireless network (e.g., WiFi) or a wide-area wireless network (e.g., commercial or private cellular networks). In one embodiment, the communication line is embodied as an electrical cable extending between the vehicles of the convoy, which also serves to provide electrical power to one or more of the vehicles. In such an embodiment, the system may include circuitry configured for powerline communication, that is, for transmitting data signals over the electrical power cable between the vehicles. For example, whereas electrical power may be at a relatively low frequency (e.g., 50-60 Hz) or DC, data signals are modulated onto the power cable at a much higher frequency (e.g., 20 kHz or more), such that transceiving circuitry is able to distinguish between the two.

[0034] In another aspect, at least one respective communication circuit (communication means) may be associated with the first control circuit 204 and each second control circuit 206. Each communication circuit may comprise at least one of a transmitter; a receiver; a transceiver; and / or an antenna 208’.

[0035] For example, the communication line may be a “train-line,” referring to a continuous electric control circuit used on rail convoys (e.g., trains) of two or more motor-driven rail cars for controlling the motors on the remote rail cars from a master controller in the cab of the lead (controlling) rail car.

[0036] The first control circuit 204 is arranged to transmit, through the communication line 208, the “verification start” signal to the plurality of second control circuits 206. Furthermore, the first control circuit 204 is arranged to control a predetermined change of a pressure level of the fluid in the pneumatic pipeline 202. In one aspect, the first control circuit 204 may be arranged to control the predetermined change of the pressure level following the transmission of the verification start signal. However, according to another aspect, the first control circuit may be configured to first control the predetermined change of the pressure level and then transmit the verification start signal. For the former, it may be operationally acceptable for there to be a longer delay between when the first control circuit 204 transmits the verification start signal and then controls the predetermined change of the pressure level, since the delay will be equally accounted for in determinations of the elapsed time values. For the latter, however, the first control circuit would be configured to transmit the verification start signal within a designated, relatively short time period after controlling the predetermined change of the pressure level, such that the determinations of the elapsed time values would remain accurate and without a risk of any of the vehicles detecting the change of pressure level before receiving the verification start signal.

[0037] In embodiments, the predetermined change of the pressure level of the fluid may include any of the following changes: a reduction in the pressure value by a predetermined value; an increase in the pressure value by a predetermined value; or bringing the pressure level to a predetermined target value. For example, if the fluid inside the pipeline 202 is normally 5 bar, the predetermined change 300 may include bringing the pressure value of the fluid inside the pipeline to 0 bar. Such an example of change is shown in Fig. 3.

[0038] For example, in order to change the fluid pressure in the pneumatic pipeline 202, the first control circuit 204 may be arranged to control a pneumatic device 210 (pneumatic means) capable of changing the pressure in the pneumatic pipeline. For example, the pneumatic device 210 may include at least one exhaust valve or one loading valve. Where applicable, the first control circuit may be further configured to control other equipment required to change the pressure, e.g., activate an air compressor to increase the pressure through a loading valve. According to one aspect, the pneumatic device (and other equipment, where applicable) may be onboard the first / reference vehicle, e.g., the change in pressure level is commenced on the first vehicle and then the change in pressure level propagates along the pneumatic pipeline and is received at different points in time sequentially by the other vehicles in the convoy. In an embodiment, each second control circuit 206 of the plurality of second control circuits is arranged to:

[0039] - determine an elapsed time value t2, t3, t4 between a first instant of time tl, at which the second control circuit 206 has received the verification start signal, and a second instant of time, at which the second control circuit has detected that said predetermined change to the pressure level of the fluid in said pneumatic pipeline 202 has occurred; and

[0040] - transmit to the first control circuit 204 the determined elapsed time value t2, t3, t4.

[0041] In addition, the first control circuit 204 is arranged to determine, as a function of the respective elapsed time values t2, t3, t4 received by the second control circuit 206, the order in the convoy of vehicles of the additional vehicles V2, V3, V4 on which the second control circuits 206 are installed, with respect to the first / reference vehicle VI.

[0042] According to one aspect, in order to determine the elapsed time value t2, t3, t4 between the first instant of time tl and the second instant of time, each second control circuit 206 may be further arranged to (relative to the additional vehicle V2, V3, or V4 on which the second control circuit is operably coupled): monitor the communication line to determine the reception of the verification start signal at the additional vehicle; and monitor the pressure level of the fluid in the portion of the pneumatic pipeline 202 onboard the additional vehicle.

[0043] As mentioned above, each second control circuit 206 may be arranged to monitor the communication line to determine the reception of the verification start signal. In other words, each second control circuit 206 may monitor the communication line while waiting for the verification start signal.

[0044] For example, in order to monitor the pressure level of the fluid in the pneumatic pipeline 202, each second control circuit 206 may comprise or be associated with a respective pressure sensor 212 (pressure sensor means) operably coupled to the pneumatic pipeline onboard the additional vehicle of the second control circuit. The pressure sensor 212 may comprise, for example, a pressure transducer adapted to measure a pressure value, or a pressure switch. According to one aspect, the first or reference vehicle VI may be an end vehicle of the convoy of vehicles, and the additional vehicles V2, V3, V4 may be following or preceding vehicles connected in series with the end vehicle. For example, the end vehicle may be a lead vehicle (e.g., lead locomotive) or a tail vehicle (e.g., end locomotive) of the convoy of vehicles.

[0045] In embodiments, each of the second control circuits 206 installed in a respective additional vehicle may include a respective timing means installed within such additional vehicle, for monitoring the elapsed time. The timing means may comprise, for example, a stopwatch function or a counter wherein the value thereof is updated according to a predetermined clock of the timing means. For example, if the second control circuit includes a microcontroller or microprocessor, the microcontroller or microprocessor may include an existing clock and one or more counters, which are controlled via software for monitoring the elapsed time for determining the elapsed time values t2, t3, t4.

[0046] In an embodiment, each second control circuit 206 installed in a respective additional vehicle V2, V3, V4 may be arranged to reset to zero a current time value indicated / measured by the respective timing means installed in such additional vehicle when it receives the verification start signal. In other words, each second control circuit 206 will be able to start the measurement of the time of the timer means thereof from the moment in which it receives the verification start signal via the communication line 208.

[0047] Insofar as the transmission speed of a signal on a communication line is much greater than the propagation speed of the pressure signal along the pipeline, it may be assumed that all of the second control circuits 206 receive the verification start signal at substantially the same time. The start of the monitoring of the elapsed time by the various second control circuits 206 will therefore be synchronized and the elapsed time values t2, t3, t4 will be consistent / comparable with each other.

[0048] Precisely the fact that the transmission speed of a signal over a communication line is high and consequently all of the second control circuits 206 will receive the verification start signal at substantially the same time makes it impossible to use only the communication line to verify the different reception times to be used for determining the position order. For this purpose, embodiments of the invention involve using the additional, pneumatic line. In fact, the propagation speed of the change in the pressure value along the pneumatic pipeline is slower than the transmission speed of signals along the communication line and allows a measurement of the various elapsed times that is clear and reliable, in such a way that such measured elapsed times may be used to determine the position order of the vehicles.

[0049] In embodiments, a respective identification code may be assigned to each second control circuit 206. Furthermore, each second control circuit may be arranged so as to also transmit the identification code thereof when it transmits the elapsed time value. For example, the identification code assigned to a second control circuit may be the MAC address of such second control circuit. The identification codes (e.g. MAC address) may be random, but unique. As regards the use of the MAC address, this address may, for example, have 48 bits.

[0050] In this case, in embodiments, the first control circuit 204 may also be arranged to:

[0051] - compare with each other the respective elapsed time values t2, t3, t4 received associated with the identification codes of the second control circuits;

[0052] - order the identification codes according to an ascending order of the elapsed time values respectively associated therewith; and

[0053] - assign a respective position datum to each received identification code.

[0054] In particular, the position data assigned to the identification codes may have an increasing value therebetween, in accordance with the determined order.

[0055] In one example, it is possible to consider a convoy of vehicles having a first / reference vehicle VI and three following vehicles V2, V3, V4. The second control circuit 206 installed in the first additional vehicle V2 connected directly to the reference vehicle VI will transmit the shortest elapsed time t2, and the position datum having the minimum value, for example 1, will be assigned to the identification code of such second control circuit.

[0056] The second control circuit 206 installed in the second additional vehicle V3 connected directly to the first additional vehicle V2 will transmit an elapsed time t3 that is greater than the elapsed time t2 transmitted by the second control circuit of the first additional vehicle V2. A position datum having a value greater than the position value assigned to the identification code of the first additional vehicle V2, for example 2, will be assigned to the identification code of such second control circuit of the second additional vehicle V3.

[0057] The second control circuit 206 installed in the third additional vehicle V4 connected directly to the second additional vehicle V3 will transmit an elapsed time t4 greater than the elapsed time t3 transmitted by the second control circuit of the second additional vehicle V3. A position datum having a value greater than the position value assigned to the identification code of the second additional vehicle V3, for example 3, will be assigned to the identification code of such second control circuit of the third additional vehicle V4.

[0058] That which is described in this example may similarly apply also to any additional following vehicles of the convoy. For example, for each additional vehicle, the position datum may be increased by a predetermined unit, having for example a value equal to 1 or greater or less.

[0059] By way of example, Fig. 4 shows some graphs which show the detection of the various elapsed times t2, t3, t4 by the three second control circuits 206 of the three additional vehicles V2, V3, V4 of the previous example. Starting from the top, the first graph shows an exemplary verification start signal S transmitted by the first control circuit 204 at the instant tl. The second graph shows the pressure inside the pneumatic pipeline 202 and the application of a change in the pressure level by the first control circuit 204.

[0060] The third graph shows the pressure level determined by the second control circuit of the first additional vehicle V2. As may be seen in such graph, t2 is the time elapsed from the instant tl of reception of the verification start signal by the second control circuit of the first additional vehicle V2 (substantially coinciding with the instant wherein such signal was transmitted by the first control circuit) and the instant wherein the change in pressure level is detected by the second control circuit of the first additional vehicle V2.

[0061] The fourth graph shows the pressure level determined by the second control circuit of the second additional vehicle V3. As may be seen in this graph, t3 is the time elapsed from the instant tl of reception of the verification start signal by the second control circuit of the second additional vehicle V3 (substantially coinciding with the instant wherein such signal was transmitted by the first control circuit) and the instant wherein the change in pressure level is detected by the second control circuit of the second additional vehicle V3.

[0062] Similarly, the fourth graph shows the pressure level determined by the second control circuit of the third additional vehicle V4. As may be seen in this graph, t4 is the time elapsed from the instant tl of reception of the verification start signal by the second control circuit of the third additional vehicle V4 (substantially coinciding with the instant wherein this signal was transmitted by the first control circuit) and the instant wherein the change in pressure level is detected by the second control circuit of the third additional vehicle V4.

[0063] For example, the assignment of the position data to the identification codes may be saved by the first control circuit 204 in a data storage medium. For example, the assignment of the position data to the identification codes may be saved in table form. An exemplary table is shown, for example, in Fig. 5. The data storage medium may be local memory, remote memory (e.g., at a back office), or in the cloud (remote network storage). Thus, the data storage medium may be installed in the reference vehicle or may be remote in relation to the first / reference vehicle (e.g., the first vehicle may have wireless communication equipment, such as a radio or cellular transceiver, for wirelessly communicating over an offboard network or otherwise with a remote source / location).

[0064] In one example, again referring to Fig. 5, and to a convoy as shown for example in Fig. la, the control circuit of the vehicle V 1 (e.g., the locomotive) having the table of Fig. 5 available, may be able to control a decoupling of the convoy at a desired point, for example between the vehicle V3 and the vehicle V4, by directing the control circuits 206, respectively, of the vehicle V3 and of the vehicle V4, to release the tail and head coupler 100, respectively.

[0065] In embodiments, the first control circuit 204 may be arranged to transmit, on the communication line 208, the identification codes of the second control circuits 206 and the position data assigned thereto. In other words, once the various position data have been assigned, the first control circuit 204 may share the assignment results with the other second control circuits 206, by means of the communication line.

[0066] In embodiments, each second control circuit 206 may be arranged to determine the position thereof within the convoy of vehicles as a function of the received position data which is associated with the identification code thereof. For example, with reference to the example described above, when the second control circuit 206 installed in the second additional vehicle receives the position datum having the value 2 associated with the identification code thereof, such second control circuit may determine that it is installed in the second additional vehicle V3 of the convoy with respect to said first / reference vehicle VI.

[0067] In embodiments, the first control circuit may be arranged to determine that the furthest vehicle on which the second control circuit which has transmitted the greater elapsed time value is installed is a tail vehicle of the convoy of vehicles.

[0068] Generally speaking, in embodiments, the first control circuit and / or one or more of the second control circuits may be configured to perform a control action (of a vehicle in the convoy, or the convoy of vehicles generally) responsive to, and / or based on, the determined order of the additional vehicles with respect to said first vehicle.

[0069] In embodiments, the first control circuit and / or the second control circuits and / or the communication line may be powered by one or more power supply means installed in the convoy. For example, a respective power supply means, such as a battery, may be associated with the first control circuit and each second control circuit. In embodiments, one or more of the power supply means may be arranged to store regenerated electrical energy from at least one energy recovery means of the system, e.g., a “power harvester.” A “power harvester” may be understood as a system capable of converting energy originating from alternative energies (such as solar, thermal, wind, or kinetic energy) into electrical energy. One example is electrical power generated from regenerative braking of a traction motor. Another example is a relatively small generator operably coupled to an axle (or other moving part) of a vehicle, such that when the axle rotates the generator generates electrical power.

[0070] In a further aspect, an embodiment of the invention relates to a second control circuit arranged to be installed in a respective additional vehicle of a vehicle convoy having a first vehicle (reference vehicle), plural additional vehicles connected in series to each other and to the first vehicle, and a pneumatic pipeline arranged to be installed in the vehicles of the convoy and to convey a fluid. The second control circuit is configured to determine an elapsed time value between a first instant of time, at which the second control circuit received a verification start signal from a first control circuit onboard the first vehicle over a communication line arranged to enable communication between the first control circuit and the second control circuit, and a second instant of time, at which the second control circuit detected that a predetermined change of a pressure level of the fluid in the pneumatic pipeline (initiated by the first control circuit) has occurred, and to transmit to the first control circuit the determined elapsed time value over the communication line. In another embodiment, the second control circuit may be further configured to receive, from the first control circuit over the communication line, information relating to an order of the additional vehicles with respect to said reference vehicle, as determined by the first control circuit based in part on the elapsed time value determined by the second control circuit and communicated to the first control circuit. In another embodiment, the second control circuit may be further configured to carry out a control action (e.g., of the additional vehicle on which the second control circuit is installed) responsive to, and / or based on, the received information relating to the order of the additional vehicles.

[0071] In another embodiment, a system includes a first control circuit 204 and a plurality of second control circuits 206. The first control circuit 204 is arranged to be installed in a first vehicle VI of a plurality of vehicles of a convoy of vehicles. Each of the plurality of second control circuits is arranged to be installed in a respective additional vehicle V2, V3, V4 of the plurality of vehicles of the convoy. The first control circuit is arranged to: transmit a verification start signal to the plurality of second control circuits 206, through a communication line 208 arranged to enable communication between said first control circuit 204 and the plurality of second control circuits 206; and control a predetermined change of a pressure level of a fluid in a pneumatic pipeline 202 interconnecting the plurality of vehicles of the convoy. Each second control circuit 206 of said plurality of second control circuits is arranged to: determine an elapsed time value t2, t3, t4 between receiving the verification start signal and detecting that the predetermined change of the pressure level of the fluid in said pneumatic pipeline 202 has occurred; and transmit to the first control circuit 204 the determined elapsed time value t2, t3, t4. The first control circuit 204 is arranged to determine an order in the convoy of vehicles C of the additional vehicles V2, V3, V4 with respect to said first vehicle VI as a function of the respective elapsed time values t2, t3, t4 received from the second control circuits 206.

[0072] In a further aspect, the present invention relates to a convoy of vehicles. In one embodiment, such convoy of vehicles includes a plurality of vehicles connected in series with each other, a pneumatic pipeline arranged to be installed in said vehicles and to convey a fluid, and a system to determine the position order of the plurality of vehicles in the convoy of vehicles, particularly a railway convoy, according to any of the embodiments described herein.

[0073] For example, the convoy of vehicles may be a railway convoy, for example a railway convoy for passenger transport or a railway convoy for freight transport. In general, in the railway sector, each vehicle in the convoy may be a railway vehicle, e.g., a locomotive, a passenger coach, a freight car, a railcar, etc.

[0074] An advantage achieved is that of having provided solutions that make it possible to determine the position order of a plurality of vehicles in a convoy of vehicles by using a communication line installed in the convoy of vehicles.

[0075] Various aspects and embodiments of a system for determining the position order of a plurality of vehicles in a convoy of vehicles and a convoy of vehicles according to the invention have been described. Embodiments may be described in connection with a rail vehicle system, such as a locomotive or switcher, or other types of vehicle systems, such as automobiles, trucks (with or without trailers), buses, marine vessels, aircraft, unmanned aircraft (e.g., drones), mining vehicles, agricultural vehicles, or other off-highway vehicles. 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 virtually 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, swarm, consist, platoon). Calculations and computations, such as navigation processes, may be performed on-board the vehicle systems or off-board the vehicle systems and then communicated to the vehicle systems. Whether on-board or off-board, a vehicle control system may operate a vehicle system and receive and process sensor inputs, operator inputs, operational parameters, vehicle parameters, and route parameters, etc.

[0076] Movement of a vehicle system may include propelling the vehicle forward or backward along a direction of travel, as well as slowing or stopping the vehicle. Movement further may include turning left or right, and increasing or decreasing elevation or depth. Movement further may include determining or setting a vehicle speed, changing a vehicle speed, and matching speeds and directions between vehicles in a vehicle group. Indirectly, movement of the vehicle may include ramping up (or down) power sources; and this may include energizing electrical circuits or buses, setting fuel flow rates, setting engine RPM rates, and the like.

[0077] In one embodiment, data can be generated, transmitted, and stored and may involve one or both of a protected space data source and the exposed space data source. The control circuit may encrypt and decrypt data as needed at rest, during use, or in transit. Encryption keys and schema may be selected and implemented as informed by end use parameters and requirements. The control circuit may evaluate and / or identify a decision boundary (that is, a boundary that separates desired behavior from undesired behavior) with regard to that data. If the control circuit determines that some quantity of data is from a protected space data source and / or is operating within determined boundaries then the control circuit, and the equipment being controlled, may operate normally. However, if the data is determined to be from an exposed space data source and / or it crosses the decision boundary, the control circuit may respond. Suitable responses may be to power down determined equipment, signal an alert, run a diagnostic routine, perform a data backup (without overwriting existing backup data), isolate equipment (including by suspending some or all communication pathways), switch equipment or control operations to a safe mode of the control system, and / or initiate a safe mode state of the equipment (e.g., slow a vehicle to a safe and controlled stop). The safe mode may be, in one embodiment, a soft shutdown mode that it intended to avoid damage or injury based on the shutdown itself and in another embodiment may be a reboot and / or minimal reload of essential drivers and functionality.

[0078] In one embodiment, vehicle systems may implement secure authentication processes, encryption protocols, and firewalls to protect against unauthorized access or spoofing. A suitable control circuit may include a security module responsible for detecting and responding to suspicious activities, such as unapproved data access attempts or irregular communication patterns. This module may employ machine learning to adapt its defense strategies, learning from previous attacks and adjusting security measures as needed to prevent similar breaches.

[0079] Vehicle systems in various embodiments may use a combination of local and remote sensors to monitor environmental conditions, vehicle status (such as pressure levels), and external inputs. These sensors may detect parameters such as speed, acceleration, braking status, location, proximity to other objects or vehicles, ambient temperature, humidity, and lighting conditions, raw data gathered by these sensors may feed into the control circuit, which in turn can respond to the input. The responses may include dynamically adjusting vehicle operations in response to real-time or near real-time changes in the environment or vehicle parameters; and, processing the data for further analysis. In certain embodiments, sensors may utilize various types of communication protocols (e.g., Bluetooth, ZigBee, Wi-Fi, or cellular networks) to share data with control systems both within the vehicle and to external data processing centers.

[0080] In certain embodiments, maintenance and diagnostic functions may be integrated into the control circuit, enabling the system to self-monitor for operational health. The control circuit may utilize diagnostic algorithms to assess the status of various vehicle components, such as engines, brakes, batteries, fuel cells and fuel systems, propulsion systems, and electronic systems (if present). If a component is found to be underperforming or at risk of failure, the control circuit may schedule alerts, recommend maintenance, or initiate safety protocols to avoid catastrophic failure. Self-diagnostics may use historical performance data to identify trends, facilitating proactive rather than reactive maintenance. Terms such as "processing," "computing," "calculating," or "determining" refer to operations carried out by the control circuit, which may include computing systems or electronic devices that manipulate data represented as physical (electronic) quantities within memory or registers. One or more components may be described as "configured to," "configurable to," "operable / operative to," "adapted / adaptable to," or similar terms. Unless explicitly stated, these terms encompass components in both active and inactive states. Unless stated otherwise, terms like "including" or "having" should be interpreted as open-ended (i.e., "including but not limited to"). Numeric claim recitations generally mean "at least" the stated number, and disjunctive terms like "A or B" should be interpreted to include either or both unless explicitly specified. Operations in any claim may generally be performed in any order unless explicitly stated. The recitation "at least one of A, B, and C" should be interpreted as any combination of A, B, and C, such A alone, B alone, C alone, A and B together, A and C together, B and C together, and / or A, B, and C together. The recitation "at least one of A, B, or C" should be interpreted to include A alone, B alone, C alone, A and B together, A and C together, B and C together, and / or A, B, and C together.

[0081] In the following, some possible non-limiting realization examples are also given.

[0082] Example 1 : A system for determining the position order of a plurality of vehicles in a convoy of vehicles, particularly a railway convoy, wherein said convoy of vehicles comprises:

[0083] - a plurality of vehicles (VI, V2, V3, V4) connected in series with each other;

[0084] - a pneumatic pipeline (202) arranged to be installed in said plurality of vehicles (VI, V2, V3, V4) and to convey a fluid; said system for determining the position order of a plurality of vehicles in a convoy of vehicles comprising:

[0085] - a first control means (204) arranged to be installed in a reference vehicle (VI) of said plurality of vehicles of the convoy of vehicles;

[0086] - a plurality of second control means (206), wherein each second control means of said plurality of second control means is arranged to be installed in a respective additional vehicle (V2, V3, V4) of said plurality of vehicles of the convoy, other than said reference vehicle (VI); - a communication line (208) arranged to enable communication between said first control means (204) and said plurality of second control means (206); wherein said first control means (204) is arranged to:

[0087] - transmit to said plurality of second control means (206), through said communication line (208), a verification start signal;

[0088] - following the transmission of said verification start signal, make a predetermined change of a pressure level of the fluid in said pneumatic pipeline (202); wherein each second control means (206) of said plurality of second control means is arranged to:

[0089] - determine an elapsed time value (t2, t3, t4) between a first instant of time (tl), at which said second control means has received said verification start signal, and a second instant of time, at which said second control means (206) has detected that said predetermined change of the pressure level of the fluid in said pneumatic pipeline (202) has occurred;

[0090] - transmit to said first control means (204) the determined elapsed time value (t2, t3, t4); wherein said first control means (204) is arranged to determine, as a function of the respective elapsed time values (t2, t3, t4) received from said second control means (206), the order in the convoy of vehicles (C) of the additional vehicles (V2, V3, V4) on which said second control means (206) are installed, with respect to said reference vehicle (VI).

[0091] Example 2: System according to example 1, wherein, to determine the elapsed time value (t2, t3, t4) between the first instant of time (tl) and the second instant of time, each second control means (206) is also arranged to:

[0092] - monitor the communication line to determine the reception of the verification start signal;

[0093] - monitor the pressure level of the fluid in said pneumatic pipeline (202).

[0094] Example 3 : System according to example 1 or example 2, wherein said reference vehicle (VI) is an end vehicle of the convoy of vehicles and said additional vehicles are following vehicles connected in series to said end vehicle. Example 4: System according to any one of the preceding examples 1-3, wherein each second control means (206) installed in a respective additional vehicle comprises or is associated with a respective timing means installed in such additional vehicle.

[0095] Example 5: System according to example 4, wherein each second control means (206) installed in a respective additional vehicle, when receiving said verification start signal, is arranged to reset to zero a current time value indicated by said respective timing means installed in such additional vehicle.

[0096] Example 6: System according to any one of the preceding examples 1-5, wherein each second control means (206) is assigned a respective identification code; wherein, each second control means (206) is arranged, when transmitting the elapsed time value, also to transmit the identification code thereof.

[0097] Example 7: System according to example 6, wherein said first control means (204) is arranged to:

[0098] - compare with each other the respective elapsed time values received associated with said identification codes of said second control means (206);

[0099] - order the identification codes according to an ascending order of the elapsed time values respectively associated therewith;

[0100] - assign a respective position datum to each received identification code; wherein the position data assigned to the identification codes have an increasing value therebetween, according to the determined order.

[0101] Example 8: System according to example 7, wherein said first control means (204) is arranged to transmit on said communication line (208) the identification codes of the second control means (206) and the position data associated therewith.

[0102] Example 9: System according to example 8, wherein each second control means (206) is arranged to determine the position thereof within the convoy of vehicles (C) according to the received position data that is associated with the identification code thereof. Example 10: System according to any of the preceding examples 1- 9, wherein said first control means (204) is arranged to determine that the additional vehicle (v4) on which the second control means (206) that has transmitted the greatest elapsed time value is installed is a tail vehicle of the convoy of vehicles.

[0103] Example 11 : System according to any of the preceding examples 1-10, wherein said pneumatic pipeline (202) is a brake pipe.

[0104] Example 12: System according to any of the preceding examples 1-11, wherein said communication line (208) is a wireless line or a wired line.

[0105] Example 13: Convoy of vehicles comprising:

[0106] - a plurality of vehicles connected in series with each other;

[0107] - a pneumatic pipeline arranged to be installed in said vehicles and to convey a fluid;

[0108] - a system for determining the position order of a plurality of vehicles in a convoy of vehicles, particularly a railway convoy, according to any of the preceding examples 1-12.

[0109] This written description may disclose several embodiments of the subject matter, including the best mode, and may enable one of ordinary skill in the relevant 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 embodiments that may occur to one of ordinary skill in the art. Such other embodiments may be intended to be within the scope of the claims if they may have structural elements that may not differ from the literal language of the claims, or if they may include equivalent structural elements with insubstantial differences from the literal languages of the claims.

Claims

CLAIMS1. A system comprising: a first control circuit (204) arranged to be installed in a first vehicle (VI) of a plurality of vehicles of a convoy of vehicles, characterized in that: the first control circuit is arranged to: transmit a verification start signal to a plurality of second control circuits (206) each arranged to be installed in a respective additional vehicle (V2, V3, V4) of said plurality of vehicles of the convoy, through a communication line (208) arranged to enable communication between the first control circuit (204) and the plurality of second control circuits (206); control a predetermined change of a pressure level of a fluid in a pneumatic pipeline (202) interconnecting the plurality of vehicles of the convoy; and determine an order in the convoy of vehicles (C) of the additional vehicles (V2, V3, V4) with respect to said first vehicle (VI) as a function of plural respective elapsed time values (t2, t3, t4) received from the second control circuits (206), each elapsed time value indicative of a time between when a respective one of the second control circuits received the verification start signal and detected that the predetermined change of the pressure level of the fluid in the pneumatic pipeline (202) had occurred.

2. The system of claim 1, further comprising the plurality of second control circuits (206), characterized in that each second control circuit (206) of said plurality of second control circuits is arranged to: determine the respective elapsed time value (t2, t3, t4) between a first instant of time (tl), at which the second control circuit has received the verification start signal, and a second instant of time, at which the second control circuit (206) has detected that the predetermined change of the pressure level of the fluid in the pneumatic pipeline (202) has occurred; and transmit to the first control circuit (204) the determined respective elapsed time value (t2, t3, t4).

3. The system of claim 2, wherein, to determine the elapsed time value (t2, t3, t4) between the first instant of time (tl) and the second instant of time, each second control circuit (206) is also arranged to: monitor the communication line to determine the reception of the verification start signal; and monitor the pressure level of the fluid in the pneumatic pipeline (202).

4. The system of any one of the preceding claims, wherein the first vehicle (VI) is an end vehicle of the convoy of vehicles and the additional vehicles are following vehicles connected in series to the end vehicle.

5. The system of any one of the preceding claims, wherein each second control circuit (206) installed in a respective additional vehicle comprises a respective timing means installed in such additional vehicle.

6. The system of claim 5, wherein each second control circuit (206) installed in a respective additional vehicle, when receiving said verification start signal, is arranged to reset to zero a current time value indicated by said respective timing means installed in such additional vehicle.

7. The system of any one of the preceding claims, wherein each second control circuit (206) is assigned a respective identification code; and wherein each second control circuit (206) is arranged, when transmitting the elapsed time value, also to transmit the identification code thereof.

8. The system of claim 7, wherein the first control circuit (204) is arranged to: compare with each other the respective elapsed time values received associated with said identification codes of said second control circuits (206); order the identification codes according to an ascending order of the elapsed time values respectively associated therewith; and assign a respective position datum to each received identification code; wherein the position data assigned to the identification codes have an increasingvalue therebetween, according to the determined order.

9. The system of claim 8, wherein the first control circuit (204) is arranged to transmit on the communication line (208) the identification codes of the second control circuits (206) and the position data associated therewith.

10. The system of claim 9, wherein each second control circuit (206) is arranged to determine the position thereof within the convoy of vehicles (C) according to the received position data that is associated with the identification code thereof.

11. The system according to any of the preceding claims, wherein the first control circuit (204) is arranged to determine that the additional vehicle (v4) on which the second control circuit (206) that has transmitted a greatest of the elapsed time values is installed is a tail vehicle of the convoy of vehicles.

12. The system according to any of the preceding claims, wherein the pneumatic pipeline (202) comprises a brake pipe.

13. The system according to any of the preceding claims, wherein the communication line (208) comprises a wireless line or a wired line.

14. The system according to any of the preceding claims, wherein: the first vehicle is a locomotive and the additional vehicles are rail cars; the pneumatic pipeline comprises a brake pipe; and the communication line comprises a wired line.

15. A convoy of vehicles comprising: a plurality of vehicles connected in series with each other; a pneumatic pipeline arranged to be installed in said vehicles and to convey a fluid; and a system for determining the position order of the plurality of vehicles in the convoy of vehicles, according to any of the preceding claims.

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