EA040227B1 - MONITORING SYSTEM FOR DETERMINATION OF PROPULSION SUBSYSTEM PERFORMANCE DECREASE - Google Patents

Description

Technical field

Embodiments of the invention disclosed herein relate to determining and/or predicting the decline in the performance of a vehicle's propulsion subsystem.

Prerequisites

Various vehicle systems contain a propulsion subsystem. The propulsion subsystem may include engines, electric motors, pumps, turbochargers, oil filters, alternators, radiators, and/or other devices or mechanisms that propel the vehicle system. The operation of the propulsion subsystem over time can lead to damage to its components, which can lead to failure of the propulsion subsystem. The propulsion subsystem may be inspected to identify and/or repair damaged components based on a routine or fixed maintenance schedule.

However, these types of maintenance schedules use conservative or fixed time schedules. The conservative schedule may be based on a number of assumptions about the use and/or operation of the vehicle system in order to estimate when components of the propulsion system may fail. Based on a set of assumptions, a typical maintenance schedule may not be based on the use and/or operation of the vehicle system and may not correctly predict the reduced life of propulsion subsystem components. Thus, this routine maintenance schedule can add to the cost of checking components that are not expired and/or that do not require replacement. In addition, due to frequent checks, vehicle systems can be taken out of service when these checks are not needed. This can reduce the efficiency of the transport network consisting of vehicle systems. In addition, during component testing, contamination and/or damage to components may occur, resulting in a reduction in the efficiency of vehicle systems.

On the other hand, significant use of components and/or systems may cause components to degrade faster than expected. This may result in irreparable damage to components until the next scheduled inspection.

The essence of the invention

In one embodiment, a system (eg, a monitoring system) is provided. The system contains a sensor configured to determine the parameter of the vehicle's propulsion subsystem, and one or more controllers. At least one of the controllers is configured to create a first trip plan and automatically control the vehicle in accordance with the first trip plan. At least one of the controllers is operatively connected to the sensor and configured to receive a parameter of the propulsion subsystem. The specified one or more controllers are configured to calculate the cumulative damage of the propulsion subsystem component based on this parameter and determine the end of the service life of this component based on the cumulative damage. At least one of the controllers is configured to create a new trip plan or change the first trip plan into a modified trip plan based on the specified cumulative damage, or the end of life that was determined, or both. Trip plans (eg, first, new, and/or modified trip plans) dictate vehicle operational settings at different locations, at different distances along routes, or over time. For example, travel plans may dictate traction control settings, speeds, braking forces, or the like that the vehicle system must implement to travel routes. In one embodiment, travel plans may be created to reduce fuel consumption and/or emissions generated by a vehicle system relative to a vehicle traveling in accordance with other, different travel plans. Said new or modified trip plan may adjust the speed of the vehicle system (relative to the first trip plan) and/or eliminate one or more vehicle operating conditions such that operating the vehicle in accordance with the new or modified trip plan results in less wear or component usage. compared to the operation of the vehicle in accordance with the first travel plan.

In one embodiment, a method is provided. The method includes receiving, from one or more sensors, one or more parameters measured from the vehicle's propulsion subsystem. The method includes calculating the cumulative damage to the propulsion subsystem component based on this parameter(s). The method includes creating a first trip plan and automatically driving the vehicle in accordance with the first trip plan. The method includes determining the end of a component's life relative to (or based on) cumulative damage. The method includes creating a new trip plan or changing the first trip plan to a modified trip plan based on cumulative damage, or expiration.

- 1 040227 service, or both. Said new or modified trip plan may adjust the speed of the vehicle system (relative to the first trip plan) and/or eliminate one or more vehicle operating conditions such that operating the vehicle in accordance with the new or modified trip plan results in less wear or component usage. , compared to the operation of the vehicle in accordance with the first trip plan.

In one embodiment, the system comprises a sensor configured to determine a parameter of the vehicle's propulsion subsystem and one or more controllers. At least one of said one or more controllers is configured to create a first trip plan and automatically control the vehicle in accordance with the first trip plan. At least one of said one or more controllers is operatively coupled to the sensor and configured to obtain a propulsion subsystem parameter and calculate the cumulative damage to a propulsion subsystem component based on this parameter. At least one of said one or more controllers is configured to determine, based on the first trip plan, predicted component damage during vehicle operation in accordance with the first trip plan. At least one of said one or more controllers is configured to determine the end of a component's life based on cumulative damage and predicted damage. At least one of said one or more controllers is configured to create a new trip plan or change the first trip plan into a modified trip plan based on end of life. The new trip plan or the modified trip plan is configured to, while operating the vehicle in accordance with the new trip plan or the modified trip plan, at least one of: adjusting the speed or eliminating one or more vehicle operating conditions relative to the first trip plan, which results in less wear or component usage compared to operating the vehicle in accordance with the first trip plan.

Brief description of the drawings

The present invention will be better understood by reading the following description of non-limiting embodiments with reference to the accompanying drawings, in which:

fig. 1 shows a vehicle system in accordance with one embodiment;

fig. 2 is a schematic diagram of a monitoring system in a propulsion vehicle (hereinafter referred to as a drive vehicle) according to one embodiment;

fig. 3 is a view of an embodiment of a turbocharger;

fig. 4 illustrates a block diagram of an embodiment of a method for determining a decline in the performance of a propulsion subsystem;

fig. 5 shows an embodiment of a rain flow matrix for counting cycles;

fig. 6 is a graphical illustration of one embodiment of the first and second parameters;

fig. 7 is a graphical illustration of one embodiment of an oil filter;

fig. 8 is a graphical illustration of one embodiment of the probability of damage to at least one component of the propulsion subsystem; and fig. 9 is a graphical illustration of one embodiment of the probability of failure of at least one component of the propulsion subsystem exceeding a failure threshold limit.

Detailed description

The various embodiments described herein relate to determining a decline in the performance of a vehicle's propulsion subsystem. Decreased performance can be detected by the monitoring system, which is configured to analyze the propulsion subsystem of the vehicle system. The vehicle system may comprise one or more drive vehicles. Each of the drive vehicles may contain a propulsion subsystem. The propulsion subsystem may contain components, such as one or more engines, electric motors, alternators, generators, brakes, batteries, turbines, turbochargers, oil filters (e.g., centrifugal filters), and/or the like, that operate to propel the system. Vehicle. The vehicle system may comprise one or more locomotives or other rail vehicles, automobiles, marine vessels, mining vehicles, or other off-road vehicles (e.g., vehicles that are not designed to travel on public roads and/or that are not legally allowed to travel on public roads), airplanes or the like.

The monitoring system may be configured to monitor one or more

- 2 040227 components of the propulsion subsystem, such as, but not limited to, turbochargers. For example, the monitoring system may be configured to repeatedly receive parameters from a sensor that measures aspects of the turbocharger. Based on the sensor parameters, the monitoring system determines the number and/or magnitude of high load episodes of the turbocharger. For example, episodes of work under high load can be detected when the speed of the propulsion subsystem of the vehicle exceeds a predetermined non-zero threshold value. In another example, high load episodes may be detected when the vehicle propulsion subsystem traction control position exceeds a predetermined threshold, e.g., the traction control position exceeds the mechanical specification of the vehicle propulsion subsystem (e.g., adjusts the vehicle propulsion subsystem traction control positions). In another example, episodes of high load operation may be detected when the operating temperature of the vehicle's propulsion subsystem exceeds an upper threshold, eg, exceeds the mechanical specification of the vehicle's propulsion subsystem. The monitoring system may adjust or request an adjustment to the trip plan based on the cumulative component damage.

High load episodes are identified by the monitoring system to determine the cumulative damage, performance and/or remaining useful life of the turbocharger components. For example, the monitoring system may analyze parameters received from sensors to identify draft control position, temperature, operating speed, and the like. propulsion subsystem. Aggregate damage can be calculated based on these parameters and prior knowledge of the materials and processes used in the design and/or manufacture of the propulsion system and propulsion system components (eg, turbocharger). The monitoring system may create a digital model or digital twin of the turbocharger based on parameters and/or prior information.

The digital twin may be an electronic representation of the current state of the component, which is based on previous operating cycles and/or conditions under which the component has operated. This digital twin can be explored by modeling the future performance of the component under specified or planned operating parameters and/or under specified or predicted conditions. This simulation can reveal further damage or other degradation of the component's performance without actually subjecting the component to further exploitation that is being simulated. This may allow prediction of damage increase and/or component degradation. For example, based on the digital twin, the monitoring system can be configured to predict the likelihood of failure of a turbocharger component, the likelihood of reaching the end of its life (e.g., during an upcoming expected or planned mission or trip), the likelihood of maintenance or service being required to avoid failure, and /or the like. In response to the monitoring system's determination that a turbocharger component may fail or is nearing the end of its life, the monitoring system may automatically schedule repairs and/or reserve time at the repair facility for maintenance, service, or repair of the component before failure occurs. .

Alternatively, in response to the monitoring system's determination that a turbocharger component may fail or near the end of its life, the monitoring system may change or request a change plan for the operation of the component (or the system that contains the component). For example, you can schedule or expect the vehicle to travel one or more routes on an upcoming trip, in accordance with the trip plan. The trip plan may define or dictate vehicle performance at different locations, at different distances along a route, and/or during a forthcoming trip. These operating parameters may include traction control positions, brake positions, speeds, and the like. The monitoring system may change or request a change to the trip plan in response to studying cumulative or previous damage, modeling potential additional damage to a component due to operating in accordance with the trip plan, and determining the probability of component failure (for example, a probability of failure of more than 50%) before the trip is completed, the probability of needing service until the trip is completed and/or its remaining service life or useful life is reduced below a threshold.

The monitoring system may be configured to reduce or reduce further damage to a component during or in response to detecting a high load episode. For example, the monitoring system may adjust or request adjustments to the trip plan, such as adjusting traction control position, arrival time, braking, and/or the like. The monitoring system may adjust the trip plan to delay the end of component life until the end of the trip plan. For example, the monitoring system may change and/or generate a new trip plan by slightly changing (decreasing) the traction control position, braking, trip plan schedule. Alternatively, the monitoring system may request,

- 3 040227 for the energy management system to change and/or generate a new plan. Alternatively, the monitoring system automatically detects the end of a component's life and initiates maintenance or service on the component at a time prior to the next scheduled maintenance or repair.

The monitoring system may be configured to predict the remaining life of the component and/or the operation of the component (eg, turbocharger) based on the parameters output by the sensor. The monitoring system is configured to control component operation based on remaining component life to fully utilize the turbocharger component resource prior to maintenance and/or scheduled vehicle overhaul or to delay otherwise required service, repair, or component maintenance.

The monitoring system may be configured to automatically adjust or request adjustments to the driving schedule and/or speed of the vehicle system in order to extend component life during vehicle system operation. For example, during operation of a vehicle system, the monitoring system may determine the likelihood of component failure, end of life, and/or the like. The monitoring system may automatically schedule maintenance and/or service for the component in response to a prediction that the component is likely to have reached the end of its life. Alternatively, the monitoring system may correct or request adjustments to the traction control, braking, driving schedule and/or the like, trip plan based on a prediction that the component is likely to have reached the end of its life.

The monitoring system may change the distribution of the load among the various drive vehicles within the vehicle system to reduce damage to a component or delay a point in time when a component needs service or replacement. For example, the monitoring system may change the operating parameters of one or more driven vehicles in a vehicle system having multiple driven vehicles to change traction distributions, duty cycles of vehicle propulsion systems, or the like. Such a redistribution of operating parameters may change the operating loads on different vehicles and may slow down the degradation of or damage to one or more components of at least one of the vehicles. This may delay the point in time when service or maintenance is required, or may extend the life of one or more vehicle components.

One or more embodiments of the monitoring system checks rotor speed information to detect reduced functionality and/or maintenance of the driven vehicle's centrifugal lube oil filter. Reduced functionality may be deposits on the oil filter, such as soot deposits, mass, poor passage of oil through the oil filter, particles inside the oil filter, and/or the like. Centrifugal lube oil filters are installed in engines to purify lube oil. The rotor speed signal may be obtained from the engine management system and, along with other collected information (e.g., lube oil pressure, lube oil temperature, engine speed), the monitoring system may evaluate the need for service and/or inspection of a particular centrifugal filter operating in the driving vehicle. The monitoring system may display indicators to notify an operator of oil filter changes, oil filter replacement, oil filter maintenance, and/or the like. For example, the display may provide diagnostic messages/codes to alert the operator to corrective action (such as oil filter service). One or more vehicle system controllers may limit engine operation in response to the detection of a critical problem (for example, when an oil filter stops working).

The monitoring system may disable (eg, deactivate) or otherwise control (eg, control the operating mode when the engine is idling) the propulsion subsystem to reduce oil pressure in the oil filter. Shutdown of the propulsion subsystem may also cause the rotation of the rotor of the propulsion subsystem to stop, for example, the shutdown may slow down and eventually stop the rotor or other rotating component associated with, for example, part of the oil filter. The monitoring system may measure the rotor speed signal and record the amount of time elapsed from shutdown until the rotor speed is reduced, such as reduced by a certain amount (eg, the rotor is completely stopped). This amount of time may indicate the health of the oil filter. For example, a longer time to reduce the rotor speed to a set speed (or to a standstill) may indicate a clogged filter that needs to be replaced, while a shorter time may indicate that the filter is less clogged.

- 4 040227 ren. Alternatively, a longer time to reduce the rotor speed to a set speed may indicate less fouling, while a shorter time may indicate a clogged filter. The monitoring system can solve problems such as detecting when the oil filter is full of debris (such as soot). The monitoring system may inform the vehicle system operator of the oil filter, such as the presence of debris (eg, soot). Rotor speed information may indicate problems with the rotor reaching its target speed, which may require corrective action. For example, if the rotor is not spinning or is spinning more slowly, this lack of speed or slow speed could indicate that the oil filter is clogged or otherwise not working properly.

One or more embodiments of the monitoring system can detect malfunctions in the centrifugal oil filter without the need to open the filter for inspection, without the need to open the housing in which the filter is located for inspection, and/or without stopping the operation of the propulsion system that contains the oil filter. The monitoring system can determine when the filter needs service based on the monitored rotor speed, which is affected by the amount of debris that has accumulated in the cylinder wall. For example, the monitoring system may calculate various profiles that represent the time delay from turning off or deactivating the propulsion system and reducing the rotor speed to a given speed (eg, zero speed or other speed). The monitoring system can compare profiles to determine the condition of the oil filter, as described below.

The monitoring system may inform an operator and/or a service technician through a display that displays information such as diagnostic messages, codes, or the like. This information may be provided to alert the operator and/or service technician to necessary corrective action. If a critical problem is detected, the monitoring system may limit engine operation. For example, in response to detection of the second and/or third oil filter profiles, the monitoring system may automatically adjust the trip plan. In another example, in response to detection of the second and/or third profiles, the monitoring system may automatically schedule an inspection, maintenance, or replacement of the oil filter.

At least one technical result from the embodiments described herein is to track in real time the remaining useful or operational life of the components of the propulsion subsystem by identifying the cumulative damage model. At least one more technical result consists in the possibility of tracking the cumulative damage and the remaining useful life of the individual components of the propulsion subsystem. At least one more technical result consists in the possibility of planning the replacement of components within the propulsion subsystem when the useful resource of the components is approaching its end. At least one other technical result is to reduce unscheduled maintenance, lost revenue or interruption of operation due to unexpected component failure. At least one more technical result consists in the possibility of replacing, during service maintenance and/or overhaul, components that have reached the end of their full useful life. At least one more technical result consists in the possibility of selecting components with a similar remaining useful resource during a maintenance or overhaul episode in order to minimize the number of required service episodes. At least one more technical result is to reduce the amount of costs over the entire service life by increasing the useful resource of the components of the propulsion subsystem. At least one more technical result is to prevent unjustified interruptions in the operation of the propulsion subsystem in the field. At least one more technical result consists in increasing the reliability of the propulsion subsystem. At least one more technical result is to reduce the risk for the maintenance personnel of the vehicle system. At least one other technical result is to reduce fuel consumption and improve the performance of the vehicle system due to fuel economy and proper operation. At least one more technical result is to improve the cooling and lubrication system of the propulsion subsystem by optimizing the maintenance of the oil filter. At least one more technical result consists in determining when the oil filter needs to be cleaned without having to open the filter.

A more specific description of the invention, briefly described above, is now presented with reference to specific embodiments thereof, which are illustrated in the accompanying drawings. The invention will be described and explained with the understanding that these drawings depict only exemplary embodiments of the invention and, therefore, should not be construed as limiting its scope. Wherever possible, the same reference numbers used in the drawings refer to the same or like parts. The various embodiments are not limited to the devices and tools shown in the drawings.

- 5 040227

Fig. 1 illustrates one embodiment of a vehicle system 102. The illustrated system 102 includes one or more powered vehicles 104, 106 (e.g., vehicles 104, 106A, 106B, 106C) and/or one or more non-propulsive (non-powered) vehicles 108 (e.g., vehicles 108A, 108B ) that travel together along route 110. Although vehicles 104, 106, 108 are shown as being mechanically coupled to each other, alternatively, vehicles 104, 106, 108 may not be mechanically coupled to each other. For example, vehicles 104, 106, 108 may be logically coupled by means of vehicles communicating with each other to coordinate vehicle movements with each other such that vehicles 104, 106, 108 travel together along route 110 without being mechanically coupled to each other. friend. Vehicle system 102 may be formed from a single vehicle or multiple vehicles.

Driven vehicles 104, 106 are shown as locomotives, non-driven vehicles 108 are shown as railcars, and vehicle system 102 is shown as a train in the illustrated embodiment. Alternatively, system 102 may be other vehicles. For example, system 102 may be one or more vehicles (e.g., a passenger car, semi-trailer), one or more aircraft, one or more ships, one or more mountain vehicles, one or more other off-road vehicles (e.g., vehicles , which are not intended for and / or are not legally allowed to travel on public roads) or the like. The number and location of vehicles 104, 106, 108 in system 102 is given as one example and is not intended to limit all embodiments of the invention described herein.

Alternatively, groups of one or more contiguous or adjacent driven vehicles 104 and/or 106 may be referred to as a fleet of vehicles. For example, vehicles 104, 106A, 106B may be referred to as the first vehicle combination consisting of the vehicle system 102, and vehicle 106C may be referred to as the second vehicle combination consisting of the system 102. Alternatively, the vehicle composition may be defined as vehicles that are near or adjacent to each other, such as vehicles defined by vehicles 104, 106A, 106B, 108A, 108B, 106C.

Fig. 2 is a schematic diagram of a drive vehicle 200 in accordance with one embodiment. Vehicle 200 may be one or more of the vehicles 104, 106 shown in FIG. 1. The vehicle 200 includes a monitoring system 250 that monitors the operation of the components of the vehicle 200. The controller circuit 202 is configured to control the operation of the vehicle 200. The monitoring system 250 and/or the controller circuit 202 may comprise or be one or more hardware circuits or circuits that contain, are connected (individually or together) to one or more processors 201, one or more controllers, or other hardware logic devices.

The controller circuit 202 may be connected to the communication circuit 210. Communication circuit 210 may be hardware and/or software that is used to communicate with other vehicles (e.g., vehicles 104-108) in vehicle system 102, dispatch stations, remote systems, maintenance systems, and/or the like. . For example, communication circuit 210 may include a transceiver and/or an associated circuit (eg, antenna 214) for wireless transmission (eg, to transmit and/or receive), communication messages, command messages, communication acknowledgment messages, response messages, repeated messages, repeated messages, status messages, and/or the like. Alternatively, the communication circuit 210 includes a circuit for transmitting messages over a wired connection 216, such as an articulated line (MU) of the system 102, a contact or third bus of an electrically powered vehicle, or other conductive path between or among powered vehicles 104, 106 in system 102.

Memory 212 may be used to store data (e.g., one or more parameters) associated with one or more sensors 222 (e.g., operating thresholds, location information), component specification information, firmware, or software appropriate, for example, programmed instructions for one or more components in the driving vehicle 200 (eg, controller circuit 202, propulsion subsystem 208, energy management system 220, vehicle control subsystem 218, and/or the like). For example, memory 212 may store parameters received from one or more sensors 222, such as rotor speed information received from propulsion subsystem 208. Memory 212 may be a tangible and permanent computer-readable medium, such as

- 6 040227 flash memory, RAM, ROM, EEPROM and/or the like.

Controller circuit 202 is connected to user interface 204 and display 206. Controller circuit 202 can receive manual input from an operator of drive vehicle 200 via user interface 204 such as a keyboard, touch screen, electronic mouse, microphone, and/or the like. For example, controller circuit 202 may receive from user interface 204 manually entered changes in traction (eg, controller positions), brake force, speed, power output, and/or the like. Alternatively, the controller positions may refer to the position of the traction control of the drive vehicle 200.

The display 206 may be one or more liquid crystal displays (eg, backlit with light emitting diodes (LED)), organic light emitting diode (OLED) displays, plasma displays, CRT displays, and/or the like. For example, controller circuit 202 may display the status and/or details of vehicle system 102, malfunctions/alarms generated by controller circuit 202 (e.g., diagnostic messages/codes), identifiers and states of remote vehicle systems passing along route 110, the contents of one or multiple command messages and/or the like. Alternatively, the display 204 may be a touch display that includes at least a portion of the user interface 204.

The vehicle control system (VCS) 218 may include hardware circuits or circuits that contain and/or are connected via one or more processors to the controller circuit 202. The VCS 218 may control and/or limit the movement of the driven vehicle 200 and/or the vehicle system 102 comprising the vehicle 200 based on one or more constraints. For example, VCS 218 may prevent vehicle 200 and/or system 102 from entering a restricted area, may prevent vehicle 200 and/or system 102 from leaving said area, may prevent vehicle 200 and/or system 102 from moving at a speed that exceeds the upper speed limit, may prevent the vehicle 200 and/or system 102 from moving at a speed that is less than the lower speed limit, and/or the like. In one embodiment, the VCS 218 comprises and/or is a positive feedback train control system. VCS 218 may be programmed with and/or otherwise have access to vehicle identifiers included in system 102 stored in memory 212. For example, VCS 218 may store the right to access vehicle identifiers such that VCS 218 may determine how to drive or restrict control of vehicle 200 and/or system 102 comprising vehicle 200 to prevent vehicle 200 and/or system 102 from violating one or more restrictions.

Power management system 220 may include hardware circuits or circuits that contain and/or are connected via one or more processors to controller circuit 202. System 220 may create and/or update the travel plans described herein. The controller circuit 202 receives parameters from the sensors 222 during the trip. Based on the parameters received from the sensors 222, the controller circuit 202 may instruct the system 220 to revise and/or change the trip plan.

Energy management system 220 is configured to create travel plans for vehicle 200 and/or vehicle system 102. For example, the travel plan may represent the controller position (eg, traction control position), braking, driving schedule, and/or the like of the system 102 required to arrive at the final location.

The trip plan may assign operating parameters (eg, controller positions and/or traction control position) of vehicle 200 and/or system 102 based on time, location, and/or distance along a route. Traveling in accordance with the operating parameters specified in the trip plan can reduce fuel consumption and/or emissions generated by vehicle 200 and/or system 102 relative to vehicle 200 and/or system 102 traveling in accordance with other operating parameters that not assigned to the travel plan. System 220 may be programmed with or otherwise have access to the identifiers of vehicles 104-108 included in system 102. Vehicle identities 104-108 in system 102 may be known to system 220 such that energy management system 220 may determine which operating parameters should be assigned to the trip plan in order to achieve the goal of reducing fuel consumption and/or emissions produced by the vehicle(s) during the trip.

Controller circuit 202 is operatively and/or galvanically coupled to propulsion subsystem 208. Propulsion subsystem 208 provides traction and/or braking power to drive vehicle 200. Controller circuit 202 may generate control signals autonomously (e.g., from power management system 220 and/or based on manual input that is used to control the operations of the propulsion subsystem 208. The propulsion subsystem 208

- 7 040227 may include or be one or more engines 230, electric motors, alternators, generators, turbochargers, brakes, batteries, turbines, and/or the like, which operate to propel the powered vehicle 200 under manual or autonomous control, which is implemented by the circuit 202 of the controller.

The energy management system may adjust the trip plan by adjusting the braking and/or traction control of vehicle system 102. For example, one or more sensors 222 can identify cumulative damage to propulsion subsystem 208. Based on cumulative damage to propulsion subsystem 208, controller circuit 202 can adjust controller positions (e.g., traction control position) and/or schedule a trip plan to reduce damage from cumulative damage. component. Controller circuit 202 may adjust the arrival time, fuel consumption, and/or component repair cost based on traction and/or braking control adjustments. Controller circuit 202 may adjust traction control, braking, arrival schedule, and/or the like to reduce component damage. For example, controller circuit 202 may slightly change the traction control, braking, and/or arrival schedule to reduce component damage. Alternatively, the controller circuit 202 may slightly change the braking of the driving vehicle 200. For example, the controller circuit 202 reduces the amount of braking of the driving vehicle 200 during a steep grade, curve, and/or the like, along route 110.

Propulsion subsystem 208 is shown with turbocharger 224. Turbocharger 224 is connected to exhaust port 228 and intake port 226. For example, intake port 226 receives ambient air from outside vehicle 200 and enters engine 230 through intake port 232 located between turbocharger 224 and engine 230. Exhaust gas resulting from combustion in engine 230 is supplied to exhaust port 231 and expelled along exhaust port 228 by turbocharger 224. Turbocharger 224 is configured to increase airflow from ambient air drawn into intake port 226 to provide a higher charge density of the fuel mixture. during combustion to increase the power output and/or efficiency of the engine 230.

Fig. 3 is an illustration of an embodiment of a turbocharger 224. Turbocharger 224 may be mechanically coupled (eg, bonded) to engine 230 of propulsion subsystem 208. In another example, turbocharger 224 may be coupled between an exhaust port and an intake port of engine 230. In another example, a turbocharger may be coupled with the engine 230 in any other suitable manner.

The turbocharger 224 includes a turbine stage 302 and a compressor 304. The exhaust gases from the engine pass through the turbine stage 302 and the energy of the exhaust gases is converted into rotational kinetic energy to rotate the shaft 306, which in turn drives the compressor 304. Ambient intake air is compressed (eg, air pressure is increased), sucked through the rotating compressor 304 so that a large mass of air can be supplied to the engine cylinders.

Turbocharger 224 includes housing 310. Alternatively, turbine stage 302 and compressor 304 may have separate housings that are bolted together, for example, to form a single unit (eg, turbocharger 224). As an example, turbocharger 224 may have a housing 310 made of cast iron, and compressor 304 may have a housing made of aluminum alloy, gray iron, and/or the like.

Turbocharger 224 may also include a turbine bearing 308 and a compressor bearing 309 to support shaft 306 so that shaft 306 can rotate at high speed with reduced friction. Turbocharger 224 may also include two non-contact seals (eg, labyrinth seals), a turbine labyrinth seal 314 located between oil chamber 312 and turbine disc 328, and a compressor seal 316 located between oil chamber 312 and compressor 304. Oil chamber 312 includes one or several oil filters 311 located near the oil cavity 312.

Exhaust gas may enter through an inlet, such as gas inlet transition region 320, and pass through nozzle 322. Nozzle 324 may include airfoil-shaped vanes arranged circumferentially to form a complete 360-degree assembly. The nozzle apparatus 324 may optimally direct exhaust gas to a turbine disk/blade assembly comprising turbine blades 326 and a turbine disk 328 coupled to a shaft 306. Additionally or alternatively, the turbine disk 328 and blades 326 may be a composite component known as a turbine blisk. (monowheel). The rotating turbine assembly, comprising together the turbine disc 328, blades 326, and shaft 306, may be referred to as a turbine rotor.

Blades 326 may be airfoil shaped blades extending outward from turbine disk 328 which rotates about the central axis of turbocharger 224. An annular band 330 is connected to the housing at band attachment flange 332 and positioned so as to closely surround blades 326 and thereby , set the boundary of the flow path for the exhaust gas flow,

- 8 040227 flowing through turbine stage 302.

Again with reference to FIG. 2, propulsion subsystem 208 may include one or more sensors 222. Said one or more sensors 222 are configured to measure one or more parameters of propulsion subsystem 208. For example, said one or more sensors 222 may include magnetic sensors (e.g., Hall effect sensors) , speed sensors, pressure sensors, ultrasonic sensors, temperature sensors, vibration sensors, distance sensors and/or the like. Said one or more sensors 222 are configured to determine the speed of rotation of the rotor and/or blades 326 of the propulsion subsystem 208. Said one or more parameters may be characteristic data (for example, controller position, thrust regulator position, speed data, temperature data, pressure data , vibrations, and/or the like) of the propulsion subsystem 208 of the vehicle 200. Alternatively, as shown in FIG. 2, one or more of the sensors 222 may be part of the propulsion subsystem 208. For example, at least one sensor 222 may be used to measure the rotational speed of a motor rotor.

In another example, described in connection with FIG. 3, at least one of the sensors 222 may be located in the turbocharger 224. The sensor 222 may be configured to determine the speed of rotation of the turbine rotor, based on the interaction between the sensor 222 and the turbocharger wheel 224 having notches or teeth. For example, sensors 222 are located near the turbine thrust bearing ridge 336. Turbine thrust bearing crest 336 may have an annular shape and substantially surround a portion of shaft 306. As such, crest 336 may rotate with shaft 306. Thrust bearing crest 336 may contain a plurality of marks that, when aligned with the central axis of sensor 222, cause an increase in stress, outputted by the sensor 222. Based on the frequency of the output voltage, the speed of the turbocharger 224 can be determined.

Each of the specified one or more sensors 222 can create a sensor signal that is received and/or fed into the circuit 202 of the controller. The sensor measurement signals comprise one or more electrical characteristics representing the parameters obtained by said one or more sensors 222. Based on said one or more electrical characteristics of the sensor measurement signal (e.g., amplitude, voltage, current, frequency, binary sequence, and/or the like ) the controller circuit 202 may determine the parameters of the propulsion subsystem 208.

Fig. 4 is a flowchart of an embodiment of a method 400 for determining propulsion subsystem degradation. Method 400 may, for example, be implemented using designs or aspects of various embodiments of the monitoring system described herein. In various embodiments, certain operations may be omitted or added, certain operations may be combined, certain operations may be performed simultaneously, certain operations may be performed in parallel, certain operations may be split into multiple operations, certain operations may be performed in a different order, or certain the operations or series of operations may be repeated in an iterative manner. In various embodiments, portions, aspects, and/or variations of method 400 may be used as one or more algorithms to direct hardware to perform one or more of the operations described herein.

Method 400 may be performed by a remote system offline and/or remotely from vehicle system 102 and/or vehicle 200. /or the like) together with the unidirectional and/or bidirectional communication link established by the communication circuit 210. The remote system may include a controller circuit similar and/or the same as controller circuit 202 to perform the operations described in method 400.

At 402, monitoring system 250 may receive one or more parameters of propulsion subsystem 208. For example, controller circuit 202 may be operatively coupled to sensor 222 and receive parameters of propulsion subsystem 208. Controller circuit 202 is configured to calculate the cumulative component damage of propulsion subsystem 208 based on these parameters and determining the end of life of the component in relation to cumulative damage. Said one or more parameters may represent a characteristic of the operation of the propulsion subsystem 208 over a certain period of time. Said one or more parameters may be characteristic data (eg, controller positions, speed data, temperature data, pressure data, oscillations, and/or the like) of the propulsion subsystem 208 of the vehicle 200. For example, at least one of the parameters may be the rotor speed of the engine of the propulsion subsystem 208, the speed of the blades 326 and/or the speed of rotation of the shaft 306 of the turbocharger 224 and/or the like.

Said one or more parameters may be a sensor measurement signal generated by said one or more sensors 222. The measurement signal contains

- 9 040227 zhit electrical characteristics that characterize the specified one or more parameters. The electrical characteristics may be amplitude, voltage, current, frequency, binary sequence, and/or the like. The controller circuit 202 may be configured to determine said one or more parameters based on the electrical characteristics of the sensor measurement signal.

Aggregate damage can be calculated based on parameters based on previously measured damage values for the same or other components. For example, varying degrees of damage to other filters, rotors, cylinders, or the like may be due to the different number of duty cycles other turbochargers have run, different traction control positions other turbochargers have run, different speeds vehicles have traveled. having different turbochargers, with different exhaust gas temperatures coming from different turbochargers. The monitoring system may compare the measured parameters of the currently tested turbocharger with these previously measured parameters to estimate or approximate damage to the currently tested turbocharger. In other words, the monitoring system may assume that the first turbocharger is damaged, worn, or has a lower remaining life than the second turbocharger based on the fact that the first and second turbochargers have the same sensor parameters, and the remaining life of the second turbocharger has previously been measured.

Additionally or alternatively, the monitoring system may project and/or predict cumulative damage based on the travel plan created by the energy management system 220 . The energy management system is configured to create a new trip plan and/or modify the trip plan into a modified trip plan based on at least one of cumulative damage or end of life. The monitoring system receives parameters from sensors 222 that may yet indicate component damage. The monitoring system can check operating parameters dictated by the trip plan and predict additional damage to components. For example, the monitoring system may predict that the oil filter will become significantly more clogged when the trip plan dictates that the propulsion system operates at a higher traction control setting than when the trip plan dictates a lower traction control setting. The predicted damage may be based on previous trips by the same or different vehicle system where the operating parameters assigned by the trip plan are the same (or similar, for example, within 10%) as the operating parameters used by the vehicle system. on a previous trip. Additional component damage or degradation as a result of a previous trip can be expected to occur with the component on the upcoming trip, based on previous vehicle performance on the previous trip that is the same or similar to the performance assigned to the trip plan for the upcoming trip. The monitoring system may use previously measured additional damage or performance degradation as a guide or estimate of the additional damage that is expected on an upcoming trip.

The monitoring system can investigate additional damage expected to occur to a component on an upcoming trip based on the trip plan and determine if the trip plan should be changed (or request a change to the trip plan). For example, if additional expected or predicted damage as a result of operating in accordance with the trip plan exceeds a predetermined threshold (for example, filter clogging percentage, exhaust gas temperature, etc.), then the monitoring system may request a new or different trip plan. As another example, if the monitoring system determines that additional expected or predicted damage caused by operation in accordance with the trip plan reduces the remaining life of the component below a predetermined threshold (for example, to the time that elapses before the trip is completed), then the monitoring system may request a new or different travel plan.

The trip plan may be changed, or the energy management system may create a new trip plan in response to receiving a request (eg, via a data signal) from the monitoring system. The energy management system may modify or create a travel plan by slightly changing operating parameters at one or more travel locations or times. For example, a modified or new trip plan may have lower traction or speed control settings in areas with higher ambient temperatures to reduce turbocharger damage. As another example, said modified or new travel plan may cause the vehicle to take a different, different route to avoid driving through more polluted areas or through areas with limited airflow (e.g. in tunnels) to avoid further clogging. filter.

A trip plan that is modified or created may result in less wear or component usage compared to operating the vehicle system 102 in accordance with

- 10 040227 previous trip plan.

At 404, the monitoring system may analyze one or more parameters with respect to at least one component of the propulsion subsystem 208. For example, said at least one component may be part of one or more engines, electric motors, alternators, generators, turbochargers 224, brakes , oil filters 311, batteries, turbines, rotor speed and/or the like. For example, said at least one component may be shaft 306, bearings 308309, compressor 304, seal 314, turbine disc 328, blades 326, and/or the like, of turbocharger 224. In another example, said at least one component may be rotor, bearings, oil filters 311 (e.g., centrifugal lube oil filters) and/or the like of said one or more engines of the propulsion subsystem 208.

Alternatively, the monitoring system may be configured to analyze one or more parameters to determine the cyclic load profile of the propulsion subsystem 208 based on one or more parameters (eg, first and second parameters 606, 607 shown in FIG. 6). The load cycling pattern may indicate the level or amount of stress and/or fatigue exhibiting in at least one component of the propulsion subsystem 208. The load cycling pattern indicates the extent to which the vehicle system 102 is used during the execution of the trip plan. Based on the load cycling schedule, controller circuit 202 can measure cumulative damage to said at least one component of vehicle system 102. For example, controller circuit 202 receives parameters from sensors 222 and determines the amount of stress and/or fatigue present in the at least one component based on the received parameters. Stress and/or fatigue may be calculated by controller circuit 202 based on a set of mechanical characteristics of said at least one component stored in memory 212. Mechanical characteristics may include a plurality of levels of fatigue and/or stress acting on said at least one component with corresponding levels of one or more parameters over a certain period of time. For example, one of the parameters may be a turbine rotor speed (eg, includes turbine disk 328, blades 326, and shaft 306) of turbocharger 224, rotor speed, and/or the like. The controller circuit 202 can identify the amount of fatigue and/or cumulative damage based on rotational speed (e.g., one or more parameters, traction control positions, controller positions) over a period of time for said one or more parameters in the mechanical specifications stored in memory 212.

At 406, the controller circuit 202 may calculate the cumulative damage to a component of the propulsion subsystem 208. The cumulative damage may be the total amount of damage to a component during operation of the propulsion subsystem 208 over the lifetime of the at least one component. Fatigue can result in damage, stress, or buildup of material (eg, debris, soot, and/or the like) on a component. The cumulative damage may also be a combination of several episodes over a lifetime, some of which may have originated from alternative propulsion subsystems of said at least one component. For example, a component may have experienced accumulated damage in another propulsion subsystem and/or in a vehicle that has been overhauled or repaired. The cumulative damage to said at least one component of the propulsion subsystems may be tracked, recorded and/or accounted for and stored in memory 212, which may then be used to calculate the cumulative damage. For example, the cumulative damage caused to a component in the propulsion subsystem can be tracked, recorded and/or accounted for based on Equation 1 (see below). The controller circuit 202 may determine the cumulative damage of the specified at least one component based on one or more parameters using the cumulative damage model stored in the memory 212 based on Equation 1.

For example, the cumulative damage model can be based on Miner's rule, as shown in Equation 1 below.

V -G v gp y - C Equation (1)

The variable k is the number of levels of stress and/or fatigue that appears in the specified at least one component. For example, the variable k may correspond to the level of fatigue and/or stress applied to the at least one component, based on the cells 524 of the rain flow matrix 500 for counting cycles shown in FIG. 5, which corresponds to the number of transitions between controller positions. The variable ni represents the number of cycles accumulated at the stress and/or fatigue level. The variable Ni is the number of cycles to failure at constant stress and/or fatigue level (eg at k). Alternatively, the variable Ni may be determined using the mechanical specifications stored in memory 212. Variable C is the fraction of service life consumed during

- 11 040227 operating time of the propulsion subsystem 208 at the end of the service life of the specified at least one component. For example, when variable C is equal to 1, the component fails and/or it has reached the end of its life. Additionally or alternatively, the variable C may not be equal to 1 for the failure of said at least one component. For example, the variable C may be greater than and/or less than one based on manufacturer testing and/or history of operation of the propulsion subsystem 208 component. For example, in response to C being less than 1, the component may be a component that has not reached end of life.

Based on Equation 1, monitoring system 250 can calculate the percentage of service life consumed by said at least one component at each load and/or fatigue level. The monitoring system 250 may sum one or more parameters together to determine the proportion of the remaining resource of the specified at least one component, which corresponds to the cumulative damage. The monitoring system may store the cumulative component damage in memory 212. Additionally or alternatively, the monitoring system 250 may tune a digital model of the propulsion subsystem 208 based on the cumulative damage. For example, the digital model can be modified to reflect additional damage inflicted on the component.

Alternatively, the monitoring system 250 may calculate a predicted resource for said at least one component. The predicted resource of a component may be the proportion of operational resource not consumed during operation of the propulsion subsystem 208. The operational resource of a component may be based on specified one or more parameters measured by specified one or more sensors 222. For example, the predicted resource may be a value of operational resource until the end of the component's life. Alternatively, the predicted resource of the component may be a derivative of the variable C of Equation 1 (eg, a change in the value of C).

In one or more embodiments, the monitoring system may create a model of the propulsion subsystem 208 based on the specified one or more parameters. For example, controller circuit 202 may create a digital model of turbocharger 224 based on one or more specified parameters. The digital model may be stored in memory 212 and represent a state based on a specified one or more parameters obtained by sensors 222. at least one component. The model can be updated with additional resource data during additional component use cycles.

Additionally or alternatively, controller circuit 202 may be configured to determine the amount of fatigue and/or stress present in at least one component using rain flow matrix 500 to count cycles. In connection with FIG. 5, matrix 500 may represent changes in one or more parameters over a period of time. For example, said one or more parameters may represent different positions of a controller (eg, draft control). The controller positions may correspond to the speed and/or thrust that is selected by the user interface 204 and/or the energy management system 220 executing the travel plan of the vehicle 200.

Fig. 5 shows an embodiment of a rain flow matrix 500 for counting cycles. Matrix 500 contains a set of rows 502-510 and columns 511-521. Each of rows 502-510 and each of columns 511-521 may represent different positions of a controller (eg, traction control). For example, vehicle 200 may have nine or more different controller positions representing different speeds and/or thrusts of propulsion subsystem 208. Matrix 500 contains a plurality of cells 524, each representing a change in controller positions over a period of time. For example, each of rows 502-510 may represent a control position, and columns 511-521 may represent an intermediate position. The reference position may be the initial position of the traction control and/or controller during the trip plan. The intermediate position may be a change in the position of the traction control and/or controller during the trip plan relative to the control position. For example, a control position may be located at a traction control and/or controller position of two, and an intermediate position may adjust the traction control and/or controller position to seventeen. Adjustment of the intermediate position relative to the reference position may indicate fatigue and/or stress in the component. For example, controller circuit 202 may receive a traction control and/or controller position correction that may indicate additional voltage to a component. Matrix 500 illustrates the changes from the control position to the intermediate position. The time period may correspond to the amount of time to complete the travel plan implemented by the energy management system 220, a period of time (eg, a week, a month, a year, and/or the like), and/or the like. The number of cells 524 may represent the number of transitions of the adjustment positions of the con

- 12 040227 trolls (for example, from rows 502-510 to columns 511-521) for some period of time. For example, cell 524a could represent three transitions from controller position one, represented by row 502, to controller position nine, represented by column 521. In another example, cell 524b could represent twenty-three transitions from controller position nine, represented by row 510, to controller position number four, represented by column 516.

Based on the transitions between controller positions (eg, traction control), the controller circuit 202 may determine the level of fatigue and/or stress that appears in the specified at least one component during the specified period of time. For example, each controller position transition may correspond to a different degree of fatigue and/or stress for said at least one component based on different controller (eg, traction control) positions. Controller circuit 202 may determine the amount of cumulative damage to said at least one component based on a set of mechanical characteristics of said at least one component stored in memory 212. For example, controller circuit 202 determines cumulative damage based on an apparent level of fatigue and/or with a set of mechanical specifications. Alternatively, controller circuit 202 may add together various fatigue and/or stress values to determine the end of life of the at least one component.

Fig. 6 is a graphical illustration 600 of one example of first and second parameters 606, 607. First parameter 606 differs in time from second parameter 607. the second 607 parameters may be rotor speeds that are measured during different vehicle trips or during different segments of the same vehicle trip. Alternatively, parameters 606, 607 may represent vehicle 200 travel speeds during different vehicle trips or during different segments of the same vehicle trip. The first and second parameters 606, 607 are plotted along a horizontal axis 602 representing time and a vertical axis 604 representing speed. One or more parameters 606, 607 can be scaled so that they are displayed along the same vertical axis 604. The parameters 606, 607 can be measured by the specified one or more sensors 222.

The monitoring system 250 may compare the morphologies (eg, shapes) of the curves describing the first and second parameters 606, 607. For example, the morphology may be the slope, amplitude, number of peaks, shape, and/or the like, of the parameters 606, 607. The first and the second parameters 606, 607 may be used by the monitoring system 250 to determine cumulative damage, performance, and/or the like, of a component such as an oil filter 311. Changes in morphology between the first and second parameters 606, 607 may indicate cumulative damage of the specified at least one component. For example, the component may be a lubricant filter and/or an oil filter (eg, a centrifugal filter) for the engine of the propulsion subsystem 208. During operation of the propulsion subsystem 208, debris (eg, soot deposits) may interfere with the flow of lubricant and/or oil through the oil filter. . The obstruction to the flow of lubricant and/or oil affects the morphology of the first and second parameters 606, 607 (for example, adjusting the amount of inclination) and the performance of the propulsion subsystem 208. The changed performance of the propulsion subsystem 208 can be reflected in the change in the morphology of the specified one or more parameters measured indicated by one or more sensors 222.

As another example, the first and second parameters 606, 607 may represent the speed of a rotor of a turbocharger 224 that is rotating at a given operating point. The operating point may be based on rotor speed, draft control position, controller position, and/or the like. In response to the shutdown of the turbocharger 224, the oil pressure through the oil filters 311 may be reduced. Turning off the turbocharger 224 may prevent the rotor from braking and/or stopping oil from passing through the oil filters 311. The monitoring system 200, using one or more sensors 222, may determine the rotor speed stored in the memory 212 and record the amount of time that has elapsed until then. until the first and second parameters 606, 607 stop. Changes to the first and second parameters 606, 607 can create a profile that can correlate with rotor speed behavior and can identify inconsistencies and/or problems with oil filters 311. For example, differences in oil filters 311 can represent a clean filter, filter problems, soot deposits, mass buildup on oil filters 311, and/or the like.

The monitoring system 250 may identify shift 608 in parameters 606, 607 based on differences in the morphologies of the first and second parameters 606, 607. Based on the change in morphology (represented, for example, as shift 608), the monitoring system may calculate or estimate cumulative damage or additional component damage. For example, large shifts 608

- 13 040227 may be associated with more increased damage, while smaller shifts 608 are associated with less increased damage. Additionally or alternatively, cumulative or additional damage may be determined by monitoring system 250 based on the rates of change of parameter 606 and/or 607. For example, acceleration may be represented as the slope of the curve of first and second parameters 606, 607. Controller circuit 202 may calculate changes curve slope (e.g., acceleration) between the first and second parameters 606, 607 to determine the cumulative damage of said at least one component based on offset 608. For example, offset 608 may represent the cumulative damage of said at least one component and/or end component life based on the first and second parameters 606, 607.

Fig. 7 is a graphical illustration 700 of an embodiment of the behavior of the oil filters 311. The graphical illustration 700 is shown along a vertical axis 702 which is rotor speed and a horizontal axis 704 which is time. Graphic illustration 700 contains three different profiles of the speed of rotation of the rotor (for example, based on the specified one or more parameters from the specified one or more sensors 222).

Each profile 706, 708, 710 represents a decrease in the speed at which the turbocharger rotor rotates after the engine or turbocharger on board the vehicle is turned off. The monitoring system can create profiles based on sensor parameters that are measured over time. For example, during each of the first, second, and third trips of the same vehicle having the same turbocharger, the turbocharger rotor may rotate at a constant or substantially constant speed 703 (eg, does not change by more than 5%). When the engine or turbocharger is turned off, the rotor speed may begin to decrease. During the first trip, the rotor speed decreases from the speed 703 at the turn-off time 701 to the steady speed at the time t2 during the first time period 712. The decrease in rotor speed over time for this first trip is represented by a first profile 706. During the next second trip, the rotor speed decreases from speed 703 at shutdown time 701 to the steady speed at time t1 over a shorter second time period 714. The decrease in rotor speed with time for this second trip is represented by a second profile 708. During the subsequent third trip, the rotor speed decreases from speed 703 at shutdown 701 to steady speed at t3 over an even longer third time period 716. The decrease in rotor speed over time for this third trip is represented by the third profile 710.

Decreased time required to reduce rotor speed to zero may be due to mass buildup (e.g., soot deposits) on oil filters 311 and/or debris accumulated on filters 311. For example, mass builds up on filters 311 and may clog and/or block the flow of oil and/or grease passing through the filters 311. This can cause the rotor to continue to rotate longer after shutdown. In one example, the first profile 706 represents the behavior of the rotor when the oil filter 311 is new or clean and working properly. The second profile 708 may represent the behavior of the rotor when the filter 311 is full of debris or mass and is unable to properly filter the oil. The third profile 710 may represent the behavior of the rotor when the filter 311 is not working properly due to other damage to the filter 311.

Damage to the 311 oil filters may affect their ability to properly pass oil and/or grease through these filters. Based on the study of the profiles 706, 708, 710, the monitoring system 250 may instruct the display 206 to display a diagnostic message to alert the filters 311 to service. based on the profile 710. Additionally or alternatively, the monitoring system, if necessary, may instruct the energy management system 220 to adjust the trip plan based on the detection of the profile 708 and/or 710. For example, the monitoring system 250 may identify the profile 710 and determine that the filters 311 damaged. The monitoring system may then instruct the energy management system 220 to adjust the trip plan based on damage to the oil filters 311. For example, the energy management system 220 may indicate a new and/or modified trip plan based on instructions from the monitoring system. The modified and/or new trip plan may slightly change the traction control, braking, schedule, and/or the like from the previous trip plan. Based on the new and/or modified trip plan, the additional damage to the filters 311 can be reduced compared to the damage that would have occurred if operating according to the previous trip plan. A new or amended travel plan may extend and/or extend the life of the filter for a longer time than the entire duration of the amended or new travel plan. For example, modifying a changed and/or new trip plan may result in less wear or component usage relative to the operation of the trans system 102.

- 14 040227 tailor's funds in accordance with the previous travel plan.

Alternatively, the monitoring system may, based on the profiles 708, 710, instruct the display 206 to indicate that the oil filters 311 may be damaged. For example, the monitoring system may, through the display 206 through a diagnostic message, provide the operator with a code (eg, indicating the need to check the oil filters 311) or the like to alert the operator of the necessary corrective actions. Alternatively, the monitoring system may direct controller circuits 202 to limit engine operation if a critical problem (eg, profile 710) is detected. In another example, in response to identifying profile 708, the monitoring system may automatically communicate with the scheduling system to schedule maintenance or oil filter replacement.

At block 408, the monitoring system may determine a non-zero threshold value for the specified at least one component. The non-zero threshold may be based on the cumulative damage in relation to the proportion of resource consumed (eg, variable C) and/or the cycle count rainfall matrix 500 shown in FIG. 5. Optionally, the non-zero threshold may be a value, a percentage, and/or the like up to a fraction of consumed resource C equal to approximately one (eg, as shown in Equation 1). For example, the monitoring system may determine the end of life of a component based on a non-zero threshold, with the end of life being further (eg, longer) for large differences between cumulative damage and the threshold, and end of life being closer (eg, shorter) for smaller differences between cumulative damage and threshold.

Additionally or alternatively, the non-zero threshold may be based on a travel plan to be executed by the energy management system 220. For example, the monitoring system may be configured to analyze the trip plan based on the position of the traction control assigned during the trip plan to the propulsion subsystem 208. Additionally or alternatively, the controller circuit 202 may be configured to use the trip plan generated by the system 220 to predicting the amount of cumulative damage for the specified at least one component. In connection with FIG. 7, controller circuit 202 may calculate a damage probability 706 based on the position of the traction control during the trip plan. Higher traction control settings may be associated with an increased likelihood of damage, while lower traction control settings may be associated with a reduced likelihood of damage. The threshold value may be determined based on the damage probability, wherein the threshold value is smaller for a larger damage probability and larger for a smaller damage probability. The monitoring system may instruct the system 220 to adjust the thrust control position of the propulsion subsystem 208 based on the cumulative damage. For example, the monitoring system may instruct the energy management system to slightly change the traction control position dictated by the trip plan, to a higher value for more cumulative damage and to a smaller value for less cumulative damage.

Fig. 8 is a graphical illustration 800 of an embodiment of a component damage probability 806 of the propulsion subsystem 208. The damage probability 806 is shown along a horizontal axis 802 representing component damage and a vertical axis 804 representing the probability of additional component damage. The amount of damage may be determined by monitoring system 250 based on the position of the traction control and the mechanical characteristics of the component stored in memory 212 (eg, as described at operation 404). The damage probability 806 may be based on the implementation of one or more travel plans. For example, travel plans that dictate settings that place more stress on propulsion system components may be associated with increased damage probability 806, while travel plans that dictate settings that place less stress on propulsion system components may be associated with reduced probabilities 806 damage.

The likelihood that a component will be damaged or fail during an upcoming trip can be determined by determining a position along the horizontal axis 802 and determining the probability of damage 806 at that position. The position along the horizontal axis 802 may be based on the cyclic load profile of the propulsion subsystem 208. For example, a turbocharger 224 having many duty cycles involving transition between extreme positions of the thrust control (for example, from a mark from one to nine) may be located closer to the center horizontal axis 802 (eg, the location of the peak probability of damage 806), while the turbocharger has fewer duty cycles and/or less changes in the provisions of the draft regulator.

Additionally or alternatively, controller circuit 202 may set a non-zero threshold value based on the morphology of one or more parameters. For example, the controller circuit 202 may set a non-zero threshold value relative to the difference between the morphologies of the first and second parameters 606, 607 (FIG. 6). A non-zero threshold value can be

- 15 040227 percentage, magnitude and/or similar difference between the morphologies of the first and second parameters 606, 607. For example, a non-zero threshold value may represent the amount of shift, acceleration and/or the like of the first and second parameters 606, 607. Large shifts 608 between parameters 606, 607 may be associated with smaller thresholds, while smaller shifts 608 between parameters 606, 607 may be associated with larger thresholds.

At 410, the monitoring system may determine if the end of life has been reached and/or if a component needs maintenance or service. For example, the monitoring system may compare the cumulative component damage (eg, C value) to a non-zero threshold 808 to determine if the end of life has been reached, or to determine that the component needs maintenance or service. Maintenance or service of said at least one component may be cleaning, replacing, repairing and/or the like of said at least one component during even a major overhaul, scheduled maintenance and/or the like.

Fig. 9 is a graphical illustration 900 of various probabilities 912, 913, 914 of failure of a component of the propulsion subsystem 208 as determined by the monitoring system. Failure probabilities 912, 913, 914 may be calculated by the multi-trip monitoring system based on the predicted cumulative component damage. The failure probabilities 912, 913, 914 increase with time as the component continues to be used from start time 907.

A non-zero threshold value 906 indicates an extreme failure threshold. The threshold 906 may represent a point where the failure probabilities 912, 913, 914 indicate that the component has reached the end of its life. For example, a component may reach the end of its life in response to failure probabilities 912, 913, or 914 crossing threshold 906.

Failure probabilities 912, 913, 914 are shown along a horizontal axis 902 depicting time and/or run time and a vertical axis 904 that depicts an increased component failure probability (eg, upward along the vertical axis 904). The times at which various overhaul or maintenance episodes 908, 909, 910 occur are shown along the horizontal axis 902. Episodes 908, 909, 910 are predetermined times when the vehicle 104, 106, 200 reaches a scheduled maintenance cycle. During overhaul episodes 908, 909, 910, the component may be repaired or replaced.

Monitoring system 250 may be configured to adjust the operation of vehicles 104, 106, 200 based on various failure probabilities 912, 913, 914. For example, the monitoring system 250 may direct the energy management system 220 to adjust the trip plan to allow the components to reach the overhaul episode 908, 909, 910 before reaching the end of life and/or before reaching a failure probability greater than a threshold 906. During system operation 102 vehicle monitoring system may instruct the controller circuit to reduce traction to reduce the likelihood of failure 914-914a. As another example, during operation of another vehicle system 102, the monitoring system may direct the controller circuit to increase tractive effort, which may increase the chance of failure 912-912a.

Additionally or alternatively, the controller circuit 202 may be configured to calculate the cumulative damage probability of a component of the propulsion subsystem 208. or the like) and/or the like. The cumulative damage probability may represent different component dynamics of the various drive vehicles 104, 106, 200 of the vehicle system 102. For example, the probability of damage can be calculated by the controller circuit 202 from the current time (eg, similar to the time at time 907), calculating the cumulative damage based on the previous cyclic load profile (eg, similarly and/or the same as the cumulative damages 915- 917). The controller circuit 202 may calculate a cumulative damage probability based on the cumulative damage and the current time. The controller circuit 202 may compare the dynamics of the cumulative damage probability with a threshold value. The threshold value may represent the end of life and/or the likelihood of component failure. For example, when the probability of cumulative damage to a component crosses a threshold, the component may have a high probability of reaching the end of its life. Based on the cumulative damage probability, similar to the settings described in connection with FIG. 9 above, the controller circuit 202 may regulate the operation of the vehicles 104, 106, 200, for example, during one or more travel plans, to allow components to reach service and/or overhaul episodes even before reaching the end of life and/or before reaching the probability of failure.

Monitoring system 250 may direct energy management system 220 to adjust vehicle system 102 travel plans based on component damage probability dynamics. For example, if a component is associated with a damage probability 914, then the system

- 16 040227 the monitoring system may request that the energy management system decrease the traction control settings, increase the brake control settings, or the like to reduce the chance of damage from 914 to 914a.

Additionally or alternatively, the controller circuit 202 may be configured to check for the end of a component's life using a characteristic parameter. For example, controller circuit 202 may be operatively connected to a second sensor attached to the component. The second sensor may be configured to generate a characteristic parameter. The characteristic parameter may be indicative of vibration and/or vibration of a component within the propulsion subsystem 208 during operation of the vehicle 200. For example, the second sensor may be an accelerometer mechanically attached to the oil filter. During operation of the propulsion subsystem 208, soot and/or debris within the oil filter may cause the oil filter to vibrate and/or vibrate. When the controller circuit 202 determines at step 410 that the component has reached the end of its life, the controller circuit 202 may check that fluctuations and/or vibrations are present in the characteristic parameter.

If the end of a component's life is reached, then at step 412, the monitoring system and/or controller circuit 202 may generate an alert. The alert may be a visual and/or auditory alert provided to alert the operator of the vehicle system 102. For example, controller circuit 202 may create a graphic, popup, animated character, and/or the like displayed on display 206. In another example, controller circuit 202 may create an audible alert. It may be noted that the alert may be controlled by a remote system offline and/or remotely from the vehicle system 102. For example, the remote system may transmit the command that the controller circuit 202 receives through a bi-directional communication channel via the communication circuit 210 to create an alert.

At 414, the monitoring system and/or controller circuit 202 may implement one or more responses. It may be noted that one or more responses may be controlled by a remote system offline and/or remotely from vehicle system 102. Said one or more response actions may be performed by the controller circuit 202 simultaneously and/or automatically when an alert is generated at step 412. Response actions may include automatically scheduling maintenance or replacement of a component, changing the travel plan of a vehicle that contains the component (as described herein), and/or limiting vehicle operation. For example, the controller circuit may impose one or more speed limits, traction control positions, or the like to prevent further damage or component failure.

In one embodiment, the system comprises a sensor configured to determine a parameter of the vehicle's propulsion subsystem and one or more controllers configured to create a first trip plan and automatically control the vehicle in accordance with the first trip plan. At least one of the controllers is operatively coupled to the sensor and configured to obtain a propulsion subsystem parameter to calculate the cumulative damage to the propulsion subsystem component based on this parameter and to determine the component's end of life relative to this cumulative damage. At least one of said one or more controllers is configured to create a new trip plan or change the first trip plan into a modified trip plan based on at least one of: cumulative damage or end of life, wherein the new trip plan or modified trip plan is executed. with the possibility, during the operation of the vehicle in accordance with the new trip plan or modified trip plan, at least one of: adjusting the speed or eliminating one or more operating conditions of the vehicle relative to the first trip plan, which leads to less wear or use of the component according to compared to the operation of the vehicle in accordance with the first trip plan.

Alternatively, the propulsion subsystem comprises an oil filter, and said one or more controllers are configured to determine the time interval between the shutdown of the propulsion subsystem and a predetermined reduction in the speed of rotation of a rotating component (for example, a rotor) associated with the oil filter (for example, the time when the rotating component stops, or time to reduce the passage of oil through the oil filter). A period of time that can be used to determine at least one of the following: clean oil filter (i.e., that the oil filter is within specified limits), mass on the oil filter (i.e., the degree to which the oil filter is loaded with filtered contaminants), and /or damage to the oil filter.

Alternatively, said one or more controllers are configured to display a diagnostic message to alert possible oil filter damage based on a period of time, wherein said one or more controllers are configured to adjust at least one of:

- 17 040227 first trip plan settings or control settings that are applied to a vehicle during a route trip based on oil filter damage.

Alternatively, said one or more controllers are also configured to adjust one or more traction control positions that were assigned in the first trip plan to control the vehicle during the trip based on cumulative component damage.

Alternatively, said one or more controllers are configured to adjust one or more traction control positions or vehicle schedule based on component repair cost.

Alternatively, said one or more controllers are further configured to determine the cyclic load profile of the propulsion subsystem and determine cumulative damage based on the cyclic load profile.

Alternatively, said one or more controllers are also configured to determine the end of life based on a non-zero threshold value. Said one or more controllers may be configured to adjust the traction force of the propulsion subsystem based on the cumulative damage.

Alternatively, said one or more controllers are configured to calculate a rain flow matrix for counting cycles to determine the level of fatigue or stress manifesting in the propulsion subsystem, based on the position of the vehicle's traction control, and said one or more controllers can be configured to determine cumulative damage based on the rainfall matrix for counting cycles.

Alternatively, said one or more controllers may be configured to determine a non-zero threshold based on the rain flow matrix for counting cycles, wherein said one or more controllers may be configured to determine the end of life based on the non-zero threshold.

Alternatively, said one or more controllers are configured to adjust at least one of: the position of the traction control, the brake, or the schedule of the trip plan of the propulsion subsystem in order to reduce damage to the component from cumulative damage.

Alternatively, said one or more controllers are configured to determine end of life based on the morphology of said parameter and another parameter as determined by said sensor or other sensor.

As an option, the sensor is configured to receive as the specified parameter at least one of: the number of revolutions of the rotor, pressure or temperature of the propulsion subsystem.

Alternatively, said one or more controllers may be configured to calculate predicted cumulative damage to a propulsion subsystem component based on successive vehicle travel plans, wherein said one or more controllers may be configured to determine different component failure dynamics to determine component end-of-life based on speaker failure to determine the end of life.

Alternatively, said one or more controllers are configured to generate a warning on the display when the end of life has been reached.

Alternatively, the alert is at least one of a visual or audible alert, with the alert automatically scheduling component maintenance.

In one embodiment, the method includes obtaining from one or more sensors the parameters measured from the propulsion subsystem of the vehicle, calculating the cumulative damage to the component of the propulsion subsystem based on these parameters, creating a first trip plan (the first trip plan contains control settings for automatically controlling the vehicle during travel plan time), determining the end of life of a component relative to cumulative damage, and creating a new trip plan to operate the vehicle during the trip plan, or changing the first trip plan to a modified trip plan, in response to and based on at least one of: cumulative damage, or end of service life.

Optionally, the propulsion subsystem comprises an oil filter, and the method also includes identifying a time interval between turning off the propulsion subsystem and a predetermined speed reduction of the rotating component (e.g., rotor) associated with the oil filter (e.g., the time the rotating component stops or the time to decrease oil passing through the oil filter). A period of time that can be used to determine at least one of the following: clean oil filter (i.e., that the oil filter is within specified limits), mass on the oil filter (i.e., the degree to which the oil filter is loaded with filtered contaminants), and /or damage to the oil filter.

Alternatively, the method also includes adjusting one or more traction control positions that are assigned in the first trip plan to control the vehicle during the trip.

- 18 040227 trips based on cumulative component damage.

Alternatively, the method also includes calculating a predicted cumulative damage to a propulsion subsystem component based on successive vehicle travel plans and determining various component dynamics to determine the end of life of the component based on a probability of failure representing the end of life. The predicted service life may be the amount of service life of a component until the end of its life.

Details regarding creating travel plans and changing travel plans to modified travel plans can be found in US Patent No. 9,733,625 issued August 15, 2017, US Patent No. 8,370,006 issued February 5, 2013, US Patent No. 8,126,601 issued February 28 2012, US Pat. No. 8,290,645 issued Oct. 16, 2012, and US Pat. No. 8,924,049 issued Dec. 30, 2014, all of which are incorporated herein by reference.

Multiple repetitions of one or more processors does not mean that the systems are embodied in different processors, although this is possible. Instead, said one or more processor systems described herein may be the same as said one or more processors of the same or different system, so that in one embodiment, different systems may be implemented in the same processor or in the same processors.

The components of the systems described herein may comprise or be hardware circuits or circuits that contain and/or are associated with one or more processors, such as one or more computer microprocessors. The operations of the methods described herein and systems can be sufficiently complex such that the operations cannot be performed by the mentally average person or those skilled in the art within a commercially reasonable period of time. For example, the creation and/or analysis of rate signatures may take into account a large number of factors, may rely on relatively complex calculations, and the like such that such a person cannot complete rate signature analysis within a commercially reasonable period of time.

As used herein, the term computer, subsystem, circuit, controller circuit, or module may include any processor or microprocessor system, including systems using microcontrollers, reduced instruction set computers (RISC), ASICs, logic circuits, and any other circuits or processors capable of perform the functions described in this document. The above examples are illustrative only and thus are not intended to limit in any way the definition and/or meaning of the term computer, subsystem, circuit, controller circuit, or module.

A computer, subsystem, circuit, controller circuit, or module executes a set of instructions stored in one or more storage elements to process input. The storage elements may also store data or other information as desired or needed. The storage element may be in the form of an information source or a physical memory element in the processor machine.

The instruction set may include various instructions that instruct a computer, subsystem, circuit, controller circuit, or module to perform certain operations, such as methods and processes of various embodiments. The set of instructions may be in the form of software. The software may be in various forms, such as system software or application software, and may be embodied as a tangible and durable computer-readable medium. In addition, the software may be implemented as a collection of individual programs or modules, a program module within a larger program, or part of a program module. The software may also include modular programming in the form of object-oriented programming. The processing of input data by a processing engine may occur in response to operator commands, or in response to the results of previous processing, or in response to a request made by another processing engine.

As used herein, a structure, constraint, or element that is capable of performing a task or operation is especially designed, constructed, programmed, or adapted in a manner appropriate to the task or operation. For the purposes of clarity and for the avoidance of doubt, an object that can simply be modified to perform a task or operation is not configured to perform the task or operation as used here. Instead, the use of an expression is made capable, as used herein, of design adaptations or characteristics, programming a structure or element to perform an associated task or operation in a manner that is different from a finished structure or element that is not programmed to perform a task or operation, and/ or denotes the structural requirements of any structure, constraint, or element that is described as capable of performing a task or operation.

It should be understood that the above description is intended to be illustrative and not limiting. For example, the embodiments described above (and/or aspects thereof) may be used in

- 19 040227 in combination with each other. In addition, a large number of modifications can be made to adapt a particular situation or material to the teachings of the invention without departing from the scope of the invention. Although the dimensions and types of materials described herein are intended to define the parameters of the invention, they are in no way limiting and are illustrative embodiments. Many other embodiments will be apparent to those skilled in the art upon review of the above description. Therefore, the scope of the invention should be determined with reference to the appended claims together with the full scope of the equivalents to which such claims are entitled. In the appended claims, the terms including and in which are used as simple equivalents of the respective terms containing and where. In addition, in the following claims, the terms first, second, third, etc. are used only as labels and are not intended to impose numerical requirements on the objects they designate. In addition, the limitations of the following claims are not written in a means plus function format and are not intended to be interpreted in terms of 35 U.S.C. §112(f) unless and until such limitations are so stated that form use the phrase means for followed by a function statement without further construction.

In this description, the examples are used to disclose several embodiments of the invention, as well as to enable a person skilled in the art to practice embodiments of the invention, including the creation and use of any devices or systems and the implementation of any embedded methods. The patentable scope of the invention may include other examples that will be apparent to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have constructs that do not differ from the literal language of the claims, or if they include equivalent constructs with minor differences from the literal language of the claims.

The foregoing description of some embodiments of the present invention will be better understood when read in conjunction with the accompanying drawings. To the extent that the drawings illustrate functional block diagrams of various embodiments, the functional blocks do not necessarily indicate a division between hardware circuits. Thus, for example, one or more functional blocks (for example, processors or memories) can be implemented as one or more hardware elements (for example, electronic circuits and/or circuits that contain and/or are associated with one or more processors , microcontrollers, RAM, hard drives, etc.). Likewise, programs may be standalone programs, may be included as subroutines in an operating system, may be functions in an installed software package, and the like. The various embodiments are not limited to the devices and tools shown in the drawings.

As used herein, the term element or step specified in the singular should be understood as not excluding a plurality of the specified elements or steps, unless such an exception is explicitly stated. Furthermore, references to an embodiment or one embodiment of the invention are not intended to be interpreted as excluding the existence of additional embodiments that also include the listed features. In addition, unless explicitly stated otherwise, embodiments containing, including, or having an element or a plurality of elements having a particular property may contain additional such elements that do not have that property.

Claims (20)

CLAIM 1. A monitoring system for a vehicle propulsion subsystem, comprising: a sensor configured to determine a parameter of the vehicle propulsion subsystem, and one or more controllers, wherein at least one of said one or more controllers is configured to create a first trip plan and with the ability to automatically control the vehicle in accordance with the specified first trip plan, while at least one of the specified one or more controllers is operatively connected to the sensor and is configured to receive the specified parameter of the propulsion subsystem, calculate the cumulative damage to the component of the propulsion subsystem based on this parameter and determining the end of life of a component with respect to cumulative damage, and wherein at least one of said one or more controllers is configured to create a new trip plan or change the first trip plan from its on conversion to a modified travel plan based on specified cumulative damage or specified end-of-life or both, whereby the new travel plan or the modified travel plan - 20 040227 is adjusted during vehicle operation in accordance with a new trip plan or a modified trip plan for at least one of: adjusting the speed or eliminating one or more vehicle operating conditions from the first trip plan, resulting in less wear or component use compared with the operation of the vehicle in accordance with the first trip plan, while the propulsion subsystem contains an oil filter, and these one or more controllers are configured to determine the time interval between the moment when the propulsion subsystem is turned off and the moment when the speed of the rotating component associated with the oil filter , is reduced to a predetermined value, wherein said one or more controllers are configured to determine, based on the specified period of time, the extent to which the oil filter is loaded with deposits or the degree of deterioration has passed oil through the oil filter. 2. The system of claim 1, wherein said one or more controllers are configured to display a diagnostic message to warn of possible oil filter damage based on a specified period of time, wherein said one or more controllers are configured to adjust at least one of the following : The vehicle's traction control position or first trip plan control settings that are applied to the vehicle while driving along a route based on oil filter damage. 3. The system of claim 1, wherein said one or more controllers are also configured to adjust one or more traction control positions that are assigned to at least one of the following travel plans: first travel plan, new travel plan, or modified travel plan, to drive the vehicle during the trip, based on the cumulative component damage. 4. The system of claim 3, wherein said one or more controllers are configured to adjust said one or more traction control positions or vehicle schedule based on component repair costs. 5. The system of claim 1, wherein said one or more controllers are also configured to determine the cyclic load profile of the propulsion subsystem and determine cumulative damage based on the cyclic load profile. 6. The system of claim 1, wherein said one or more controllers are also configured to determine end-of-life based on a non-zero threshold value, wherein said one or more controllers are configured to adjust propulsion subsystem traction based on cumulative damage. 7. The system of claim 1, wherein said one or more controllers are configured to calculate a rain flow matrix for counting cycles to determine the level of fatigue or stress manifesting in the propulsion subsystem based on the position of the vehicle's traction control, wherein said one or more controllers are configured to determine the cumulative damage based on the specified matrix. 8. The system of claim 1, wherein said one or more controllers are configured to determine a non-zero threshold based on a rain flow matrix for counting cycles, wherein said one or more controllers are configured to determine end-of-life based on a non-zero threshold. 9. The system of claim 1, wherein said one or more controllers are configured to determine end of life based on a morphology of said parameter and another parameter as determined by said sensor or other sensor. 10. The system according to claim 1, in which the specified sensor is configured to receive as the specified parameter at least one of the following: the number of revolutions of the rotor, pressure or temperature of the propulsion subsystem. 11. The system of claim 1, wherein said one or more controllers are configured to determine the predicted life of a propulsion subsystem component based on cumulative end-of-life damage, wherein the predicted life is the amount of component life left to end-of-life, and also to create a new trip plan or change the first trip plan and convert it to a modified trip plan based on the predicted resource. 12. The system of claim 1, wherein said one or more controllers are configured to calculate predicted cumulative damage to a propulsion subsystem component based on successive vehicle travel plans, wherein said one or more controllers are configured to determine various component failure dynamics and determine the end component life based on speaker failure. 13. The system of claim 1, wherein said one or more controllers are configured to generate a warning on the display when the end of life has been reached. - 21 040227 14. The system of claim 13, wherein the alert is a visual alert, or an audible alert, or both, the alert automatically scheduling component maintenance. 15. The system of claim 1, wherein said one or more controllers are configured to calculate cumulative damage also based on a predicted amount of component damage during vehicle operation in accordance with the first trip plan. 16. A method for monitoring the propulsion subsystem of a vehicle, including: obtaining parameters measured in the vehicle's propulsion subsystem from one or more sensors, the propulsion subsystem comprising an oil filter; calculating the cumulative damage to the component of the propulsion subsystem based on the specified parameters; creating a first trip plan, the first trip plan containing control settings for automatically driving the vehicle during the trip; determining the end of a component's life in relation to cumulative damage; creating a new trip plan for driving the vehicle during the trip or changing the first trip plan into a modified trip plan considering and based on cumulative damage, or end-of-life, or both; determining the time interval between the moment when the propulsion subsystem is turned off and the moment when the speed of the rotating component associated with the oil filter decreases to a predetermined value; and determining, based on said period of time, the degree to which the oil filter is loaded with deposits, or the degree of deterioration in the passage of oil through the oil filter. 17. The method of claim 16, further comprising adjusting one or more traction control positions that are assigned to at least one of the first trip plan, or the new trip plan, or the modified trip plan, to control the vehicle during travel, based on cumulative component damage. 18. The method according to claim 16, which also calculates the predicted cumulative damage component of the propulsion subsystem based on the successive travel plans of the vehicle; and determining various dynamics of the component to determine the end of its life based on the probability of failure representing the end of life, the end of life being the amount of service life of the component until the end of its life. 19. A monitoring system for the propulsion subsystem of a vehicle, comprising: a sensor configured to determine a parameter of the vehicle's propulsion subsystem, and one or more controllers, wherein at least one of said one or more controllers is configured to create a first trip plan and automatically control the vehicle in accordance with said first trip plan, with wherein at least one of said one or more controllers is operatively coupled to the sensor and configured to receive a propulsion subsystem parameter and calculate cumulative damage to a propulsion subsystem component based on that parameter, wherein at least one of said one or more controllers is configured to determining, based on the first trip plan, predicted damage to a component during operation of the vehicle in accordance with the first trip plan, wherein at least one of said one or more controllers is configured to determining the end of a component's life based on cumulative damage and predicted damage, wherein at least one of said one or more controllers is configured to create a new trip plan or change the first trip plan into a modified trip plan based on said end of life service, and the new trip plan or modified trip plan, during operation of the vehicle in accordance with the new trip plan or modified trip plan, is made with the possibility of at least one of the following: adjusting the speed or eliminating one or more operating conditions of the vehicle relative to the first trip plan resulting in less wear or component usage compared to operating the vehicle in accordance with the first trip plan. 20. The system of claim 19, wherein the vehicle propulsion subsystem comprises an oil filter, and said one or more controllers are configured to determine the time interval between when the propulsion subsystem is turned off and when the speed of the rotating component associated with the oil filter is reduced to a given value, and said one or more controllers are configured to determine based on the specified - 22 040227 the degree to which the oil filter is loaded with deposits, or the degree of deterioration in the passage of oil through the oil filter.