EA044568B1 - VEHICLE BRAKE CONTROL SYSTEM - Google Patents

Description

Cross reference to related applications

This application claims priority to U.S. Provisional Application No. 63/229,029, which was filed August 3, 2021, the entire disclosure of which is incorporated herein by reference.

State of the art

Field of technology.

The embodiments of the subject matter described herein relate to vehicle control systems. Other embodiments relate to systems for automatically braking a vehicle, for example for safety purposes.

Discussion of the state of the art.

Some vehicle control systems automatically brake the vehicle (eg, to slow or stop the vehicle) in response to the occurrence of predetermined criteria related to the operation of the vehicle. For example, a vehicle roll-away prevention system may automatically brake the vehicle in response to detecting vehicle movement when the vehicle has been placed in a state (eg, parked) in which it should not be moving. In another example, a vehicle driver warning system may be configured to generate warnings to a vehicle driver in response to detecting movement of the vehicle. These warnings are intended to assess driver alertness; If the driver does not manually deactivate the warning (or otherwise respond to the warning in a specified manner), the driver warning system automatically initiates corrective braking action or other specified vehicle braking action. Both cases involve detecting the movement of a vehicle, usually using a speed sensor. However, vehicles may collide (for example, when hitched to other vehicles) or otherwise encounter conditions in which the speed sensor generates a signal indicating that the vehicle is moving, causing the brakes to be automatically applied despite the vehicle actually doesn't move in a way that justifies it. This unintentional and unnecessary braking can result in schedule delays and/or waste of driver time/resources.

Therefore, it may be desirable to provide a system and method for controlling vehicle braking that differs from existing systems and methods.

The essence of the invention

In one or more embodiments, the system (eg, a vehicle control system) includes a brake control unit that is operably located on board the vehicle. The brake control unit has one or more sensor inputs and one or more control outputs. One of the sensor units is configured to receive a speed signal from the vehicle speed sensor; wherein the speed signal indicates the speed of the vehicle as detected by the speed sensor. One of the control outputs is designed for connection to the vehicle's brake system. The brake control unit is configured to generate a vehicle control signal to initiate operation of the vehicle's brakes in response to a speed indicated by a speed signal exceeding a predetermined first speed threshold and a speed signal satisfying one or more first predetermined criteria in addition to the first speed threshold .

In one or more embodiments, the system (eg, a vehicle control system) includes a brake control unit that is operably located on board the vehicle. The brake control unit has one or more sensor inputs and one or more control outputs. One of the sensor units is configured to receive a speed signal from the vehicle speed sensor; wherein the speed signal indicates the speed of the vehicle as detected by the speed sensor. One of the control outputs is designed for connection to the vehicle's brake system. The brake control unit also contains a protection unit and an automatic brake drive. The automatic brake actuator is configured to automatically generate a vehicle control signal to initiate operation of the vehicle brakes in response, at least in part, to a vehicle speed indicated by the speed signal exceeding a predetermined first speed threshold. The protection unit is configured to prohibit the automatic brake actuator from automatically generating a vehicle control signal in response to one or more of (i) the speed signal matching one or more first predetermined criteria in addition to the first speed threshold, or (ii) the received operating data matching one or more several second specified criteria, different from the first specified criterion. Performance data refers to one or more vehicle operating conditions other than speed.

- 1 044568

Brief description of graphic materials

The subject matter of the invention can be understood by reading the following description of non-limiting embodiments with reference to the accompanying drawings, in which:

fig. 1 is a schematic illustration of a vehicle braking control system according to the first embodiment;

fig. 2 is a schematic illustration of aspects of a vehicle braking control system according to other embodiments;

fig. 3 is a schematic illustration of aspects of a vehicle braking control system according to other embodiments;

fig. 4 is a schematic illustration of another embodiment of a vehicle braking control system; and figs. 5, 6, 7 and 8 illustrate other embodiments of vehicle control systems.

Detailed description

Embodiments of the subject matter described herein relate to a system (eg, a vehicle control system) that includes a brake control unit configured to be operatively located on board a vehicle, such as a locomotive or other rail vehicle, or road vehicle. vehicle such as a semi-trailer truck. The brake control unit has one or more sensor inputs and one or more control outputs. One of the sensor units is configured to receive a speed signal from the vehicle speed sensor. The speed signal indicates the vehicle speed as detected by the speed sensor. One of the control outputs is designed for connection to the vehicle's brake system. The brake control unit is configured to generate a vehicle control signal to initiate operation of the vehicle's brakes in response to a speed indicated by a speed signal exceeding a predetermined first speed threshold and a speed signal satisfying one or more first predetermined criteria in addition to the first speed threshold. .

In one aspect, the brake control unit may include a driver warning device, and operation of the vehicle brakes initiated by a vehicle control signal may include triggering or activating the driver warning device. Upon startup, the driver warning device is configured to generate a warning and control the braking system to brake the vehicle in response to the driver not responding to the warning in a predetermined manner (eg, manually resetting the warning by manipulating a predetermined control input). Regarding the speed signal, instead of triggering the driver warning device (to generate a warning, etc.) only after the determined vehicle speed exceeds a predetermined first speed threshold, the brake control unit is configured to generate a vehicle control signal to trigger the driver warning device when the speed exceeds a threshold and when the speed signal also meets another criterion. As explained below, other criteria can be selected to avoid triggering the driver warning device due to false alarms, i.e. increases in a certain speed as a result of transient events or other events that do not reflect actual situations in which the driver warning device should be activated.

In another aspect, the brake control unit may be configured to implement a rollback or stall prevention function such that, if movement of the vehicle is determined under certain circumstances where movement of the vehicle is not expected or anticipated (eg, the vehicle is parked), the vehicle will automatically brakes to bring the vehicle to a stop. Here, operating the vehicle brakes initiated by the vehicle control signal may include actuating the vehicle brake system to brake the vehicle. Again, regarding the speed signal, instead of the brake control unit being configured to generate a vehicle control signal (to brake the vehicle) only after a determined vehicle speed exceeds a predetermined first speed threshold, the brake control unit is configured to the ability to generate a vehicle control signal when the speed exceeds a threshold and when the speed signal also meets another criterion. Again, other criteria may be selected to avoid triggering safe braking due to false speed alarms.

It may be that the brake control unit (eg, including the driver warning device or the anti-roll or stall function) requires other conditions to generate a control signal to initiate operation of the vehicle's brakes that are not directly related to speed. For example, in order for a vehicle's braking system to be in a given state, for example, a brake pipe or brake cylinder is pressurized at, below, or above a predetermined level. In this case, the brake control unit may be

- 2 044568 is configured to additionally take into account these other conditions to generate a control signal (for example, to activate a driver warning device) or not. However, in this embodiment, if all other non-speed conditions are met, activation may require the speed (as indicated by the speed signal) to exceed a threshold and the speed signal to meet other criteria.

For at least some of the time the vehicle is turned on and running, the speed sensor will continuously generate a speed signal. To evaluate the speed signal with respect to one or more first predetermined criteria (in addition to the first speed threshold), the brake control unit may be configured to evaluate a portion of the speed signal indicating a speed exceeding the threshold (the speed transition portion), as well as other portions of the speed signal, which are closest in time to the velocity transition part. Proximal means the portion(s) of the speed signal (or other events) that are within a relatively short specified time window before and/or after the speed transition portion. The time window may be selected/set based on the maximum allowable time (e.g., government regulations) for the vehicle's brakes to begin operating after a speed above a threshold is detected (e.g., 10 s) and/or based on empirical data on the timing of typical transient conditions , which can generate false speed alarms. For example, a coupling operation (mechanically coupling one vehicle to another vehicle) can take from 1 to 3 seconds. Estimation of the speed signal within a 1 to 3 s window either side of (or at least after) the time of the speed transition portion (where the speed signal indicates that a certain vehicle speed has exceeded a given threshold) can be used to distinguish a related event from other events. In one example, the closest portion of the speed signal after the speed transition portion (which the brake control unit evaluates) may be no more than 10 seconds. In another example, this could be no more than 5 s.

Let us now turn to the figures, in Fig. 1 shows an embodiment of a vehicle control system 10 that includes a brake control unit 12 configured to be operatively located on board the vehicle 14 (eg, configured to receive and operate from electrical power available on board the vehicle). The brake control unit may comprise one or more processors 16, one or more sensor inputs 18, and one or more control outputs 20. The brake control unit may be implemented in or be a part of a vehicle control system that controls the vehicle as a whole, or it may be an autonomous unit that interacts with other vehicle systems. One of the control outputs is designed for connection to the brake system 22 of a vehicle. One of the sensor units is configured to receive a speed signal 24 from the vehicle speed sensor 26. The speed sensor may be, for example, a Hall effect sensor or a variable reluctance sensor that detects variations in the magnetic field due to the movement of a gear attached to the axle or wheel of the vehicle. In general, the speed signal indicates the vehicle speed 28 as detected by the speed sensor. However, the determined speed may include speed transients where the determined speed momentarily exceeds a threshold and then returns to a value below the threshold, such as zero. Such transients may be caused by vehicle impacts from coupling to another vehicle, strong gusts of wind bouncing the vehicle, or train entry and exit where the couplings are subjected to instantaneous compressive or tensile forces (i.e. shocks) as the cars move in the opposite direction. or from another due to braking or positive traction, respectively, to the limit of coupling sag. Thus, in one aspect, the brake control unit is configured to generate a vehicle control signal 30 to initiate vehicle brake operation 32 in response to a speed 28 indicated by a speed signal 24 exceeding a predetermined first speed threshold 34 and a speed signal also satisfying one or more first predetermined criteria 36 (eg, stored in a memory unit) in addition to the first speed threshold. For example, criteria 36 may be selected to exclude certain speed transients to protect against initiation of vehicle brakes in unexpected situations. Or, in other words, the brake control unit may be configured to generate a vehicle control signal in response to a speed indicated by the speed signal exceeding a threshold, unless the speed signal is judged to have predetermined characteristics that indicate a false operation, such as a certain transient the process of speed resulting from coupling impact or otherwise that does not indicate sustained and continuous speed or acceleration.

In any of the embodiments herein, the first speed threshold 34 may be 0.1 mph (0.16 km/h). This reflects that a brake control unit (e.g., including a driver warning device or otherwise) may be configured to potentially initiate a predetermined operation of the vehicle's brakes (e.g., activating a device

- 3 044568 driver warnings) when relatively very low vehicle speeds are detected. Detection of such speeds is especially sensitive to noise or false positives. For example, a system configured to detect a transition speed greater than 10 mph (16 km/h) will not operate upon hitch impact, which the speed sensor registers as a transition speed of 0.1 mph, 0.2 mph /h or even 1 mph. However, systems configured to detect vehicle speeds exceeding 0.1 mph will be triggered during such events.

In other embodiments, the speed threshold may be higher or lower than 0.1 mph (0.16 km/h). For example, 0.1 km/h. Or, as another example, 5 mph (8 km/h). Again, the predetermined amount may be selected based on government or agency rules or regulations and/or based on the particular vehicle brake performance being considered. For example, it may be desirable to have a lower speed threshold for the driver warning device or a different speed threshold to prevent rollback or cutoff.

As shown in FIG. 2, in any of the embodiments herein, operation of the vehicle brakes 32 (i.e., the process of braking the vehicle) initiated by the vehicle control signal 30 may include activating a driver warning device 38 that is configured to generate a warning 40, and control the braking system 22 to brake the vehicle in response to the driver not responding in a predetermined manner to the warning. For example, the driver warning device may control the display screen, light element, audio output device, or other electronic user interface or notification device 42 to display or play a warning as a visual or audible signal, respectively. If the driver acknowledges the warning in a predetermined manner (eg, by manipulating the input device 44 in a predetermined manner) within a predetermined period of time after the warning, which may indicate that the driver is alerted and aware, the driver warning device resets the warning and takes no braking action. (The driver warning device may be configured to generate subsequent warnings after a predetermined time delay and/or depending on the condition of the vehicle to periodically test the driver's alertness.) Otherwise, which may indicate that the driver is not warned or aware, The driver warning device is configured to control the braking system to brake the vehicle. For example, in the context of a train, applying corrective action to brake.

In other embodiments, for example, when the brake control unit is configured to selectively operate in a rollback or stall prevention mode, the vehicle braking operation initiated by the vehicle control signal may include controlling the brake system to brake the vehicle, such as the vehicle control signal may be formatted or otherwise configured to activate the braking system to brake the vehicle. The brake control unit may be configured to operate in a rollback or stall prevention mode in response to a predetermined control input or inputs. For example, in response to placing the vehicle into park mode, in response to determining that all human drivers have left the driver's compartment of the vehicle, in response to selecting a given control input (e.g., an operator selecting the vehicle user interface interruption prevention input) etc. Thus, as mentioned above, the generation of a vehicle control signal may depend not only on a speed signal indicating a certain vehicle speed exceeding a threshold, but also on a speed signal meeting another criterion or criteria, but the presence of a given control(s) their) input(s), which generally activates the anti-rollback or breakage mode.

As explained above, the brake control unit may be configured to generate a vehicle control signal to initiate operation of the vehicle's brakes in response to a speed indicated by a speed signal exceeding a predetermined first speed threshold and a speed signal satisfying one or more first predetermined criteria. in addition to the first speed threshold. In embodiments, the one or more first predetermined criteria include a rate of change in vehicle speed that is below a predetermined acceleration threshold. For example, the brake control unit may be configured to calculate one or more speed derivatives (from the speed signal) or otherwise determine the rate of change of speed in the time period(s) proximal to the time the speed exceeded the first speed threshold; Usually the rate of change in speed corresponds to acceleration. If the rate of change in vehicle speed is below a predetermined acceleration threshold, it indicates gradual acceleration, which in turn indicates sustained and normal acceleration of the vehicle due to engine/motor traction. On the other hand, if the rate of change in vehicle speed is greater than a given acceleration threshold, it indicates

- 4 044568 sudden acceleration (impulse), which in turn indicates that the vehicle is subject to, for example, an impact due to clutch or other interaction factors with other vehicles. Thus, the vehicle's brakes are initiated in response to the former but not the latter, which is likely a false positive. The acceleration threshold may be selected based on empirical data from known vehicle acceleration events. For example, multiple measurements of acceleration due to traction (resulting in a data set with relatively lower acceleration values) versus multiple measurements of a specific acceleration during coupling or vehicle entry or exit (resulting in a data set with relatively higher values acceleration), with the acceleration threshold chosen as a value between the two sets.

In another embodiment, one or more of the first predetermined criteria may also include a certain acceleration (a rate of change in the detected speed) that cannot return back to zero or near zero within a predetermined period of time. Or, in other words, the vehicle's brakes are not initiated if a certain acceleration returns to zero or close to zero within a given period of time. To explain, if a certain acceleration returns to zero within a short specified period of time, this reflects a transient acceleration event that may indicate vehicle coupling or other vehicle-to-vehicle interactions where there may be no need to initiate vehicle brake operation. On the other hand, sustained acceleration greater than a specified period of time may reflect normal vehicle motion due to engine/engine traction (or gravity) where the vehicle's brakes may need to be applied (eg, other conditions may apply) . The predetermined time period may be selected based on empirical data, such as the observed/measured maximum duration of typical coupling events, such as a vehicle coupling with another vehicle, or the length of time the coupling is subjected to force during entry or exit. (In the context of an acceleration profile, return to zero means, after a positive acceleration event, return to zero acceleration after a corresponding negative acceleration event, recognizing that when accelerating from zero velocity to some constant non-zero positive velocity, the acceleration is zero.)

In other embodiments, with reference to FIGS. 3, one or more first predetermined criteria include a specified vehicle speed 28 that does not reach a predetermined second speed threshold 46 within a predetermined time period 48. The second rate threshold is less than the first rate threshold and may be zero or near zero, meaning equal to or within a specified percentage of the first rate threshold from zero, such as 20 percent. (At 20 percent, a first threshold of 0.1 mph would mean a second speed threshold of 0.02 mph. This reflects that the speed sensor signal may be subject to electrical or other minor interference, which may cause a certain speed will not be exactly zero even if the actual speed of the vehicle is zero.) The predetermined time period 28 may begin when the speed exceeds the first threshold, and its duration may be selected based on the duration of coupling events or other false positive events determined, for example, empirically. In operation, if a determined vehicle speed exceeds a first threshold and remains above a second threshold for at least a predetermined time period 48 (eg, as in graph/line 28a), the brake control unit may generate a vehicle control signal. Conversely, if a determined vehicle speed exceeds the first threshold and then falls to the second threshold within a predetermined time period 48 (eg, as in graph/line 28b), the brake control unit does not generate a vehicle control signal.

In other embodiments similar to the embodiment in FIG. 3, one or more first predetermined criteria may include a specified vehicle speed 28 that does not reach a level below the first threshold 34 within a predetermined period of time. Thus, the brake control unit may be configured to generate a vehicle control signal to initiate operation of the vehicle's brakes in response to (i) a speed indicated by the speed signal exceeding a predetermined first speed threshold, and (ii) a speed indicated by the speed signal remaining above a predetermined first speed threshold for at least a predetermined period of time. Or, in other words, the brake control unit may be configured to generate a vehicle control signal to initiate operation of the vehicle's brakes in response to a speed indicated by the speed signal exceeding a predetermined first speed threshold unless the speed indicated by the speed signal falls below the predetermined speed signal. the first speed threshold for a specified period of time, in which case no signal is generated.

In any of the embodiments herein, the brake control unit may be further configured to receive operating data 50 (see FIG. 1) related to one or more vehicle operating conditions other than vehicle speed.

- 5 044568 performance, and generating a vehicle control signal to initiate operation of the vehicle brakes in response to all of: the vehicle speed indicated by the speed signal exceeds a predetermined first speed threshold; and the speed signal satisfies one or more first predetermined criteria in addition to the first speed threshold; and operational data, meet one or more second predetermined criteria different from the first predetermined criteria. (Where applicable, these factors can be assessed proximally, meaning that they occur within a relatively short specified period of time from each other.)

For example, the operational data may include the location of the vehicle, and the one or more second specified criteria may include the vehicle being outside a station or other specified area and/or the vehicle being off a grade. This case recognizes that if the vehicle is in a yard, transient speed events may indicate coupling of the vehicle with another vehicle in the station when the vehicle's brakes are not initiated. Likewise, if the vehicle is on a grade, transient speed events may indicate entry or exit, again when the vehicle's brakes are not initiated.

Vehicle location information regarding whether it is inside or outside a station, on or off an incline, etc. can be provided by a vehicle energy management system (for example, the Trip Optimizer™ system available from Wabtec Corp.) . Such energy management systems have access to the vehicle's geographic location via GPS and, for vehicle control, are configured to correlate the geographic location with known vehicle route features using a routing database. A route database is a collection of data about a vehicle's planned route stored in memory, compiled previously from pre-existing data sources and/or by running data-collecting vehicles along the same route.

In another example, the operating data may include one or more of acceleration data from an acceleration sensor operatively attached to the vehicle coupler or elsewhere on the vehicle, strain data from a load cell operably attached to the vehicle coupler (or other location). location on the vehicle), or audio data from an acoustic sensor operatively attached to the vehicle. Here, the one or more second predetermined criteria may include acceleration data, deformation data, or sound data not indicative of the clutch operation of another vehicle coupled to the vehicle. In other words, in response to data indicative of coupling operation, the brake control unit is configured not to generate a vehicle control signal to initiate operation of the vehicle brakes, since a change in speed (above a threshold) may indicate coupling operation (i.e. transient or pulsed speed signal) rather than the actual and continuous movement of the vehicle.

In another example, vehicles may receive or themselves generate clutch requests from or to other vehicles to request vehicle coupling (e.g., in response to vehicles driving together such that adjacent vehicle couplings come into contact with each other other for mechanical coupling of two cars together). Such clutch requests indicate a situation where the vehicle's clutch (having a brake control unit) may soon experience a shock or force that may be recorded as a transient/pulse increase in speed on the speed sensor. Thus, in this case, the operating data may include a clutch request status, and the one or more second predetermined criteria may include a clutch request status indicating that there is no actual clutch request for coupling the vehicle with other vehicles. Or, conversely, the brake control unit is designed such that it will not generate a vehicle control signal if the clutch request status indicates an existing clutch request. (In general, the brake control unit may be configured to evaluate the speed signal relative to clutch requests that would have been received proximally earlier in time within a given time window. That is, the clutch request will be received/generated and then the speed sensor will record a transient or impulse speed due to the force acting on the vehicle's clutch. The time window can be selected based on the typical (e.g., average) or maximum allowable time for a clutch event to occur after the vehicle receives or generates a clutch request. ) Vehicles may be configured to generate clutch requests in response to driver manipulation of a given control input, such as pressing a given button on a control terminal, selecting a softkey option displayed on a vehicle display (e.g., touch screen), etc. d.

In another embodiment, with reference to FIG. 4, the system (eg, vehicle control system) 52 includes a brake control unit 54. Brake control unit

- 6 044568 is configured to be functionally located on board the vehicle 14 and has one or more sensor inputs and one or more control outputs (not shown, but similar to Fig. 1). One of the sensor inputs is configured to receive a speed signal 24 from a speed sensor 26 of the vehicle 14. The speed signal indicates the vehicle speed 28 as detected by the speed sensor. One of the control outputs is designed for connection to the brake system 22 of a vehicle. The brake control unit includes a protection unit 56 and an automatic brake actuator 58. (The automatic brake actuator may be a driver warning device, a rollback or stall prevention device, or other system or subsystem that is configured to automatically brake the vehicle based on measured vehicle speed and other specified circumstances.) The automatic brake actuator is configured to automatically generate a vehicle control signal 30 to initiate operation of the vehicle brakes in response, at least in part, to a vehicle speed indicated by a speed signal exceeding a predetermined first speed threshold. The protection unit is configured to prohibit the automatic brake actuator from automatically generating a vehicle control signal in response to one or more of (i) the speed signal matching one or more first predetermined criteria in addition to the first speed threshold, or (ii) the received operating data matching one or more several second specified criteria different from the first specified criterion. Operating data refers to one or more vehicle operating conditions other than the determined/measured speed. The one or more first predetermined criteria and/or one or more second predetermined criteria may be as described above with reference to the embodiments of FIGS. 1-3 or others.

In one aspect, disabling the automatic brake actuator from generating a vehicle control signal may include: (i) the automatic braking actuator is always on, but can be disabled/disabled by a protection unit; (ii) the automatic brake drive is switched off unless it is switched on by the safety unit; (iii) one or both of the automatic braking actuator and the protection unit are implemented as electronic discrete circuits in which, due to the selected circuit configuration, the operation of the automatic braking actuator is dependent on the protection operation of the protective unit; (iv) one or both of the automatic brake actuator and the protection unit are embodied as instructions stored in memory and executed by the processor (or processors), wherein the automatic brake actuator is coded to be controlled active or inactive depending on the flags of the protection unit control register (for example, active or inactive); and/or (v), etc.

Any of the embodiments presented herein is applicable to individual vehicles as well as transportation systems such as multi-car trains of rail vehicles (e.g., a locomotive coupled in a train with multiple transit or freight rail cars) and semi-trailer trucks (e.g., towing a car on the road or several trailers).

In any of the embodiments herein, the brake control unit may be configured to receive operating data (e.g., related to one or more vehicle operating conditions other than vehicle speed) that are indicative of the position of the vehicle, e.g., which may come from a GPS device, camera or other device located on or outside the vehicle. Examples include GPS devices built into the vehicle, GPS devices included in electronic devices carried by personnel on board the vehicle (for example, smartphones or tablets), camera units built into the vehicle (for example, forward-facing route surveillance cameras, or rear-facing rearview cameras), camera units included in electronic devices carried by personnel on board a vehicle (e.g., security cameras attached to clothing, telephone cameras, etc.), camera units attached to roadside devices, devices RFID attached to the vehicle and/or roadside devices, other roadside devices to detect changes in vehicle position (e.g. bar code readers, axle counters, hot box detectors, wheel temperature sensors, etc.), etc. . In one aspect, the brake control unit may be configured to generate a control signal (to initiate operation of the vehicle's brakes) in response to all of the following: a vehicle speed, indicated by the speed signal, exceeding a predetermined first speed threshold; and a speed signal satisfying one or more first predetermined criteria in addition to the first speed threshold; and operating vehicle position data corresponding to one or more second predetermined criteria different from the first predetermined criteria, for example, the vehicle position data indicates that the vehicle has moved to two different positions that are at least at a predetermined minimum distance from each other, within a given period of time. (Such data in this case confirms that the vehicle speed is above a predetermined minimum.) Or, in other words, the control unit may be configured to

- 7 044568 initiating braking operation unless vehicle position data indicates that the vehicle is not actually moving continuously above the speed threshold.

In another aspect, if vehicle position data is used as the basis for the control unit to initiate vehicle braking operations (in addition to or instead of vehicle speed sensor data), the control unit may be configured to filter noise from position data as part of the control process to generate a control signal or not. For example, vehicle position data indicating movement (due to a change in vehicle position) during a given period of time can be compared with subsequently acquired vehicle position data for an immediately subsequent period of time. If subsequently acquired vehicle position data indicates that the vehicle returned to its original position within a relatively short period of time (e.g. 1-3 s), this may indicate that the vehicle was temporarily moving forward and backward ( or vice versa) insignificantly due to traction interaction with another vehicle (or otherwise being hit, jostled or hit by another vehicle). In another example, due to variations in the GPS position calculation algorithm itself (eg, tolerances for position calculation within a certain range), GPS data may show changes in position even though the vehicle has not moved; the control unit may be configured to filter such signal noise to account for such minor changes in position and ignore them to initiate operation of the vehicle brakes.

In any of the embodiments described herein, the system may include a speed sensing device, a location or position sensing device, an acceleration measuring device, etc., built into the vehicle, otherwise located on board the vehicle (e.g., carried by a person ), outside the vehicle, but in communication with the vehicle via wireless or other communication (for example, catenary or rail communication), etc., which transmits data to the control unit. The control unit is configured to generate a control signal (to initiate operation of the vehicle brakes) based on such received data meeting or not meeting various predetermined criteria. For example, speed, acceleration and/or position data from a smartphone or tablet may be evaluated against various predetermined criteria to filter out noise that might otherwise trigger a driver alert device or similar system, for example if the data indicates speed above the threshold for triggering the specified warning device, but also meets other criteria indicating that the measured speed is a speed pulse/noise (e.g., a temporary detected increase in speed due to an impact, as opposed to a long-term increase in speed due to the propulsion of a vehicle means), and the data can be filtered out as noise and therefore the braking operation (eg warning device) is not triggered. Thus, embodiments of the invention are applicable to any speed sensing device, location sensing device, and/or stand-alone speed sensor or sensor integrated with a vehicle control system where data from the device is filtered to remove signal noise, as described herein.

In any of the embodiments herein, the control unit may be configured to generate control signal(s) (to initiate brake operation, such as activation of a driver warning device) based on the cross-correlation of corresponding data from a plurality of received signals, such as a speed sensor signal and accelerometer signal. Here, the control unit may be configured to generate a control signal in response to whether the speed sensor signal indicates a vehicle speed above a first predetermined threshold, and whether the accelerometer signal simultaneously meets predetermined criteria that indicate no sudden acceleration due to impact or clutch, for example. Data from other sources may also be considered, which tend to support sustained vehicle movement compared to sudden, clutch-only jolts. Additionally, data from multiple sensors that generate the same category or type of data (eg, speed data) may be considered, such as multiple speed sensors on board the rail vehicles of a train or on board a locomotive or other vehicle.

For example, for a vehicle system (eg, a train) having multiple speed sensors and/or multiple accelerometers, the control unit may be configured to compare or correlate the received outputs of all sensors within a given time window. (The time window may be selected based on the timing of typical events that occur in the vehicle system, as determined empirically, e.g., the time the vehicle system transitions from a stopped or parked state to the current route, compared to the timing of clutch actions in the system vehicle.) The control unit must be configured to generate a control signal in response to received data that meets various specified criteria, individually (for example, data from a single sensor evaluated according to specified criteria) and/or in comparison ( for example, data from a group of sensors of the same type compared to each other, or data from one sensor compared to data from another, different type of sensor, or data from a group of sensors compared to data from a group of other sensors of the same or different type). For example, bursts of speed or acceleration displayed in received sensor signals can be compared in a time window to verify actual and continuous vehicle movement (for example, which may require initiation of a driver warning device) with shocks or impacts from the clutch (for example) without the associated actual/long-term movement of the vehicle.

In one embodiment, the control system may host a local data acquisition system that can use machine learning to provide derivation-based learning results. The control system can learn and make decisions based on a set of data (including data provided by various sensors), making predictions based on the data and adapting according to the data set. In embodiments, machine learning may involve performing a variety of machine learning tasks by machine learning systems, such as supervised learning, unsupervised learning, and reinforcement learning. Supervised learning can involve presenting a set of example inputs and desired outputs to machine learning systems. Unsupervised learning may involve a learning algorithm that structures its input data using techniques such as pattern detection and/or feature learning. Reinforcement learning can involve machine learning systems operating in a dynamic environment and then providing feedback on correct and incorrect decisions. For example, machine learning can include many other tasks based on the output of the machine learning system. For example, the tasks could be machine learning tasks such as classification, regression, clustering, density estimation, dimensionality reduction, anomaly detection, etc. For example, machine learning can involve many mathematical and statistical techniques. For example, many types of machine learning algorithms may include decision tree learning, association rule learning, deep learning, artificial neural networks, genetic learning algorithms, inductive logic programming, support vector machines (SVMs), Bayesian network, reinforcement learning, learning with representation, rule-based machine learning, sparse vocabulary learning, similarity and metric learning, learning classifier systems (LCS), logistic regression, random forest, K-means, gradient boosting, K-nearest neighbors (KNN), priori algorithms, etc. similar. In embodiments, certain machine learning algorithms may be used (eg, to solve both constrained and unconstrained optimization problems that may be based on natural selection). For example, the algorithm can be used to solve mixed integer programming problems where some components are limited to integer values. Machine learning algorithms and methods and systems can be used in computational intelligence systems, computer vision, natural language processing (NLP), recommendation systems, reinforcement learning, graphical model building, etc. For example, machine learning can be used to analyze vehicle performance and behavior, etc.

In one embodiment, the control system may include a policy engine that can enforce one or more policies. These policies may be based, at least in part, on the characteristics of a given piece of equipment or the environment. In terms of control policies, a neural network can accept input from a range of environmental and task parameters. These parameters may include identification of a specific trip plan for a group of vehicles, data from various sensors, and location and/or position data. A neural network can be trained to generate outputs based on these inputs, with the output representing an action or sequence of actions that a group of vehicles must take to complete a trip plan. During operation of one embodiment, determination may occur by processing the input data using neural network parameters to generate a value at an output node designating that action as the desired action. This action can be translated into a signal that causes the vehicle to operate. This can be achieved using backpropagation, feedforward, closed-loop feedback, or open-loop feedback processes. Alternatively, instead of using backpropagation, the controller's machine learning system can use evolutionary strategy techniques to tune various parameters of the artificial neural network. The control system may use a neural network architecture with functions that cannot always be solved by backpropagation, such as functions that are not convex. In one embodiment, the neural network has a set of parameters representing the connection weights of its nodes. Several copies of this network are generated, then various adjustments are made to the parameters and the simulation is performed. Once the output of different models is obtained, they can be evaluated on their performance with

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Claims (1)

using a specific success metric. The best model is selected and the vehicle controller executes this plan to obtain the desired inputs to reflect the predicted best outcome scenario. Additionally, a success metric can be a combination of optimized outcomes that can be weighted against each other. As used herein, the terms processor and computer, and related terms such as processing device, computing device, and controller, may not be limited to those integrated circuits referred to in the art as a computer, but refer to microcontroller, microcomputer, programmable logic controller (PLC), field programmable gate array, application specific integrated circuit, and other programmable circuits. Suitable memory may include, for example, a computer-readable medium. The computer-readable medium may be, for example, random access memory (RAM), a computer-readable non-volatile medium such as flash memory. The term computer-readable storage medium is a tangible computer device implemented for the short-term and long-term storage of information, such as machine-readable instructions, data structures, program modules and submodules, or other data on any device. Therefore, the methods described herein may be encoded as executable instructions embodied in a tangible, non-volatile, computer-readable medium, including, but not limited to, a storage device and/or memory device. Such instructions, when executed by a processor, cause the processor to perform at least a portion of the methods described herein. Thus, the term includes tangible, machine-readable media, including, but not limited to, computer devices designed for long-term storage of information, including, but not limited to, volatile and non-volatile media, and removable and non-removable media, such as firmware, physical and virtual storage, CD-ROM, DVD and other digital sources such as the network or the Internet. The singular forms a, an and the include plural references unless the context clearly indicates otherwise. The terms optional or optional mean that the subsequently described event or circumstance may or may not occur, and that the description may include cases in which the event occurs and cases in which it does not occur. The approximate language used herein in the description and claims can be used to modify any quantitative representation that can be tolerably varied without changing the underlying function with which it may be associated. Accordingly, the meaning modified by the term or terms such as about, substantially, and approximately may not be limited to the precise meaning stated. At least in some cases, the approximating language can match the accuracy of the instrument for measuring the value. As used herein and throughout the specification and claims, range limitations may be combined and/or interchanged, and such ranges may be identified to include all subranges contained therein, unless the context or language indicates otherwise. This written description uses examples to disclose embodiments, including the best embodiment, and to enable one skilled in the art to practice the embodiments, including making and using any devices or systems and performing any inherent methods. The claims define the patentable scope of the invention and include other examples that come to mind to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with non-material differences from the literal language of the claims. CLAIM 1. A vehicle braking control system, comprising a brake control unit configured to be functionally located on board the vehicle and having one or more sensor inputs and one or more control outputs, wherein at least one of the one or more sensor inputs is configured to receiving a speed signal from a vehicle speed sensor, wherein the speed signal indicates the speed of the vehicle as determined by the speed sensor, and wherein at least one of the one or more control outputs is configured to be connected to a brake system of the vehicle, wherein the brake control unit is configured with the ability to generate a vehicle control signal to initiate operation of the vehicle brakes in response to a vehicle speed indicated by a speed signal exceeding a predetermined first speed threshold and a speed signal satisfying one or more first predetermined criteria -