US20160096535A1

US20160096535A1 - Automatic Driving System Disengagement Upon Operator Failure

Info

Publication number: US20160096535A1
Application number: US14/508,544
Authority: US
Inventors: Isaac Suwa Traylor; Allen Lee Mitchell; Erik Andrew Wise
Original assignee: Electro Motive Diesel Inc
Current assignee: Progress Rail Locomotive Inc
Priority date: 2014-10-07
Filing date: 2014-10-07
Publication date: 2016-04-07
Also published as: CN105480235A

Abstract

A control system requires an affirmative action from an operator to disengage. This precludes a situation where an automatic drive system disengagement sequence is completed while the operator is either incapacitated or unavailable. Requiring an affirmative action by the operator ensures a machine's continued and efficient operation.

Description

TECHNICAL FIELD

This disclosure generally relates to locomotive control systems. In particular, this disclosure relates to a disengagement sequence of an automatic driving system.

BACKGROUND

Rail transportation is commonly used to move people and cargo. Trains of wheeled vehicles often provide a more efficient and timely means of travel than other forms of transportation. Material can be moved solely via rail, or can use rail transportation as a segment within an inter-modal system. Trains generally travel on one or more rails, but can also use other stabilization and directional devices, including electromagnetics.
Trains are powered by one or more locomotives or powered cars, and are usually controlled by an operator. The operator is generally present on board the train, although other arrangements are possible. Propulsion can be provided by a variety of on-board motors, including reciprocating engines, turbines, electric motors, diesel-electric systems or electromagnetic systems. The energy source can be carried on board the train in the form of fuel or battery power. Alternatively, the train can draw power from an external system, such as overhead power lines or an additional electrified rail near ground level.
The operator may control the train by manipulating manual controls or issuing vocal or electronic signals in a cab or a remote location. Trains may have a manual control mode where the train can directly respond to operator inputs regarding commands for applied throttle or other systems. Such a manual control mode may receive operator commands through a hand throttle, or other manual control. The operator may be located within the locomotive, or remotely relative to the locomotive.
Alternatively, the train may be operated by an automatic drive system (ADS). An operator may elect to engage the ADS over operating the train using manual commands. The ADS may determine train settings for applied throttle or other systems, and it may select these settings using pre-set algorithms that optimize train performance variables in light of various factors or functional preferences.
The ADS may either select, or be instructed to select, one or more performance variables to optimize. For example, these performance variables may include a particular train speed range, a level of energy-efficiency or a degree of minimizing intra-train forces. The ADS may then compare these performance variables with other factors to determine setting selections for applied throttle or other systems. These other variables may include train makeup, train weight, power availability, track conditions, weather conditions and cargo type.
When ADS is engaged, the above-mentioned variables and performance parameters may be considered and optimized by the system. However, several events may trigger an initiation of an ADS disengagement sequence, including manual selection by an operator, a system fault or a loss of communication between an operator and a remote entity. Once this sequence is initiated, a first action may be required by an operator within a given period of time to complete the disengagement. This action may include matching a hand throttle setting to one commanded by the ADS, or any other action. If this first action is completed, the ADS disengagement sequence may be completed. If, on the other hand, the first action is not completed within the allotted time, a control system may decrease the applied throttle to idle speed.
In other systems, this reduction to idle speed could complete the disengagement sequence. If the hand throttle was left in a powering position, the locomotive could then revert to a manual control mode and respond to the physical hand throttle position. Accordingly, an undesirable situation could arise where the ADS disengagement sequence is completed while the operator is either incapacitated or unavailable.
Kernwein (US 2014114507) discloses a “System, Apparatus, and Method for Automatically controlling a Locomotive.” Kernwein describes a system for easing the transition between an automatic control mode and a manual mode arising from an inconsistency between the position of a manual control and the setting of the automatic control system. The system may “disengage the automatic control system . . . when the throttle handle or other manual control is placed in a particular position, such as the then-current setting of the automatic control system.” Kernwein teaches requiring a manual control to be located in a particular position before disengaging an automatic control system, but among other things does not teach requiring an affirmative action from an operator to disengage the automatic control system.
Accordingly, there is a need for an improved ADS disengagement sequence to ensure safety, operability and functionality while maintaining manual and ADS control options.

SUMMARY OF THE DISCLOSURE

In one aspect, a control system is disclosed. The control system may include a machine, an engine operatively associated with the machine, an automatic drive system governing control of the engine and the automatic drive system may require an affirmative action from an operator to disengage.
In another aspect, a locomotive is disclosed. The locomotive may include an engine, a control system operatively associated with the engine, an automatic drive system operatively associated with the control system and the automatic drive system may require an affirmative action from an operator to disengage.
In another aspect, a method is disclosed for operating a locomotive. The disclosed method may include engaging an automatic drive system to control operation of the locomotive and requiring an affirmative action from an operator to disengage the automatic drive system.
These, and other aspects and features of the present disclosure, will be better understood upon reading the following detailed description when taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of a locomotive constructed in accordance with the present disclosure.

FIG. 2 is a schematic side view of a train including a number of cars constructed in accordance with the present disclosure.

FIG. 3 is a perspective view of a locomotive control interface constructed in accordance with the present disclosure.

FIG. 4 is a schematic map of elements which may be included in an embodiment of the present disclosure.

FIG. 5 is a flowchart depicting a sample sequence of actions which may be practiced in an embodiment of the present disclosure.

DETAILED DESCRIPTION

Referring now to the drawings, and with specific reference to FIG. 1, a locomotive constructed in accordance with the present disclosure is generally referred to by reference numeral 10. The locomotive 10 may include a cab 11, a plurality of wheels 12 and an engine 13. The locomotive 10 may pull a train 14 consisting of a variety of cars 15 along one or more rails 17, as shown in FIG. 2. The engine 13 may consist of one or more reciprocating engines, turbines, electric motors or electromagnetic systems. A fuel or energy source can be carried on board the train 14 in the form of fuel or battery power, or can be positioned along the rails 17.
The locomotive 10, or a powered car 15, may power one or more of the wheels 12 in contact with the one or more rails 17, propelling the train 14 along the rail 17. An operator may be located within the cab 11, train 14 or remotely relative to the train 14 in a remote operator station. The operator may issue commands to influence the performance of the train 14.
The locomotive 10 may include a manual mode of operation. In this mode, the operator may manually command settings which directly affect various train 14 actions and systems. The operator may be positioned near a locomotive control interface 18, as shown in FIG. 3. The locomotive control interface 18 may be located in the cab 11, or in a remote location. The locomotive control interface 18 may include a hand throttle 20, a manual control 22 and a display 24. Using the hand throttle 20, manual control 22 and display 24, an operator in the cab 11 may manually control the locomotive 10 and the train 14 settings. For example, the hand throttle 20 position may determine an applied throttle 30 setting.
Rather than operate the train 14 in a manual control mode, an operator may elect to place the locomotive 10 under the control of an automatic drive system (ADS) 25. The ADS 25 may control various aspects of the train's 14 performance according to pre-determined algorithms. These pre-determined algorithms may seek to optimize train 14 speed, range, intra-train forces or fuel efficiency. The pre-determined algorithms may consider various factors in their determinations, including rail 17 conditions, weather, available train 14 power, train 14 weight, train 14 makeup and speed limits. The ADS 25 may be engaged by the operator. In contrast to a manual mode, the ADS 25 may control locomotive 10 or train 14 settings regardless of operator manual control inputs or settings.
Among other systems, the ADS 25 may determine and select an applied throttle 30 setting. For example, when the ADS 25 is engaged, an operator may position the hand throttle 20 at a first setting, indicating an applied throttle 30 setting. However, the ADS 25 may instead select a second applied throttle 30 setting. In this case, the applied throttle 30 setting selected by the ADS 25 would supersede the applied throttle 30 setting selected by the operator.
When ADS 25 is engaged, the above-mentioned variables and performance parameters may be considered and optimized. However, several events may initiate an ADS 25 disengagement sequence, including manual election by the operator, a system fault or a loss of communication between the operator and a remote entity. Once such a disengagement sequence is initiated, a first action may be required by the operator within a given period of time for the disengagement to be completed. This first action may include matching the hand throttle 20 setting to one selected by the ADS 25, or any other action. If this first action is completed, the ADS 25 disengagement sequence may be completed. If, on the other hand, the first action is not completed within the allotted time, the applied throttle 30 may be decreased to idle speed.
As the ADS 25 selects train 14 settings independent from those selected through manual controls 22 when the ADS 25 is engaged, the hand throttle 20 or other manual control 22 may have been left in a range of positions when the ADS 25 disengagement sequence began. Accordingly, if the hand throttle 20 or manual control 22 had been left in a powering position, and the ADS 25 disengagement sequence was completed after the applied throttle 30 setting dropped to idle speed, the locomotive 10 could re-enter a manual mode and respond to the current electronic or physical settings of the hand throttle 20 or manual control 22. This could cause the locomotive 10 to undesirably begin operating without the supervision of an operator.
A schematic map of elements which may be included in an embodiment of the present disclosure is shown in FIG. 4. A machine 27 is in electronic communication with the ADS 25 and the hand throttle 20, both of which are in electronic communication with a control system 28. The control system 28 is in electronic communication with, and can influence, the applied throttle 30. The applied throttle 30 can, in turn, influence the behavior and performance of the engine 13.
An exemplary automatic drive system disengagement sequence 26 is shown in FIG. 5. The machine 27 is shown incorporating the ADS 25. In a first block, the ADS 25 is engaged, as shown in 100. Subsequently, the ADS 25 disengagement sequence is initiated, as shown in block 102. If the operator performs a first action within an allotted time as shown in block 104, the ADS 25 disengagement will be completed, as shown in block 106. If, however, the operator does not perform the first action within an allotted time as in block 108, a control system 28 will decrease the applied throttle 30 setting to idle. The control system 28 will maintain an idle applied throttle 30 setting until an affirmative action 32 is taken by the operator as shown in block 110.
If the affirmative action 32 is taken by the operator as shown in block 112, the ADS 25 disengagement sequence will be complete as in block 114. If, however, the affirmative action 32 is not taken by the operator as in block 116, the control system 28 will maintain an idle applied throttle 30 setting until such action 32 is taken. In the exemplary automatic drive system disengagement sequence 26, the ADS 25 disengagement is prevented from completing while the operator is either incapacitated or unavailable.
While the above exemplary automatic drive system disengagement sequence 26 includes a machine 27, it is understood that the machine 27 could be a vehicle or a locomotive 10. Further, the operator cab 13 could be provided on the machine 27 or at a remote location relative to the machine 27. Additionally, while two possible action periods could be presented to an operator, only one may be presented.
The affirmative action 32 or first action may encompass a plurality of distinct actions or commands. One or all of these actions could be required before or after the control system 28 drops the applied throttle 30 setting to idle, or the control system 28 may not drop the applied throttle setting 30 to idle. Additionally, the exemplary automatic drive system disengagement sequence 26 could be initiated in a variety of ways, as discussed above.

INDUSTRIAL APPLICABILITY

In operation, the present disclosure sets forth an automatic driving disengagement system which can find industrial applicability in a variety of settings. For example, the disclosure may be advantageously employed in the automatic control of locomotives. More specifically, when an automatic drive system (ADS) 25 is engaged, the above-mentioned variables and performance parameters may be considered and optimized. Once an ADS 25 disengagement sequence is initiated, a first action may be required by the operator within a given period of time for the disengagement to be completed. If this first action is completed, the ADS 25 disengagement sequence may be completed.
On the other hand, if the first action is not completed within the allotted time, the applied throttle 30 may be decreased to idle speed. If the hand throttle 20 or manual control 22 had been left in a powering position, and the ADS 25 disengagement sequence was completed after the applied throttle 30 setting dropped to idle speed, the locomotive 10 could re-enter a manual mode and respond to the current electronic or physical settings of the hand throttle 20 or manual control 22.
Requiring an affirmative action 32 by the operator, as described in the present disclosure, ensures a machine's 27 continued and efficient operation. The present disclosure provides an improved ADS 25 disengagement sequence to ensure operability and functionality while maintaining both manual and ADS 25 control options.
The disclosed system ADS 25 disengagement sequence may be original equipment on new machines 27 or locomotives 10, or added as a retrofit to existing machines 27 or locomotives 10.

Claims

What is claimed is:

1. A control system, comprising:

a machine;

an engine operatively associated with the machine; and

an automatic drive system governing control of the engine, the automatic drive system requiring an affirmative action from an operator to disengage.

2. The system of claim 1, wherein the affirmative action is required after the control system has decremented an applied throttle setting to idle.

3. The system of claim 1, wherein the affirmative action includes adjusting a hand throttle.

4. The system of claim 3, wherein the affirmative action includes matching the hand throttle to an applied throttle setting selected by the automatic drive system.

5. The system of claim 2, wherein the machine is a vehicle.

6. The system of claim 5, wherein the vehicle is a locomotive.

7. The system of claim 1, wherein the engine is a diesel-electric drive system.

8. The system of claim 1, wherein the engine is an electric drive system.

9. The system of claim 1, wherein an operator cab is provided on the machine and adapted to house the operator.

10. The system of claim 1, further including a remote operator station provided remotely relative to the machine.

11. A locomotive, comprising:

an engine;

a control system operatively associated with the engine; and

an automatic drive system operatively associated with the control system, the automatic drive system requiring an affirmative action from an operator to disengage.

12. The locomotive of claim 11, wherein the affirmative action is required after the control system has decremented an applied throttle setting to idle.

13. The locomotive of claim 11, wherein the affirmative action includes adjusting a hand throttle.

14. The locomotive of claim 13, wherein the affirmative action includes matching the hand throttle to an applied throttle setting selected by the automatic drive system.

15. The locomotive of claim 11, wherein the engine is a diesel-electric drive system.

16. The locomotive of claim 11, wherein the engine is an electric drive system.

17. The locomotive of claim 11, wherein an operator cab is provided on the machine and adapted to house the operator.

18. The locomotive of claim 11, further including a remote operator station provided remotely relative to the machine.

19. A method of operating a locomotive, comprising,

engaging an automatic drive system to control operation of the locomotive; and

requiring an affirmative action from an operator to disengage the automatic drive system.

20. The method of claim 19, wherein the affirmative action is required after a control system has decremented an applied throttle setting to idle.