System and Method for Adaptive Braking

Abstract

In a method of braking a number of rail cars of a train travelling on a mainline track, in response to a unique braking command provided to each rail car of a first subset of rail cars, wherein each braking command includes a level or percentage of braking the brakes of the rail car are to assume, the brakes of the rail car are set to level or percentage of braking included in the unique braking command provided to the rail car. Thereafter, in response to a unique braking command provided to each rail car of a second, different subset of rail cars, the brakes of the rail car are set to level or percentage of braking included in the unique braking command provided to the rail car.

Claims

1. A method of braking a plurality of rail cars of a train while travelling or moving on a mainline track that includes a locomotive processor onboard a locomotive of the train in communication with a rail car processor of each rail car of the train, the method comprising: (a) the locomotive processor providing to each rail car processor of a first subset of the rail cars a unique braking command that is independent of the braking command provided to each other rail car processor of the first subset of rail cars, wherein each braking command includes a level or percentage of braking the brakes of the rail car are to assume; and (b) in response to the braking command provided to each rail car processor of the first subset of the rail cars in step (a), the rail car processor causing the brakes of the rail car to assume the level or percentage of braking included in the unique braking command provided to the rail car processor.

2. The method of claim 1, wherein the unique braking command provided to each rail car processor of the first subset of the rail cars is based on data regarding the rail car, the train, or both provided to the locomotive processor.

3. The method of claim 2, wherein the data includes predicted or actual data regarding one or more of the following: a health of the braking system of one or more of the rail cars of the train; one or more environmental conditions in a vicinity of the train; dynamic behavior of one or more rail cars of the train while travelling or moving or during braking; and topology of a track between a present location and a future location of the train; and a load carried by one or more of the rail cars.

4. The method of claim 3, wherein the data regarding the health of the braking system includes one or more of the following: actual or estimated wear or life of a brake shoe/pad; actual or estimated wear of the brake shoe/pad based on the load carried by one or more of the rail cars of the train; and actual or estimated wear of the brake shoe/pad based on G forces of one or more rail cars of the train while travelling or moving.

5. The method of claim 4, wherein the actual or estimated wear or life of a brake shoe/pad is determined from optical data of the brake shoe/pad acquired by a camera or based on an output of an electrical/electronic circuit detecting the useable brake material or amount of useable brake material.

6. The method of claim 3, wherein the one or more environmental conditions includes one or more of the following: temperature, wind speed, wind direction, humidity, the presence or absence of ice or snow on the track upon which the train is travelling, and precipitation.

7. The method of claim 3, wherein the data regarding the one or more environmental conditions is received wirelessly by the locomotive processor from a source remote from the train.

8. The method of claim 3, wherein the data regarding the dynamic behavior of one or more rail cars of the train while travelling or moving or during braking includes one or more of the following: a force on a coupler; rate of change of velocity (acceleration or deceleration) of the train; G forces of one or more rail cars of the train; pitch or roll of one or more rail cars of the train; and track adhesion determined based on a difference between a linear speed of a wheel of at least one rail car and a speed of the train.

9. The method of claim 8, wherein the data regarding topology includes one or more of the following: track gradient; track curvature; and track elevation.

10. The method of claim 3, wherein the load carried by one of the rail cars of the train is determined by one or more load cells mounted to the rail car.

11. The method of claim 1, further including, following step (b): (c) the locomotive processor providing to each rail car processor of a second subset of the rail cars a unique braking command that is independent of braking command provided to each other rail car processor of the second subset of rail cars; and (d) in response to the braking command provided to each rail car processor of the second subset of the rail cars in step (c), the rail car processor causing the brakes of the rail car to assume the level or percentage of braking included in the unique braking command provided to the rail car processor, wherein the first and second subsets of rail cars are different.

12. A method of braking a plurality of rail cars of a train while travelling or moving on a mainline track, wherein each rail car includes a rail car processor that is operative for controlling the brakes of the rail car, the method comprising: (a) each rail car processor of a first subset of the rail cars receiving a braking command prepared exclusively for the rail car processor; and (b) in response to step (a), each rail car processor of the first subset of the rail cars causing the brakes of its rail car to assume a level or percentage of braking included in the braking command received by the rail car processor in step (a).

13. The method of claim 12, further including: (c) following step (b), each rail car processor of a second subset of the rail cars receiving a braking command prepared exclusively for the rail car processor; and (d) in response to step (c), each rail car processor of the second subset of the rail cars causing the brakes of its rail car to assume a level or percentage of braking included in the braking command received by the rail car processor in step (c), wherein the first and second subsets of rail cars are different.

14. A method of braking a plurality of rail cars of a train while travelling or moving on a mainline track, comprising: (a) a locomotive processor providing to each rail car processor of a first subset of the rail cars a braking command that is prepared exclusively for the rail car processor; (b) each rail car processor of the first subset of rail cars receiving the braking command provided to the rail car processor in step (a); (c) each rail car processor of the first subset of rail cars processing the braking command received in step (b); and (d) each rail car processor of the first subset of rail cars setting the brakes of its rail car to a level or percentage of braking included in the braking command processed in step (c) for the rail car processor, whereupon the brakes of each rail car of the first subset of rail cars are set to the same or a different percentage of braking than the brakes any other rail car of the first subset of rail cars.

15. The method of claim 14, further comprising, following step (d): (e) the locomotive processor providing to each rail car processor of a second subset of the rail cars a braking command that is prepared exclusively for the rail car processor; (f) each rail car processor of the second subset of rail cars receiving the braking command provided to the rail car processor in step (e); (g) each rail car processor of the second subset of rail cars processing the braking command received in step (f); and (h) each rail car processor of the second subset of rail cars setting the brakes of its rail car to a level or percentage of braking included in the braking command processed in step (g) for the rail car processor, whereupon the brakes of each rail car of the second subset of rail cars are set to the same or a different percentage of braking than the brakes of any other rail car of the second subset of rail cars, wherein the first and second subsets of rail cars are different.

16. The method of claim 14, wherein each subset of rail cars includes one or more rail cars.

17. A system for controlling braking of a plurality of rail cars of a train while travelling or moving on a mainline track, the system comprising: a rail car processor associated with each rail car, wherein each rail car processor, operating under the control of a rail car software program, is operative, in response to a unique braking command received by the rail car processor, to set brake(s) of the rail car to a level or percentage commanded by the braking command; a communication network linking the rail car processors of the plurality of rail cars; and a control processor in communication with each rail car processor via the communication network, wherein the control processor, operating under the control of a control software program, is operative for transmitting to each rail car processor the unique braking command prepared exclusively for the rail car processor and which causes the rail car processor to set the brake(s) of the rail car to a level or percentage of braking associated with the unique braking command that is the same or different than a level or percentage of braking of the brake(s) of each other rail car are set.

18. The system of claim 17, wherein: each rail car processor includes a data address that is unique to said rail car processor; and the unique braking command provided to each rail car processor is addressed to the data address of the rail car processor.

19. A method of braking a plurality of rail cars of a train while travelling or moving on a mainline track, comprising: (a) issuing first and second brake commands to first and second rail cars, wherein the first brake command includes a first level or percentage of braking of the brake(s) of the first rail car, wherein the second brake command includes a second, different level or percentage of braking of the brake(s) of the second rail car; and (b) in response to step (a), setting the brake(s) of the first and second rail cars of the plurality of the rail cars to the respective first and second levels or percentages of braking included in the first and second brake commands.

20. The method of claim 19, further including, following step (b): (c) issuing third and fourth brake commands to the first and second rail cars, wherein the third brake command includes a third level or percentage of braking of the brake(s) of the first rail car, wherein the fourth brake command includes a fourth level or percentage of braking of the brake(s) of the second rail car that is different than the third level or percentage of braking; and (d) in response to step (c), setting the brake(s) of the first and second rail cars of the plurality of the rail cars to the respective third and fourth levels or percentages of braking included in the third and fourth brake commands.

21. A method for segmented rail car braking of one or more rail cars of a train while travelling or moving on a mainline track, each rail car equipped with an electronically controllable braking system, the method comprising: identifying one or more groups of one or more rail cars of the train for purposes of braking; and commanding each of the one or more groups of one or more rail cars to brake using a custom braking profile unique to that group in order to achieve a desired overall braking response from the train.

22. The method of claim 21, further comprising defining the custom braking profile for each of the one or more groups of one or more rail cars based on at least one dynamic behavior of each of the rail cars in each of the one or more groups.

23. The method of claim 21, further comprising defining the custom braking profile to result in a specific dynamic behavior of each of the rail cars in each of the one or more groups.

24. The method of claim 21, further comprising defining the custom braking profile for each of the one or more groups of one or more rail cars based on topology of a track upon which the train is traveling or moving from a present location to a future location located further down the track.

25. The method of claim 21, further comprising defining the custom braking profile for each of the one or more groups of one or more rail cars based on health of braking system on each of the one or more rail cars in the train.

26. The method of claim 21, further comprising dynamically altering a composition of rail cars in each of the one or more groups based on dynamic response of the train during braking.

27. The method of claim 24, further comprising requiring setting the future location by an operator onboard the train.

28. The method of claim 24, further comprising setting the future location based on input to a processor onboard the train.

29. The method of claim 21, further comprising defining the custom braking profile for each of the one or more groups of one or more rail cars based on environmental conditions in a vicinity of at least one or more rail cars of the train.

30. The method of claim 21, further comprising defining the custom braking profile for each of the one or more groups of one or more rail cars based on physical characteristics of the train.

31. The method of claim 21, further comprising dynamically altering the custom braking profile for each of the rail cars in each of the one or more groups in about real-time.

32. The method of claim 24, further comprising selecting the future location based on input to a navigation equipment onboard the train.

33. The method of claim 24, further comprising selecting the future location via a wayside dispatching system.

34. A method for braking a train comprising plurality of railcars, the method comprising: identifying a group of one or more railcars that would participate in the braking; providing a specific percentage braking command for each of the one or more railcars; and monitoring braking performance delivered by the braking of the one or more railcars.

35. The method of claim 34, further comprising, performing at least one of the following: altering the specific percentage braking command for each of the one or more railcars participating in the braking; and altering the composition of the group of the one or more railcars by adding a new railcar to the group to participate in the braking, removing an existing railcar from the group of the one or more railcars participating in the braking, or both.

36. The method of claim 34, further comprising: identifying a second group of one or more railcars that would participate in the braking; providing a specific percentage braking command for each of the one or more railcars of the second group; and monitoring braking performance delivered by the braking of the one or more railcars of the second group.

37. The method of claim 34, further comprising performing at least one of the following: altering the specific percentage braking command for each of the one or more railcars of the second group; and altering the composition of the second group of the one or more railcars by adding new railcars to the group to participate in the braking, removing an existing railcar from the group of the one or more railcars participating in the braking, or both.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0104] FIG. 1 is a schematic illustration of an example train that includes a locomotive and six rail cars according to the principles of the present invention;

[0105] FIG. 2 is a schematic illustration of example elements, e.g., a processor or controller and memory, comprising the HEU of the locomotive and the ECP controller of each rail car shown in FIG. 1, and including an optional human machine interface (HMI) of the HEU and an optional transmitter for communicating with an optional RF transceiver of the HEU according to the principles of the present invention;

[0106] FIG. 3 is a schematic illustration of example sources or sensors that can be used individually or in combination and which can communicate data or information to the HEU according to the principles of the present invention;

[0107] FIG. 4 is an exploded view of a generic bogie according to the principles of the present invention; and

[0108] FIG. 5 is a flow diagram of an example method of braking in accordance with the principles of the present invention.

DESCRIPTION OF THE INVENTION

[0109] For the purposes of the following detailed description, it is to be understood that the invention may assume various alternative variations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific devices and methods described in the following specification are simply exemplary embodiments, examples, or aspects of the invention. Moreover, other than in any operating examples, or where otherwise indicated, all numbers expressing, in preferred and non-limiting embodiments, examples, or aspects, quantities of ingredients used in the specification and claims are to be understood as being modified in all instances by the term about. Accordingly, unless indicated to the contrary, the numerical parameters set forth in the following specification and attached claims are approximations that may vary depending upon the desired properties to be obtained by the present invention. At the very least, and not as an attempt to limit the application of the Doctrine of Equivalents to the scope of the claims, each numerical parameter should at least be construed in light of the number of reported significant digits and by applying ordinary rounding techniques.

[0110] Notwithstanding that the numerical ranges and parameters setting forth the broad scope of the invention are approximations, the numerical values set forth in the specific examples are reported as precisely as possible. Any numerical value, however, inherently contains certain errors necessarily resulting from the standard deviation found in their respective testing measurements.

[0111] Also, it should be understood that any numerical range recited herein is intended to include all sub-ranges subsumed therein. For example, a range of 1 to 10 is intended to include all sub-ranges between (and including) the recited minimum value of 1 and the recited maximum value of 10, that is, having a minimum value equal to or greater than 1 and a maximum value of equal to or less than 10.

[0112] It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification, are simply exemplary embodiments, examples, or aspects of the invention. Hence, specific dimensions and other physical characteristics related to the embodiments, examples, or aspects disclosed herein are not to be considered as limiting. Certain preferred and non-limiting embodiments, examples, or aspects of the present invention will be described with reference to the accompanying figures where like reference numbers correspond to like or functionally equivalent elements.

[0113] In this application, the use of the singular includes the plural and plural encompasses singular, unless specifically stated otherwise. In addition, in this application, the use of or means and/or unless specifically stated otherwise, even though and/or may be explicitly used in certain instances. Further, in this application, the use of a or an means at least one unless specifically stated otherwise.

[0114] With reference to FIG. 1, a train 14 includes a locomotive 16 and a number of train or rail cars 18-1-18-X, where X can be any whole number 2. In examples discussed hereinafter, train 14 will be described as including six cars 18-1-18-6. However, this is not to be construed in a limiting sense.

[0115] Locomotive 16 includes a compressor 20 which operates in a manner known in the art to supply pressurized air to a brake pipe 32 which in turn supplies pressurized air to an air tank 22 in locomotive 16 and in each car 18 in a manner known in the art. The pressurized air stored in each air tank 22 is utilized to control the braking of locomotive 16 and each car 18 of train 14 in a manner known in the art and discussed hereinafter. Locomotive 16 includes an electronically controlled pneumatic (ECP) head-end-unit (HEU) 26. HEU 26 is coupled via an ECP trainline 28 to an ECP controller 30 in each car 18.

[0116] In an example, ECP trainline 28 acts in the nature of a communication network, such as, for example, without limitation, a local area network (LAN), between at least each ECP controller 30 and HEU 26. More specifically, in response to brake command signals provided by HEU 26 to each ECP controller 30 via trainline 28, each ECP controller 30 controls the pressure of pressurized air supplied from its air tank 22 to the pneumatic brakes of its car in accordance with the brake command signals, thereby controlling the percent braking of the car 18.

[0117] In a conventional ECP braking mode of operation, the brakes of the train are controlled in accordance with the Association of American Railroads (AAR)S-4200 standard braking profile known in the art. In accordance with the S-4200 standard, each ECP controller 30 can be responsive to a single train brake command output by HEU 26 on ECP trainline 28. For example, in response to HEU 26 outputting a train brake command of, for example, 20% braking on ECP trainline 28, each ECP controller 30 causes the brakes of its corresponding car 18 to be set to 20% of full braking. In another example, in response to HEU 26 outputting a 50% train brake command (50% braking), each ECP controller 30 causes the brakes of its corresponding car 18 to be set to 50% of full braking. In yet another example, in response to HEU 26 outputting a 100% train brake command (100% braking), each ECP controller 30 causes the brakes of its corresponding car 18 to be set to 100% braking, or full braking. For emergency braking, HEU 26 outputs a 120% train brake command.

[0118] As can be seen, each ECP controller 30 acts on train brake commands output by HEU 26 in the same manner, namely, the brakes of each car 18 are set to the same percentage of full braking. Hence, in accordance with the S-4200 standard, and except for pneumatic and mechanical variations between the pneumatic brakes of each car 18, in response to a train brake command output by HEU 26 the brakes of each car 18 respond in the same manner, i.e., the brakes of each car 18 are set to the same percentage of braking as the brakes of each other car 18.

[0119] Also, the brakes of locomotive 16 can be controlled in a similar manner by HEU 26. Namely, in response to outputting a 20%, 50%, or 100% train brake command to ECP trainline 28, HEU 26 also causes the brakes of locomotive 16 to assume the same percentage of braking as the cars 18 of train 14. Hence, by way of the S-4200 standard, the brakes of locomotive 16 and each car 18 of train 14 can be set to the same percentage of braking.

[0120] With reference to FIG. 2, in an example, HEU 26 and each ECP controller 30 includes a processor or controller 34 communicatively coupled to ECP trainline 28 and a memory 36 coupled to processor or controller 34 and operative for storing a software control program. For example, the memory 36 of HEU 26 can store a HEU software control program that, when executed by the processor or controller 34 of HEU 26, implements the S-4200 standard braking profile while the memory 36 of each ECP controller 30 stores an ECP software control program that, when executed by the processor or controller 34 of the ECP controller 30, implements the ECP controller 30 part of the S-4200 standard braking profile for controlling the braking of the corresponding car 18 in response to train brake commands received by the ECP controller 30 from HEU 26 operating under the control of the first HEU software control program. The HEU software control program stored in memory 36 of HEU 26 is configured to control the operation of the pneumatic brakes of each car 18 via the corresponding ECP controller 30 and to control the brakes of locomotive 16, all in a manner known in the art.

[0121] Each memory 36 can include dynamic, volatile memory, e.g., RAM, that loses program code and data stored therein when power to the memory 36 is lost or when overwritten by the corresponding processor or controller 34, and a non-volatile memory, e.g., ROM, flash memory, and the like, the latter of which (non-volatile memory) can store, at least, an embedded operating system for use by the corresponding HEU 26 or ECP controller 30 in the presence or absence of power applied to the non-volatile memory of the corresponding processor or controller 34.

[0122] In normal operation, each ECP controller 30 receives electrical power for its operation via ECP trainline 28. Each ECP controller 30 can also include a battery 38 that provides electrical power to the corresponding processor or controller 34 and memory 36 in the event power on ECP trainline 28 is lost, e.g., due to a separation of the part of the trainline 28 joining said ECP controller 30 to HEU 26.

[0123] HEU 26 receives electrical power for its operation from a battery or generator of locomotive 16. HEU 26 can also include a battery 38 that provides electrical power to processor or controller 34 and memory 36 of HEU 26 in the event no electrical power is being provided by the battery or generator of locomotive 16

[0124] During the formation of the train 14, information regarding the train, including the sequence of cars, locomotives, unique car and locomotive IDs (or data addresses), and other static information parameters regarding train 14 is acquired by HEU 26 and stored in memory 36 thereof. This consist information can include the identification of locomotive 16 and each car 18 of train 14 as well as their positions within train 14. For example, where train 14 includes a lead locomotive 16 and cars 18-1-18-6 as shown in FIG. 1, the consist information can include data identifying locomotive 16 as the first vehicle of the consist; car 18-1 as the second car of the consist that is positioned between locomotive 16 and car 18-2; that car 18-2 as the third car of the consist that is positioned between cars 18-1 and 18-3; and so forth including that car 18-6 is the final car of the consist.

[0125] In addition, because ECP trainline 28 acts in the nature of a communication network, such as, for example, without limitation, a local area network (LAN), each ECP controller 30 can have a unique data address that HEU 26 can use to selectively communicate with said ECP controller 30 independent of each other ECP controller 30. The unique data address of each ECP controller 30 can be preassigned to said ECP controller 30 or can be assigned during the formation of train 14. In this manner, HEU can selectively address and communicate with one ECP controller 30 independent of each other ECP controller 30.

[0126] Having thus described the S-4200 standard and the operation of HEU 26 and each ECP controller 30 to implement the S-4200 standard, a new method of braking in accordance with the principles described herein, which new method of braking is a departure from the S-4200 standard, will now be described with reference to FIGS. 1 and 2.

[0127] In a preferred and non-limiting embodiment, example, or aspect, benefits of this new method of braking can include: optimizing deceleration or stopping of the train; optimizing wear on the brake pads of the brakes of each car 18; distributing wear on the brake pads from cars 18 with less brake pad life to cars with more; and the like.

[0128] In a preferred and non-limiting embodiment, example, or aspect, the new method of braking generally includes a subset (all or less than all) of cars 18 of train 14 participating in braking and, optionally, the percent braking of each participating car. In a preferred and non-limiting embodiment, example, or aspect, the method of braking can occur in about real-time. However, this is not to be construed in a limiting sense.

[0129] In a preferred and non-limiting embodiment, example, or aspect, with train 14 travelling or moving, for example, on a mainline track, in response to a brake command issued by an operator of train 14, located for example, in locomotive 16, in a manner known in the art or herein after developed, HEU 26 can issue a unique braking command, or no braking command, to each ECP controller 30 of a subset of the cars 18 of train 14. In a preferred and non-limiting embodiment, example, or aspect, the train operator can issue the braking command to HEU 26 via HMI 54 that is part of our coupled to HEU 26. Herein the unique braking command issued to each ECP controller 30 means that each ECP controller 30 receives a command to set the brakes of its car 18 to a percentage of braking, between 0% and maximum braking, independent of the setting of the brakes of each other car 18.

[0130] In a preferred and non-limiting embodiment, example, or aspect, starting from a condition where the brakes of each car 18 are set to 0% braking when train 14 is travelling or moving on a mainline track, HEU 26 can, via ECP trainline 28, issue unique braking commands to the ECP controllers 30 of each car 18-1 through 18-6 respectively that cause the brakes of each car 18 to be set, in a preferred and non-limiting embodiment, example, or aspect, as follows: (1) car 18-120% braking; (2) car 18-225% braking; (3) car 18-330% braking; (4) car 18-435% braking; (5) car 18-540% braking; and (6) car 18-645% braking.

[0131] In a preferred and non-limiting embodiment, example, or aspect, starting from a condition where the brakes of each car 18 are set to 0% braking when train 14 is travelling or moving on a mainline track, HEU 26 can, via ECP trainline 28, issue unique braking commands to the ECP controller 30 of each car 18-1 through 18-6 respectively that cause the brakes of each car 18 to be set, in a preferred and non-limiting embodiment, example, or aspect, as follows: (1) car 18-120% braking; (2) car 18-230% braking; (3) car 18-340% braking; (4) car 18-430% braking; (5) car 18-520% braking; and (6) car 18-610% braking.

[0132] In a preferred and non-limiting embodiment, example, or aspect, starting from a condition where the brakes of each car 18 are set to 0% braking when train 14 is travelling or moving on a mainline track, HEU 26 can, via ECP trainline 28, issue unique braking commands to the ECP controller 30 of cars 18-1, 18-3, 18-5, and 18-6 respectively that cause the brakes of these cars to be set, in a preferred and non-limiting embodiment, example, or aspect, as follows: (1) car 18-120% braking; (2) car 18-325% braking; (3) car 18-530% braking; and (4) car 18-635% braking. In this example, braking commands were not issued to the ECP controllers 30 of cars 18-2 and 18-4, whereupon the brakes of these cars remain at 0% braking.

[0133] In a preferred and non-limiting embodiment, example, or aspect, starting from a condition where the brakes of each car 18 are set to 0% braking when train 14 is travelling or moving on a mainline track, HEU 26 can, via ECP trainline 28, issue unique braking commands to the ECP controller 30 of cars 18-1, 18-2, 18-4, and 18-6 respectively that cause the brakes of these cars to be set, in a preferred and non-limiting embodiment, example, or aspect, as follows: (1) car 18-120% braking; (2) car 18-225% braking; (3) car 18-420% braking; and (4) car 18-610% braking. In this example, braking commands were not issued to the ECP controllers 30 of cars 18-3 and 18-5, whereupon the brakes of these cars remain at 0% braking.

[0134] In a preferred and non-limiting embodiment, example, or aspect, when train 14 is travelling or moving on a mainline track and starting from a condition where the brakes of the cars 18 are set as follows: (1) car 18-120% braking; (2) car 18-20% braking; (3) car 18-325% braking; (4) car 18-40% braking; (5) car 18-530% braking; and (6) car 18-635% braking, HEU 26 can, via ECP trainline 28, issue unique braking commands to the ECP controller 30 of cars 18-1-18-6 respectively that cause the brakes of these cars to be set, in a preferred and non-limiting embodiment, example, or aspect, as follows: (1) car 18-120% braking; (2) car 18-230% braking; (3) car 18-30% braking; (4) car 18-430% braking; (5) car 18-50% braking; and (4) car 18-610% braking. In this example, the braking commands issued by HEU 26 to the ECP controller 30 of cars 18-1-18-6 changed the composition of cars 18 participating in braking, namely, cars 18-3 and 18-5 were dropped and cars 18-2 and 18-4 were added. In this preferred and non-limiting embodiment, example, or aspect, viewed differently, the braking commands issued by HEU 26 to the ECP controller 30 of certain cars changed the percent braking of some of the cars while maintaining the same percent braking of other cars. Namely, car 18-1 maintained at 20% braking; car 18-2 changed from 0% braking to 30% braking; car 18-3 changed from 25% braking to 0% braking; car 18-4 changed from 0% braking to 10% braking; car 18-5 changed from 30% braking to 0% braking; and car 18-6, changed from 35% braking to 10% braking.

[0135] The various percent brakings described in the above preferred and non-limiting embodiments, examples, or aspects, are for the purpose of illustration only and are not to be construed in a limiting sense since it is envisioned that HEU 26 can selectively set the percent braking on each car 18 in to any suitable and/or desirable percent level independently of the percent level braking of each other car 18 of train 14.

[0136] With reference to FIG. 3 and with continuing reference to FIGS. 1 and 2, in a preferred and non-limiting embodiment, example, or aspect, HEU 26 can selectively set the percent braking on each car 18 independently of the percent braking of each other car 18 of train 14 based on input from one or more sources or sensors which can communicate data or information to HEU 26, directly or indirectly, in any suitable and/or desirable manner. In a preferred and non-limiting embodiment, example, or aspect, these one or more sources or sensors can include one or more or all of the following:

[0137] one or more electrical/electronic circuits 36, on each of one or more of the cars 18, that is designed to conduct or block a signal based on an amount of wear of the material of a brake shoe/pad;

[0138] one or more optical sensors 38, e.g., one or more cameras, on each of one or more of the cars 18, each optical sensor positioned to observe an amount of material remaining on brake pad or brake shoe;

[0139] a remote transmitter 52 which can transmit weather/environmental conditions to a receiver coupled to or part of HEU 26 via a wired and/or wireless communication link 50 (see FIG. 2);

[0140] one or more adhesion sensors 40, on each of one or more of the cars 18, for measuring track adhesion, wheel slip, and/or wheel skid;

[0141] one or more load cells 42, on each of one or more of the cars 18, for measuring a load carried by the car and/or for measuring dynamic behavior of the car;

[0142] one or more accelerometers 44, on each of one or more of the cars 18, for measuring a rate of change in the dynamic behavior of the car;

[0143] one or more stain gauges 46, on each of one or more of the cars 18, for measuring strain on a brake beam; and

[0144] one or more accelerometers 44, on each of one or more of the cars 18, for measuring a shock and vibration of the car, e.g., to indicate a wheel flat.

[0145] In a preferred and non-limiting embodiment, example, or aspect, each of the one or more sources 38-46 can communicate data or information to HEU 26 via a communication link 48, which can be separate from or a part of ECP trainline 28. In a preferred and non-limiting embodiment, example, or aspect, communication link 48 can represent and include processing circuitry, not specifically shown, for processing, as necessary, the output(s) of each of the one or more sources 38-46 as needed for use by HEU 26. In a preferred and non-limiting embodiment, example, or aspect, processing circuitry can include one or more analog-to-digital (A/D) converters for converting analog outputs of sources 38-46 into a digital form for processing by HEU 26. In a preferred and non-limiting embodiment, example, or aspect, although communication link 48 is represented a single line in FIG. 3, this is not to be construed in a limiting sense since communication link 48 can be any number of lines that can be used to communicate data and/or information from sources 38-46 to HEU 26. Moreover, in a preferred and non-limiting embodiment, example, or aspect, communication link 48 can be in the nature of, for example, without limitation, a wired and/or wireless network, including a local area network (LAN) which can communicate data and/or information from one or more of sources 38-46 to HEU 26. In a preferred and non-limiting embodiment, example, or aspect, the use of any configuration of wired and/or wireless communication link 48 that enables HEU 26 to receive data and/or information from communication link 48 is envisioned, including, for example, the IoT.

[0146] Brake Wear:

[0147] In a preferred and non-limiting embodiment, example, or aspect, HEU 26 can process the output of the each of one or more optical sensors 38 on one or more cars 18 to determine the amount of material remaining on a brake shoe/pad. Based on this determination, HEU 26 can favor braking by cars having more material remaining on its brake shoes or brake pads over cars having brake shoes or brake pads with less material.

[0148] In a preferred and non-limiting embodiment, example, or aspect, assume cars 18-1, 18-3, and 18-5 are optically determined to each have greater than 75% braking material on the brakes thereof and cars 18-2, 18-4, and 18-6 are optically determined to have greater than 50% braking material on the brakes thereof. In this scenario, for a desired braking requirement for the entire train 14, HEU 26 can set the brakes of cars 18-1, 18-3, and 18-5 at a greater percentage of braking than the brakes of cars 18-2, 18-4, and 18-6. Moreover, in this preferred and non-limiting embodiment, example, or aspect, the brakes of each car 18-1, 18-3, and 18-5 can be set to the same and/or different percentage of braking as each other car and the brakes of each car 18-2, 18-4, and 18-6 can be set to the same and/or different percentage of braking as each other car. In other words, each car 18 can be set to a different percentage of braking based on the amount of brake material remaining on one or more brake shoes or brake pads of the car 18.

[0149] In a preferred and non-limiting embodiment, example, or aspect, the useable material of a brake shoe/pad can have two or more colors that can be optically detected to determine the material remaining. In a preferred and non-limiting embodiment, example, or aspect, one color may indicate to HEU 26 useable brake material while a second, different color can indicate that the brake shoe/pad requires replacement. In a preferred and non-limiting embodiment, example, or aspect, additional colors can indicate to HEU 26 different levels of brake material, e.g., between greater than 75%, greater than 50%, greater than 25%, and a percentage indicting that the brake shoe/pad requires replacement.

[0150] In a preferred and non-limiting embodiment, example, or aspect, electrical/electronic circuit 36 can be provided for detecting when there is useable brake material and when the brake material is worn sufficiently such that replacement of the brake material or the brake shoe/pad is required. In a preferred and non-limiting embodiment, example, or aspect, the electrical/electronic circuit can detect the presence or absence of a signal when the brake material is worn sufficiently such that replacement of the brake material or the brake shoe/pad is required. Conversely, the electrical/electronic circuit can detect the other of the presence or absence of a signal when the brake material useable and not worn such that replacement of the brake material or the brake shoe/pad is required. In a preferred and non-limiting embodiment, example, or aspect, the electrical/electronic circuit can also detect one or more additional levels of an amount of useable brake material. Electrical/electronic circuits for electronic brake wear sensing are known in the art and are commercially available.

[0151] In a preferred and non-limiting embodiment, example, or aspect, HEU 26 can be provided with the output of the electrical/electronic circuit detecting the useable brake material or amount of useable brake material on each car 18 and/or on each brake of each car 18 and can favor braking by cars having more material remaining on its brake shoes or brake pads over cars having brake shoes or brake pads with less material.

[0152] In a preferred and non-limiting embodiment, example, or aspect, assume that the electrical/electronic circuit determines that the brakes of cars 18-1, and 18-2 have greater than 75% braking material, the brakes of cars 18-3 and 18-4 have about 40% braking material, and the brakes of cars 18-5, and 18-6 require replacement of the braking material. In this scenario, for a desired braking requirement for the entire train 14, HEU 26 can set the brakes of cars 18-1 and 18-2 to a first percentage of braking e.g., 50% braking, set the brakes of cars 18-3 and 18-4 to a second percentage of braking, e.g., 30% braking, less than the first percentage of braking, and set the brakes of cars 18-5 and 18-6 to a third percentage of braking, e.g., 0% braking, less than the second percentage of braking. In a preferred and non-limiting embodiment, example, or aspect, moreover, in this preferred and non-limiting embodiment, example, or aspect, the brakes of one or more of the pair of cars (18-1, 18-2); (18-3, 18-4); and (18-5, 18-6) can be set to different percentages of braking. In this manner, HEU 26 is able to dynamically adapt the braking of train 14 in response to the dynamically changing amount of braking material on each car 18 and/or on each brake of each car 18.

[0153] Weather/Environmental Conditions:

[0154] In a preferred and non-limiting embodiment, example, or aspect, HEU 26 can be provided with weather/environmental conditions. In a preferred and non-limiting embodiment, example, or aspect, the weather/environmental conditions can be provided to HEU 26 in any suitable and/or desirable manner, e.g., manually input via human-machine interface (HMI) 54, automatically input via receiver 24 receiving the data/information regarding the weather/environmental conditions from remote transmitter 52 via communication link 50, or the combination thereof.

[0155] In a preferred and non-limiting embodiment, example, or aspect, the weather/environmental conditions can be input into HEU 26 at any suitable and/or desirable time, e.g., before train 14 departs location A, while train 14 travels on a mainline track through an area, or the combination thereof. In a preferred and non-limiting embodiment, example, or aspect, the weather/environmental conditions can include local weather events and notifications from local, regional, or national sources; information about climate conditions, such as, without limitation, temperature, wind velocity and direction; moisture amounts and types, e.g., snow, rain, sleet, etc.; navigation and terrain information; and the like. In a preferred and non-limiting embodiment, example, or aspect, train 14 can include suitable means to measure weather/environmental conditions can temperature, wind velocity and direction; moisture amounts, and the like, and to input the measured weather/environmental conditions into HEU 26. In a preferred and non-limiting embodiment, example, or aspect, the weather/environmental conditions input into HEU 26 can include local weather/environmental conditions at the present location of train or any future location of train 14.

[0156] In a preferred and non-limiting embodiment, example, or aspect, HEU 26 can use the input weather/environmental conditions to control which cars 18 are used for braking and the percentage of braking by each car used for a desired braking requirement for the entire train 14. In a preferred and non-limiting embodiment, example, or aspect, in response to snowy conditions input into HEU 26 for the present location of train 14, HEU 26 can set car 18-6 to the highest level or percentage of braking, car 18-5 to a percentage of braking between cars 18-4 and 18-6, car 18-4 to a percentage of braking between cars 18-3 and 18-5, and so forth with car 18-1 set at the lowest percentage of braking. In a preferred and non-limiting embodiment, example, or aspect, the percent braking by car 18-1-18-6 can be reversed from the prior example with car 18-1 providing the highest percentage of braking, car 18-6 the lowest highest percentage of braking, and cars 18-2-18-5 providing progressively decreasing percentages of braking.

[0157] In a preferred and non-limiting embodiment, example, or aspect, the percentage of braking provided by each car 18 can be mixed in any suitable and/or desirable manner to achieve a desired braking requirement for the entire train 14 based on the weather/environmental conditions input into HEU 26. In a preferred and non-limiting embodiment, example, or aspect, cars 18-5 and 18-6 can be set to same percentage of braking; cars 18-1 and 18-2 can be set to same percentage of braking less than cars 18-5 and 18-6, and cars 18-3 and 18-4 can be set to 0% braking. Of course, any other suitable and/or desirable combinations of percentages braking by the cars 18 of train 14 to achieve a desired braking requirement for the entire train 14 are envisioned, including each car have a different percentage of braking between 0% braking and maximum braking. In this manner, HEU 26 is able to dynamically adapt the braking of train 14 in response to changing snow and moisture conditions on the track.

[0158] Track Adhesion:

[0159] In a preferred and non-limiting embodiment, example, or aspect, HEU 26 can use the output of one or more adhesion sensors 40 as an indication of track adhesion. Ideally, adhesion between each wheel 56 and the track is wanted during acceleration or braking and not wanted when coasting. During braking, low adhesion can extend the braking distance, e.g., increase the distance to reach a particular lower speed or a full stop in a manner that avoids slippage between the wheel 56 and the mainline track. Too less or too much adhesion can adversely affect the train's 14 journey. Moreover, an ideal amount or range of adhesion may not be a fixed value. It can change with changing environmental conditions, geographical location, behavior of the rail cars during braking, the type and nature of cargo being hauled, etc.

[0160] While travelling or moving on a mainline track, low adhesion can reduce train's 14 acceleration and disrupt the travel schedule of the affected train and other trains in the network. In a preferred and non-limiting embodiment, example, or aspect, adhesion should be low to reduce energy consumption. If adhesion is too high, wheels and rails can be subject to excessive shear stress, leading to additional wear and possibility surface fatigue.

[0161] As the wheel-rail contact is an open system, adhesion between the wheel and rail can be affected by contaminants. Contaminants, which can be any foreign substance, applied both intentionally and unintentionally, at the wheel-rail interface, can make wheel-rail adhesion either too high or too low and difficult to predict. The prediction of wheel-rail adhesion can be important not only to railway operation but also to the simulation of multi-body vehicle dynamics.

[0162] In a preferred and non-limiting embodiment, example, or aspect, track adhesion and, more particularly, wheel slip or wheel skid, can be determined by an adhesion sensor based on a difference between a linear speed of a wheel 56 of at least one rail car 18 and a speed (velocity or true ground speed) of train 14 determined in any suitable and/or desirable manner. In a preferred and non-limiting embodiment, example, or aspect, adhesion sensor 40 can be realized by, for example, a magnetic sensor which is one means known in the art for the sensing position, distance and speed of a rotating object, such as a train wheel 56. Based on the sensed speed of rotation of a wheel 56 by adhesion sensor 40, a linear speed of the wheel 56 can be determined in a manner known in the art, e.g., r: where (radians/sec), and r is the wheel radius. Based on any difference between the thus determined linear speed of the wheel 56 and the overall speed of the train determined or sampled at or about the same time, a value of track adhesion, wheel slip, or wheel skid can be determined by HEU 26, e.g., calculated or from empirical data. In a preferred and non-limiting embodiment, example, or aspect, data regarding track adhesion, wheel slip, or wheel skid for a wheel 56 can be determined by HEU 26 or by a separate processor (not shown) processing the output of the wheel's 56 adhesion sensor 40. In a preferred and non-limiting embodiment, example, or aspect, the speed of train 14 can be determined via speed sensor coupled to a reference wheel 56 of train 14, via a GPS 61 (or other navigation equipment or system) coupled to HEU 26, via Doppler radar, or any other means. See e.g., Wolfs et al., Wheel Speed, Wheel Slip and True Ground Speed Detection Options for Brake Vans, Centre for Railway Engineering, CRE-R 131 ELEC-2/05, Sep. 21, 2005, which is incorporated herein by reference.

[0163] In a preferred and non-limiting embodiment, example, or aspect, the percentage of braking provided by each car 18 can be mixed in any suitable and/or desirable manner to achieve a desired braking requirement for the entire train 14 based on track adhesion, wheel slip, and/or wheel skid conditions of one or more wheels 56 of train 14 sensed by one or more adhesion sensors. In a preferred and non-limiting embodiment, example, or aspect, data regarding track adhesion, wheel slip, or wheel skid can be processed by HEU 26 to determine the percentage braking to be provided by each car 18 to achieve a desired braking requirement for the entire train 14. In a preferred and non-limiting embodiment, example, or aspect, if one or both of cars 18-3 and 18-4 are experiencing low track adhesion, wheel slip, or wheel skid conditions, HEU 26 can set the brakes of one or both of cars 18-3 and 18-4 to 0% braking, to a low value of braking, e.g., 5% braking or the combination, e.g., 0% and 5% braking, respectively, and can set the brakes of each other car 18-1, 18-2, 18-5, and 18-6 to a different percentage of braking, e.g., 10%, 20%, 30% and 40% braking, respectively; set the brakes of each car 18-1, 18-2, 18-5, and 18-6 to the same percentage of braking e.g., 25%, or set the brakes of each car 18-1, 18-2, 18-5, and 18-6 to a mixture of the same and different percentages of braking, e.g., 10%, 10%, 30% and 40% braking, respectively. Of course, the use of other suitable and/or desirable combinations of percentage braking by each car 18 when one or more wheels 56 are experiencing low track adhesion, wheel slip, and/or wheel skid conditions to achieve a desired braking requirement for the entire train 14 are envisioned. In this manner, HEU 26 is able to dynamically adapt the braking of train 14 in response to changing track adhesion, wheel slip, and/or wheel skid conditions on the track.

[0164] Car Loading:

[0165] Physical load measurements of a loaded car 18 may be done physically at a loading dock. Since the type and quantity of cargo onboard each car may be known in advance, it may be one of the easier things to determine and input into HEU 26, either manually, via HMI 54, or via communication link 50. In a preferred and non-limiting embodiment, example, or aspect, each of one or more cars 18 can have one or more embedded load cells 42 for electronically determining car 18 load which can be communicated to HEU 26 via communication link 48. In a preferred and non-limiting embodiment, example, or aspect, the physical or electronic load calculation can be optionally used with machine vision as an aid to determining if the car 18 is empty, partially full, completely full, or overloaded. More than just the car load, in a preferred and non-limiting embodiment, example, or aspect, it can be desirable for HEU 26 to develop dynamic behavior of the cargo loaded onboard each of one or more cars 18 at various speeds, terrain, inclines, declines, weather/environmental conditions, when subjected to braking forces. How a car 18 loaded with solid cargo will react will be different from how a car 18 loaded with a liquid cargo will react.

[0166] Rail car loads often range from about 60,000 lbs. (27,215 Kg) empty to about 265,000 lbs. (120,200 Kg) fully laden. In a preferred and non-limiting embodiment, example, or aspect, the load on each car 18 can be measured mechanically or optically (e.g., a camera) using the amount of compression of the springs in the trucks (bogies). For large unit trains, such as trains carrying coal or ore (using open top rail cars), the tendency is to load to full load at best, and an overload at worst. The braking systems for cars 18 are designed to operate at around the peak load with a +/a safety limit. The behavior of rail cars 18 that are overladen, particularly when travelling at higher speeds and on an incline or decline, can be unpredictable.

[0167] In a preferred and non-limiting embodiment, example, or aspect, the roll behavior of a rail car 18 can be monitored via the output(s) of one or more load cells 42 mounted, for example, without limitation, on one or more side roller bearing/side bearing cage arrangements of a bogie. An exploded view of a generic bogie is shown in FIG. 4. Side roller bearing/side bearing cage arrangements are known in the art and will not be further described herein. In a preferred and non-limiting embodiment, example, or aspect, the percent loading on a rail car 18 can be monitored by HEU 26 via the one or more load cells 42, or optically, via one or more optical sensors 38, determining the percent compression of one or more springs of the car 18 between a typically minimum and a typical max and an overload threshold. In a preferred and non-limiting embodiment, example, or aspect, by monitoring the output of the load cells 42, percent compression, or any changes thereof, between trucks (bogies) at the front and the back of a car 18, HEU 26 can determine pitch conditions of the car 18. In a preferred and non-limiting embodiment, example, or aspect, by monitoring the output of the load cells 42, percent compression, or any changes thereof between the right and left side of a truck (bogie) of a car 18, HEU 26 can determine roll conditions of the car 18. The changing force measured by each load cell 42 can be a direct or indirect measure of the G forces on the car 18.

[0168] In a preferred and non-limiting embodiment, example, or aspect, in response to HEU 26 determining based on the output of the load cells 42 in one or more cars 18, that said car(s) 18 are experiencing undesirable levels of pitch and/or roll, e.g., without limitation, when train 14 is travelling on a curve, an incline, or a decline, HEU 26 can implement a desired braking requirement for the entire train 14 to reduce or eliminate the undesirable levels of pitch and/or roll by setting the brakes of each car 18 to a different percentage of braking or to a mixture of the same and different percentages of braking. In a preferred and non-limiting embodiment, example, or aspect, if HEU 26 determines that car 18-3 is experiencing undesirable levels of pitch and/or roll, HEU 26 can set the brakes of car 18-3 to 0% or 5% braking to avoid potentially exacerbating the undesirable levels of pitch and/or roll of car 18-3, and can set the brakes of cars 18-1, 18-2, 18-4, 18-5, and 18-6 to 10%, 20%, 30%, 40%, and 50% braking in an attempt to reduce or eliminate the undesirable levels of pitch and/or roll of car 18-3. In a preferred and non-limiting embodiment, example, or aspect, HEU 26 can set the brakes of car 18-3 to 0% or 5% braking and can set the brakes of each car 18-1, 18-2, 18-4, 18-5, and 18-6 to the same percentage of braking e.g., 25%, or can set the brakes of each car 18-1, 18-2, 18-4, 18-5, and 18-6 to a mixture of the same and different percentages of braking, e.g., 10%, 10%, 30%, 40%, and 50% braking, respectively. Of course, the use of other suitable and/or desirable combinations of percentage braking by each car 18 when one or more cars are experiencing undesirable levels of pitch and/or roll to achieve a desired braking requirement for the entire train 14 that reduces or eliminates the undesirable levels of pitch and/or roll are envisioned. In this manner, HEU 26 is able to dynamically adapt the braking of train 14 in response to changing pitch and/or roll conditions of one or more cars 18.

[0169] Coupler Load:

[0170] Locomotive 16 is joined to car 18-1 by a pair of couplers 60 and each pair of cars 18 are joined together by a pair of couplers 60. A load cell 46 and/or a strain gauge 46 can be coupled to each of one or more of couplers 60 of train 14 to measure in-train forces. In a preferred and non-limiting embodiment, example, or aspect, HEU 26 can, based on the output(s) of these load cell(s) 46 and/or a strain gauge(s) 46, implement a desired braking requirement for the entire train 14 to reduce an undesirable level of in-train force experienced by one or more of the couplers 60. In a preferred and non-limiting embodiment, example, or aspect, assume that during a braking event that HEU 26 determines from the output(s) of a load cell 46 and/or strain gauge 26 mounted to one of the couplers 60 between cars 18-1 and 18-2, that the in-train forces on said coupler 60 is above a desired level. In this scenario, HEU 26 can dynamically adjust the percentage of braking by each car 18 in a manner that reduces the in-train forces on said coupler. For example, to reduce the in-train forces on the coupler 60, HEU 26 can reduce the percent braking of car 18-1 and can increasing the percent braking of one or more of cars 18-2-18-6, or vice versa depending on whether the undesirable levels of in-train forces are compression or strain. In this manner, HEU 26 is able to dynamically adapt the braking of train 14 in response to changing level of in-train force experienced by one or more of couplers 60.

[0171] Wheel Flat:

[0172] When the braking system of a car provides more braking that necessary, one or more wheels 56 of one or more cars 18 can lock up, possibly resulting in a wheel flat condition for each affected wheel 56. A wheel flat condition is when the wheel 56 abrades against the steel rail as the wheel locks up (and doesn't rotate) during braking. This can result in a wheel flat, i.e., a flat surface on the circular surface of the wheel. Apart from a wheel flat, the locking of the wheel can also result in increased local temperature around the wheel flat.

[0173] As 14 train continues on its journey, each wheel flat, which will repeat its contact with the steel rail every rotation, can increase the amount of shock and vibration experienced by the car 18. Such effect can be measured on the truck (bogie) and also on the car 18 and perhaps even on the cargo carried onboard the car 18. The intensity of the shock and vibration can directly correspond to the intensity of the wheel flat or the amount of flatness of the steel wheel. A measure of the shock and/or vibration and a sudden spike in measurement can indicate a wheel flat.

[0174] In a preferred and non-limiting embodiment, example, or aspect, one or more load cells 42, one or more accelerometers 44, or some combination thereof mounted to a car 18, e.g., the bogie of a car 18, can be used to measure shock and/or vibration of the car 18, which shock and/or vibration can be indicative of a wheel flat condition. In a preferred and non-limiting embodiment, example, or aspect, assume that HEU 26 determines from the one or more load cells 42 and/or the one or more accelerometers 44 that a shock and/or vibration condition exists that indicates or suggests one or more wheels 56 of the car 18 has a wheel flat condition. In this scenario, when it is desired to brake train 14, HEU 26 can implement a desired braking requirement for the entire train 14 that reduces or eliminates the braking provided by said car 18. In a preferred and non-limiting embodiment, example, or aspect, if HEU 26 determines that car 18-5 has a wheel flat condition, based on detecting undesirable shock and/or vibration, HEU 26 can set the brakes of car 18-5 to a lower percent braking than the brakes of the other cars 18 of train 14 to avoid potentially exacerbating the wheel flat condition.

[0175] In a preferred and non-limiting embodiment, example, or aspect, upon determining that car 18-5 may have a wheel flat, HEU 26 can set the brakes of car 18-5 to 0% or 5% braking and can set the brakes of cars 18-1, 18-2, 18-4, 18-4, and 18-6 to 10%, 20%, 30%, 40%, and 50% braking. In a preferred and non-limiting embodiment, example, or aspect, upon determining that car 18-3 may have a wheel flat, HEU 26 can set the brakes of car 18-3 to 0% or 5% braking and can set the brakes of each car 18-1, 18-2, 18-4, 18-5, and 18-6 to the same percentage of braking e.g., 25%. In a preferred and non-limiting embodiment, example, or aspect, upon determining that car 18-5 may have a wheel flat, HEU 26 can set the brakes of each car 18-1, 18-2, 18-4, 18-5, and 18-6 to a mixture of the same and different percentages of braking, e.g., 10%, 10%, 30%, 40%, and 50% braking, respectively. Of course, the use of other suitable and/or desirable combinations of percentage braking by each car 18, when one or more cars are potentially experiencing wheel flat conditions, to achieve a desired braking requirement for the entire train 14 that reduces or avoids potentially exacerbating the wheel flat condition are envisioned. In this manner, HEU 26 is able to dynamically adapt the braking of train 14 in response to a wheel flat condition of one or more cars 18.

[0176] Brake Strain:

[0177] In a typical rail car 18 two brake heads 64, each holding a brake shoe 66, are attached to opposite ends of a brake beam 62 (see FIG. 4). As the brake shoes 66 push against the wheels 56, there is resultant strain in the brake beam 62. In a preferred and non-limiting embodiment, example, or aspect, each of one or more brake beams 62 on one or more cars 18 can be fitted with a strain-gauge 46. The degree and orientation of the strain detected by the strain-gauge 46 can provide an indication of the braking force being applied to the wheels 56.

[0178] In a preferred and non-limiting embodiment, example, or aspect, one or more strain-gauges 46 can be mounted to one or more brake beams 62 of one or more cars 18. Each strain-gauge 46 can be used to measure the strain on its brake beam in response to a braking force being applied to the wheels 56 by the brake shoes 66 via the brake heads 64 and can output a signal corresponding to the measured stain. In a preferred and non-limiting embodiment, example, or aspect, a strain-gauge 46 mounted to a brake beam of a fully laden (or overladen) car 18 is expected to measure more strain for a given percentage of braking than when said car 18 is empty. When the car 18 is between fully laden (or overladen) and empty, the stain-gauge 46 is expected, for a given percentage of braking, to measure a level of stain between that measured when the car is fully laden (or overladen) and empty.

[0179] In a preferred and non-limiting embodiment, example, or aspect, HUE 26 can set the percentage braking by each car 18 based on the output(s) of one or more strain-gauges 46 mounted on the brake beams of one or more cars 18. In a preferred and non-limiting embodiment, example, or aspect, assume cars 18-1 and 18-2, are fully laden with cargo, cars 18-3 and 18-4 are one-half laden with cargo, and cars 18-5 and 18-6 are empty (no cargo). In this scenario, if the brakes of each car 18 were set to the same percentage of braking, e.g., 40% braking, the outputs of the strain-gauges 46 of cars 18-1 and 18-2 would be expected to indicate higher levels of stain that the outputs of the strain-gauges 46 of cars 18-3 and 18-4, which would be expected to indicate higher levels of stain that the outputs of the strain-gauges 46 of cars 18-5 and 18-6. In a preferred and non-limiting embodiment, example, or aspect, for a desired braking requirement for the entire train 14, HEU 26 can set the percentage of braking of each car 18 such that the outputs of the strain-gauges 46 are at about the same level some predetermined tolerance, e.g., 5%, 10%, or 15%. In a preferred and non-limiting embodiment, example, or aspect, HEU 26 can set brakes of cars 18-1 and 18-2 to 20% braking, set the brakes of cars 18-3 and 18-4 to 30% braking, and set the brakes of cars 18-5 and 18-6 to 40% to realize the outputs of the strain-gauges 46 being at about the same level some tolerance. In this manner, the brake beam of each car can experience about the same level of strain, some tolerance related to the tolerance of the outputs of the strain-gauges 46, regardless of cargo load carried by the car. In this manner, HEU 26 is able to dynamically adapt the braking of train 14 in response to stain on the brake beams of one or more cars 18.

[0180] Energy Harvesting:

[0181] Electrical power can be provided to any one or more of the foregoing sources or sensors via a generator of locomotive 16, one or more batteries 38, or, in a preferred and non-limiting embodiment, example, or aspect, via one or more energy harvesters mounted to one or more cars 18 or locomotive 16. Energy harvesters are known in the art as means for converting vibration, the flow of air (wind) or liquid, rotation of a moving part, e.g., a wheel 56 or axle of a car 18, into electrical energy. Information regarding energy harvesting from vibration normally associated with rail cars can be found at http://www.energyharvestingjournal.com/articles/1274/perpetuum-a-vibration-harvesting-company.

[0182] In a preferred and non-limiting embodiment, example, or aspect, it is envisioned that any one, or more, or all of the foregoing sources or sensors can be powered by one or more energy harvesters mounted to one or more cars 18 or locomotive 16.

[0183] Having thus described sources or sensors, the outputs of which can be used by HEU 26 to set the percentage of braking of each car 18 independently of each other cars to achieve a desired braking requirement for the entire train 14, an example of the use of one or more of said sources or sensors will now described.

[0184] In a preferred and non-limiting embodiment, example, or aspect, assume train 14 is travelling on a track from location A to location B. Before leaving location A, the train operator will have accurate information regarding the following: where is the train headed; how many rail cars; cargo and weight of cargo on each of the rail cars; duration of travel to location B; existing conditions (traffic related, weather related, work related); and existing health condition of the rail cars (things like brake shoe health, brake system health, rail car health, coupler health), In a preferred and non-limiting embodiment, example, or aspect, existing health condition of the rail cars can be determined via data enablement (IoT). However, this is not to be construed in a limiting sense.

[0185] Before the present invention, the amount of braking applied on the train from the locomotive is based on the train operator's (driver/Engineer-in-Charge) discretion. No two train operators have the same belief in terms of how much braking to apply, when, etc. It's more an art than a science.

[0186] In a preferred and non-limiting embodiment, example, or aspect, the train operator can indicate to the adaptive braking system, via HMI 54, information such as: what is the desired braking requirement (whether to slow down or coast or accelerate); and when is the desired braking condition expected to be reached (what is the desired speed at a location C). In a preferred and non-limiting embodiment, example, or aspect, based on this input to the HMI 54, HEU 26 can determined the total braking requirement of the train that can be delivered by setting the percentage of braking of each car 18 independently of each other car based on things like: the health of each brake on each rail car; how much of the brake's behavior will be impacted by the type/amount of cargo being hauled in each rail car; the impact of the environment on the braking behavior; and the like.

[0187] In a preferred and non-limiting embodiment, example, or aspect, HEU 26 can set the percentage of braking of each car 18 independently of each other car based on data or information acquired on the present output(s) or about real-time output(s) of one, or more, or all of the foregoing sources or sensors in any suitable and/or desirable manner and/or based on predicated data or information determined from prior data or information acquired from the output(s) of the one or more of the sources or sensors. In the latter scenario, (prior data or information acquired from one or more of the sources or sensors), HEU can be programmed to predict the data or information used by HUE 26 to set the percentage of braking of each car 18 independently of each other in any of the manners described herein.

[0188] In a preferred and non-limiting embodiment, example, or aspect, HEU 26 can be programmed to consider any one or more or all of the foregoing conditions, e.g., without limitation, brake wear, weather/environmental conditions, track adhesion, car loading, coupler load, wheel flat, and brake stain, when setting the percentage of braking of each car 18 independently of each other car. In a preferred and non-limiting embodiment, example, or aspect, weighting can be used by HEU to favor one or more these conditions over others. The weighting used with each condition can be varied by HEU 26 dynamically during the train's travel from location A to location B based on conditions encountered by train 14. For example, when train 14 is travelling in dry conditions on level ground, the weighting used by HEU 26 can favor brake wear over other conditions when setting the percentage of braking of each car 18 independently of each other car. In another example, when train 14 is travelling in snowy or icy conditions in hilly terrain, the weighting used by HEU 26 can favor weather/environmental conditions over other conditions when setting the percentage of braking of each car 18 independently of each other car.

[0189] In a preferred and non-limiting embodiment, example, or aspect, the weighting used for two or more of these conditions can be blended and modified by HEU 26 in any suitable and/or desirable manner to that allows the percentage of braking of each car 18 to be set independently of each other car to achieve a braking solution or requirement for the entire train rather than a braking solution for each rail car. In a preferred and non-limiting embodiment, example, or aspect, HEU 26 can, via one or more or all of the foregoing sources or sensors on the cars 18, monitor the dynamic behavior of each rail car and that of the entire train and can alter the percent braking provided by each car of an initial group (there can be more than one group) of one or more rail cars with the objective of causing the most stable braking solution for the train such that a desired speed, or stop, is achieved when the train reaches a location C.

[0190] With reference to FIG. 5, in a method of braking in accordance with the principles described herein, the method initially advances from a start step 80 to a step 82 wherein the percent braking participation by each car of a first subset of cars is set. In a preferred and non-limiting embodiment, example, or aspect, the percent braking participation by each car of the first subset of cars can set independently of the percent braking participation by each other car of the first subset of cars. Next, the method advances to step 84, wherein the percent braking participation by each car of a second subset of cars is set independently of the percent braking participation by each other car of the second subset of cars. Herein, each subset of cars can include one or more cars and the percent braking participation by each car can be set between 0% braking and full braking. Finally, the method advances to stop step 86. However, this method is not to be construed in a limiting sense.

[0191] In a preferred and non-limiting embodiment, example, or aspect, the method advancing to step 84 can be based on changing conditions sensed by sources or sensors, e.g., without limitation, change in brake wear, change in weather/environmental conditions, change in track adhesion, change in car loading, change in coupler load, change in wheel flat, change in brake stain, or a change in any other condition that can affect braking of the train. However, this is not to be construed in a limiting sense since these and any other conditions described herein or known in the art can be monitored and used as an aid changing the percent braking participation by each car.

[0192] In a preferred and non-limiting embodiment, example, or aspect, HEU 26 may determine the gradient of the track as the train proceeds from A to B and can determine the percent braking participation by each car considering the positive impact of gravity (if travel is uphill) or the negative impact of gravity (if travel is downhill). In a preferred and non-limiting embodiment, example, or aspect, HUE 26 can determine the percent braking participation by each car based on the adhesion of the wheels to the track (or the lack of it). In a preferred and non-limiting embodiment, example, or aspect, HUE 26 can determine the percent braking participation by each car based on weather conditions prevalent in the vicinity of the train based on actual measurement from equipment on the train or remotely via observation from satellites and radar (Doppler, etc.). In a preferred and non-limiting embodiment, example, or aspect, HUE 26 can determine the percent braking participation by each car based on curvature of the rail track (super elevation). In a preferred and non-limiting embodiment, example, or aspect, HUE 26 can determine the percent braking participation by each car by requiring all the rail cars to participate in the braking in case of an emergency condition that requires 120% braking. In a preferred and non-limiting embodiment, example, or aspect, HEU 26 can determine the percent braking participation by each car using any combination of track gradient, wheel adhesion, track curvature, emergency conditions, or any other condition described herein or known in the art.

[0193] In a preferred and non-limiting embodiment, example, or aspect, HUE 26 can determined the initial percent braking participation by each car based on one or more above conditions, can involve the braking of rail cars 18-1, 18-2, and 18-5. Upon braking, and based on monitoring of dynamic behavior of the train and health of individual subsystem on each rail car and locomotive, a revised percent braking participation by each car can alter the configuration of the participating rail cars by now requiring braking by rail cars 18-1, 18-3, and 18-4 (cars 18-2, 18-5 were dropped while cars 18-3, 18-4 were added). If, by a certain threshold (time or distance or behavior or combinations), the percent braking participation by each car is proving to be insufficient or incapable of slowing or stopping the train, the percent braking participation by each car can be modified to include additional rail cars or all of the rail cars.

[0194] As can be seen, disclosed herein is a method of braking a plurality of rail cars of a train while travelling or moving on a mainline track that includes a locomotive processor onboard a locomotive of the train in communication with a rail car processor of each rail car of the train, the method comprising: (a) the locomotive processor providing to each rail car processor of a first subset of the rail cars a unique braking command that is independent of the braking command provided to each other rail car processor of the first subset of rail cars, wherein each braking command includes a level or percentage of braking the brakes of the rail car are to assume; and (b) in response to the braking command provided to each rail car processor of the first subset of the rail cars in step (a), the rail car processor causing the brakes of the rail car to assume the level or percentage of braking included in the unique braking command provided to the rail car processor. In step (a), the unique braking command provided to each rail car processor of the first subset of the rail cars can be provided on or about the same time.

[0195] In a preferred and non-limiting embodiment, example, or aspect, the unique braking command provided to each rail car processor of the first subset of the rail cars can be based on data regarding the rail car, the train, or both provided to the locomotive processor.

[0196] In a preferred and non-limiting embodiment, example, or aspect, the data can include predicted or actual data regarding one or more of the following: a health of the braking system of one or more of the rail cars of the train; one or more environmental conditions in a vicinity of the train; dynamic behavior of one or more rail cars of the train while travelling or moving or during braking; topology of a track between a present location and a future location of the train; and a load carried by one or more of the rail cars.

[0197] In a preferred and non-limiting embodiment, example, or aspect, the data regarding the health of the braking system can include one or more of the following: actual or estimated wear or life of a brake shoe/pad; actual or estimated wear of the brake shoe/pad based on the load carried by one or more of the rail cars of the train; and actual or estimated wear of the brake shoe/pad based on G forces of one or more rail cars of the train while travelling or moving.

[0198] In a preferred and non-limiting embodiment, example, or aspect, the actual or estimated wear or life of a brake shoe/pad can be determined from optical data of the brake shoe/pad acquired by a camera.

[0199] In a preferred and non-limiting embodiment, example, or aspect, the one or more environmental conditions can include one or more of the following: temperature, wind speed, wind direction, humidity, the presence or absence of ice or snow on the track upon which the train is travelling, and precipitation.

[0200] In a preferred and non-limiting embodiment, example, or aspect, the data regarding the one or more environmental conditions can be received wirelessly by the locomotive processor from a source remote from the train.

[0201] In a preferred and non-limiting embodiment, example, or aspect, the data regarding the dynamic behavior of one or more rail cars of the train while travelling or moving or during braking can include one or more of the following: a force on a coupler; rate of change of velocity (acceleration or deceleration) of the train; G forces of one or more rail cars of the train; pitch or roll of one or more rail cars of the train; and track adhesion determined based on a difference between a linear speed of a wheel of at least one rail car and a speed of the train.

[0202] In a preferred and non-limiting embodiment, example, or aspect, the data regarding topology can include one or more of the following: track gradient; track curvature; and track elevation.

[0203] In a preferred and non-limiting embodiment, example, or aspect, the load carried by one of the rail cars of the train can be determined by one or more load cells mounted to the rail car.

[0204] In a preferred and non-limiting embodiment, example, or aspect, the method can further include, following step (b): (c) the locomotive processor providing to each rail car processor of a second subset of the rail cars a unique braking command that is independent of the braking command provided to each other rail car processor of the second subset of rail cars; and (d) in response to the braking command provided to each rail car processor of the second subset of the rail cars in step (c), the rail car processor causing the brakes of the rail car to assume the level or percentage of braking included in the unique braking command provided to the rail car processor, wherein the first and second subsets of rail cars are different. In step (c), the unique braking command provided to each rail car processor of the first subset of the rail cars can be provided on or about the same time.

[0205] In a preferred and non-limiting embodiment, example, or aspect, step (c) can be based on a changing dynamic response of the first subset of rail cars. In a preferred and non-limiting embodiment, example, or aspect, step (c) can include self-correction or modification of the unique braking commend provided to each rail car to ease the braking forces or require additional braking force based on achieved braking and a desired braking condition for a distance between the present position of the train and a destination point where a desired speed for the train is required in order to safely proceed. The percent braking provided by one or more or all of the cars of the train can be dynamically adjusted and/or reduced as the train decelerates to avoid braking in a manner that causes a sudden lurch of the train, e.g., the overall braking of the train is reduced as the train nears a stopping point or decelerates. In some cases, the destination point may also dynamically change to a different position further down the track or move closer to the train.

[0206] Also disclosed is a method of braking a plurality of rail cars of a train while travelling or moving on a mainline track, wherein each rail car includes a rail car processor that is operative for controlling the brakes of the rail car, the method comprising: (a) each rail car processor of a first subset of the rail cars receiving a braking command prepared exclusively for the rail car processor; and (b) in response to step (a), each rail car processor of the first subset of the rail cars causing the brakes of its rail car to assume a level or percentage of braking included in the braking command received by the rail car processor in step (a). In step (a), the braking command received by each rail car processor of the first subset of the rail cars can be received on or about the same time.

[0207] In a preferred and non-limiting embodiment, example, or aspect, the method can further include: (c) following step (b), each rail car processor of a second subset of the rail cars receiving a braking command prepared exclusively for the rail car processor; and (d) in response to step (c), each rail car processor of the second subset of the rail cars causing the brakes of its rail car to assume a level or percentage of braking included in the braking command received by the rail car processor in step (c), wherein the first and second subsets of rail cars are different. In step (a), the braking command received by each rail car processor of the second subset of the rail cars can be received on or about the same time.

[0208] Also disclosed is a method of braking a plurality of rail cars of a train while travelling or moving on a mainline track, comprising: (a) a locomotive processor providing to each rail car processor of a first subset of the rail cars a braking command that is prepared exclusively for the rail car processor; (b) each rail car processor of the first subset of rail cars receiving the braking command provided to the rail car processor in step (a); (c) each rail car processor of the first subset of rail cars processing the braking command received in step (b); and (d) each rail car processor of the first subset of rail cars setting the brakes of its rail car to a level or percentage of braking included in the braking command processed in step (c) for the rail car processor, whereupon the brakes of each rail car of the first subset of rail cars are set to the same or a different percentage of braking than the brakes any other rail car of the first subset of rail cars.

[0209] In a preferred and non-limiting embodiment, example, or aspect, the method can further comprise, following step (d): (e) the locomotive processor providing to each rail car processor of a second subset of the rail cars a braking command that is prepared exclusively for the rail car processor; (f) each rail car processor of the second subset of rail cars receiving the braking command provided to the rail car processor in step (e); (g) each rail car processor of the second subset of rail cars processing the braking command received in step (f); and (h) each rail car processor of the second subset of rail cars setting the brakes of its rail car to a level or percentage of braking included in the braking command processed in step (g) for the rail car processor, whereupon the brakes of each rail car of the second subset of rail cars are set to the same or a different percentage of braking than the brakes any other rail car of the first subset of rail cars, wherein the first and second subsets of rail cars are different.

[0210] In a preferred and non-limiting embodiment, example, or aspect, each subset of rail cars can include one or more rail cars.

[0211] Also disclosed is system for controlling braking of a plurality of rail cars of a train while travelling or moving on a mainline track, the system comprising: a rail car processor associated with each rail car, wherein each rail car processor, operating under the control of a rail car software program, is operative, in response to a unique braking command received by the rail car processor, to set brake(s) of the rail car to a level or percentage commanded by the braking command; a communication network linking the rail car processors of the plurality of rail cars; and a control processor in communication with each rail car processor via the communication network, wherein the control processor, operating under the control of a control software program, is operative for transmitting to each rail car processor the unique braking command prepared exclusively for the rail car processor and which causes the rail car processor to set the brake(s) of the rail car to a level or percentage of braking associated with the unique braking command that is the same or different than a level or percentage of braking of the brake(s) of each other rail car are set.

[0212] In a preferred and non-limiting embodiment, example, or aspect, each rail car processor can include a data address that is unique to said rail car processor; and the unique braking command provided to each rail car processor is addressed to the data address of the rail car processor.

[0213] Also disclosed is a method of braking a plurality of rail cars of a train while travelling or moving on a mainline track, comprising: (a) issuing first and second brake commands to first and second rail cars, wherein the first brake command includes a first level or percentage of braking of the brake(s) of the first rail car, wherein the second brake command includes a second, different level or percentage of braking of the brake(s) of the second rail car; and (b) in response to step (a), setting the brake(s) of the first and second rail cars of the plurality of the rail cars to the respective first and second levels or percentages of braking included in the first and second brake commands. In a preferred and non-limiting embodiment, example, or aspect, the first and second levels or percentages of braking can be different.

[0214] In a preferred and non-limiting embodiment, example, or aspect, the method can further include, following step (b): (c) issuing third and fourth brake commands to the first and second rail cars, wherein the third brake command includes a third level or percentage of braking of the brake(s) of the first rail car, wherein the fourth brake command includes a fourth level or percentage of braking of the brake(s) of the second rail car that is different than the third level or percentage of braking; and (d) in response to step (c), setting the brake(s) of the first and second rail cars of the plurality of the rail cars to the respective third and fourth levels or percentages of braking included in the third and fourth brake commands. In a preferred and non-limiting embodiment, example, or aspect, the third and fourth levels or percentages of braking can be different.

[0215] Also disclosed is a method for segmented rail car braking of one or more rail cars of a train while travelling or moving on a mainline track, wherein each rail car is equipped with an electronically controllable braking system, the method comprising: (a) identifying one or more groups of one or more rail cars from the train for purposes of braking; and (b) commanding each of the one or more groups of one or more rail cars to brake using a custom braking profile unique to that group in order to achieve a desired overall braking response from the train.

[0216] In a preferred and non-limiting embodiment, example, or aspect, the method can further comprise defining the custom braking profile for each of the one or more groups of the one or more rail cars based on at least one dynamic behavior of each of the rail cars in each of the one or more groups. In a preferred and non-limiting example, embodiment, or aspect, the dynamic behavior of each rail car can include one or more of the following: rate of change of velocity, G force, pitch or roll behavior, and force on at least one coupler.

[0217] In a preferred and non-limiting embodiment, example, or aspect, the method can further comprise defining the custom braking profile to result in a specific dynamic behavior of each of the rail cars in each of the one or more groups.

[0218] In a preferred and non-limiting embodiment, example, or aspect, the method can further comprise defining the custom braking profile for each of the one or more groups of one or more rail cars based on topology of a track upon which the train is of a traveling or moving from a present location to a future location located further down the track. In a preferred and non-limiting example, embodiment, or aspect, the topology of the track can include positive track gradient, negative track gradient, track curvature, and track elevation.

[0219] In a preferred and non-limiting embodiment, example, or aspect, the method can further comprise defining the custom braking profile for each of the one or more groups of one or more rail cars based on a health of a braking system on each of the one or more rail cars in the train. In a preferred and non-limiting example, embodiment, or aspect, the health of the braking system on each car can include wear on the brake discs, wear on the brake shoes, estimated remaining life of the brake discs/shoes, estimated wear based on the cargo carried therein, and estimated wear based on the G forces exerted during the travel.

[0220] In a preferred and non-limiting embodiment, example, or aspect, the method can further comprise dynamically altering a composition of rail cars in each of the one or more groups based on dynamic response of the train during braking. In a preferred and non-limiting example, embodiment, or aspect, the groups may be consecutive rail cars, or discrete rail cars. In a preferred and non-limiting example, embodiment, or aspect, the selection of each group may be made based on desired overall dynamic response of the group as a whole rather than individual rail cars. In a preferred and non-limiting example, embodiment, or aspect, the selection of each group may also be based on individual dynamic response of each rail car.

[0221] In a preferred and non-limiting embodiment, example, or aspect, steps (a) and (b) can be based on a future location of the train selected by a train operator.

[0222] In a preferred and non-limiting embodiment, example, or aspect, the method can further comprise selecting the future location based on input from a console onboard the train or via a wireless device remote from the train. In a preferred and non-limiting example, embodiment, or aspect, the amount of braking, the number of groups and the number of rail cars in each group to accomplish said amount of braking can be determined by the HEU based on a train speed profile, or distance for braking, or distance to stop based on the selected future location.

[0223] In a preferred and non-limiting embodiment, example, or aspect, the method can further comprise defining the custom braking profile for each of the one or more groups of one or more rail cars based on environmental conditions in a vicinity of at least one or more rail cars in the train. In a preferred and non-limiting example, embodiment, or aspect, the environmental conditions can include, without limitation, one or more of the following: percent humidity; wind direction; wind speed; the presence (or absence) of rain, ice, and conditions that affect traction; track adhesion; and visibility.

[0224] In a preferred and non-limiting embodiment, example, or aspect, the method can further comprise defining the custom braking profile for each of the one or more groups of one or more rail cars based on physical characteristics of the train. In a preferred and non-limiting example, embodiment, or aspect, the physical characteristics of the train can include one or more of the following: acceleration, deceleration, G forces, pitch or roll behavior, coupler forces, in-car forces, wheel-slip, and wheel-spin.

[0225] In a preferred and non-limiting embodiment, example, or aspect, the method can further comprise dynamically altering the custom braking profile for each of the rail cars in each of the one or more groups in about real-time.

[0226] In a preferred and non-limiting embodiment, example, or aspect, the method can further comprise selecting the future location based on input to a navigation equipment onboard the train. In a preferred and non-limiting example, embodiment, or aspect, a train operator can enter the future location, e.g., a destination point, from a GPS console/electronic map.

[0227] In a preferred and non-limiting embodiment, example, or aspect, the method can further comprise selecting the future location via a wayside dispatching system.

[0228] In a preferred and non-limiting embodiment, example, or aspect, as the train continues to decelerate, the dynamic response of the groups of rail cars may change. In a preferred and non-limiting embodiment, example, or aspect, this can require a self-correction or modification of the custom braking profiles such that it can ease the braking forces or require additional braking force based on achieved braking and distance to comply. Distance to comply may be the distance between present position of the train and the destination point where a desired speed for the train is required in order to safely proceed. The distance to comply can continuously reduce as the train travels. In some cases, the destination point may also dynamically change to a different position further down the track or move closer to the train.

[0229] In a preferred and non-limiting embodiment, example, or aspect, one or more processor or controller 34 described herein can be a microprocessor. Also or alternatively, one or more processor or controller 34 can be implemented using special purpose circuitry, with or without software, such as a Application-Specific Integrated Circuit (ASIC) or Field-Programmable Gate Array (FPGA). In a preferred and non-limiting embodiment, example, or aspect, one or more processor or controller 34 described herein can be implemented using hardwired circuitry without software, or in combination with software. Thus, the foregoing description is limited neither to any specific combination of hardware circuitry and software, nor to any particular source for the software executed by the processor or controller 34.

[0230] Although the invention has been described in detail for the purpose of illustration based on what is currently considered to be the most practical preferred and non-limiting embodiments, examples, or aspects, it is to be understood that such detail is solely for that purpose and that the invention is not limited to the disclosed preferred and non-limiting embodiments, examples, or aspects, but, on the contrary, is intended to cover modifications and equivalent arrangements that are within the spirit and scope of the appended claims. For example, it is to be understood that the present invention contemplates that, to the extent possible, one or more features of any preferred and non-limiting embodiment, example, or aspect can be combined with one or more features of any other preferred and non-limiting embodiment, example, or aspect.