COUPLING AND DECOUPLING OF LOCOMOTIVES

Abstract

A mechanism to determine whether conditions are correct for coupling one train consist to another train consist is disclosed. Controllers on locomotives are configured to determine the forces and/or compression state between locomotives and/or cars of a consist based at least in part on an intra-train force model and measured sensor data. The controllers also determine the relative speed of the consists that are to be joined. Based at least in part on the compressive state of at least one of the consists and the relative speed of the consists, the controller determines whether the conditions are suitable to couple the two consists. In some cases, terrain data, such as upcoming slope of tracks data may also be used in determining whether conditions are suitable for coupling consists. In further cases, the operation of at least one consist may be modified to achieve suitable conditions for coupling the two consists.

Claims

1. A train consist, comprising: a first locomotive; a second locomotive with the first locomotive coupled in front of the second locomotive, the first locomotive including: a first sensor; a second sensor; and a controller configured to: receive a first signal from the first sensor; determine, based at least in part on the first signal and a force model, a compressive state between the first locomotive and the second locomotive; receive a second signal from the second sensor; determine, based at least in part on the second signal, a closing speed of the train consist to a second train consist in front of the train consist; and cause, based at least in part on the compressive state and the closing speed, the train consist to couple with the second train consist.

2. The train consist of claim 1, wherein the controller is further configured to: receive terrain data, wherein to cause the train consist to couple with the second train consist is based at least in part on the terrain data.

3. The train consist of claim 1, wherein the controller is further configured to: determine that the compressive state is a compressed state of the train consist, wherein to cause the train consist to couple with the second train consist is based at least in part on the compressed state.

4. The train consist of claim 3, wherein the controller is further configured to: determine that an average compression level of the train consist is less than a threshold value.

5. The train consist of claim 1, wherein the first sensor is a strain gauge associated with a draft gear of the first locomotive.

6. The train consist of claim 1, wherein the second sensor is one of a light detection and ranging (LIDAR) sensor or a power view sensor.

7. The train consist of claim 1, wherein controller is further configured to: determine that the closing speed is less than a threshold value, wherein to cause the train consist to couple with the second train consist is based at least in part on the closing speed being less than the threshold value.

8. The train consist of claim 1, wherein controller is further configured to: cause the first locomotive to decelerate.

9. The train consist of claim 1, wherein to determine the compressive state between the first locomotive and the second locomotive comprises using an intra-consist force model.

10. A method of coupling a first consist to a second consist, comprising: receiving, by a controller, a first signal from a sensor, the first signal indicative of a force between a first locomotive of the first consist and a second locomotive of the first consist; determining, by the controller and based at least in part on the first signal and a force model, a compression level between the first locomotive and the second locomotive; determining, by the controller and based at least in part on the compression level, that the first consist is in a compressed state; determining, by the controller and based at least in part on the first consist being in a compressed state, that the first consist is to couple to the second consist; and causing, by the controller, the first consist to couple with the second consist.

11. The method of coupling a first consist to a second consist of claim 10, further comprising: receiving terrain data, wherein causing the first consist to couple with the second consist is based at least in part on the terrain data.

12. The method of coupling a first consist to a second consist of claim 10, further comprising: receiving, by the controller, a second signal from a second sensor; and determining, by the controller and based at least in part on the second signal, a closing speed of the first train consist to the second train consist, wherein causing the first consist to couple with the second consist is based at least in part on the closing speed.

13. The method of coupling a first consist to a second consist of claim 10, further comprising: determining, by the controller, that the second consist is in the compressed state, wherein causing the first consist to couple with the second consist is based at least in part on the second consist being in the compressed state.

14. The method of coupling a first consist to a second consist of claim 10, further comprising: causing, by the controller and based at least in part on the compression level, the second locomotive to accelerate.

15. The method of coupling a first consist to a second consist of claim 10, further comprising: causing, by the controller and based at least in part on the compression level, the first locomotive to decelerate.

16. A train control system, comprising: a controller including one or more processors; and one or more computer-readable media storing computer-executable instructions that, when executed by the controller, cause the controller to: receive a first signal from a first sensor, the first signal indicative of a distance between a first locomotive of a first consist and a second locomotive of a second consist; determine, based at least in part on the first signal, a closing speed of the first locomotive to the second locomotive; determine that the closing speed is greater than a threshold value; determine, based at least in part on the closing speed being greater than the threshold value, that the first locomotive is not to couple with the second locomotive; and provide an indication that the first locomotive is not to couple with the second locomotive.

17. The train control system of claim 16, wherein the computer-executable instructions, when executed by the controller, further cause the controller to: cause the first locomotive to decelerate; receive a second signal from the first sensor; determine, based at least in part on the second signal, a second closing speed of the first locomotive to the second locomotive; determine that the second closing speed is less than the threshold value; determine, based at least in part on the second closing speed being less than the threshold value, that the first locomotive is to couple with the second locomotive; and cause the first locomotive to couple with the second locomotive.

18. The train control system of claim 17, wherein the computer-executable instructions, when executed by the controller, further cause the controller to: receive a third signal from a second sensor, the first signal indicative of a force between the first locomotive and a third locomotive of the first consist, wherein to cause the first locomotive to couple with the second locomotive is based at least in part on the third signal.

19. The train control system of claim 17, wherein the computer-executable instructions, when executed by the controller, further cause the controller to: receive terrain data, wherein to cause the first locomotive to couple with the second locomotive is based at least in part on the terrain data.

20. The train control system of claim 16, wherein the computer-executable instructions, when executed by the controller, further cause the controller to: determine that a compression level between the first locomotive and a third locomotive of the first consist is greater than a second threshold value, wherein to determine that the first locomotive is not to couple with the second locomotive is based at least in part on the compression level.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0012] FIG. 1 is a schematic illustration of an example environment with a plurality of locomotives that are configured to be coupled and/or decoupled, according to examples of the disclosure.

[0013] FIG. 2 is a schematic illustration depicting an environment where a locomotive is configured to measure and/or model intra-consist forces of a train consist depicted in FIG. 1, according to examples of the disclosure.

[0014] FIG. 3 is a schematic illustration depicting an environment where draft gear force is measured, according to examples of the disclosure.

[0015] FIG. 4 is a flow diagram depicting an example method for indicating whether conditions are suitable for coupling one consist to another consist based at least in part on a compression status of one of the consists to be coupled, according to examples of the disclosure.

[0016] FIG. 5 is a flow diagram depicting an example method for indicating whether conditions are suitable for coupling one consist to another consist based at least in part on a compression status of both of the consists to be coupled, according to examples of the disclosure.

[0017] FIG. 6 is a flow diagram depicting an example method for controlling an operation of a consist based at least in part on the compression status and the speed of consists to be coupled, according to examples of the disclosure.

[0018] FIG. 7 is a block diagram of an example controller of a locomotive of FIG. 1, according to examples of the disclosure.

DETAILED DESCRIPTION

[0019] Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts.

[0020] FIG. 1 is a schematic illustration of an example environment 100 with a plurality of locomotives 102 that are configured to be coupled and/or decoupled, according to examples of the disclosure. The locomotives 102 may be coupled to each other to form a consist 104 of locomotives, or a train consist 104. The consist 104, although depicted with two locomotives 102, may have any number of locomotives and/or cars (not shown). In some cases, as depicted, a locomotive 102 or another consist 104 may be to coupled to the consist 104. Both the consist 104 and the other consist 104 or locomotive 102 to be coupled are on a common track 106 engaging wheels 108 and traveling in the same direction.

[0021] The locomotives 102 may be of any suitable type, fuel type, size, horsepower rating, displacement, engine size, or the like and capable of running on any suitable railroad track 106. For example, in some cases, the locomotives 102 may be diesel-electric locomotives that run on standard gauge railroad tracks 106. The locomotives 102 may be powered by an engine (not shown) and configured to pull one or more cars (not shown) that can carry freight and/or passengers. Although the locomotives 102 of FIG. 1 are depicted as freight locomotives 102, it should be understood that the disclosure herein pertains to any type of trains and constituent locomotives, such as passenger trains or the like.

[0022] The locomotives 102 may be coupled to each other and/or to non-powered cars as a consist 104 using coupler assemblies 110. The coupler assemblies 110 may include a coupler 112, with a draft gear 114 on other side of the coupler 112. The coupler 112 is depicted on the left side when the two locomotives 102 are coupled and on the right side prior to the locomotives 102 being coupled. The coupler assemblies 110 allow for one consist 104 (or locomotive 102) to couple with another consist 104 (or locomotive 102) automatically, as the two sides of the coupler on either consist 104 come in contact with each other. The coupler assemblies 110, as shown, also allow for coupling two consists 104 at or near normal operating speed. The systems and methods, as disclosed herein, allow for conditions where two consists 104 (or a consist 104 and a single locomotive 102 or two locomotives 102) can be coupled with each other at or near their normal travelling speeds. For example, the disclosure herein may allow for two consists 104 to couple to each other at approximately 50 miles per hour (mph) speed.

[0023] The couplers 112 may be of any type suitable type and size of automatic coupler. The couplers 112 may be any one or more of Janney, buckeye, knuckle, Alliance coupler, TypeE, TypeF, TypeH, Ward, Henricot, Willison, Unicoupler, Intermat, Unilink, combinations thereof, or the like. Some consists 104 may have the same coupler type between all locomotives 102 and/or cars. Other consists 104 may have different coupler types between some locomotives 102 and/or cars. The automatic couplers 112, as discussed herein allow for automatic coupling between consists 104 and/or locomotives 102, without significant human intervention. For example, when one coupler end from one consist 104 contacts and pushes against another coupler end form another consist 104, the coupler 112 couples, thereby coupling the two consists 104 that were previously uncoupled.

[0024] The draft gears 114 (also referred to as draw gears) on either side of the coupler 112 allows for the stresses of coupling, accelerating, and/or decelerating one or more consists 104. The draft gears 114 may be compressible (e.g., like a spring or compressible material) to allow for slack action between the locomotives 102 and/or cars of a consist 104. The draft gears 114 allow for the coupler assembly 110 to be compressed and expanded within a range of length depending on the forces imparted on the coupler 112. For example, when a lead locomotive 102 (e.g., a locomotive 102 in the front of a consist 104) is accelerating, the draft gears 114 between the lead locomotive 102 and the locomotive 102 and/or car to which it is coupled may decompress or expand to absorb some of the forces imparted by the lead locomotive 102 while accelerating. Similarly, if a lead locomotive 102 decelerates, the draft gears 114 between it and another locomotive 102 to which the lead locomotive 102 is coupled may compress to absorb some of the forces of deceleration. Furthermore, the draft gears 114 may provide the ability of absorb compression and/or tension forces when coupling or decoupling a consist 104 to/from another consist 104 or locomotive 102.

[0025] The draft gears 114 may have a certain range of compression and expansion. For example, the draft gears 114, and therefore the coupling assembly 110 may allow for a maximum compression level (e.g., minimum expansion level) and a minimum compression level (e.g., maximum expansion level). As a non-limiting example, the range of compression (e.g., the difference between the minimum compression level and the maximum compression level) of a coupling assembly 110 may be 12 inches. In this example, a compressive level of 6 inches may be considered neutral and more than 6 inches may indicate an expanded state and less than 6 inches may be considered a compressed state.

[0026] It should be understood that the coupling assembly 110 may change between a compressive state and an expanded state, and vice-versa, as different forces are imparted on the coupling assembly. It should also be noted that the half-way point of the compression range as a threshold between compressed state and expanded state, as in the previous example, is merely an example. Indeed, the threshold point between an expanded state of the coupling assembly 110 and a compressed state of the coupling assembly 110 may be any suitable threshold level within the range of compression. In some cases, the threshold point may be any value in the range of about 10% and about 90% of the range of compression. In other cases, the threshold point may be any value in the range of about 30% and about 70% of the range of compression. As a non-limiting example, the threshold point for determining the compression state may be 40% of the range of compression of a particular coupling assembly 110 and the compression range of that particular coupling assembly may be 24 inches. In this example, a compression level of 9.6 inches or less may be considered a compressed state, while a compression level of more than 9.6 inches may be considered an expanded state. According to examples of the disclosure, a determination (e.g., measurement and/or modeling) of a compression state between locomotives 102 and/or cars may be used to evaluate whether conditions are suitable for coupling two separate consists 104 together.

[0027] The coupling assembly 110 may provide not only mechanical coupling between locomotives 102 and/or rail cars, but, in some cases, also electrical and/or pneumatic connections between locomotives 102 and/or cars. For example, during coupling, electrical connectors may also connect that allows for wired communications and/or sharing of electrical power between locomotives 102 and/or cars. Similarly, during coupling, pneumatic connections may be made between locomotives 102 and/or rail cars. Although not shown, these electrical and/or pneumatic connections may be made automatically during the coupling process, as described herein. Similarly, during decoupling, these electrical and/or pneumatic connections between locomotives 102 and/or cars may be disconnected.

[0028] The draft gears 114 may also include a strain gauge 116 or other suitable sensor that can provide an indication of the forces imparted on their respective draft gears 114 at any given time. The strain gauge 116 may provide a signal indicative of the forces and/or the compression level of its respective draft gear 114. Thus, the strain gauge 116 may provide an indication of the compressive state of the corresponding draft gear 114. The signals from the strain gauge 116 may be used as a way to determine the compressive state between locomotives 102 and/or cars of a consist 104 for the purposes of evaluating whether conditions are suitable for coupling two separate consists 104. In some cases, the signals from the strain gauge 116 may be used as a correction and/or refinement to an intra-train force model that is used to determine the compressive state between locomotives 102 and/or cars of a consist 104 for the purposes of evaluating whether conditions are suitable for coupling two separate consists 104.

[0029] The locomotives may further include one or more controllers 118, hereinafter referred to singularly as controller 118 or in the plural as controllers 118. The controllers 118 control various aspects of their respective locomotives 102, and, in some cases, aspects of other locomotives 102 and/or cars in a consist 104. In some cases, the controller 118 may also be referred to as an electronic control module (ECM) of the locomotive 102 that controls various aspects of the locomotive 102.

[0030] In some cases, when multiple locomotives 102 are joined in a consist 104, their respective controllers 118 may establish a hierarchy. For example, the controller 118 of the lead locomotive 102, or the locomotive that is in front of the consist 104, may act as a master controller 118 to receive status updates from other controllers 118 and provide instructions to follow to the controllers 118 of the trailing locomotives 102 of the consist 104. Thus, in this example, a single controller 118 (e.g., the controller of the lead locomotive 102) controls and coordinates the operation of the consist 104. In other cases, a more distributed decision making may be performed between the controllers 118 of locomotives 102 of a consist 104.

[0031] Controllers 118 may control the braking, electricals, and/or engine of its respective locomotive 102. Additionally, a controller 118 of a lead locomotive 102 may coordinate operational actions of other locomotives 102 and/or cars of its own consist 104. For example, under automatic train operations (ATO), the controller 118 of the lead locomotive 112 may coordinate the operations, such as acceleration, braking, signaling, or the like of the other locomotives 102 of the consist 104. In this way, a single point of coordination may be established, while individual control of the components (e.g., brakes, engine, etc.) remain local to individual locomotives 102 within the consist 104. Locomotives 102, by their respective controllers 118, may also be configured to provide status updates by communicating with the controller 118 of the lead locomotive 112 of a consist 118. In some cases, the controller 118 of a locomotive 102 may also be configured to receive and/or interpret control of the train by a human operator, such as a train engineer.

[0032] The controller 118 includes a central processing unit (CPU), a graphics processing unit (GPU), both CPU and GPU, single or multiple microprocessors, field programmable gate arrays (FPGAs), digital signal processors (DSPs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), system-on-a-chip systems (SOCs), complex programmable logic devices (CPLDs), one or more cores, and/or other components, etc. Additionally, controller 118 may possess its own local memory, which also may store program modules, program data, and/or one or more operating systems. Numerous commercially available microprocessors can be configured to perform the functions of the controller 118. Various known circuits are operably connected to and/or otherwise associated with the controller 118 and/or the other circuitry of the locomotive 102. Such circuits and/or circuit components include power supply circuitry, inverter circuitry, signal-conditioning circuitry, actuator driver circuitry, pneumatic control, heating/cooling circuitry, etc. The present disclosure, in any manner, is not restricted to the type of controller 118 or the positioning depicted of the controller 118 and/or the other components relative to the locomotive 102. The controller 118 is configured to control the operations of the locomotive 102 and/or coordinate with other locomotives 102. According to examples of the disclosure, the controller 118 is also configured to determine whether conditions are suitable for coupling one consist 104 to another consist 104. According to additional examples of the disclosure, the controller 118 is still further configured to coordinate operations of its consist 104 to provide conditions that are suitable for coupling the consist 104 to another consist 104.

[0033] The locomotive 102 may further include an antenna 120 for transmitting and receiving wireless signals 122 that carry communications information, such as information contained in a payload of a data packet transmitted via the antenna 120. In this way, the locomotives 102 and their respective controllers 118 can communicate with each other or with a ground station 124. For example, a lead locomotive 102 may instruct other locomotives 102 of its consist 104 with operating instructions, such as accelerating, decelerating, magnitudes thereof, or the like, via the antenna and wireless signals 122. Similarly, locomotives 102 may communicate operational status and/or confirmation messages, such as an indication that brakes have been applied, to the controller 118 of the lead locomotive 102. The ground station 124, such as a trailer or tower proximal to the rails 106, may also be configured to communicate operational instructions to the locomotives 102, communicate other data, such as terrain maps, to the locomotives 102, and/or receive status information from the locomotives 102. It should be noted that the controllers 118 may alternatively or additionally be configured to communicate via non-wireless links, such as physical wired links between locomotives 102 within a consist 104.

[0034] In some instances, the communications between the controllers 118 and/or with the various other components and/or controllers of the locomotives 102 may be via any suitable protocol-based communications or any suitable non-protocol-based communications. In examples of the disclosure, the controller 118 may have wired communicative connections with the various components of the locomotive 102 with which it communicates and/or other locomotives 102. In other cases, the controller 118 may have wireless communicative connections (e.g., ad-hoc, point-to-point relay, Bluetooth, WiFi, Direct WiFi, etc.) with the various components of the locomotive 102 with which it communicates and/or other locomotives 102. In yet other cases, the controller 118 may have a mix of wired and wireless communicative links with the various components of the locomotive 102 with which it communicates and/or other locomotives 102. Regardless of the exact nature of its communicative links, the controller 118 is configured to receive various information about the components (e.g., strain gauge 116), other locomotives 102, and/or ground station.

[0035] The locomotive 102 may further include a light detection and ranging system (LiDAR or LIDAR) 126 and/or a stereoscopic visible/camera ranging system, referred to herein as power view 128. Both the LIDAR 126 and the power view 128 provide the corresponding controller 118 with signals indicative of the distance between the locomotive 102 and an object in front of the locomotive 102, such as another locomotive or car of the same consist 104 or a locomotive or car of a different consist 104. Thus, LIDAR 126 and/or power view signals individually or in conjunction with signals from the strain gauge 116 can be used to determine intra-consist forces as measured forces 130. The measured forces may be used alone or to correct modeled forces 132 between locomotives and/or cars of the consist 104. These sensors 116, 126, 128 can also be used to determine the relative speed 134 of one consist 104 to another consist 104 in front of the consist 104. The controller 118 may, optionally, also receive terrain data 136, such as the grade of rail 106 over the next several miles, from any suitable source, such as the ground station 124.

[0036] Using the measured and/or modeled forces, the controller 118 may be able to determine the expansion or compression status of the coupling assembly 138. For example, the controller 118 of a lead locomotive 102 of a consist may receive an indication of the sensor 116, 126, 128 data from each of the other controller(s) 118 of its consist 104 and determine the compression levels between each of the locomotives 102 and/or cars of the consist 104. In some cases, the controller 118 may receive the sensor 116, 126, 128 data as the data is collected, such as in a time series. The controller 118 may then employ the intra-train force models to determine the forces and/or the compression level between each of the locomotives 102 and/or cars of its consist 104. Alternatively, each locomotive 102 may determine its own coupling compression level(s) and report those values to the controller 118 of the lead locomotive.

[0037] The controller 118 may determine the compression status of the consist 104 as any suitable aggregate of the compression status of each of the coupling assemblies 110 of the consist 104. In some cases, the controller 118 may identify the compression status of each of the coupler assemblies 110 by comparing their respective compression levels to a threshold value. At that point, the consist 104 may be considered to be in a compressed state if all of the coupler assemblies 110 are in a compressed state. Similarly, the consist 104 may be considered to be in a expanded state if all of the coupler assemblies 110 are in an expanded state. In other cases, a statistical aggregation of the compression levels may be used to determine if a consist 104 is in a compressed state or an expanded state. For example, if a majority of the coupler assemblies 110 of a consist are in a compressed state, then, at that point int time, the controller 118 may determine that the consist 104 is in a compressed state. Similarly, if a majority of coupler assemblies 110 of the consist 104 are in an expanded state, then the controller 118 may determine that the consist 104 is in an expanded state at that point in time. As another alternate mechanism, the controller 118 may determine that a consist 104 is in a compressed state if the average compression level of the coupler assemblies 110 of the consist 104 is less than a corresponding threshold level. Similarly, the controller 118 may determine that a consist 104 is in an expanded state if the average compression level of the coupler assemblies 110 of the consist 104 is greater than the corresponding threshold level.

[0038] A controller 118 of a locomotive 102 of a trailing consist 104 to be coupled to a consist 104 in front of it may determine whether the conditions are suitable for coupling based at least in part on the compression state (e.g., compressed state or expanded state) of its own consist 104. The controller 118 may proceed with coupling 140 if its own consist 104 is in a compressed state, in some examples. In alternate cases, the controller 118 may proceed with coupling 140 if its own consist is in an expanded state.

[0039] A controller 118, in addition to its own compression state may also determine if conditions are suitable for coupling to another consist 104 in front of it based at least in part on the compression state of the consist 104 in front. For example, a controller 118 may proceed with coupling if both the front consist 104 and the rear consist 104 are in a compressed state. Alternatively, the controller 118 may proceed with coupling if one of the consists 104 is on a compressed state, while the other consist 104 is in an expanded state. Still in other cases, the controller 118 may proceed with coupling if both of the consists 104 are in an expanded state. The controller 118 may determine the compressive state of the consist 104 with which it is to couple based at least in part on communications from one or more controllers 118 of the leading consist 104.

[0040] In some cases, the controller 118 may consider relative speed 134 of the two consists 104 to determine if conditions are suitable for coupling the two consists 104. For example, the controller 118 of the lead locomotive 102 of a rear consist 104 may determine the closing speed with a consist 104 in front with which it is to couple. That relative speed 134 may be based at least in part on sensor 126, 128 data. For example, relative speed 134 may be determined by taking the first derivative (e.g., A (distance)/A (time)) of a sequence of distance readings, such as determined from the LIDAR 126 and/or power view 128 data, between the front consist 104 and the rear consist 104. The relative speed 134 (e.g., (speed of rear consist)(speed of front consist)) may then be compared to a corresponding threshold value. For example, the threshold value may be 4 miles/hour (mph). In this case, if the rear consist 104 is approaching the front consist 104 at greater than 4 mph, then the conditions may not be suitable for coupling. On the other hand, if the rear consist 104 approaches the front consist at less than 4 mph, then the conditions may be suitable for coupling the two consists 104. The example threshold value of 4 mph is merely an example. The threshold closing speed value may be an y suitable value. In some cases, the closing speed threshold value may be in the range of about 1 mph to about 10 mph. In other cases, the closing speed threshold may be in the range of about 2 mph to about 6 mph.

[0041] In further cases, the controller 118 may take into consideration terrain data 136 when determining whether conditions are suitable for coupling. The terrain data 136 may be stored on memory associated with the controller 118 or received from the ground station 124 for upcoming stretch of rail 106. For example, the controller 118 may disallow coupling on a downslope. Alternatively, the controller 118 may disallow coupling on an upslope. In other alternatives, the controller 118 may disallow coupling if the grade (up or down) is too great, as compared to a corresponding threshold value. In some cases, the upcoming slope/grade may modulate the compression level thresholds for determining whether the compression state is conducive to coupling.

[0042] It should be understood that in some cases, only one of compression state of the rear consist 104, compression state of the front consist 104, the closing speed 134, or terrain data 136 may be considered by the controller 118 for the purposes of determining whether two consists 104 are to be coupled. In other cases, any two of compression state of the rear consist 104, compression state of the front consist 104, the closing speed 134, or terrain data 136 may be considered by the controller 118 for the purposes of determining whether two consists 104 are to be coupled. In yet other cases, any three of compression state of the rear consist 104, compression state of the front consist 104, the closing speed 134, or terrain data 136 may be considered by the controller 118 for the purposes of determining whether two consists 104 are to be coupled. In still other cases, all four of compression state of the rear consist 104, compression state of the front consist 104, the closing speed 134, or terrain data 136 may be considered by the controller 118 for the purposes of determining whether two consists 104 are to be coupled.

[0043] The locomotive 102 may further include any number of other components, such as one or more of a location sensor (e.g., global positioning system (GPS)), an air conditioning system, a heating system, communications systems (e.g., radio, Wi-Fi connections), collision avoidance systems, sensors (e.g., RADAR, SONAR, etc.), cameras, etc. These systems are powered by any suitable mechanism, such as by using a direct current (DC) power supply powered by the battery 118 and/or any other source.

[0044] As discussed herein, the controller 118 of a locomotive 102 may be configured to determine whether the conditions for coupling one consist 104 to another consist 104 is suitable using a variety of measured and modeled data. In some cases, the controller 118 is configured to modify the operations of one or more locomotives 102 to cause conditions suitable for automatically couple two consists at or near normal operating speeds. This allows for a more automated, reliable, and efficient coupling of train consists 104.

[0045] FIG. 2 is a schematic illustration depicting an environment 200 where a locomotive 102 is configured to measure and/or model intra-consist forces of a train consist 104 depicted in FIG. 1, according to examples of the disclosure. As discussed herein, measurements of forces and/or distance may be made using the strain gauge 116, the LIDAR 126, the power view 128, and/or any other sensors (e.g., RADAR, SONAR, accelerometer, gyroscope, GPS receiver, etc.). These draft gear force measurements 202, 204 may be determined at the front of the locomotive 102 and/or the rear of the locomotive 102. How the sensor data is used is described in more detail in conjunction with FIG. 3 below.

[0046] In some cases, the determined draft gear force measurements 202, 204 may be used as correction factors to an intra-consist force model 206 used by the controller 118 to determine the forces between each of the locomotives 102 and other locomotives 102 and/or cars. The intra-consist force model 206 may be any suitable type of model, such as a physical model, an empirical/regression model, a machine learning model, or the like. In the form of a physical model, the intra-consist force model 206 may determine the relative acceleration of each of the locomotives 102 to their adjacent locomotive 102 and/or car within the consist 104. This determined acceleration may then be multiplied by the mass of the locomotives 102 to derive the force between the locomotives 102. The strain gauge 116, in some cases, may directly provide the draft gear force measurements 202, 204.

[0047] The acceleration can be derived from a second derivative of the time series of distance, as determined from the power view 128 and/or the LIDAR 126. For example, a first derivative of distance data (e.g., A (distance)/A (time)), as calculated from a time series of LIDAR 126 and/or power view 128, may be used to determine the velocity between a locomotive 102 and another locomotive 102 or car of the consist 104. Next, a first derivative of the speed data (e.g., A (speed)/A (time)), as calculated from the calculated speed data, may be used to determine the acceleration between a locomotive 102 and another locomotive 102 or car of the consist 104.

[0048] It should be understood that in alternative cases, the intra-consist force model 206 may be a regression model that fits empirical data, rather than a physical model. In yet other cases, the intra-consist force model 206 may be generated by any suitable type of machine learning and/or heuristic mechanism using data from the LIDAR 126, strain gauge 116, and/or power view. It should be understood that the locomotive may have other sensors that provide direct force measurements (e.g., strain gauges placed elsewhere on the locomotive 102), distance measurements (e.g., RADAR, SONAR, etc.), and/or acceleration measurements (e.g., accelerometers) that can also be used to determine forces between locomotives 102 and/or cars of a consist 104.

[0049] The controller 118 may be able to use the force between locomotives 102 and/or cars within the consist 104 to determine the compression state of the coupler assemblies 110 between each of the locomotives 102 and/or cars. In some cases, the locomotive 102 may control the compression level between locomotives 102 and/or cars by accelerating or decelerating one or more locomotives 102. Thus, if conditions are not ideal for coupling two consists, then the controller 118 can control the operations of one or more locomotives 102 to create conditions suitable for coupling the two consists 104.

[0050] FIG. 3 is a schematic illustration depicting an environment 300 where draft gear force is measured, according to examples of the disclosure. As discussed herein, the strain gauge 116 may directly measure the force between locomotives 102 and/or cars of the consist 104. Additionally, the LIDAR 126 and the power view 128 provides a time series of distance measurements at particular collection frequency to allow for determining the acceleration between any two locomotives 102 and/or cars in a consist 104.

[0051] It should be understood that in some examples, the force measurements may be determined using any one of the strain gauge 116, LIDAR 126, and/or power view 128 (or any other suitable sensor system). However, because trains operate in harsh environments, such as temperature extremes, high levels of vibration, dusty environments, etc., the disclosure herein contemplates using a fusion of the measurements from the strain gauge 116, LIDAR 126, and/or power view 128 (or any other suitable sensor system) to determine the forces, and by extension the compressive state of a coupling assembly 110, between the any two locomotives 102 and/or cars of the consist 104.

[0052] In some examples, the force measurements, as determined from the strain gauge 116, LIDAR 126, and/or power view 128 may be compared to each other. If one of the measurements is not consistent with the other measurements at any point in time, then that measurement may be discarded by the controller 118. For example, if one of the three measurements are different from the other two by a threshold amount, then that measurement may be discarded, since there is a relatively high likelihood that that measurement is flawed for any variety of reasons, such as sensor malfunction. In the same or additional examples, measurements that are considered valid may be averaged together to provide the force measurement 130, as used as inputs to the intra-consist force model 206. In yet other cases, the median measured value may be selected as the force measurement 130, as used as inputs to the intra-consist force model 206. Indeed any suitable combination of the independent force measurements may be used to improve the robustness of the determined force measurements 130.

[0053] FIG. 4 is a flow diagram depicting an example method 400 for indicating whether conditions are suitable for coupling one consist 104 to another consist 104 based at least in part on a compression status of one of the consists 104 to be coupled, according to examples of the disclosure. The processes of method 400 may be performed by the controller 118 in cooperation with one or more elements of environment 100 of FIG. 1. Alternatively, method 400 may be performed by one or more other controllers of the locomotive 102.

[0054] At block 402, the controller 118 may determine the first intra-consist forces for a first consist 104. As discussed herein, the intra-consist forces may indicate the forces between locomotives 102 and/or cars within the first consist 104 and may be determined using the intra-consist force model 206 and/or measured forces between the locomotives 102 and/or the cars of the first consist 104. The strain gauge 116, in some cases, may directly provide the draft gear force measurements. The intra-consist force model 206 may further determine the relative acceleration of each of the locomotives 102 to their adjacent locomotive 102 and/or car within the consist 104 using the LIDAR 126 and/or power view 128 measurements. The determined force measurements may be used as input and/or correction factors to the intra-consist force model 206 used by the controller 118 to determine the forces between each of the locomotives 102 and other locomotives 102 and/or cars.

[0055] The intra-consist force model 206 may be any suitable type of model, such as a physical model, an empirical/regression model, a machine learning model, or the like. In the form of a physical model, the controller 118 may determine acceleration between any two locomotives 102 and/or cars of the consist 104. This determined acceleration may then be multiplied by the mass of the locomotives 102 to derive the force between the locomotives 102. The acceleration can be derived from a second derivative of the time series of distance, as determined from the power view 128 and/or the LIDAR 126. In other cases, the intra-consist force model 206 may be a regression model that fits empirical data. In yet other cases, the intra-consist force model 206 may be generated by any suitable type of machine learning and/or heuristic mechanism.

[0056] At block 404, the controller 118 may determine the compression status of the first consist 104. The controller 118 may be able to use the force between locomotives 102 and/or cars within the consist 104 to determine the compression state of the coupler assemblies 110 between each of the locomotives 102 and/or cars. In some cases, the locomotive 102 may control the compression level between locomotives 102 and/or cars by accelerating or decelerating one or more locomotives 102. Thus, if conditions are not ideal for coupling two consists, then the controller 118 can control the operations of one or more locomotives 102 to create conditions suitable for coupling the two consists 104.

[0057] The controller 118 may determine the compression status of the consist 104 as any suitable aggregate of the compression status of each of the coupling assemblies 110 of the consist 104. In some cases, the controller 118 may identify the compression status of each of the coupler assemblies 110 by comparing their respective compression levels to a threshold value. At that point, the consist 104 may be considered to be in a compressed state if all of the coupler assemblies 110 are in a compressed state. Similarly, the consist 104 may be considered to be in a expanded state if all of the coupler assemblies 110 are in an expanded state. In other cases, a statistical aggregation of the compression levels may be used to determine if a consist 104 is in a compressed state or an expanded state. For example, if a majority of the coupler assemblies 110 of a consist are in a compressed state, then, at that point int time, the controller 118 may determine that the consist 104 is in a compressed state. Similarly, if a majority of coupler assemblies 110 of the consist 104 are in an expanded state, then the controller 118 may determine that the consist 104 is in an expanded state at that point in time. As another alternate mechanism, the controller 118 may determine that a consist 104 is in a compressed state if the median compression level of the coupler assemblies 110 of the consist 104 is less than a corresponding threshold level. Similarly, the controller 118 may determine that a consist 104 is in an expanded state if the median compression level of the coupler assemblies 110 of the consist 104 is greater than the corresponding threshold level.

[0058] As a non-limiting example, consider a scenario where the compression range (e.g., the maximum coupler assembly length minus the minimum coupler assembly length) is 18 inches and that threshold level between compressed state and expanded state is in the middle of that range, or 9 inches. Note that the numbers used here are merely examples. Indeed, the compression range and/or the threshold compression value may be any suitable numbers. Continuing with the example, if the average compression level for a consist with 30 locomotives 102 and/or cars is 7.5 inches, then the controller 118 (e.g., the lead controller 118) of that consist 104 may deem that the consist 104 is in a compressive state. Alternatively, if the average compression level for the same consist with the 30 locomotives 102 and/or cars is 16.25 inches, then the controller 118 (e.g., the lead controller 118) of that consist 104 may deem that the consist 104 is in an expanded state.

[0059] At block 406, the controller 118 may determine the speed of the first consist 104. In some cases, this speed of the first consist 104 may be determined from a speedometer or any other suitable sensor.

[0060] At block 408, the controller 118 may determine the speed of a second consist 104. This speed may be communicated, in some cases, such as wirelessly, from a controller 118 of the second consist 104, which is in front of the first consist 104, to the controller 118 of the first consist 104. In some cases, instead of the operations of blocks 406 and 408, the controller 118 of the first consist may simply determine the relative speed or the difference in speed between the second consist 104 and the first consist 104 using sensor data, such as signals from the LIDAR 126 and/or power view 128.

[0061] At block 410, the controller 118 may determine, based at least in part on the compression status of the first consist 104, the speed of the first consist 104, and the speed of the second consist 104, whether conditions are suitable for the first consist 104 to be coupled to the second consist 104. The controller 118 may determine whether the conditions are suitable for coupling based at least in part on the compression state (e.g., compressed state or expanded state) of its own consist 104. The controller 118 may deem it suitable to couple if its own consist 104 (i.e., the first consist 104) is in a compressed state, in some examples. In alternate cases, the controller 118 may deem it suitable to couple if the first consist 104 is in an expanded state.

[0062] The controller 118 may also consider the closing speed (e.g., the difference in the speed of the first consist 104 as it approaches the second consist 104 in front of it) in determining whether the conditions are suitable for coupling the first consist 104 to the second consist 104. The controller 118 may deem conditions suitable for coupling if the relative speed between the first consist 104 and the second consist 104 is below a corresponding threshold value.

[0063] It should be noted that in additional examples, the controller 118 may also consider terrain information to assess whether conditions are suitable for coupling the first consist 104 to the second consist 104. For example, the controller 118 may disallow coupling on a downslope. Alternatively, the controller 118 may disallow coupling on an upslope. In other alternatives, the controller 118 may disallow coupling if the grade (up or down) is too great, as compared to a corresponding threshold value. In some cases, the upcoming slope/grade may modulate the compression level thresholds and/or relative speed thresholds for determining whether the compression state and/or relative speed is conducive to coupling.

[0064] It should be understood that in some cases, only one of compression state of the rear consist 104, compression state of the front consist 104, the closing speed 134, or terrain data 136 may be considered by the controller 118 for the purposes of determining whether two consists 104 are to be coupled. In other cases, any two of compression state of the rear consist 104, compression state of the front consist 104, the closing speed 134, or terrain data 136 may be considered by the controller 118 for the purposes of determining whether two consists 104 are to be coupled. In yet other cases, any three of compression state of the rear consist 104, compression state of the front consist 104, the closing speed 134, or terrain data 136 may be considered by the controller 118 for the purposes of determining whether two consists 104 are to be coupled. In still other cases, all four of compression state of the rear consist 104, compression state of the front consist 104, the closing speed 134, or terrain data 136 may be considered by the controller 118 for the purposes of determining whether two consists 104 are to be coupled.

[0065] At block 412, the controller 118 may indicate whether the conditions are suitable for the first consist 104 to be coupled to the second consist 104. This indication may be provided on any suitable human machine interface (HMI), such as a screen and/or speaker. In alternate cases, the controller 118 may just cause the coupling to happen when conditions are suitable to do so, with or without providing an indication of whether the conditions are suitable for coupling. In yet other cases, the controller 118 may control and/or coordinate the operations (e.g., accelerate, decelerate, etc.) of the first consist 104 if the conditions are not suitable for coupling, such the conditions are made suitable for coupling. In still other cases, the controller 118 may communicate, such as via wireless signals 122, with a controller 118 of the second consist 104 to coordinate operational changes of the second consist 104 to cause suitable conditions for coupling the first consist 104 to the second consist 104.

[0066] It should be noted that some of the operations of method 400 may be performed out of the order presented, with additional elements, and/or without some elements. Some of the operations of method 400 may further take place substantially concurrently and, therefore, may conclude in an order different from the order of operations shown above.

[0067] FIG. 5 is a flow diagram depicting an example method 500 for indicating whether conditions are suitable for coupling one consist 104 to another consist 104 based at least in part on a compression status of both of the consists 104 to be coupled, according to examples of the disclosure. The processes of method 500 may be performed by the controller 118 in cooperation with one or more elements of environment 100 of FIG. 1. Alternatively, method 500 may be performed by one or more other controllers of the locomotive 102.

[0068] At block 502, the controller 118 may determine that a first consist 104 is to be coupled to a second consist 104. This indication may be provided by any suitable automated system, by signaling from the ground station 124, by a human operator (e.g., a train engineer), or the like.

[0069] At block 504, the controller 118 may determine a first compression status of the first consist 104. The controller 118, to determine the compression status of its own consist 104, may use the techniques described in conjunction with block 404 of method 400 of FIG. 4, and in the interest of brevity, will not be repeated here.

[0070] At block 506, the controller 118 may determine a second compression status of the second consist 104. In some cases, the second compressions status of the second consist 104 may be communicated to the controller 118, such as via wireless signals 122, from a controller 118 of one of the locomotives 102 of the second consist 104.

[0071] At block 508, the controller 118 may determine a relative speed between the first consist 104 and the second consist 104. The controller 118, to determine the relative speed between the first consist 104 and the second consist, may use the techniques described in conjunction with blocks 406 and 408 of method 400 of FIG. 4, and in the interest of brevity, will not be repeated here.

[0072] At block 510, the controller 118 may determine, based at least in part on the first compression status, the second compression status, and the relative speed, whether the conditions are suitable for the first consist 104 to be coupled to the second consist 104. The controller 118, in addition to its own compression state may also determine if conditions are suitable for coupling to another consist 104 in front of it based at least in part on the compression state of the consist 104 in front. For example, a controller 118 may proceed with coupling if both the front consist 104 and the rear consist 104 are in a compressed state. Alternatively, the controller 118 may proceed with coupling if one of the consists 104 is on a compressed state, while the other consist 104 is in an expanded state. Still in other cases, the controller 118 may proceed with coupling if both of the consists 104 are in an expanded state. The controller 118 may determine the compressive state of the consist 104 with which it is to couple based at least in part on communications from one or more controllers 118 of the leading consist 104.

[0073] The controller 118 may also consider the relative speed (e.g., the difference in the speed of the first consist 104 as it approaches the second consist 104 in front of it) in determining whether the conditions are suitable for coupling the first consist 104 to the second consist 104. The controller 118 may deem conditions suitable for coupling if the relative speed between the first consist 104 and the second consist 104 is below a corresponding threshold value.

[0074] It should be noted that in additional examples, the controller 118 may also consider terrain information to assess whether conditions are suitable for coupling the first consist 104 to the second consist 104. For example, the controller 118 may disallow coupling on a downslope. Alternatively, the controller 118 may disallow coupling on an upslope. In other alternatives, the controller 118 may disallow coupling if the grade (up or down) is too great, as compared to a corresponding threshold value. In some cases, the upcoming slope/grade may modulate the compression level thresholds and/or relative speed thresholds for determining whether the compression state and/or relative speed is conducive to coupling.

[0075] At block 512, the controller 118 may indicate whether the conditions are suitable for the first consist 104 to be coupled to the second consist 104. This indication may be provided on any suitable HMI. In alternate cases, the controller 118 may just cause the coupling to happen when conditions are suitable to do so, with or without providing an indication of whether the conditions are suitable for coupling. In yet other cases, the controller 118 may control and/or coordinate the operations (e.g., accelerate, decelerate, etc.) of the first consist 104 if the conditions are not suitable for coupling, such the conditions are made suitable for coupling. In still other cases, the controller 118 may communicate, such as via wireless signals 122, with a controller 118 of the second consist 104 to coordinate operational changes of the second consist 104 to cause suitable conditions for coupling the first consist 104 to the second consist 104.

[0076] It should be noted that some of the operations of method 500 may be performed out of the order presented, with additional elements, and/or without some elements. Some of the operations of method 500 may further take place substantially concurrently and, therefore, may conclude in an order different from the order of operations shown above.

[0077] FIG. 6 is a flow diagram depicting an example method 600 for controlling an operation of a consist 104 based at least in part on the compression status and the speed of consists 104 to be coupled, according to examples of the disclosure. The processes of method 600 may be performed by the controller 118 in cooperation with one or more elements of environment 100 of FIG. 1. Alternatively, method 600 may be performed by one or more other controllers of the locomotive 102.

[0078] At block 602, the controller 118 may determine a first compression level of a first consist 104. This first compression level may be any suitable aggregate metric related to the compression level of the whole first consist 104. In some cases, the first compression level may be a sum of the compression level of all of the coupler assemblies 110 of the first consist 104. In other cases, the first compression level may be an average or median of the compression level of each of the coupler assemblies 110 of the first consist 104.

[0079] At block 604, the controller 118 may determine a second compression level of a second consist 104. Similar to the first compression level, this second compression level may be any suitable aggregate metric related to the compression level of the whole second consist 104, which is in front of the first consist. In some cases, the second compression level may be a sum of the compression level of all of the coupler assemblies 110 of the second consist 104. In other cases, the second compression level may be an average or median of the compression level of each of the coupler assemblies 110 of the second consist 104. In some cases, the second compressions level of the second consist 104 may be communicated to the controller 118, such as via wireless signals 122, from a controller 118 of one of the locomotives 102 of the second consist 104.

[0080] At block 606, the controller 118 may determine if the first and second compression levels are below respective threshold values. If the first compression level is below its corresponding threshold value and if the second compression level is below its respective threshold value, then both the first consist and the second consist are in a compressed state. This a condition for suitable, at least from the perspective of the Cater lar Co compression status, for coupling the first consist 104 to the second consist 104. If it is determined that both the first consist and the second consist are in a compressed state, then the method 600 may proceed to block 608, where the controller 118 may determine a relative speed between the first consist 104 and the second consist 104. The controller 118, to determine the relative speed between the first consist 104 and the second consist, may use the techniques described in conjunction with blocks 406 and 408 of method 400 of FIG. 4, and in the interest of brevity, will not be repeated here. If, on the other hand, at least one of the first consist 104 or the second consist 104 is not in a compressed state (Block 606=No), then the method 600 proceeds to block 614, as further described below.

[0081] At block 610, the controller 118 may determine whether the relative speed is less than a threshold level. If at block 610, the controller 118 determines that the relative speed is less than the threshold level, then the method 600 proceeds to block 612, where the controller 118 causes the first consist 104 to couple with the second consist 104. On the other hand, if at block 610 the controller 118 determines that the relative speed is not below the threshold level, then the method 600 may proceed to block 614.

[0082] The method may proceed to block 614 if either the compression state of either the first consist 104 or the second consist 104 is not in a compressed state or if the relative speed of the first consist 104 and the second consist 104 is not sufficiently low. At block 618, the controller 118 modifies the operation of at least one of the first consist 104 or the second consist 104. To reduce the closing speed between the first consist 104 and the second consist 104, assuming that the second consist 104 is in front of the first consist 104, the controller either causes the first consist 104 to slow down or causes the second consist 104 to speed up. Similarly, decelerating either of the first consist 104 and/or the second consist 104 can cause the respective consist 104 to become more compressed.

[0083] It should be noted that in additional examples, the controller 118 may also consider terrain information to assess whether conditions are suitable for coupling the first consist 104 to the second consist 104. For example, the controller 118 may disallow coupling on a downslope. Alternatively, the controller 118 may disallow coupling on an upslope. In other alternatives, the controller 118 may disallow coupling if the grade (up or down) is too great, as compared to a corresponding threshold value. In some cases, the upcoming slope/grade may modulate the compression level thresholds and/or relative speed thresholds for determining whether the compression state and/or relative speed is conducive to coupling.

[0084] It should be noted that some of the operations of method 600 may be performed out of the order presented, with additional elements, and/or without some elements. Some of the operations of method 600 may further take place substantially concurrently and, therefore, may conclude in an order different from the order of operations shown above.

[0085] FIG. 7 is a block diagram of an example controller 118 of a locomotive 102 of FIG. 1, according to examples of the disclosure. The controller 118 includes one or more processor(s) 702, one or more input/output (I/O) interface(s) 704, one or more network interface(s) 706, one or more storage interface(s) 708, and computer-readable media 710.

[0086] In some implementations, the processors(s) 702 may include a central processing unit (CPU), a graphics processing unit (GPU), both CPU and GPU, a microprocessor, a digital signal processor or other processing units or components known in the art. Alternatively, or in addition, the functionally described herein can be performed, at least in part, by one or more hardware logic components. For example, and without limitation, illustrative types of hardware logic components that may be used include field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), system-on-a-chip systems (SOCs), complex programmable logic devices (CPLDs), etc. Additionally, each of the processor(s) 702 may possess its own local memory, which also may store program modules, program data, and/or one or more operating systems. The one or more processor(s) 702 may include one or more cores.

[0087] The one or more input/output (I/O) interface(s) 704 may enable the controller 118 to detect interaction with an operator of the locomotive (e.g., train engineer). For example, the operator may provide the controller 118 with desired operating conditions. Thus, the I/O interface(s) 704 may include and/or enable the controller 118 to receive and/or send information that is to be used to control the coupling of consists 104.

[0088] The network interface(s) 706 may enable the controller 118 to communicate via the one or more network(s). The network interface(s) 706 may include a combination of hardware, software, and/or firmware and may include software drivers for enabling any variety of protocol-based communications, and any variety of wireline and/or wireless ports/antennas. For example, the network interface(s) 706 may comprise one or more of WiFi, cellular radio, a wireless (e.g., IEEE 802.1x-based) interface, a Bluetooth interface, and the like. The network interface(s) 706 may enable the controllers 118 of a consist 104 to communicate with each other, communicate with other components of the locomotives 102, communicate with the ground station 124, and/or communicate with any variety of other elements.

[0089] The storage interface(s) 708 may enable the processor(s) 702 to interface and exchange data with the computer-readable medium 710, as well as any storage device(s) external to the controller 118, such as any type of datastore that might be used to store, track, and/or retrieve BTMS unit usage data. The storage interface(s) 708 may further enable access to removable media.

[0090] The computer-readable media 710 may include volatile and/or nonvolatile memory, removable and non-removable media implemented in any method or technology for storage of information, such as computer-readable instructions, data structures, program modules, or other data. Such memory includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile discs (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, RAID storage systems, or any other medium which can be used to store the desired information and which can be accessed by a computing device. The computer-readable media 710 may be implemented as computer-readable storage media (CRSM), which may be any available physical media accessible by the processor(s) 702 to execute instructions stored on the memory 710. In one basic implementation, CRSM may include random access memory (RAM) and Flash memory. In other implementations, CRSM may include, but is not limited to, read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), or any other tangible medium which can be used to store the desired information, and which can be accessed by the processor(s) 702. The computer-readable media 710 may have an operating system (OS) and/or a variety of suitable applications stored thereon. The OS, when executed by the processor(s) 702 may enable management of hardware and/or software resources of the controller 118.

[0091] Several components such as instruction, datastores, and so forth may be stored within the computer-readable media 710 and configured to execute on the processor(s) 702. The computer readable media 710 may have stored thereon a sensor manager 712, a model manager 714, a communications manager 716, a speed manager 718, a coupling manager 720, and an operations manager 722. It will be appreciated that each of the components 712, 714, 716, 718, 720, 722 may have instructions stored thereon that when executed by the processor(s) 802 may enable various functions pertaining to battery thermal management, as described herein.

[0092] The instructions stored in the sensor manager 712, when executed by the processor(s) 802, may configure the controller 118 to receive and process signals from any variety of sensors, such as the strain gauge 116, the LIDAR 126, and/or the power view 128. The controller 118 may also receive signals and process the same from other sensors, such as GPS receivers, RADAR, SONAR, etc. The controller 118 is able to use the signals, such as a time series of signals, to determine the velocity, acceleration, force, and/or the compression status of one or more coupler assemblies 110.

[0093] The instructions stored in the model manager 714, when executed by the processor(s) 802, may configure the controller 118 to determine intra-consist forces between locomotives 102 and/or cars within a consist 104. Data from one or more sensors may be used as inputs and/or correction factors to the intra-consist force model that is used to determine the forces between locomotives 102 and/or cars of a consist 104. The intra-consist force model can then be used to also determine the compression level and/or compression state between any two locomotives 102 and/or cars of the consist 104. The force model may be of any suitable type, such as a physical model, based on Newtonian physics, a fitting model, a regression model, a machine learning model, etc.

[0094] The instructions stored in the communications manager 716, when executed by the processor(s) 802, may configure the controller 118 to be able to communicate with one or more other locomotives 102 and/or cars of the same consist 104 or another consist 104, such as a consist 104 with which its own consist is to couple. The communications may be wired or wireless and may use any suitable encoding, channel, frequency, modulation scheme, or the like.

[0095] The instructions stored in the speed manager 718, when executed by the processor(s) 802, may configure the controller 118 to determine a speed of a consist 104 in front of it, the speed of its own consist 104, and/or a relative speed between two consists 104 that are to couple with each other. In some cases, the controller 118 may have access to a speedometer of the locomotive 102 to determine its own speed. Similarly, the controller 118 may receive a communication from another consist 104 reporting that consist's speed. In other cases, the controller 118 is configured to use LIDAR and/or power view data to determine a relative speed or a closing speed between the front consist 104 and the rear consist 104.

[0096] The instructions stored in the coupling manager 720, when executed by the processor(s) 802, may configure the controller 118 to cause two consists to couple with each other. The controller 118 may control its own locomotive 102 and/or consist 104 to create and/or maintain suitable conditions (e.g., suitable compression state, suitable closing speed, suitable terrain, etc.) and then tap the consist 104 in front to automatically couple the coupler 112 between the two consists 104.

[0097] The instructions stored in the operations manager 722, when executed by the processor(s) 802, may configure the controller 118 to control one or more operations of its locomotive 102 and/or coordinate with other controllers 118 of other locomotives 102 to coordinate operations of its consist 104. The controller 118 is configured to coordinate actions to make conditions (e.g., compression state, closing speed, etc.) suitable for coupling between two consists 104.

[0098] The disclosure is described above with reference to block and flow diagrams of systems, methods, apparatuses, and/or computer program products according to example embodiments of the disclosure. It will be understood that one or more blocks of the block diagrams and flow diagrams, and combinations of blocks in the block diagrams and flow diagrams, respectively, can be implemented by computer-executable program instructions. Likewise, some blocks of the block diagrams and flow diagrams may not necessarily need to be performed in the order presented or may not necessarily need to be performed at all, according to some embodiments of the disclosure.

[0099] Computer-executable program instructions may be loaded onto a general-purpose computer, a special-purpose computer, a processor, or other programmable data processing apparatus to produce a particular machine, such that the instructions that execute on the computer, processor, or other programmable data processing apparatus create means for implementing one or more functions specified in the flowchart block or blocks. These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means that implement one or more functions specified in the flow diagram block or blocks. As an example, the disclosure may provide for a computer program product, comprising a computer usable medium having a computer readable program code or program instructions embodied therein, said computer readable program code adapted to be executed to implement one or more functions specified in the flow diagram block or blocks. The computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational elements or steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions that execute on the computer or other programmable apparatus provide elements or steps for implementing the functions specified in the flow diagram block or blocks.

[0100] It will be appreciated that each of the memories and data storage devices described herein can store data and information for subsequent retrieval. The memories and databases can be in communication with each other and/or other databases, such as a centralized database, or other types of data storage devices. When needed, data or information stored in a memory or database may be transmitted to a centralized database capable of receiving data, information, or data records from more than one database or other data storage devices. In other cases, the databases shown can be integrated or distributed into any number of databases or other data storage devices.

INDUSTRIAL APPLICABILITY

[0101] The present disclosure describes systems and methods for improved determination of whether conditions are suitable for coupling train consists 104 to each other. Furthermore, in some examples, the systems and methods disclosed herein allow for providing conditions suitable for coupling train consists to each other at or near operating speeds. Coupling and/or decoupling train consists without having to stop or substantially slow down train consists 104 during the coupling and/or decoupling process present several advantages with respect to efficiency and cost. Due to their massive weight, train consists 104 take a long time to slow down and/or stop. Thus, if it was necessary to stop a train every time two consists 104 are to be coupled, a relatively long time can be lost, in addition to wasted fuel, additional wear and tear of locomotives 102, and reduced overall operational efficiency. However, the coupling of train consists 104 at or near operating speeds can present several potential risks if attempted without the control mechanisms disclosed herein. For example, if not performed under proper conditions, attempting to couple two consists 104 at operating speed may result in unsuccessful coupling, or even breaking of components on one or both consists 104, derailment, or breaking-in-two.

[0102] The systems and methods, as disclosed herein, provide the ability to monitor the relative speed, as well as the compression or slack state of consists 104 to be joined or separated. The compression state between some or all of the locomotives 102 and/or cars of a consist 104 can be determined based at least in part on one or more intra-train force models, as well as force measurements between the individual locomotives 102 and/or cars of the consist 104. The determined compression state may be used to determine if the conditions are correct for automatically coupling two consists 104. For example, the compression state of a consist 104 that is to be joined to another consist 104 may be compared to a threshold value to determine if the consists 104 should be joined. If the conditions are proper for coupling the consists 104, then the consists are caused to be joined automatically by having the rear consist 104 bump the front consist 104, causing their joining coupler 112 to couple. In some cases, terrain and/or topology data is also considered in identifying conditions under which a coupling ought to be performed.

[0103] Thus, by employing the systems and methods, as disclosed herein, railroad operational efficiency and consistency can be improved by enabling at or near operational speed coupling and decoupling. Down time resulting from accidents during train coupling and decoupling can be avoided by employing the systems and methods discussed herein. This results in more efficient freight and/or passenger movement and overall more efficiency of a railroad operator. The improved time efficiency of use of rail road assets lead to financial benefits, such as improved cost of ownership and improved return on investment for railroad operators.

[0104] Although the systems and methods of trains, locomotives, cars, and consists 104 are discussed in the context of a freight trains, it should be appreciated that the systems and methods discussed herein may be applied to a wide array of trains and/or similar vehicles operating on tracks across a wide variety of industries, such as construction, mining, farming, transportation, military, combinations thereof, or the like. For example, the coupling and decoupling controls disclosed herein may be applied to light subway electric trains that are to be coupled at or near operating speeds.

[0105] While aspects of the present disclosure have been particularly shown and described with reference to the examples above, it will be understood by those skilled in the art that various additional examples may be contemplated by the modification of the disclosed machines, systems and methods without departing from the spirit and scope of what is disclosed. Such examples should be understood to fall within the scope of the present disclosure as determined based upon the claims and any equivalents thereof.

[0106] Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein.