Invention for Data communication system, and method

Invented by Jared Klineman Cooper, Todd William Goodermuth, Mark Bradshaw Kraeling, David Allen Eldredge, Samuel William Golden, Transportation IP Holdings LLC

The Transportation IP Holdings LLC invention works as follows

A vehicle consist controller is designed to receive data about the measured brake system characteristics of one vehicle and one or more distant vehicles. The controller can communicate with remote vehicles to coordinate travel using data received. The controller can switch between communicating with remote vehicles and receiving brake system data from remote vehicles over a first wireless channel. A second wireless channel is available for when the first channel is unavailable.

Background for Data communication system, and method

Embodiments” of the invention concern data communications. Other embodiments concern data communications in a locomotive consist, or any other vehicle consists.

As used herein, ?consist? A group of vehicles such as rail vehicles that is connected or coupled together (e.g. mechanically or logically coupled), to travel along a track that follows the route of consist. Likewise, ?vehicle consist? A group of vehicles that can be linked or coupled together for travel. The vehicles may be mechanically linked in some embodiments. In other embodiments, however, the vehicles communicate with one another so that they coordinate their movements and move along a route in a coordinated fashion. ?Passenger vehicle? or ?passenger train? It refers to rolling stock that is used in public or private transit railway operations, including passenger cars, power cars and control cars. These vehicles can be used in freight rail, passenger train, high-speed rail, commuter railway, commuter rail and rail transit. What is a router transceiver pair? Two router transceiver units in one vehicle. The two units can be logically connected (e.g. in the same network group as described below) or not.

?Network data? “?Network data” refers to data packaged in packet form. It is a data packet that contains a set associated data bits. ?Network data,? Network data, as used herein may include high-bandwidth information and data that is packaged as data packets. The network address of the recipient can be included in each data packet. ?High-bandwidth data? Data that is sent at a rate of at least 10 Mbit/sec. Data with high bandwidth may also include non-network data/control data. ?Non-network? Control information is data or other information that is used in the vehicle for control purposes. It is not packet data. Low bandwidth is the opposite. Data is data that is transmitted at a rate of less than 10 megabits per second on average, and at a very low bandwidth. Data (a type that is low bandwidth) is data sent at an average rate of 1200 bits per second or less.

The term module, as used herein is the term? A hardware or software system that performs one or more functions may also be included. A module could include a controller, processor or other logic-based device. It performs operations according to instructions stored on a tangible, non-transitory computer-readable storage medium such as a memory. A module could also include a hardwired device that performs operation based on the hard-wired logic. These modules may be hardware that is controlled by software, hardwired instructions or software that directs hardware to perform operations.

Electric power” is the term used herein. It is to be distinguished between electrical signals, such as data, transmitted over an electrical power transmission line. For example, “electrical power” could be translated as: Non-data electricity is electricity that isn’t used to transmit information. Additionally, electric power can be multiple amperes or multiple thousands of Watts. The term “MU cable bus” is used. The entire MU cable bus, or any portion thereof, is referred to. “Cable bus” is a generic term. This term includes MU cable buses and other information communication routes. ?Wayside device? A device that can be controlled mechanically or electronically and is located along a rail route or another vehicle route. ?Operably coupled? Or?operatively coupled? This can be used to connect two or more components via one or more wired, wireless, or mechanical connections.

With reference to FIG. 1. FIG. 1 illustrates embodiments of the invention relating to a communication system 10, and a method for communicating data in vehicle consist 12. One embodiment of the vehicle consist may be a grouping of locomotives that can be mechanically coupled or linked to each other in order to travel along a railway. Another embodiment of the vehicle consist may contain a number of passenger vehicles that can be mechanically linked or coupled together to travel on the railway.

In the system network data 16 is transmitted between one vehicle 18a and another 18b in consist. This could be a lead vehicle 18a, such a first passenger vehicle or locomotive, or a control cab. It can also transmit information to other vehicles 18b in the consist, such a trail vehicle 18b, which could include a trail locomotive or passenger vehicle for accommodating passengers. Each vehicle 18 a-18c is mechanically connected to another vehicle in the consist so that all vehicles are connected. Each data packet 20 can contain a data field 22 along with a network address, or any other address 24, that is uniquely associated with a computer device or electronic component.

The network data are transmitted over multiple unit (MU), cable bus 26. The MU cable bus, an existing electrical bus that interconnects the lead vehicle 18a and trail vehicles 18b, 18c in consist 12, is the MU cable bus. An electrical power transmission line may be included in the MU cable bus. The vehicle consist uses the MU cable bus to transfer non-network information between vehicles. Non-network control information, in another aspect, is not packet data and does not contain recipient network addresses. The MU cable bus can provide electric power between vehicles in a consist to run electronics and other systems such as lighting.

Another embodiment, which is discussed in greater detail below, converts the network data into modulated network information 30 for transmission over MU cable bus. To avoid interfering, the modulated network data 30 can be orthogonal with the non-network information 28 that is transferred between vehicles using the MU cable bus 26. The modulated network data 30 may be received by recipient/subsequent vehicle via the MU cable bus. It is then demodulated for use in a vehicle electronic component/unit 32/32 a/34 b/34 c. These units are located in the lead vehicle 18a and in each trail vehicle 18b/18 c.

The present invention avoids interference by using an existing inter-vehicle bus to transmit network data such as high-bandwidth data between vehicles in consist. It also eliminates the need for vehicles to be outfitted with dedicated network cables. The system and method described in the present inventive matter also eliminate the need for additional cabling to connect vehicles, especially to install additional functions or upgrade functions.

In one embodiment, data transmission over the existing MU bus interconnecting vehicles 18 a-18c of consist permits the availability of additional functions and for upgrading functions, such as positive train control (PTC) or passenger/public information system on the vehicle consist. Below are examples of higher-level functions and features. One of the electronic components 32a-32c can be used to measure the length of the vehicle consist. This is done by measuring at most one event between a front and rear vehicle in the consist. One or more electronic components 32a-32c can be used to assess consist integrity by polling or continuous communications with a rearward-disposed car in consist. They may also determine the position of one or several vehicles in consist by synchronizing one, two, or more events between them. The system can also poll individual vehicles equipped with an electronic device 32 a-32c by transmitting signals/data over the telephone bus.

In another embodiment, one of the electronic components may transmit video over the MU cablebus (as an audio stream) and display or process the video data to clear doors at unload/load platforms so that passengers can unload from the vehicles and/or load onto them while being monitored. Another embodiment allows one or more electronic components to be controlled or configured to access redundant communications, public information systems, and train control equipment via the cable bus. Controlling public information systems can include controlling PA systems. For example, linking speakers may allow information or commands to be broadcast automatically to selected locomotives or all of them at the desired times. Controlling public information systems could also include controlling alarms from one or more vehicles using another vehicle, such as a control cab or lead locomotive.

Access to redundant communications can be made possible by linking the vehicles via the cable bus and transmitting data. An electronic component such as electronic component 32a can detect if another electronic component (e.g., PA system on another vehicle) is in a failing state. Failure is when an electronic component cannot perform its function. The system can determine when an electronic component is failing by transmitting data over the cable bus. It can then transmit commands to other electronic components on different vehicles that are capable of performing the same function so that the functionality of the failed component does not disappear from the whole consist. The same redundant communication functionality can also be used to control train equipment. The system could link, in a communication sense, a front and rear control cabs. The transmission of data over an existing cable bus may result in enhanced feature availability for driving from a rear-control cab. This is without the need to retrofit any other cabling or wires.

In one embodiment, transmission of data over the cable bus allows the implementation of higher function system and control features with minimal effort and expense. For example, it does not require the installation of additional wires, cables or connectors. This higher-level functionality can be added to older cars without requiring higher-level connectivity. It is possible to use only vehicle-to-vehicle electrical connections (i.e. the existing cable bus).

FIG. 2. Depending on the vehicle involved, other configurations may be possible. The cable bus could be an existing electric bus that interconnects the lead vehicle 18a and trail vehicles in consist. An electrical power transmission line may be included in the cable bus. The lead vehicle 18a, as shown in FIG. 2. The cable bus may be connected to a front and rear MU ports 36 and 38 respectively, and an inner MU electrical system 40. This connects the front and rear ports 36 and 38 to one or several electronic components 32 a. The internal MU electric system 40 is illustrated as a front terminal boards 42 that are electrically connected with the front MU ports 36 and 44 respectively, and a rear terminalboard 44 that is electrically connected with the rear MU ports 38 and 46. A central terminal board 46 and first and second conduit portions 48 and 50, respectively, connect the central terminal boards 46 to the front and rear terminal boards 42 and 44. One or more electronic components 32a of the lead vehicle 18 may be connected to the central termin board 46 and, thereby, to the MU cablebus 26 generally. The rear MU ports 38 and the front MU 36 may be found at the rear and front of the vehicle 18a respectively, but this is not always true. ?rear,? ?central,? etc. These are not intended to be restrictive, but rather serve as identification purposes.

As shown at FIGS. The MU cable bus 26 also includes a MU jumper 52. The jumper can include the first and second plug ends 56, 54 and a flexible cable portion that connects both electrically and mechanically to the plug ends. The plug ends 54, 56 can be inserted into the MU ports 38, 38. The MU cable jumper can be electrically symmetrical. This means that either end of the plug can be attached to any port. The MU cable jumper can be used to interconnect the MU electrical systems of adjacent vehicles 18a,18b. For each pair of vehicles adjacent 18 a and 18 b, one plug of an MU Cable Jumper is attached at the rear MU Port 38 of the front vehicle 18. a. The other plug end 56 is attached at the front MU Port 36 of the rear vehicle 18. b. The flexible cable portion of the MU Cable Jumper 58 extends between these two plug ends and provides an electrical connection between them.

Depending on vehicle type and configuration, the electrical conduit portions 48-50 and MU cable jumpers can be configured differently in terms of number?n? (?n? (?n?) is a real whole number equal or greater than 1. The type of discrete electrical pathways contained in the conduit/jumper. One example is that each of the conduit portions 48, 50, and the jumper cable section 58 could contain a number of discrete electrical wires such as copper wires 12-14 gauge. Another example is that the cable portion of the MU cable jumper may contain a plurality or discrete electrical wires. The conduit portions 48 and 50 include one or more discrete electrical wires or non-wire electric pathways such as conductive structural elements of the vehicle, pathways through electrical or electronic components or the like. FIG. FIG. 2. is shown with certain elements including?n? There may be discrete electrical pathways. However, it is important to note that the number of these pathways in each element could be different. Each element may have different number of discreet electrical pathways.

As noted above, the plug ends for the MU cable jumper fit in the MU ports 36 and 38. The plug ends and the MU ports can be used for both mechanical and electrical attachment. A plurality of pins may be included in the plug end. Each one fits into an electrical socket located in an MU port. The number of electrical paths, such as MU cable jumpers or internal electrical conduits, that are available to the plug end may affect the number of sockets and pins. One example is that each plug end has twenty seven-pin connectors.

The central terminal boards 46, 42 and 44 have an insulating base attached to the vehicle on which are mounted terminals for wires and cables. This allows for flexibility when connecting different electronic components to a MU cable bus. One embodiment may contain a digital subscriber-line access multiplexer unit (DSLAM).

The cable bus can transfer non-network information between vehicles 18a, 18b, and 18c in consist. Non-network information could include data or other information used in vehicle consist for control purposes. Non-network information, on the other hand, is not packet data and does not contain recipient network addresses. The non-network information can be transmitted over the cable bus using a designated voltage carrier signals (e.g., an 74 volt on/off sign, wherein 0V is a digital?0?). The non-network control information may be transmitted over the cable bus according to a designated voltage carrier signal (e.g., a 74 volt on/off signal, wherein 0V represents a digital?0? value and +74V is a digital?1? value). value or an analog signal between 0V and 74V. The 0-74V voltage level can indicate a certain level of functionality. Non-network control information can be transmitted and received via the cable bus using one of several electronic components 32a-32c in each vehicle, which are specifically designed for this purpose.

If two vehicles are connected using an MU Cable Jumper, both the cable jumper and their internal MU electrical system form the MU bus. The MU cable bus also includes additional MU jumpers for attaching vehicles to each other.

Click here to view the patent on Google Patents.