US20140156122A1

US20140156122A1 - Network infrastructure for locomotive distributed control system

Info

Publication number: US20140156122A1
Application number: US13/691,337
Authority: US
Inventors: James Fredrick Wiemeyer; Michael Patrick Deitz; Dale Alexander Brown; Lawrence Stanley Przybylski; Wayne Allen Rudolph
Original assignee: Electro Motive Diesel Inc
Current assignee: Progress Rail Locomotive Inc
Priority date: 2012-11-30
Filing date: 2012-11-30
Publication date: 2014-06-05

Abstract

The present disclosure is directed to a distributed control system for a locomotive. The distributed system may include at least one network and a plurality of communication centers spatially distributed within the locomotive. Each of the plurality of communication centers may include a plurality of communication outlets. The system may further include a plurality of electronic modules spatially distributed within the locomotive in a standardized scalable architecture and connected to the at least one network via the plurality of communication outlets included in the plurality of communication centers. Each one of the plurality of electronic modules may be reconfigurable to implement distributed control of the locomotive.

Description

TECHNICAL FIELD

The present disclosure relates generally to operation of a locomotive and, more particularly, to systems and methods for distributed control of a locomotive.

BACKGROUND

Traditional locomotives and locomotives within a consist arrangement are known to use a centralized on-board computer-based control system. Typically, such conventional control systems for a locomotive may include a central processing unit on the locomotive, a user interface for the locomotive operator, and interfaces or backplanes connected to the central processing unit on the locomotive for communications with sensor input and actuator output. As such, conventional control systems provide a consolidated interface for the locomotive operator. For example, U.S. Pat. No. 7,131,614 (the '614 patent) describes a conventional locomotive control system with such elements. The '614 patent describes locomotive control hardware including a central computer processor.
However, the complexity of new systems desired to be on-board a locomotive as part of a control system may introduce problems to systems such as that described in the '614 patent. In other words, some of the problems currently encountered with conventional control systems include the complexity of disparate components within the control system that need to effectively communicate with each other. Additionally, some conventional control systems may suffer from a lack of robust, mission critical, extensible and scalable components, which results in an undesirably higher cost, a less standardized and flexible architecture, and undesirably complex and complicated control systems.
The presently disclosed distributed control system is directed to overcoming one or more of the problems set forth above and/or other problems in the art.

SUMMARY OF THE INVENTION

In accordance with one aspect, the present disclosure is directed to a distributed control system for a locomotive. The control system may include at least one network and a plurality of communication centers spatially distributed within the locomotive. Each of the plurality of communication centers may include a plurality of communication outlets. The system may further include a plurality of electronic modules spatially distributed within the locomotive in a standardized scalable architecture and connected to the at least one network via the plurality of communication outlets included in the plurality of communication centers. Each one of the plurality of electronic modules may be reconfigurable to implement distributed control of the locomotive.
According to another aspect, the present disclosure is directed to a method for controlling a locomotive. The method may include monitoring, by a processor, communication among a plurality of electronic modules over a first network. The plurality of electronic modules are connected to both of the first network and a second network and are communicatively coupled to the first network by a network switch. The method may also include determining, by the processor, whether the communication among the plurality of electronic module over the first network has failed. The method may further include, when the communication among the plurality of electronic modules has failed, instructing, by the processor, the network switch to communicatively couple the plurality of electronic modules to the second network.
In accordance with yet another aspect, the present disclosure is directed to a consist. The consist may include a plurality of locomotives. Each locomotive may include at least one network and a plurality of communication centers spatially distributed within the locomotive. Each of the plurality of communication centers may include a plurality of communication outlets. Each locomotive may further include a plurality of electronic modules spatially distributed within the locomotive in a standardized scalable architecture and connected to the at least one network via the plurality of communication outlets included in the plurality of communication centers. Each one of the plurality of electronic modules may be reconfigurable to implement distributed control of the locomotive.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a pictorial view of an exemplary consist of two locomotives.

FIG. 2 provides a block diagram of an exemplary distributed control system that may be included in a locomotive of FIG. 1.

FIG. 3 provides a block diagram of exemplary electronic module within the distributed control system of FIG. 2.

FIG. 4 provides a block diagram of another exemplary electronic module within the distributed control system of FIG. 2.

FIG. 5 provides a flowchart depicting an exemplary method for controlling a locomotive according to an embodiment of the present disclosure.

FIG. 6 provides a flowchart depicting an exemplary method for controlling a locomotive according to another embodiment of the present disclosure.

FIG. 7 provides a block diagram of exemplary network infrastructure within the locomotive of FIG. 1, according to an exemplary embodiment.

FIG. 8 provides a block diagram of an exemplary distributed control system that may include the network infrastructure of FIG. 7.

FIG. 9 provides a block diagram of another exemplary distributed control system.

FIG. 10 provides a flowchart depicting an exemplary method for controlling a locomotive according to still another embodiment of the present disclosure.

DETAILED DESCRIPTION

FIG. 1 illustrates a consist 100 comprising a plurality of locomotives 120, the plurality including at least a first and a last locomotive 120. Each locomotive 120 may include a locomotive engine 140. In one embodiment, locomotive engine 140 may comprise a uniflow two-stroke diesel engine system. Those skilled in the art will also appreciate that each locomotive 120 may also, for example, include an operator cab (not shown), facilities used to house electronics, such as electronics lockers (not shown), protective housings for locomotive engine 140 (not shown), and a generator used in conjunction with locomotive engine 140 (not shown).
While not shown in FIG. 1, consist 100 may comprise more than two locomotives 120. Additionally, consist 100 may also comprise a variety of other railroad cars, such as freight cars or passenger cars, and may employ different arrangements of the cars and locomotives to suit the particular use of consist 100. In an embodiment, the locomotives within consist 100 communicate with each other through, for example, wired or wireless connections between the locomotives. Particular examples of such connections may include, but are not limited to, a wired Ethernet network connection, a wireless network connection, a wireless radio connection, a wired serial or parallel data communication connection, or other such general communication pathway that operatively links control and communication systems on-board respective locomotives of a consist.
FIG. 2 illustrates elements of an exemplary distributed control system disposed within locomotive 120 for controlling locomotive 120. For example, the distributed control system controls the motion of locomotive 120 by controlling traction power of locomotive engine 140 and dynamic braking of locomotive 120. Referring now to FIG. 2, a network 200 is disposed within locomotive 120 as part of an exemplary distributed control system for locomotive 120. Network 200 may include one or more different data communication paths over which data having different communication formats may be transmitted. For example, network 200 may be used to transmit Ethernet TCP/IP based data, RS 232 data, RS422 data, controller area network (CAN) bus data, or a combination of two or more of these data. For example, different types of data may use differing parts of network 200, e.g., Ethernet data may use a physically separate data communication path of network 200 than CAN bus data. Alternatively, there may be priorities assigned to particular types of data. For example, in one embodiment, messages associated with CAN bus data may be assigned a higher priority than other types of messaging traffic on network 200.
As part of implementing control functions used to control the locomotive, the embodiment illustrated in FIG. 2 includes a plurality of electronic modules 202-210 communicatively coupled to network 200 in a standardized scalable architecture. In other words, electronic modules 202-210 are based on standardized hardware (e.g., similar components, similar boards, etc.), and software that can be flexibly configured and programmed in an architecture that allows for scalable additions depending on the needs of the control system. For example, in one embodiment, a single electronic module 202 may implement a particular control function. But if this control function is deemed or becomes a mission critical control function, an alternative embodiment may implement such a mission critical control function with several electronic modules. In one example, the use of several electronic modules to implement this control function may have been planned from the start. However, in another example, the system may dynamically allocate additional electronic modules to better handle the needs of the distributed control system from a mission critical perspective. Thus, if a particular electronic module hosts a mission critical application (e.g., throttle control of the locomotive engine, dynamic braking, etc.) that requires a lot of processing complexity such that the processing limit of the particular electronic module would be saturated, the mission critical application may be implemented with more than one electronic module. In another example, each electronic module 202-210 may host control applications (e.g., software applications) that consume a certain percentage of its processing capacity. When the consumption of processing capacity of a given electronic module, e.g., electronic module 202, exceeds a predetermined threshold, the overloaded electronic module 202 may offload one or more of its control applications to another electronic module, e.g., electronic module 204. By using standardized hardware (e.g., similar components, similar boards, etc.), implementing embodiments of a distributed control system of varying degrees of complexity may be accomplished using lower cost and standardized hardware and software. Doing so allows the system to be flexible and accommodate more robust control functions (e.g., engine control, human-to-machine interfacing, communications, sensing, actuating, etc.).
Electronic modules 202-210 may be spatially disposed within locomotive 120. As shown in FIG. 2, exemplary modules 202-210 may be spatially located in different parts of locomotive 120 to provide processing and interfacing support at disparate locations within locomotive 120, rather than rely upon a central processing device at a single location, such as in an operating cab of locomotive 120, for example. In an embodiment, the spatially disparate and distributed aspect of electronic modules 202-210 may allow for better protection from the harsh environment within locomotive 120 (e.g., shock, vibration, electrical noise, etc.). Additionally, such an embodiment with spatially disparate and distributed electronic modules 202-210 allows for ease of maintenance as electronic modules 202-210 may be placed in closer proximity to the devices being controlled (e.g., control elements).
Electronic modules 202-210 may be programmed and configured to communicatively connect to one or more control elements disposed within the locomotive. As shown in FIG. 2, exemplary control elements may include a human-to-machine interface device 220. Human-to-machine interface device is generally a device that provides feedback to and/or input from a human, such as the operator of the locomotive. Human-to-machine interface device 220 may include, but is not limited to, a monitor, a light emitting diode, an indicator, a switch, a button, a keypad, a keyboard, a touchpad, a joystick, a speaker, a microphone, and a credential reader such as finger print scanner or an ID card scanner.
Another example of a control element is a communication/navigation device 230, which is generally a device that provides communication within or outside the locomotive or receives/transmits navigational information within or outside the locomotive. An example of communication/navigation device 230 may include, but is not limited to, an analog radio, a digital communication receiver/transmitter, a GPS unit, and a tracking transponder.
Sensors 240 and 242 and actuators 250 and 252 are additional examples of control elements operatively connected to one or more electronic modules 206, 208, and 210. Generally, a sensor may be any type of device that records or senses a condition or characteristic relative to the locomotive, such as speed, temperature, atmospheric conditions, shock, vibration, frequency, engine conditions, etc. Various voltages (e.g., DC link voltage) and amperages (e.g., blower motor or traction motor amperage) may be used to represent the sensed conditions or characteristics. Similarly, an actuator may generally be any type of device that changes a condition or characteristic relative to the locomotive, such as a throttle, brake, heater, fuel flow regulator, generator, damper, pump, switch, relay, solenoid, etc. In one embodiment, an actuator may involve control of a mechanical or electrical device.
In an embodiment, a single electronic module may be connected to one or more control elements. For example, in FIG. 2, electronic module 206 is connected to both of sensors 240 and 242. Alternatively, in one embodiment, electronic module 206 may be connected to sensors 240 and 242, and actuators 250 and 252. Additionally, two or more electronic modules may be operatively connected to a given control element or to another electronic module to provide scalable monitoring and control resources for the control element in an architecture of standardized electronic modules. For example, in FIG. 2, electronic modules 208 and 210 are both connected to actuator 252. The configuration of how many electronic modules may be used with particular control elements will depend on the desired application within a locomotive. Those skilled in the art will appreciate that “standardized” generally means a basic commonality amongst the electronic modules, such as, for example, a similar chipset and board/daughter board configuration, but does not preclude electronic modules with different programming and populated with a subset of hardware on similar boards.
While FIG. 2 shows an exemplary embodiment of a distributed control system with example control elements that include sensors, actuators, a communication device, a navigation device, and a human-to-machine interface device, those skilled in the art will appreciate that embodiments may include other control elements useful in monitoring and controlling aspects of locomotive operation.
FIG. 3 provides a block diagram of exemplary electronic module 202 within the exemplary distributed control system of FIG. 2. Referring now to FIG. 3, electronic module 202 may include a main board 202 a and one or more daughter boards 202 b and 202 c. Main board 202 a may be a standardized board common to other electronic modules 204-210 within the distributed control system. Electronic module 202 may further include a network interface 300, a programmable controller 305, a configurable controller 310, a local data interface 315, one or more communication ports 320 a and 320 b, a power supply circuitry 325, and memories 330 a and 330 b formed on main board 202 a.
Power supply circuitry 325 generally provides appropriate power signals to different circuit elements within electronic module 202. Various other known circuits may be associated with electronic module 202, including gate driver circuitry, buffering circuitry, and other appropriate circuitry.
Network interface 300 may be configured to couple electronic module 202 to network 200. Network interface 300 may be coupled to both of programmable controller 305 and configurable controller 310. In one example, network interface 300 may be an Ethernet switch. However, other types of network or communication interfaces may suffice to operatively couple electronic module 202 to network 200. Additionally, in embodiments where network 200 includes different communication paths or subnetworks, network interface 300 may be implemented with one or more interface circuits to accommodate the different format or different physical paths of network 200. For example, the interface circuits of network interface 300 may accommodate transmission of Ethernet TCP/IP based data, RS 232 data, RS422 data, CAN bus data via network 200. Although not shown in FIG. 3, electronic module 202 may further include one or more network ports, such as Ethernet ports, into which network cables may be plugged.
Configurable controller 310 contains internal circuitry that is configurable to implement distributed control of locomotive 120. In other words, the internal circuitry of configurable controller 310 may be altered (e.g., internally reconnectable) in different configurations to implement one or more control functions associated with the distributed control of locomotive 120. In one embodiment, configurable controller 310 may be implemented by a field programmable gate array (FPGA) including programmable logic gates that may be reconfigured in how each of the programmable logic gates are interconnected when providing analog or digital control of one or more control elements. Configurable controller 310 may be configured to include a soft core processor such as a Nios processor in Altera® FPGAs. In some embodiments, a control application that is running on configurable controller 310 may require more sophistication and complexity. In this case, control application may be implemented by both configurable controller 310 and programmable controller 305, which has a higher processing capacity than configurable controller 310. Configurable controller 310 may be connected to memory 330 b. Memory 330 b may be configured to store configuration files used by configurable controller 310 to reconfigure the internal circuitry to perform certain functions related to the disclosed embodiments. In some embodiments, memory 330 b may also store executable programs to be executed by the soft core processor in configurable controller 310. Memory 330 b may include a volatile or non-volatile, magnetic, semiconductor, tape, optical, removable, nonremovable, or other type of storage device or computer-readable medium. In some embodiments, configurable controller 310 may be configured to include a memory to store, for example, the configuration files used by configurable controller 310.
Programmable controller 305 may be in communication with configurable controller 310 and network 200. Programmable controller 305 is programmatically adapted to provide computational support for a control function associated with electronic module 202. Exemplary communication between configurable controller 310 and programmable controller 305 may be accomplished with a peripheral component interconnect express (PCIe) bus or other high speed data bus that facilitates quick and efficient communication between the devices when implementing the control function. Alternatively, the communication between configurable controller 310 and programmable controller 305 may be accomplished through network 200. The control function, such as throttle control of the engine, may be at least one of a plurality of control functions associated with the distributed control of the locomotive. Computational support generally involves an offloaded task that may be accomplished with a processing unit, such as programmable controller 305, not in direct connection with the control element, such as a throttle actuator or speed sensor.
Programmable controller 305 may be removably connected to main board 202 a. The software of programmable controller 305 may be programmed to provide computational support to electronic module 202, thus allowing for a more complex implementation of application than configurable controller 310. Programmable controller 305 may have a higher processing capacity than configurable controller 310 in terms of execution rate of instructions. Programmable controller 305 may be a microcontroller, a microprocessor, a Computer-On-Module (COM), or a System-On-Module (SOM). A SOM may have a processing capacity of 3 billion instructions per second. In one example, programmable controller 305 may be programmatically tasked with monitoring network 200 for messages. Programmable controller 305 may communicate with memory 330 a formed on main board 202 a of electronic module 202. Memory 330 a may be used to store programs to be executed by programmable controller 305. Similar to memory 330 b, memory 330 a may include a volatile or non-volatile, magnetic, semiconductor, tape, optical, removable, nonremovable, or other type of storage device or computer-readable medium. Alternatively, programmable controller 305 may communicate with other local peripheral devices not formed on main board 202 a (e.g., control elements 230, 240, 242, 250 and 252) via a local data interface 315. Local data interface 315 may be implemented, for example, using a USB or SATA format.
In some embodiments, configurable controller 310 of electronic module 202 may communicate with daughter boards 202 b and 202 c via the one or more communication ports 320 a and 320 b. Then, via input and output (I/O) ports formed on daughter boards 202 b and 202 c, configurable controller 310 of electronic module 202 may communicate with one or more control elements or the daughter boards of other electronic modules 204-210 within the distributed control system. Each one of daughter boards 202 b and 202 c may be electrically connected to configurable controller 310 in main board 202 a via communication port 320 a or 320 b and a cable. The cable may contain several physical signaling lines. In one example, the cable may be formed as a flexible flat cable with fifty physical signaling lines, including power and ground lines.
Daughter board 202 b may include a communication port 340, an interface controller 350, and I/ O ports 360 a, 360 b, and 360 c. Communication port 340 may be connected to communication port 320 a in main board 202 a via the cable. Interface controller 350 may be implemented by a complex programmable logic device (CPLD) or a FPGA, which may be configured to control data transmission (e.g., serial data transmission) via I/ O ports 360 a, 360 b, and 360 c. Alternatively, interface controller 350 may be implemented by a microcontroller that may be programmable to control data transmission via I/ O ports 360 a, 360 b, and 360 c. Interface controller 350 may also control one or more control elements connected to daughter board 202 b. In some embodiments, one or more of I/ O ports 360 a, 360 b, and 360 c may be a RS232 data port, a RS422 data port, a LonTalk data port, or a GPS receiver. I/ O ports 360 a, 360 b, and 360 c enable communication between electronic module 202 and some control elements that require special data format, such as RS232 data, RS422 data, and/or LonTalk data. For example, a remote speed indicator which monitors and displays the speed of locomotive 120 may be communicated only via the RS 422 data port.
Daughter board 202 c may include a communication port 370 and I/ O ports 380 a, 380 b, and 380 c. Communication port 370 may be connected to communication port 320 b in main board 202 a via another cable. In some embodiments, one or more of I/ O ports 380 a, 380 b, and 380 c may be a CAN port that enables communication between electronic module 202 and other control elements that require CAN bus data. For example, an Electro Motive Diesel Engine Controller (EMDEC) which controls the locomotive engine may be communicated only via the CAN port. Since CAN data transmission has a relatively stringent timing requirement, there is no need for an interface controller to control data transmission. In this case, configurable controller 310 in main board 202 a may be configured to include a CAN controller for controlling data transmission between main board 202 a and daughter board 202 c having CAN ports.
Programmable controller 305 and configurable controller 310 may overlap in terms of their functions. That is, each one of programmable controller 305 and configurable controller 310 may independently interface with network 200 via network interface 300 to receive, process, initiate, and transmit messages. In addition, each one of programmable controller 305 and configurable controller 310 may have a processing capacity to host one or more control applications. However, programmable controller 305 may have a substantially large processing capacity, while configurable controller 310 may have relatively limited processing capacity.
In some embodiments, a control application of electronic module 202 may determine its need for processing capacity. The application may determine whether it can be implemented by only configurable controller 310, or whether it requires additional processing capacity from programmable controller 305. Applications that require relatively low processing capacity may be implemented by a certain electronic module that does not have a programmable controller, which will be discussed in greater detail below.
FIG. 4 provides a block diagram of an alternative exemplary electronic module within the distributed control system of FIG. 2. Referring now to FIG. 4, electronic module 206 may include a main board 206 a and one or more daughter boards 206 b and 206 c. Main board 206 a may include a network interface 400, a configurable controller 410, a local data interface 415, one or more communication ports 420 a and 420 b, a power supply circuitry 425, and memories 430 a and 430 b. However, this embodiment of an electronic module, such as electronic module 206, does not include a programmable controller. Instead, the standardized board used in electronic module 206 may be made without the chip or module that corresponds to programmable controller 305. That is, the standardized main board 206 a used in electronic module 206 may be made with an empty socket 405 for a programmable controller. As such, electronic module 206 may be used to implement a control function that is not as resource or computationally intensive and does so at a lower cost. In this embodiment, monitoring responsibilities and other off-module interfacing is accomplished by configurable controller 410. Similar to daughter boards 202 b and 202 c shown in FIG. 3, daughter board 206 b may include a communication port 440, an interface controller 450, and I/ O ports 460 a, 460 b, and 460 c, and daughter board 206 c may include a communication port 470 and I/ O ports 480 a, 480 b, and 480 c.
In one embodiment, the distributed control system for a locomotive may use electronic modules that use both a programmable controller 305 and a configurable controller 310 (e.g., electronic module 202 illustrated in FIG. 3). In another embodiment, the distributed control system may use electronic modules that each use a configurable controller 410 but are not populated with a separate programmable controller (e.g., module 206 illustrated in FIG. 4). In yet another embodiment, the distributed control system may use a combination of electronic modules as illustrated in FIGS. 3 and 4 while still adhering to the standardized architecture of the modules in a system that is scalable for dynamic or different control tasks. Those skilled in the art will appreciate that the timing, robust requirements, and mission critical aspects of a particular control situation will influence which type of standardized electronic module to deploy within a distributed control system on a locomotive or consist.
FIG. 5 provides a flowchart depicting an exemplary method for controlling a locomotive according to an embodiment of the present disclosure. The method may include receiving a message by a first of a plurality of electronic modules coupled to a network disposed within the locomotive (Step 610). Each of the electronic modules may be spatially distributed within the locomotive and operatively coupled to the network in a standardized scalable architecture, such as electronic modules 202-210, described above. The method may further include processing the message by a programmable controller in the first of the electronic modules, such as electronic module 204, to identify a first control command (Step 620). Generally, a control command is associated with one of a plurality of control functions. The message having information that can be processed to identify the control command may come from another electronic module, such as electronic module 202, that is operatively connected to human-to-machine interface device 220. The method may provide the first control command from the programmable controller (e.g., programmable controller 305) to a configurable controller (e.g., configurable controller 310) in the first of the electronic modules (Step 630). Based upon the identified first control command, the method may generate a control signal by the configurable controller (Step 640). The control signal is typically associated with at least one of a plurality of control functions as part of distributed control of the locomotive. In one embodiment, the control signal may take the form of an analog or digital signal. The control signal may include particular voltage, current or frequency characteristics useful in controlling the control element. The method may apply the generated control signal to one or more control elements (e.g., human-to-machine interface device 220, communication/navigation device 230, sensors 240 and 242, actuators 250 and 252, etc.) disposed within the locomotive (Step 650).
FIG. 6 provides a flowchart depicting an exemplary method for controlling a locomotive according to another embodiment of the present disclosure. The method may include receiving a message by a first of a plurality of electronic modules coupled to a network disposed within the locomotive (Step 710). The method may further include processing the message by a configurable controller in the first of the electronic modules to identify a first control command (Step 720). Based upon the identified first control command, the method may generate a control signal by the configurable controller (Step 730). The method may apply the generated control signal to one or more control elements disposed within the locomotive (Step 740).
Additionally, the method may receive a monitored locomotive signal from the one or more control elements. In one embodiment, a monitored locomotive signal is provided by a sensor, such as sensor 240, to configurable controller 310 via daughter board 202 b or 202 c, as part of monitoring the speed of the locomotive or as part of monitoring the temperature of locomotive engine 140. In response, the method may process the monitored locomotive signal within the first of the electronic modules and alter the generated control signal applied to the one or more control elements disposed within the locomotive. In the example mentioned above, the monitored locomotive signal may be processed by the configurable controller 310 or, if desired and equipped, by the programmable controller 305 within the electronic module.
In another embodiment, the method may reconfigure the configurable controller to cause the configurable controller to implement an alternative one of the control functions. In some exemplary embodiments, reconfiguring the configurable controller may alter interconnections of a plurality of programmable logic gates to implement the alternative one of the control functions. For example, an FPGA device may be used to implement the configurable controller and may be remotely reconfigured to implement an alternative control function. In this manner, those skilled in the art will appreciate the advantageous dynamic tasking of electronic modules and the ability to re-use electronic modules in differing configurations.
FIG. 7 provides a block diagram of exemplary network infrastructure within locomotive 120 of FIG. 1. According to FIG. 7, more than one networks may be established inside locomotive 120. For example, locomotive 120 may include network 200 a and network 200 b. Locomotive 120 may include different zones in different locations, such as short hood zone 122, workstation zone 124, electrical locker zone 126, and long hood zone 128. Although not shown in FIG. 7, locomotive 120 may further include a ground relay panel, a fan control panel, a battery compartment, a rectifier compartment, an inverter compartment, an EMDEC panel, hangouts, a resistor panel, a module and micro processor plug panel, an excitation panel, a rectifier/relay panel, an auxiliary power convertor panel, a circuit breaker panel, an engineering control panel, etc.
Each of zones 122-128 may include a communication center. For example, short hood zone 122 may include communication center 502, workstation zone 124 may include communication center 504, electrical locker zone 126 may include communication center 506, and long hood zone 128 may include communication center 508. Each one of communication centers 502-508 may include two separate sets of communication outlets 502 a-508 a and 502 b-508 b respectively connected to network 200 a and network 200 b.
A plurality of permanent network cables 520 a may extend throughout locomotive 120 to connect communication outlets 502 a-508 a to network 200 a. Similarly, a plurality of permanent network cables 520 b may extend throughout locomotive 120 to connect communication outlets 502 b-508 b to network 200 b. Permanent network cables 520 a and 520 b may be protected by a physical cabling pathway (e.g., a frame) extending throughout locomotive 120. By using the network infrastructure as shown in FIG. 7, electronic modules 202-210 spatially distributed within locomotive 120 may be easily coupled to network 200 a or 200 b via a communication outlet (e.g., any one of 502 a-508 a and 502 b-508 b) included in an adjacent communication center.
FIG. 8 provides a block diagram of an exemplary distributed control system that may include the network infrastructure of FIG. 7. As shown in FIG. 8, each of electronic modules 202-210 may be connected to both of network 200 a and network 200 b. Although not shown in FIG. 8, each of electronic modules 202-210 may include a first network port connected to network 200 a via a first network cable and a second network port connected to network 200 b via a second network cable. For example, one end of the first network cable may be plugged into the first network port of electronic module 202, and the other end of the first network cable may be plugged into a communication outlet 502 a, such that electronic module 202 is connected to network 200 a.
In some embodiments, network 200 b may function as a redundant network for network 200 a to provide a backup communication link for electronic modules 202-210. In such cases, the control system of FIG. 8 may further include a network switch 260 for switching between network 200 a and network 200 b. For example, electronic modules 202-210 may be communicatively coupled to network 200 a, such that electronic modules 202-210 can communicate with each other via network 200 a. When network 200 a does not function properly, network switch 260 may couple electronic modules 202-210 to network 200 b, such that electronic modules 202-210 can communicate with each other via network 200 b. In some embodiments, one of electronic modules 202-210 may be configured to function as a network switch for switching between network 200 a and network 200 b. In such case, no additional network switch is needed.
FIG. 9 provides a block diagram of another exemplary distributed control system. In some embodiments, network 200 a may be an Ethernet-based network. However, some of the control elements may be legacy devices 254, 256, and 258 that can only transmit/receive signals via a legacy data type network 200 c, such as a CAN bus network, RS 422 network, RS 485 network, and/or RS 232 network. For example, legacy device 254 may be a remote speed indicator that can only accept/transmit signals via the RS 422 network. In another example, legacy device 256 may be EMDEC that can only accept/transmit signals via the CAN bus network. In such cases, the system may include a serial concentrator unit 270 to interface between the Ethernet-based network 200 a and a legacy data type network 200 c. In some embodiments, one of electronic modules 202-210, e.g., electronic module 202, may be configured to function as serial concentrator unit 270. In such cases, legacy devices 254, 256, and 258 may be connected to data ports 360 a, 360 b, and 360 c, formed on daughter board 202 b of electronic module 202, and via configurable controller 310 to the Ethernet-based network 200 a. In some other embodiments, an electronic module that does not have a daughter board may be configured to function as serial concentrator unit 270.
FIG. 10 provides a flowchart depicting an exemplary method for controlling a locomotive according to still another embodiment of the present disclosure. The method may include monitoring communication among a plurality of electronic modules over a first network (Step 810). In some embodiments, one of the plurality of electronic modules 202-210, e.g., electronic module 202, may be configured to monitor the communication over network 200 a. The method may also include determining whether the communication over the first network has failed (Step 820). For example, electronic module 202 may determine that the communication over network 200 a has failed when electronic module 204 does not respond to a request transmitted from electronic module 202. The method may further include, when the communication over the first network has failed (Step 820, Yes), instructing a network switch to communicatively couple the plurality of electronic modules to a second network (Step 830). For example, the network switch may be included in one of electronic modules 202-210. Alternatively, the network switch may be a separate device included in locomotive 120. When the communication over the first network has not failed (Step 820, No), the process may return to step 810 where the communication over the first network is monitored.

INDUSTRIAL APPLICABILITY

The disclosed distributed control system and methods provide a robust and improved solution for controlling a locomotive with a standardized and scalable architecture of distributed electronic modules. The disclosed systems and methods are able to handle robust, mission critical, and demanding control functions associated with control of the locomotive using distributed standardized electronic modules.
In particular, the presently disclosed distributed control system may have several advantages. Specifically, the presently disclosed distributed control system avoids undesirably high costs by providing spatially distributed electronic control modules using standardized components. The standardized components, such as an electronic peripheral control interface and, in some instances, a programmable controller, allow for a flexible, extensible, and scalable architecture while helping to avoid high maintenance costs and system downtime.
Additionally, the disclosed systems are able to use components, such as a configurable controller, which contain internal circuitry that is reconfigurable. This is especially beneficial when there is the need for quick and flexible replacement of components in the system, dynamic tasking of electronic modules within the system to handle differing control needs within the locomotive, or the ability to re-use electronic modules in differing configurations.
It will be apparent to those skilled in the art that various modifications and variations can be made to the disclosed distributed control system for a locomotive and associated methods for operating the same. Other embodiments will be apparent to those skilled in the art from consideration of the specification and practice of disclosed distributed control system for a locomotive. It is intended that the specification and examples be considered as exemplary only, with a true scope being indicated by the following claims and their equivalents.

Claims

What is claimed is:

1. A distributed control system for a locomotive, comprising:

at least one network;

a plurality of communication centers spatially distributed within the locomotive and connected to the at least one network, each of the plurality of communication centers comprising a plurality of communication outlets; and

a plurality of electronic modules spatially distributed within the locomotive in a standardized scalable architecture and connected to the at least one network via the plurality of communication outlets included in the plurality of communication centers, and each one of the plurality of electronic modules being reconfigurable to implement distributed control of the locomotive.

2. The distributed control system of claim 1, further including a plurality of permanent network cables for connecting the plurality of communication centers to the at least one network.

3. The distributed control system of claim 1, wherein the at least one network includes a first network and a second network that are physically redundant networks.

4. The distributed control system of claim 3, wherein each one of the plurality of electronic modules includes a first network port connected to a first network and a second network port connected to a second network.

5. The distributed control system of claim 3, further including a network switch configured to switch between the first network and the second network.

6. The distributed control system of claim 1, wherein the at least one network includes an Ethernet-based network.

7. The distributed control system of claim 6, wherein the at least one network further includes at least one legacy data type network selected from a group consisting of a CAN bus network, an RS 422 network, an RS 485 network, and an RS 232 network.

8. The distributed control system of claim 7, further including a serial concentrator unit configured to interface between the Ethernet-based network and the at least one legacy data type network.

9. The distributed control system of claim 8, wherein one of the plurality of electronic modules is configured to function as the serial concentrator unit.

10. The distributed control system of claim 9, wherein the electronic module that functions as the serial concentrator unit includes:

a main board that includes a network port to be connected to the Ethernet-based network; and

a daughter board connected to the main board, the daughter board including a plurality of data ports to be connected to a plurality of control elements in the legacy data type network.

11. A computer-implemented method for controlling a locomotive, the method comprising:

monitoring, by a processor, communication among a plurality of electronic modules over a first network, the plurality of electronic modules being connected to both of the first network and a second network and being communicatively coupled to the first network by a network switch;

determining, by the processor, whether the communication among the plurality of electronic modules over the first network is failed; and

when the communication among the plurality of electronic modules is failed, instructing, by the processor, the network switch to communicatively couple the plurality of electronic modules to the second network.

12. The method of claim 11, wherein the network switch is included in one of the plurality of electronic modules.

13. The method of claim 11, wherein the processor is included in one of the plurality of electronic modules.

14. The method of claim 11, wherein the processor is included in the network switch.

15. The method of claim 11, wherein the communication among the plurality of electronic modules is failed when one of the plurality of electronic modules does not respond to a request transmitted from another electronic module over the first network.

16. The method of claim 11, wherein the locomotive includes a plurality of communication centers spatially disposed within the locomotive, each of the plurality of communication centers includes a first plurality of communication outlets coupled to the first network and a second plurality of communication outlets coupled to the second network.

17. The method of claim 16, wherein the locomotive further includes a first plurality of permanent network cables for connecting the first plurality of communication outlets to the first network, and a second plurality of permanent network cables for connecting the second plurality of communication outlets to the second network.

18. The method of claim 11, wherein each one of the plurality of electronic modules includes a first network port connected to the first network and a second network port connected to the second network.

19. The method of claim 11, wherein each one of the first and second networks is one selected from a group consisting of an Ethernet-based network, a CAN bus network, an RS 422 network, an RS 485 network, and an RS 232 network.

20. A consist, comprising:

a plurality of locomotives, each locomotive comprising:

at least one network;

a plurality of communication centers spatially disposed within the locomotive and coupled to the at least one network, each of the plurality of communication centers comprising a plurality of communication outlets; and