Trainline communication network access point including filter

A trainline communication network access point has an intra-consist electrical cable connection point coupled to a transmission path and an intra-consist electrical cable, a processor, and a filter arrangement. The processor generates a data signal capable of transmitting network data over the intra-consist electrical cable. The processor determines from a plurality of possible transmit frequencies masked frequencies and non-masked frequencies and communicate the data signal on the transmission path on at least one of the non-masked frequencies and prevents communication of the data signal on the transmission path at the masked frequencies. The filter arrangement is disposed on the transmission path between the processor and the intra-consist electrical cable connection point and filters at least one of the masked frequencies from the transmission path.

TECHNICAL FIELD

The present disclosure relates generally to a trainline communication network, and more particularly, to a trainline communication network access point including a filter.

BACKGROUND

A consist includes one or more locomotives that are coupled together to produce motive power for a train of rail vehicles. The locomotives each include one or more engines, which combust fuel to produce mechanical power. The engine(s) of each locomotive can be supplied with liquid fuel (e.g., diesel fuel) from an onboard tank, gaseous fuel (e.g., natural gas) from a tender car, or a blend of the liquid and gaseous fuels. The mechanical power produced by the combustion process is directed through a generator and used to generate electricity. The electricity is then routed to traction motors of the locomotives, thereby generating torque that propels the train. The locomotives can be connected together at the front of the train or separated and located at different positions along the train. For example, the consist can be positioned at the front, middle, or end of the train. In some instances, more than one consist can be included within a single train. The locomotives in a consist can be oriented in a forward-facing (or “long hood”) direction or a backward-facing (or “short hood”) direction. In some consists, the locomotives include computer systems for maintaining operations of the locomotive. These computer systems are sometimes disposed on the long hood side of the locomotive.

Because the locomotives of a consist must cooperate to propel the train, communication between the locomotives can be important. Historically, this communication has been facilitated through the use of an MU (Multi-Unit) cable that extends along the length of the consist. An MU cable is comprised of many different wires, each capable of carrying a discrete signal used to regulate a different aspect of consist operation. For example, a lead locomotive generates current within a particular one of the wires to indicate a power level setting requested by the train operator. When this wire is energized, the engines of all trail locomotives are caused to operate at a specific throttle value. In another example, when one locomotive experiences a fault condition, another of the wires is energized to alert the other locomotives of the condition's existence.

Although acceptable in some applications, the information traditionally transmitted via the MU cable may be insufficient in other applications. For example, during the fault condition described above, it can be important to know a severity and/or cause of the fault condition so that an appropriate response to the fault condition can be implemented in an effective and efficient manner. Additionally, as consist configurations become more complex, for example during multi-unit blended fuel operations (i.e., operations where gaseous fuel from a tender car is simultaneously supplied to multiple locomotives and mixed with diesel fuel at different rates), control of the locomotives and/or the tender car may require a greater amount of cooperation and/or more complex communication than can be provided via the MU cable.

One attempt to address the above-described problems is disclosed in U.S. Patent Publication 2010/0241295 of Cooper et al. that published on Sep. 23, 2010 (“the '295 publication”). Specifically, the '295 publication discloses a consist having a lead locomotive and one or more trail locomotives connected to each other via an MU cable. Each locomotive includes a computer unit, which, along with the MU cable, forms an Ethernet network in the train. With this configuration, network data can be transmitted from the computer unit in the lead locomotive to the computer units in the trail locomotives. The network data includes data that is packaged in packet form as data packets and uniquely addressed to particular computer units. The network data can be vehicle sensor data indicative of vehicle health, commodity condition data, temperature data, weight data, and security data. The network data is transmitted orthogonal to conventional non-network (i.e., command) data that is already being transmitted on the MU cable.

While the consist of the '295 publication may have improved communication between locomotives, it may still be less than optimal. In particular, it provides less than optimal filtering for preventing the transmission of network data at frequencies that could interfere with other equipment of the consist.

The system of the present disclosure solves one or more of the problems set forth above and/or other problems with existing technologies.

SUMMARY

In one aspect, the present disclosure is directed to a trainline communication network access point including an intra-consist electrical cable connection point coupled to a transmission path and an intra-consist electrical cable, a processor, and a filter arrangement. The processor generates a data signal capable of transmitting network data over the intra-consist electrical cable. The processor determines from a plurality of possible transmit frequencies masked frequencies and non-masked frequencies and communicates the data signal on the transmission path on at least one of the non-masked frequencies and prevents communication of the data signal on the transmission path at the masked frequencies. The filter arrangement is disposed on the transmission path between the processor and the intra-consist electrical cable connection point and filters at least one of the masked frequencies from the transmission path.

In another aspect, the present disclosure is directed to a method for communicating a data signal using a trainline communication network access point. The method includes generating a data signal capable of transmitting network data over an intra-consist electrical cable, and determining masked frequencies and non-masked frequencies from a plurality of possible transmit frequencies. The method further includes communicating the data signal on the transmission path on at least one of the non-masked frequencies and preventing communication of the data signal on the transmission path at the masked frequencies. A filter arrangement disposed on a transmission path between a trainline communication processor and an intra-consist electrical cable connection point connected to the intra-consist electrical cable filters at least one of the masked frequencies from the transmission path.

DETAILED DESCRIPTION

FIG. 1illustrates an exemplary train consist10having one or more locomotives12. In the disclosed embodiment, consist10has three different locomotives12, including a lead locomotive12aand two trailing locomotives12b,12c. It is contemplated, however, that consist10can include any number of locomotives12and other cars (e.g. tender cars), and that locomotives12can be located in any arrangement and in any orientation (e.g., forward-facing or rear-facing). Consist10can be located at the front of a train of other rail vehicles (not shown), within the train of rail vehicles, or at the end of the train of rail vehicles. It is also contemplated that more than one consist10can be included within a single train of rail vehicles, if desired, and/or that consist10can travel at times without a train of other rail vehicles.

Each locomotive12can be connected to an adjacent locomotive12in several different ways. For example, locomotives12can be connected to each other via a mechanical coupling16, one or more fluid couplings18, and one or more electrical couplings20. Mechanical coupling16can be configured to transmit tractive and braking forces between locomotives12. Fluid couplings18may be configured to transmit fluids (e.g., fuel, coolant, lubrication, pressurized air, etc.) between locomotives12. Electrical couplings20can be configured to transmit power and/or data (e.g., data in the form of electrical signals) between locomotives12. In one example, electrical couplings20include an intra-consist electrical cable, such as a MU cable, configured to transmit conventional command signals and/or electrical power. In another example, electrical couplings20include a dedicated data link configured to transmit packets of data (e.g., Ethernet data). In yet another example, the data packets can be transmitted via the intra-consist electrical cable. It is also contemplated that some data can be transmitted between locomotives12via a combination of the intra-consist electrical cable, the dedicated data link, and/or other means (e.g., wirelessly), if desired.

Each locomotive12can include a car body22supported at opposing ends by a plurality of trucks24(e.g., two trucks24). Each truck24can be configured to engage a track (not shown) via a plurality of wheels, and to support a frame26of car body22. Any number of engines28can be mounted to frame26within car body22and drivingly connected to a generator30to produce electricity that propels the wheels of each truck24. Engines28can be internal combustion engines configured to combust a mixture of air and fuel. The fuel can include a liquid fuel (e.g., diesel) provided to engines28from a tank32located onboard each locomotive12or via fluid couplings18, and/or a blended mixture of the liquid and gaseous fuels.

As shown inFIG. 2, consist10can be equipped with a communication system44that facilitates coordinated control of locomotives12. Communication system44can include, among other things, an access point46for each locomotive12. Each access point46can be connected to one or more wired and/or wireless networks, and used to communicate command signals and/or data between controllers48of each rail vehicle and various other network components50(e.g., sensor, valves, pumps, heat exchangers, accumulators, regulators, actuators, GPS components, etc.) that are used to control locomotives12. Access points46can be connected to each other via electrical couplings20(e.g., via the intra-consist electrical cable, via the dedicated data link, and/or wirelessly). Access points46can be connected to a local area network hub (“LAN hub”)47that facilitates communication between the controllers48, the network components50, and access points46.

Each access point46can include an inter-consist router (“IC router”)52, an Ethernet bridge54, and an MU modem56, as well as conventional computing components known in the art (not shown) such as a processor, input/output (I/O) ports, a storage, a memory. The I/O ports may facilitate communication between the associated access point46and the LAN hub47. In some embodiments, the I/O ports may facilitate communication between the associated access point46and one or more of network components50.

Likewise, IC router52can facilitate communication between different access points46of locomotives12that are connected to each other via electrical couplings20. In some embodiments, IC router52can provide a proxy IP address corresponding to controllers48and network components50of remote locomotives. For example, IC router52can provide a proxy IP address for one of network components50of locomotive12bso controller48of locomotive12acan communicate with it. The IC router52can include, or be connected to, an Ethernet bridge54that can be configured to translate network data to an electrical signal capable of being sent through intra-consist electrical cable58. Ethernet bridge54can include or be connected to MU modem56. MU modem56can be configured to modulate a carrier signal sent over intra-consist electrical cable58with the electrical signal received from Ethernet bridge54to transmit network data between access points46. MU modem56can also be configured to demodulate signals received from access points46and send the demodulated signals to Ethernet bridge54for conversion to network data destined to controller48or network components50. In some embodiments, MU modem56sends network data orthogonal to data traditionally transmitted over intra-consist electrical cable58(e.g., control data). AlthoughFIG. 2illustrates IC router52, Ethernet bridge54, and MU modem56as separate components, in some embodiments, one component can perform the functionality of two components. For example, Ethernet bridge54may perform the operations described above with respect to IC router52, or Ethernet bridge54can include, or perform the operations of, MU modem56.

In some embodiments, access point46, IC router52, Ethernet bridge54, and/or MU modem56can include a processor, storage, and/or memory (not shown). The processor can include one or more processing devices, such as microprocessors and/or embedded controllers. The storage can include volatile or non-volatile, magnetic, semiconductor, tape, optical, removable, non-removable, or other type of computer-readable medium or computer-readable storage device. The storage can be configured to store programs and/or other information that can be used to implement one or more of the processes discussed below. The memory can include one or more storage devices configured to store information.

Each controller48can be configured to control operational aspects of its related rail vehicle. For example, controller48of lead locomotive12acan be configured to control operational aspects of its corresponding engine28, generator30, traction motors, operator displays, and other associated components. Likewise, the controllers48of trail locomotives12band12ccan be configured to control operational aspects of their corresponding engines28, generators30, traction motors, operator displays, and other associated components. In some embodiments, controller48of lead locomotive can be further configured to control operational aspects of trail locomotives12band12c, if desired. For example, controller48of lead locomotive12acan send commands through its access point46to the access points of trail locomotives12band12c.

Each controller48can embody a single microprocessor or multiple microprocessors that include a means for controlling an operation of the associated rail vehicle based on information obtained from any number of network components50and/or communications received via access points46. Numerous commercially available microprocessors can be configured to perform the functions of controller48. Controller48can include a memory, a secondary storage device, a processor, and any other components for running an application. Various other circuits may be associated with controller48such as power supply circuitry, signal conditioning circuitry, solenoid driver circuitry, and other types of circuitry.

The information obtained by a particular controller48via access points46and/or network components50can include performance related data associated with operations of each locomotive12(“operational information”). For example, the operational information can include engine related parameters (e.g., speeds, temperatures, pressures, flow rates, etc.), generator related parameters (e.g., speeds, temperatures, voltages, currents, etc.), operator related parameters (e.g., desired speeds, desired fuel settings, locations, destinations, braking, etc.), liquid fuel related parameters (e.g., temperatures, consumption rates, fuel levels, demand, etc.), gaseous fuel related parameters (e.g., temperatures, supply rates, fuel levels, etc.), and other parameters known in the art.

The information obtained by a particular controller48via access points46and/or network components50can also include identification data of the other rail vehicles within the same consist10. For example, each controller48can include stored in its memory the identification of the particular rail vehicle with which controller48is associated. The identification data can include, among other things, a type of rail vehicle (e.g., make, model, and unique identification number), physical attributes of the associated rail vehicle (e.g., size, load limit, volume, power output, power requirements, fuel consumption capacity, fuel supply capacity, etc.), and maintenance information (e.g., maintenance history, time until next scheduled maintenance, usage history, etc.). When coupled with other rail vehicles within a particular consist10, each controller48can be configured to communicate the identification data to the other controllers48within the same consist10. Each controller48, can be configured to selectively affect operation of its own rail vehicle based on the obtained identification data associated with the other rail vehicles of consist10.

In some embodiments, controllers48can be configured to affect operation of their associated rail vehicles based on the information obtained via access points46and/or network components50and one or more maps stored in memory. Each of these maps may include a collection of data in the form of tables, graphs, and/or equations. Controllers48can be configured to affect operation of their associated locomotives based on the position within a locomotive consist. The position of the locomotive associated with controller48can be used with the one or more maps to control the operation of the locomotive. For example, a map of throttle settings can be stored in the memory of controller48. The map of throttle settings can include a mapping of consist position to throttle setting. For example, when the locomotive of controller48is the lead locomotive (e.g., in first position in the consist) the map may indicate that controller48should set the throttle to Notch 4, and when the locomotive of controller48is the third trail locomotive (e.g., in fourth position in the consist), the map may indicate that controller48should set the throttle to Notch 2.

According to some embodiments, access point46can include one or more components for filtering signals transmitted on intra-consist electrical cable58. Filtering of transmitted signals can be important to prevent interference with components operating a certain frequencies. For example, personnel working on consist10may make use of hand-held communication devices that operate over radio waves at certain frequencies. When signals are sent over intra-consist electrical cable58on those same frequencies, the signals can interfere with the communication between hand-held communication devices. In addition, communication between hand-held communication devices can interfere with data signals sent over intra-consist electrical cable58. Thus, it can be advantageous to prevent communication system44from using one or more frequencies that interfere with other devices (e.g., hand-held communication devices) operating on or near consist10.

In conventional embodiments, preventing communication system44from using certain frequencies can be done using an amplitude map. An amplitude map can be a data structure that can be read by one or more components of access point46to determine the signal amplitude for various carrier frequencies that are used to send data over intra-consist electrical cable58. To mask a frequency from use by communication system44, the corresponding amplitude for the masked frequency can be set to zero in the amplitude map. Zeroing the masked frequency can be referred to as “notching” the frequency. Due to the inefficient notching mechanism provided by conventional embodiments, conventional embodiments require that the amplitude map also notch several frequencies close to the frequency that is to be masked. For example, when masking a 1000 MHz frequency, the amplitude map may notch 1000 MHz as well as frequency ranges from 980 MHz-1020 MHz. Notching frequency bands that are adjacent to the masked frequency can create a loss in bandwidth that can be undesirable when large amounts of data are being communicated between locomotives12of consist10or when a large number of notches are required. Accordingly, the disclosed communication system44provides a trainline communication network access point including a filter arrangement designed to filter desired masked frequencies thereby allowing use of one or more frequencies that would need to be notched in conventional embodiments.

FIG. 3is an illustration of an exemplary trainline communication network access point60for use within communication system44. For ease of discussion,FIG. 3discloses exemplary components of trainline communication network access point60that can be used to filter signals that trainline communication network access point60transmits, but trainline communication network access point60can contain additional components that are not described with respect toFIG. 3. For example, trainline communication network access point60can contain one or more components of access point46as described above with respect toFIG. 2. Further, one or more components of trainline communication network access point60can be disposed within one of the components of access point46as described above. For example, the components of trainline communication network access point60could be disposed within IC router52, Ethernet bridge54, or MU modem56. In some embodiments, trainline communication network access point60can include a motherboard with one or more expansion slots for accepting daughtercards to enhance its functionality, and the operation of one or more components of trainline communication network access point60can be embodied on a daughtercard configured to interface with the motherboard. For example, filter arrangement72can be embodied as a daughtercard.

According to some embodiments, trainline communication network access point60operates to increase bandwidth of communication system44. Trainline communication network access point60can include several components such as trainline communication processor70, filter arrangement72, analog front end amplifier74, and intra-consist electrical cable connection point76. The trainline communication network access point60can be connected by signal paths that are configured to transmit or receive digital or analog signals between the components of trainline communication network access point60. For example, trainline communication access point60can include transmission signal path80and command signal path82.

Trainline communication processor70can perform operations to enable trainline communication network access point60to perform network communications over intra-consist electrical cable58. Trainline communication processor70can receive incoming signals via a receive path (not shown). The incoming signals can include a modulated signal containing network data to be processed by trainline communication processor70, or some other component of access point46. Conventionally, analog front end amplifier74receives transmit signals on transmission signal path80and amplifies or attenuates the signals before they are sent to intra-consist electrical cable connection point76for communication over intra-consist electrical cable58.

In some embodiments, trainline communication processor70can perform or control operations for modulating or demodulating signals that communicate network data over intra-consist electrical cable58. Trainline communication processor70can determine masked and non-masked carrier frequencies used for modulation and demodulation based on amplitude map78. As described above, amplitude map78can include a data structure specifying the amplitudes of frequencies used for modulation in communication system44. Amplitude map78can be a data structure stored in memory, a database, or a configuration file, for example, that is accessible locally or remotely by trainline communication processor70. When trainline communication processor70generates a data signal capable of transmitting network data over intra-consist electrical cable58, it can refer to amplitude map78to determine the proper amplitude for the data signal. As described above, frequencies that trainline communication processor70cannot use to modulate data signals can be notched using amplitude map78by setting their respective amplitudes to zero.

Trainline communication network access point60can also include filter arrangement72. Filter arrangement72can include one or more filters configured to allow or prevent signals of certain frequencies that are communicated on transmission signal path80. The one or more filters of filter arrangement72can be band-pass filters, low-pass filters, high-pass filters, or notch (band-stop) filters. In some embodiments, filter arrangement72includes programmable filters that can be controlled to filter a first set of frequencies at one time and filter a second set of frequencies at a second time. For example, filter arrangement72can prevent transmission of signals at 1000 MHz and allow transmission of signals at 1500 MHz at a first time, and allow transmission of signals at 1000 MHz and prevent transmission of signals at 1500 MHz at a second time. The use of programmable filters allows filter arrangement72to adjust its filtering based on operational needs. Filter arrangement72can also include one or more non-programmable filters. Filter arrangement72can include analog filters, digital filters, or both.

Filter arrangement72can be connected to transmission signal path80and disposed between trainline communication processor70and analog front end amplifier74(as shown inFIG. 3). In such embodiments, filter arrangement72filters signals transmitted on transmission signal path80before the signals are amplified by analog front end amplifier74. In some embodiments, filter arrangement72can be connected to transmission signal path80and disposed between analog front end amplifier74and intra-consist electrical cable connection point76. In such embodiments, filter arrangement72filters signals transmitted on transmission signal path80after the signals are amplified by analog front end amplifier74. In some embodiments, filter arrangement72can be connected to transmission signal path80and include a first arrangement of filters disposed between trainline communication processor70and analog front end amplifier74and a second arrangement of filters disposed between analog front end amplifier74and intra-consist electrical cable connection point76. In such embodiments, filter arrangement72filters signals transmitted on transmission signal path80before and/or after the signals are amplified by analog front end amplifier74.

In some embodiments, filter arrangement72can be controlled by trainline communication processor70. Filter arrangement72can be connected to command signal path82and can detect control signals that are sent by trainline communication processor70on command signal path82. The control signals can specify one or more frequencies to filter from the data signals transmitted on transmission signal path80. Based on the detected control signals, filter arrangement76can set one or more programmable filters to prevent the communication of signals at the frequencies identified in the control signal. In some embodiments, trainline communication processor70determines masked frequencies (e.g., those are not to be used as carrier frequencies) and non-masked frequencies (e.g., those that can be used as carrier frequencies) by reading amplitude map78. Based on the masked and non-masked frequencies determined from amplitude map78, trainline communication processor70generates a control signal and communicates it to filter arrangement72on command signal path82. In some embodiments, filter arrangement72can be configured to read amplitude map78and filter any frequencies that have been notched in it. Further operations of trainline communication network access point60are described in greater detail below with respect toFIG. 4.

INDUSTRIAL APPLICABILITY

The disclosed trainline communication network access point can be applicable to any consist that includes a plurality of rail cars, such as locomotives. The disclosed trainline communication network access point can provide more finely tuned notching of frequencies than that of conventional embodiments thereby increasing the potential bandwidth of a trainline communication system used for communication by locomotives in a consist. The operation of the disclosed trainline communication network access point will now be explained.

FIG. 4is a flowchart illustrating an exemplary disclosed method400for filtering data that can be performed by one of the components illustrated inFIG. 3. During the operation of consist10, trainline communication network access point60can perform method400to filter data signals using filter arrangement72. Although the description that follows describes method400as being performed by trainline communication network access point60, other components of access point46can perform one or more of the steps of method400in some embodiments.

Trainline communication network access point60begins method400by determining masked and non-masked frequencies (step410). Masked frequencies can include those frequencies that can serve as carrier frequencies in communication system44. Non-masked frequencies can include those frequencies that cannot serve as carrier frequencies in communication system44due to interference with other components of consist10. Trainline communication network access point60can determine the masked and non-masked frequencies by accessing amplitude map78and determining whether any frequencies in amplitude map78are associated with a zero amplitude. Those frequencies in amplitude map78with zero amplitudes can be masked frequencies, and those frequencies in amplitude map78with non-zero amplitudes can be non-masked frequencies.

Next, trainline communication network access point60communicates a data signal at non-masked frequencies (step420). As noted above, trainline communication network access point60can include trainline communication processor70, which can generate the data signal and modulate it with a carrier frequency selected from the non-masked frequencies. The data signal is sent along transmission signal path80and filtered by filter arrangement72(step430). Once filtered, the data signal can be communicated over intra-consist electrical cable58to a destination access point of another locomotive of consist10.

Several advantages over the prior art may be associated with the trainline communication network access point. For example, the disclosed trainline communication network access point can prevent transmission of signals at frequencies that cause interference with other equipment operating on a locomotive consist. In addition, as described herein, the disclosed trainline communication network access point can include a filter arrangement that provides more finely tuned notching of frequencies thereby increasing the potential bandwidth of a trainline communication system used by locomotives in a consist.