Abstract: A control system is disclosed for use with a locomotive. The control system may have a component located onboard the locomotive, the component having a first state and a second state. The control system may also have an operator input device located onboard the locomotive and used to manually toggle operation of the component between the first and second states, and at least one sensor located onboard the locomotive and configured to generate a signal associated with a condition of the locomotive. The control system may also have an offboard controller located remotely from the locomotive and being configured to selectively override the operator input device and toggle operation of the component between the first and second states based on the signal.

Abstract: A method for detecting a slipped traction motor pinion in a locomotive is disclosed. The locomotive may have a traction system and a controller in communication with the traction system. The traction system may have a wheel axle, a traction motor operatively connected to the wheel axle, a speed sensor associated with the traction motor, an inverter coupled to the traction motor, and a current sensor associated with the inverter. The method may include monitoring signals indicative of a speed of the traction motor received from the speed sensor, receiving current feedback associated with the inverter received from the current sensor, comparing the signals from the speed sensor to the current feedback, and determining that the traction motor is decoupled from the wheel axle based on the comparison of the signals from the speed sensor to the current feedback.

Abstract: A railway machine comprising a first electrical traction motor, a first wheel assembly, a first gear assembly and a controller module is disclosed. The first gear assembly may include a first pinion gear rotatably engaged with a drive shaft of the first electrical traction motor. The first gear assembly may further include a first driven gear that may be rotatably engaged with the first pinion gear and also operatively coupled to the first wheel assembly. The controller module may observe a plurality of railway machine operating conditions, execute program instructions while the railway machine is being operated and may determine whether the first pinion gear is decoupled from the drive shaft of the first electrical traction motor.

Abstract: A method for detecting a slipped traction motor pinion in a locomotive is disclosed. The locomotive may have a traction system and a controller in communication with the traction system. The traction system may have a wheel axle, a traction motor operatively connected to the wheel axle, a speed sensor associated with the traction motor, an inverter coupled to the traction motor, and a current sensor associated with the inverter. The method may include monitoring signals indicative of a speed of the traction motor received from the speed sensor, receiving current feedback associated with the inverter received from the current sensor, comparing the signals from the speed sensor to the current feedback, and determining that the traction motor is decoupled from the wheel axle based on the comparison of the signals from the speed sensor to the current feedback.

Abstract: A method for detecting a locked wheel on a locomotive is disclosed. The locomotive may have a plurality of wheels, a traction system configured to drive the plurality of wheels, and a controller in communication with the traction system. The fraction system may have a fraction motor coupled to each of the plurality of wheels, a speed sensor associated with each traction motor, an inverter connected to each traction motor, and at least one current sensor associated with each inverter. The method may include the controller detecting an initial locked wheel condition based on signals received from the speed sensors, and the controller determining if the initial locked wheel condition is true based on signals received from the current sensors.

Abstract: A method of resetting a control system of a machine is disclosed. The method may include observing a condition of the machine from off-board the machine and determining a fault associated with the control system based on the condition. The control system may include a controller onboard the machine and at least one breaker in communication with the controller. The method may further include generating a command from off-board the machine directing the controller to attempt to automatically reset the control system. Automatically resetting the control system may include cycling the at least one breaker or rebooting the controller.

Abstract: A locomotive system includes a first locomotive having a first locomotive controller configured to control the operation of the first locomotive and a first transceiver and a second locomotive having a second locomotive controller configured to control the operation of the second locomotive and a second transceiver configured to communicate second locomotive operation data to the first transceiver. The system includes a remote control system including a remote transceiver communicatively connected to the first transceiver and a remote controller configured to receive an operation data signal indicative of an operation condition of the second locomotive from the first transceiver. The remote controller is configured to determine an adjustment to a control setting of at least one of the first locomotive controller and the second locomotive controller based on the operation data signal and to send a control signal indicative of the adjustment to the control setting to the first transceiver.

Abstract: A control system is disclosed for use with a locomotive. The control system may have a component located onboard the locomotive, the component having a first state and a second state. The control system may also have an operator input device located onboard the locomotive and used to manually toggle operation of the component between the first and second states, and at least one sensor located onboard the locomotive and configured to generate a signal associated with a condition of the locomotive. The control system may also have an offboard controller located remotely from the locomotive and being configured to selectively override the operator input device and toggle operation of the component between the first and second states based on the signal.

Abstract: The disclosure is directed to a communication system for a consist having a locomotive and a tender car. The communication system may have a locomotive access point configured to be located onboard the locomotive, a locomotive controller connected to the locomotive access point, a tender car access point configured to be located onboard the tender car, and a tender car controller connected to the tender car access point. The communication system may also have at least one network component configured to be located onboard the locomotive or the tender car and connected with a corresponding one of the locomotive and tender car access points, and a communication coupling extending between the locomotive and tender car access points. The locomotive and tender car controllers may be configured to selectively affect operation of the locomotive and tender car, respectively, based on operational information obtained via the at least one network component.

Abstract: The disclosure is directed to a communication method for use with a train consist having a locomotive and a tender car. The communication method may include transmitting between the locomotive and the tender car operational data captured by network components located onboard at least one of the locomotive and the tender car. The method may further include selectively adjusting an operation of at least one of the locomotive and the tender car based on the data.

Abstract: A method is disclosed for determining the positional relationship between a locomotive in a consist and a tender car in the consist. The method may include transmitting a signal from a locomotive controller to the tender car. The signal may be processed at the tender car in a manner uniquely indicative of one end of the tender car. A locomotive controller associated with the locomotive may receive an indication of an effect of the signal processing, and use the indication to establish the positional relationship between the locomotive and the one end of the tender car. The locomotive controller associated with the locomotive may transmit a signal indicative of fuel requirements and including the positional information to a controller associated with the tender car. The tender car controller may transfer fuel from the one end of the tender car to the locomotive.

Abstract: A control system for a fuel tender of a locomotive includes an input module, a sensor module, a processor unit, and at least one actuator. The input module is configured to generate a first signal based on one or more inputs received from an operator of the locomotive. The sensor module is configured to generate a second signal based on one or more operating parameters of at least one of the locomotive and the fuel tender. The processor unit is configured to generate a first actuation signal based on at least one of the first signal and the second signal. The actuator is disposed in electrical communication with the processor unit and the fuel tender. The actuator is configured to selectively perform at least one of enabling or disabling fuel flow from the fuel tender to the locomotive based on the first actuation signal.

Abstract: A method is disclosed for determining the positional relationship between a locomotive in a consist and a tender car in the consist. The method may include transmitting a signal from a locomotive controller to the tender car. The signal may be processed at the tender car in a manner uniquely indicative of one end of the tender car. A locomotive controller associated with the locomotive may receive an indication of an effect of the signal processing, and use the indication to establish the positional relationship between the locomotive and the one end of the tender car. The locomotive controller associated with the locomotive may transmit a signal indicative of fuel requirements and including the positional information to a controller associated with the tender car. The tender car controller may transfer fuel from the one end of the tender car to the locomotive.

Abstract: The disclosure is directed to a communication system for a consist having a locomotive and a tender car. The communication system may have a locomotive access point configured to be located onboard the locomotive, a locomotive controller connected to the locomotive access point, a tender car access point configured to be located onboard the tender car, and a tender car controller connected to the tender car access point. The communication system may also have at least one network component configured to be located onboard the locomotive or the tender car and connected with a corresponding one of the locomotive and tender car access points, and a communication coupling extending between the locomotive and tender car access points. The locomotive and tender car controllers may be configured to selectively affect operation of the locomotive and tender car, respectively, based on operational information obtained via the at least one network component.

Abstract: The disclosure is directed to a communication method for use with a train consist having a locomotive and a tender car. The communication method may include transmitting between the locomotive and the tender car operational data captured by network components located onboard at least one of the locomotive and the tender car. The method may further include selectively adjusting an operation of at least one of the locomotive and the tender car based on the data.

Abstract: The present disclosure is directed to a control system for a machine. The control system has an electronic module that includes a memory storing a control system software. The control system also includes at least one programmable controller in communication with the memory, where the at least one programmable controller is configured to protect machine components from damage by running the control system software, detecting a control system software fault, intercepting a process fault termination command, setting at least one output signal in response to the control system software fault, terminating at least part of the control system software that contains the control system software fault, and resetting at least part of the control system.