Abstract: A method of controlling a vehicle system includes receiving information of a failure condition in a first rail vehicle of a rail vehicle consist. The method further includes, in response to the failure condition, controlling a second rail vehicle of the rail vehicle consist from a first operational mode to a different, second operational mode. In the second operational mode, the second rail vehicle performs a function that the first rail vehicle cannot due to the failure condition. The information is received over a distributed power system of the rail vehicle consist, and/or the second rail vehicle is controlled over the distributed power system.

Abstract: A communications method for a vehicle consist comprising a lead vehicle having a first and second antenna associated with a respective first and second transceiver and a remote vehicle having a third and fourth antenna associated with a respective third and fourth transceiver. The method further comprises transmitting an outbound message from the first transceiver via the first antenna or from the second transceiver via the second antenna, the outbound message comprising a plurality of message bytes, receiving the outbound message at the third and fourth antennas and associated third and fourth transceivers, determining correct bytes and error bytes in the outbound message as received at the third transceiver, determining correct bytes and error bytes in the outbound message as received at the fourth transceiver, and assembling a reconstructed message using correct bytes from the message received at the third transceiver and the fourth transceiver.

Abstract: A method of controlling a vehicle system includes receiving information of a failure condition in a first rail vehicle of a rail vehicle consist. The method further includes, in response to the failure condition, controlling a second rail vehicle of the rail vehicle consist from a first operational mode to a different, second operational mode. In the second operational mode, the second rail vehicle performs a function that the first rail vehicle cannot due to the failure condition. The information is received over a distributed power system of the rail vehicle consist, and/or the second rail vehicle is controlled over the distributed power system.

Abstract: A communications method for a vehicle consist comprising a lead vehicle having a first and second antenna associated with a respective first and second transceiver and a remote vehicle having a third and fourth antenna associated with a respective third and fourth transceiver. The method further comprises transmitting an outbound message from the first transceiver via the first antenna or from the second transceiver via the second antenna, the outbound message comprising a plurality of message bytes, receiving the outbound message at the third and fourth antennas and associated third and fourth transceivers, determining correct bytes and error bytes in the outbound message as received at the third transceiver, determining correct bytes and error bytes in the outbound message as received at the fourth transceiver, and assembling a reconstructed message using correct bytes from the message received at the third transceiver and the fourth transceiver.

Abstract: A communications method for a vehicle consist (10) comprising a lead vehicle (14) having a first (29A) and second (29B) antenna associated with a respective first (28A) and second (28B) transceiver and a remote vehicle (12A/12B/12C) having a third (29A) and fourth (29B) antenna associated with a respective third (28A) and fourth (28B) transceiver.

Abstract: A communications method for a vehicle consist (10) comprising a lead (14) and a remote (12A/12B/12C) powered vehicle, the lead (14) vehicle comprising first (29A) and second (29B) antennas each associated with a radio, and the remote vehicle (12A/12B/12C) comprising third (29A) and fourth (29B) antennas each associated with a radio. The method comprises transmitting an outbound message from the lead (14) vehicle, receiving the outbound message at the third antenna (29A) and supplying a signal to the associated radio for producing a first received signal, and receiving the outbound message at the fourth antenna (29B) and supplying a signal to the associated radio for producing a second received signal, determining a first and second signal quality metric for the respective first and second received signals, selecting the first or second received signal for processing by the remote vehicle (12A/12B/12C) in response to the first and second signal quality metrics.

Abstract: A communications method for a vehicle consist (10) comprising a lead vehicle (14) having a first (29A) and second (29B) antenna associated with a respective first (28A) and second (28B) transceiver and a remote vehicle (12A/12B/12C) having a third (29A) and fourth (29B) antenna associated with a respective third (28A) and fourth (28B) transceiver.

Abstract: A communications method for a vehicle consist (10) comprising a lead (14) and a remote (12A/12B/12C) powered vehicle, the lead (14) vehicle comprising first (29A) and second (29B) antennas each associated with a radio, and the remote vehicle (12A/12B/12C) comprising third (29A) and fourth (29B) antennas each associated with a radio. The method comprises transmitting an outbound message from the lead (14) vehicle, receiving the outbound message at the third antenna (29A) and supplying a signal to the associated radio for producing a first received signal, and receiving the outbound message at the fourth antenna (29B) and supplying a signal to the associated radio for producing a second received signal, determining a first and second signal quality metric for the respective first and second received signals, selecting the first or second received signal for processing by the remote vehicle (12A/12B/12C) in response to the first and second signal quality metrics.

Abstract: A distributed power train (10) communications system for sending and receiving signals between a lead locomotive (14) and remote locomotives (12A/12B/12C) in the train (10). A lead (14) initiated message is received by at least the remote locomotive (12A/12B) nearest to the lead unit (14). The receiving remote unit (12A/12B) retransmits the message for receiving by the next remote unit (12C) in the train. Thus the message leapfrogs down the train from the lead unit (14) to the remote units (12A/12B/12C). When the last remote unit (the nth remote unit) (12C) receives the message, the last remote (12C) transmits a status or other response message to the lead unit's message. The status message is received at the (n-1)th remote unit (12A/12B), which appends its status message and transmits the combined status messages toward the lead unit (14).

Abstract: In a transportation system comprising a fluid carrying brake pipe (14) connecting controlling member of the system and a controlled member (e.g., 12) a method of adaptively disabling an ability of the controlled member to respond to an unexpected brake pipe flow condition includes determining a braking state of the transportation system. The method also includes determining a degree of change in a brake pipe pressure during the braking state. The method further includes disabling an ability of the controlled member to respond to an unexpected brake pipe flow condition for a time period responsive to the braking state and the degree of change in the brake pipe pressure so that an undesired operation of the controlled member is limited.

Abstract: In a distributed power railroad train, an apparatus for equalizing the equalizing reservoir pressure in the remote power unit and the brake pipe pressure in response to airflow into the brake pipe from the remote locomotive. With these pressures equal, the remote unit cannot charge the brake pipe while the lead unit vents the brake pipe to command a brake application at the train railcars.

Abstract: In a distributed power railroad train, an apparatus for equalizing the equalizing reservoir pressure in the remote power unit and the brake pipe pressure in response to airflow into the brake pipe from the remote locomotive. With these pressures equal, the remote unit cannot charge the brake pipe while the lead unit vents the brake pipe to command a brake application at the train railcars.