Abstract: Systems and methods for synchronizing two or more vehicles operating on an electric transportation line to optimize energy consumption. A controller is provided having a computer memory component storing a set of computer-executable instructions, a list of braking intervals, and a list of acceleration intervals for the vehicles. The controller also has a processing component configured to execute the set of computer-executable instructions to operate on the list of braking intervals and the list of acceleration intervals to minimize an energy consumption of the electric transportation line over a determined period of time by shifting acceleration intervals to synchronize with braking intervals. A dedicated heuristic greedy algorithm and an energy model are implemented in the controller as part of the computer-executable instructions to achieve the improved energy consumption.

Abstract: A road slope determining apparatus for a vehicle includes a slope measuring device that measures a slope of a road on which the vehicle is traveling; a distance measuring device that measures a distance traveled by the vehicle; and a determining apparatus that determines, based on the measured slope and the measured distance traveled, whether the vehicle is traveling on a gradient in which the slope is continuous or on a rough road in which the slope is discontinuous. This road slope determining apparatus is able to appropriately determine whether the road has a slope when the vehicle is traveling at slow speeds such as when running off-road, for example.

Abstract: A method for controlling data communication within a locomotive consist is disclosed. The method may include receiving, at a first access point, a first set of data packets that represent a communication sent from a second access point via a first set of wires. The method may also include receiving, at the first access point, a second set of data packets that represent the same communication sent from the second access point via a second set of wires. Further, the method may include processing the first set of data packets and the second set of data packets to create a resultant set of data packets and generating, at the first access point, a communication related to operating the locomotive based on the resultant data packets.

Abstract: A system for communicating a dataset may include at least a first and a second communication line. The system may also include a first transceiver configured to communicate a first data signal indicative of the dataset over the first communication line and a second transceiver configured to communicate a second data signal indicative of the dataset over the second communication line. The system may also include a processor. The processor may be configured to receive the first data signal and the second data signal and compare the first data signal and the second data signal to determine whether the first data signal or the second data signal comprises a more accurate signal. The processor may also be configured to determine the dataset based upon the more accurate signal.

Abstract: An apparatus for controlling speed in railway vehicles is disclosed, the apparatus estimates a future train speed and determines a control input (first speed control) configured to control a train speed based on a TTSLC {Time-To-Speed-Limit Crossing, a time taken by a train from a current time to exceed an ATP (Automatic Train Protection) speed profile, which is an ATP speed limit}, and determines a control input (second speed control) configured to control the train speed based on a difference between the ATP speed profile and an actual train speed, whereby the first speed control or the second speed control is selected in response to the TTSLC and outputted to the train.

Abstract: An apparatus for operating a railway system, the railway system comprising a lead vehicle consist, a non-lead vehicle consist and railcars, the apparatus including a first element for determining a slack condition of railway system segments, wherein the segments are delineated by nodes, and a control element configured to control an application of tractive effort or braking effort of the lead vehicle consist or the non-lead vehicle consist.

Abstract: A method controls a compressed-air braking device of a rail vehicle in the case of automatic, quick, or emergency braking, said compressed-air braking device having a controlled electropneumatic braking device having brake pressure control, an uncontrolled brake pressure control device for producing an uncontrolled brake pressure, and at least one pneumatic brake actuator. In response to a signal to trigger automatic, quick, or emergency braking, the controlled electropneumatic braking device and the uncontrolled brake pressure control device are activated simultaneously and a first value for the brake pressure produced by the controlled electropneumatic braking device or a first value for a pilot control pressure representing the brake pressure and a second value for the brake pressure produced by the uncontrolled brake pressure control device or a second value for a pilot control pressure representing the brake pressure are compared with each other.

Abstract: A method for remotely controlling a plurality of vehicles includes receiving at an external control system, under an indexing mode of operation, a first signal from off-board vehicle indexing equipment. The method further includes establishing in the external control system a positioning mode of operation in response to the first signal. Further, under the positioning mode of operation, and in response to actuation of an interface of the external control system, the method includes sending from the external control system a second signal to a first vehicle of the plurality of vehicles, the second signal comprising a first command to adjust a throttle setting of first vehicle and a second command to idle a throttle of at least one second vehicle of the plurality of vehicles.

Abstract: A multi-mode control system for a locomotive includes a throttle control device having notch settings corresponding to, for a first, long haul mode, control signals for providing respective tractive effort or power from the locomotive, a master controller in communication with the throttle control device and adapted to receive said control signals from the throttle control device and to transmit respective command signals to power-train components of the locomotive to achieve the respective tractive effort or power, the master controller also adapted for sending alternative command signals when a user-operable mode selector is set to one of one or more alternative modes. The user-operable mode selector includes one or more user interface devices in communication with the master controller for selecting one alternative mode of the one or more alternative modes.

Abstract: A speed profile generation apparatus includes: an input unit that receives train performance, route information, information regarding a landmark, a starting position and ending position of generating a speed profile, and a starting time and target ending time of the speed profile; and a speed profile generator that generates the speed profile based on the information inputted to the input unit, the speed profile switching a traveling mode of a train by taking a position of the landmark as a reference.

Abstract: An empty-load device feedback arrangement for a train with the railcar having an air brake arrangement with an one air-operable braking assembly, the arrangement including: an empty-load device having: at least one sensor arrangement to sense a load associated with the railcar; a braking assembly input exhibiting a delivered air pressure; a regulation arrangement to regulate air pressure; and a braking assembly output exhibiting a regulated air pressure; and a pressure sensor to: sense the regulated air pressure of the air being delivered to the air-operable braking assembly; and generate a regulated air pressure signal. An air brake arrangement is also disclosed.

Abstract: In a multimedia information and control system for use in an automobile, at least one interface is employed which enables a user to access information concerning the automobile and control vehicle functions in an efficient manner. The user may select one of a plurality of displayed options on a screen of such an interface. Through audio, video and/or text media, the user is provided with information concerning the selected option and the vehicle function corresponding thereto. Having been so informed, the user may activate the selected option to control the corresponding vehicle function.

Abstract: A system is provided for determining a mismatch between a model for a powered system and the actual behavior of the powered system. The system includes a coupler positioned between adjacent cars of the powered system. The coupler is positioned in a stretched slack state or a bunched slack state based upon the separation of the adjacent cars. The system further includes a controller positioned within the powered system. The controller is configured to determine a mismatch of the model. A method is also provided for determining a mismatch between a model for a powered system and the actual behavior of the powered system.

Abstract: A method, system, and computer readable medium may be provided for train monitoring. Track circuit data may be received including an indication of a shunted track circuit on a train track. The received track circuit data and shunted track circuit may be analyzed. A train may be tracked on the train track based on the received track circuit data. A loss in physically expected track circuit occupancy in a path of the train may be detected. A graph may be generated showing the at least one shunted track circuit over time. The graph may indicate losses or abnormalities in physically expected track circuit occupancy in the path of the train, velocity of the train, acceleration of the train, and/or a size of the train. An alert with the severity and track circuit identifier may be generated and transmitted.

Abstract: A track brake includes at least one vertically movable, more particularly lowerable, braking element and an inclination sensor disposed in such a manner that a respective position of the at least one vertically movable braking element can be determined on the basis of at least one measurement value of the inclination sensor. A method for determining the position of at least one vertically movable, more particularly lowerable, braking element of a track brake is also provided.

Abstract: A method of controlling one or more locomotives in a consist includes receiving a command and control signal at a controller associated with one of the one or more locomotives, the command and control signal indicative of a desired performance goal for the consist. Operational characteristics of the one locomotive that are factors in achieving the performance goal for the consist are determined. Operational settings for selected ones of the determined operational characteristics for the one locomotive are selectively designated to achieve the performance goal for the consist. Effects of the selectively designated operational settings for the one locomotive may be implemented through the use of control signals to simulate isolation of the one locomotive without physically switching the one locomotive to an isolation mode.

Abstract: A system is provided for determining a quality of a location estimation of a powered system at a location. The system includes a first sensor configured to measure a first parameter of the powered system at the location. The system further includes a second sensor configured to measure a second parameter of the powered system at the location. The system further includes a second controller configured to determine the location estimation of the powered system and the quality of the location estimation, based upon a first location of the powered system based on the first parameter, and a second location of the powered system based on the second parameter of the powered system. A method is also provided for determining a quality of a location estimation of a powered system at a location.

Abstract: A system for operating a remotely controlled powered system, the system including a feedforward element configured to provide information to the remotely controlled powered system to establish a velocity, and a feedback element configured to provide information from the remotely controlled powered system to the feedforward element. A method and a computer software code are further disclosed for operating the remotely controlled powered system.

Abstract: A method for controlling an emergency brake device of a rail vehicle or rail vehicle train consisting of several rail vehicles having axles braked by friction brakes, wherein an emergency braking operation is started by an emergency braking input, including identifying at least one axle having inadmissible brake slip during the emergency braking operation in which inadmissible brake slip occurs outside a predetermined optimal brake slip range; identifying at least one axle having no or admissible brake slip during the emergency braking operation by which axle a larger friction braking force can be transferred than by the at least one axle having inadmissible brake slip; and adjusting the friction braking forces on the at least one axle having no or admissible brake slip such that the adjustment can maintain a deviation of the actual deceleration of the rail vehicle from a target deceleration.

Abstract: A train control system of the present invention includes: an on-board device 1 that is mounted on a train and has an vehicle radio set VRS1 capable of performing wireless communication; fixed radio sets (WRS1 to WRS7, and SRS1) that are disposed along the railroad track R and capable of performing wireless communication by a time division multiple access method with the vehicle radio set VRS1; and a ground device 2 that calculates distance from a train A to a stop point before a preceding train B on the basis of the location information of the train A obtained by the wireless communication between the vehicle radio set VRS1 and the fixed radio set. The on-board device 1 generates a stop pattern on the basis of the distance, and performs a travel control so that the train A travels at a speed equal to or less than the stop pattern.

Abstract: Various methods and systems are provided for initiating and executing a fuel routine for a vehicle. In one embodiment, a method comprises sending from a controller of a vehicle a fuel request to a fuel tender to reduce a pressure of gaseous fuel on the fuel tender and adjusting one or more vehicle operating parameters to allow consumption of the gaseous fuel at an engine of the vehicle when the pressure of the gaseous fuel is below a threshold supply pressure.

Abstract: An autonomous transport vehicle for transporting items in a storage and retrieval system is provided. The autonomous transport vehicle includes at least two drive wheels and a controller, where each drive wheel is independently driven and a drive wheel encoder is disposed adjacent each drive wheel. The controller, in communication with the drive wheel encoders, is configured to determine a kinematic state of the autonomous transport vehicle within the storage and retrieval system based on incremental data from the drive wheel encoders only and independent of drive wheel slippage.

Abstract: A locator loop control system includes a guideway configured to define a travel path of a vehicle. The locator loop control system further includes a locator loop located along the guideway, the locator loop configured to exchange information with a vital on-board controller (VOBC) on-board the vehicle. The locator loop control system further includes a first proximity plate located along the guideway, the first proximity plate spaced a first distance along the guideway from the locator loop, and a wayside controller configured to communicate with the locator loop.

Abstract: A tower control system, under an indexing mode of operation, receives a first signal from rail yard equipment. In response to the first signal, the tower control system establishes a positioning mode of operation. Under the positioning mode of operation, and in response to actuation of an interface of the tower control system, the tower control system sends a second signal to a lead powered rail vehicle of a consist. The second signal includes a first command to adjust a throttle setting of the lead powered rail vehicle, along with a second command to idle a throttle of any remote powered rail vehicle of the consist.

Abstract: A traction control system and method are provided for electric vehicles with at least one drive wheel powered by an electric drive motor to maintain optimum maximum traction while the vehicle is driven on the ground. The traction control system includes drive means capable of transmitting torque through a vehicle drive wheel and controllable to move the vehicle over a ground surface. A preferred drive means is an electric motor designed to move the vehicle at desired ground speeds in response to operator input. Operator input requests a desired speed, and the system determines drive wheel torque required to produce the desired speed and provides maximum current to produce maximum torque to drive the vehicle with optimum traction at the desired speed. The system uses constant feedback to find maximum current corresponding to torque required for an inputted speed request to automatically control traction in any electric powered vehicle.

Abstract: A method includes determining an operational parameter of a first vehicle traveling with a plurality of vehicles in a transportation network and/or a route in the transportation network, identifying a failure condition of the first vehicle and/or the route based on the operational parameter, obtaining plural different sets of remedial actions that dictate operations to be taken based on the operational parameter, simulating travel of the plurality of vehicles in the transportation network based on implementation of the different sets of remedial actions, determining potential consequences on travel of the plurality of vehicles in the transportation network when the different sets of remedial actions are implemented in the travel that is simulated, and based on the potential consequences, receiving a selection of at least one of the different sets of remedial actions to be implemented in actual travel of the plurality of vehicles in the transportation network.

Abstract: In a railway signalling system which transmits a control order to an on-board signalling system by a trackside signalling system, the on-board signalling system being mounted on a train running on a line and the control order being compliant with a signalling system of the line, the present invention allows the train to run through into lines with different signalling systems using a single on-board signalling system. When the train enters a line with a different signalling system from a current line, the on-board signalling system installs a train control application program compliant with the signalling system of the entering line. Then, the on-board signalling system executes the train control application program, allowing the train to be controlled on the entering line according to a control order created by the trackside signalling system of the entering line.

Abstract: A method for automatically controlling braking of a powered system or consist includes automatically applying a first degree of braking to a consist during a first time period when a powered unit of the consist is being locally or remotely controlled via an onboard control system in an absence of control inputs from an onboard operator. The first degree of braking is based on a first deceleration force selected so that the consist is slowed in a manner effective to limit a peak deceleration rate experienced by the consist sufficient for reducing unintended movement of at least one of one or more riders or cargo onboard the consist. The method also includes automatically applying a second degree of braking to the consist during a second time period following the first time period.

Abstract: A method includes determining an operational parameter of a first vehicle traveling with a plurality of vehicles in a transportation network and/or a route in the transportation network, identifying a failure condition of the first vehicle and/or the route based on the operational parameter, obtaining plural different sets of remedial actions that dictate operations to be taken based on the operational parameter, simulating travel of the plurality of vehicles in the transportation network based on implementation of the different sets of remedial actions, determining potential consequences on travel of the plurality of vehicles in the transportation network when the different sets of remedial actions are implemented in the travel that is simulated, and based on the potential consequences, receiving a selection of at least one of the different sets of remedial actions to be implemented in actual travel of the plurality of vehicles in the transportation network.

Abstract: A method including obtaining creep measurements and tractive/braking measurements from at least one vehicle system at different locations along a route segment while the at least one vehicle system moves through the route segment. The method also includes calculating tribology characteristics of the route segment at the different locations. The tribology characteristics are based on the creep measurements and the tractive/braking measurements from the at least one vehicle system. The tribology characteristics are indicative of a friction coefficient of the route segment at the different locations. The method also includes determining an effectiveness of a friction modifier applied to the route segment based on the tribology characteristics.

Abstract: Data representative of a train consist (the train consist comprising a plurality of locomotives and a plurality of cars) and data representative of a route for the train consist can be processed by a processor to automatically determine which locomotives in the train consist should be powered on and which locomotives in the train consist should be shut down for each segment of the route. The processor can make these determinations based on an analysis of the train consist data and the route data with respect to a plurality of considerations that affect train efficiency. Recommendations for locomotive startups and shutdowns in accordance with such automated determinations can then be presented to the train crew for the crew to use during train operations. It is believed that when train crews are in compliance with such recommendations, significant improvements in efficiency, particularly with respect to fuel consumption, can be achieved.

Abstract: The present disclosure provides systems and methods for reducing the total cost of fuel consumed by a locomotives, particularly a locomotive consist including dual fuel locomotives. The systems and methods include generating an alternative throttle settings with the goal of consuming the highest ratio of low cost fuel over high cost fuel instead of only a focus on consuming the least amount of one fuel.

Abstract: A method for de-rating propulsion-generating vehicles in a vehicle system includes identifying a feature of interest in a route and identifying one or more propulsion-generating vehicles as de-rating vehicles that are subject to a handling rule associated with the feature of interest. The handling rule dictates that throttle settings be limited to a reduced range when traveling over the feature of interest. The method further includes, when the de-rating vehicles are traveling along the route and outside of the feature of interest, operating the de-rating vehicles using a larger range of throttle settings and, responsive to approaching and/or traveling over the feature of interest, automatically de-rating at least a subset of the propulsion-generating vehicles in the vehicle system by operating the at least a subset of the propulsion-generating vehicles using the smaller range of throttle settings during travel over the feature of interest.

Abstract: Various methods and systems for an engine driving an electrical power generation system are provided. In one embodiment, an example method for an engine driving an electrical power generation system includes adjusting an engine speed in response to a relationship between oxygen and fuel while maintaining a power transmitted to the electrical power generation system.

Abstract: A method for determining a mission plan for a powered system having at least one primary power generating unit when a desired parameter of the mission plan unobtainable and/or exceeds a predefined limit, the method includes identifying a desired parameter prior to creating a mission plan which may be unobtainable and/or in violation of a predefined limit, and notifying an operator of the powered system and/or a remote monitoring facility of the desired parameter.

Abstract: A railcar control apparatus comprises a synchronous slide/slip detector which determines that the axles are synchronously sliding/slipping if an absolute value of axle's speed difference is less than a synchronous slide/slip speed difference threshold and an absolute value of axle's acceleration is greater than a predetermined synchronous slide/slip acceleration threshold.

Abstract: A method includes receiving an input size of a wheel of a vehicle, determining a derived speed of the vehicle that is based on the input size of the wheel, determining a reference speed of the vehicle as the vehicle moves, comparing the derived speed with the reference speed of the vehicle, and identifying an error in the input size of the wheel based on a difference between the derived speed and the reference speed. A system includes a control unit configured to determine a derived speed of a vehicle that is based on an input size of the wheel and a reference speed of the vehicle as the vehicle moves. The control unit compares the derived speed with the reference speed of the vehicle in order to identify an error in the input size of the wheel.

Abstract: A method for monitoring the state of a bogie of a railway vehicle having at least one wheel set, wherein the wheels of the wheel set are rigidly connected by an axle and have an approximately conical wheel profile, and signals corresponding to a sinusoidal run of the wheel set of the bogie based on the conical wheel profile of the wheels are filtered out of signals provided by sensors disposed on the bogie. The frequency of the sinusoidal run is determined relative to boundary conditions, such as the prevailing vehicle speed, and compared to a save value or range of values for the frequency of the sinusoidal run typical for the prevailing boundary conditions, wherein the deviation of the measured frequency from the saved value or range of values for the frequency is monitored.

Abstract: An embodiment of a rail vehicle may comprise at least one passenger receptacle; a device configured to generate a driving and/or braking force; a transmitting device for transmitting the driving and/or braking force onto a circuit; and at least one actuating device configured to exert a control over at least one of the vehicle's speed and acceleration. The transmitting device has a first engagement element configured for positive engagement with a compatible second engagement element arranged stationarily on the circuit, and a control unit. The control unit is configured to provide control signals to the device for generating the driving and/or braking force which are independent or dependent from the control exerted through the at least one actuating device. The control signals, at least intermittently, limit or shut off the control via the at least one actuating device or superimpose on the control via the at least one actuating device.

Abstract: A system and method which may include on each locomotive a propulsion system and a braking system, a transceiver for communication between the locomotives, and sensors for sensing operational conditions on the locomotive. A processor receives the sensed operation conditions, communicates information including the sensed operational conditions to the other locomotive, determines a propulsion or braking value or command based on the sensed operational conditions, pre-selected criteria and the information received from the other locomotive, and outputs the propulsion or braking value or command.

Abstract: A method reduces the computation time for determining optimal run-curves for a specific travel time of a vehicle along a route between two locations. The computation is partitioned between pre-processing and real-time steps. A set of weights ? are generated, and run-curves for the weights are obtained and stored during the pre-processing. State transition matrices can also be determined and stored during the pre-processing. During real-time, a specific travel time is obtained. The travel time is used to interpolate the weight ? for the specific travel time from the stored weights. The memory can be updated for each solution for a specific travel time to dramatically reduce the time to optimize the run-curves.

Abstract: In order to minimize a calculation load and surely obtain a maximum adhesion torque, estimated adhesion torques are always stored, an maximum value is obtained from the stored plural estimated adhesion torques immediately before slip/skid is detected when detecting the slip/skid, and the maximum value is set as a maximum adhesion torque. The maximum adhesion torque immediately before the slip/skid is detected is compared with a value of the estimated adhesion torque when the slip/skid is detected. When the calculated value exceeds a threshold value, it is determined as a condition where an adhesion coefficient drastically drops, and a suppression/return ratio of the torque is switched to a lower value than that under a condition where the adhesion coefficient does not drastically drop. The value of the torque at the time of suppression or return is set to a smaller value to surely suppress the slip/skid.

Abstract: A system is provided that includes a control unit configured to be disposed on-board at least one of a first vehicle or a second vehicle. The control unit also is configured to receive an updated time of an event involving the first vehicle and the second vehicle traveling in a transportation network. The control unit also is configured to change a speed of said at least one of the first vehicle or the second vehicle in response to the updated time to arrive at the event. A method is provided that includes, at one of a first vehicle or a second vehicle, receiving an updated time of an event involving the first vehicle and the second vehicle in a transportation network. The method also includes changing a speed of said one of the first vehicle or the second vehicle in response to the updated tune to arrive at the event.

Abstract: A speed profile creation device includes: a traveling simulator that creates, from a traveling instruction, a speed profile of allowing the train to travel through a traveling section together with a traveling time and energy consumption amount thereof by using a route condition, train performance, and a traveling condition; a traveling instruction draft creator that creates a plurality of traveling instruction drafts in which a reference speed profile is changed so that the energy consumption amount can decrease though the traveling time is lengthened a little; an optimum speed profile selector that selects an optimum speed profile in which an energy consumption amount reduction effect is maximum among the plurality of traveling instruction drafts; and a reference speed profile updating unit that updates the reference speed profile until the traveling time of the optimum speed profile becomes equivalent to the target traveling time.

Abstract: A train control system of the present invention includes: an on-board device 1 that is mounted on a train and has an vehicle radio set VRS1 capable of performing wireless communication; fixed radio sets (WRS1 to WRS7, and SRS1) that are disposed along the railroad track R and capable of performing wireless communication by a time division multiple access method with the vehicle radio set VRS1; and a ground device 2 that calculates distance from a train A to a stop point before a preceding train B on the basis of the location information of the train A obtained by the wireless communication between the vehicle radio set VRS1 and the fixed radio set. The on-board device 1 generates a stop pattern on the basis of the distance, and performs a travel control so that the train A travels at a speed equal to or less than the stop pattern.

Abstract: A next station state estimating unit estimates a preceding train position from information about a stop track circuit of a current train and from a signal aspect table. It estimates the time, at which the preceding train exits the next station and brake pattern before the station is canceled, from information about the preceding train position, from information about the occupied track circuit on which the current train is present and related information between track circuits and a station and information about occupied duration of the station, which are retained in a track database, and from a history of the preceding train position retained in a history retaining unit. The time estimated is sent to a driver's cab by a communication unit.

Abstract: A method for demanding safety reactions for a rail vehicle having a plurality of appliances each able to demand a safety reaction when required, namely a braking process or a traction inhibit or both for the rail vehicle, includes: a) identification of a state in which one of the safety reactions should be carried out by one of the appliances, b) demanding the safety reaction by the appliance through a data bus, and c) feeding back information to the demanding appliance that the safety reaction has been carried out or intervening in a safety loop to initiate the desired safety reaction, if the safety reaction is not carried out.

Abstract: The invention relates to a method for controlling a railway vehicle having a double drive system, wherein each drive system comprises an internal combustion engine and a transmission unit, wherein a target drive torque (M(SL)) is provided as a power requirement by means of a drive lever, wherein an actual drive torque (M(IST)) of the railway vehicle is determined and a drive torque deviation is calculated from the target drive torque (M(SL)) and the actual drive torque (M(IST)). The method further comprises determining a prediction drive type (AAP), and a target drive type (AA(SL)) in the sense of a single or double drive, a target operating point (BP(SL)), and a target transmission stage (US(SL)) are set for the transmission units, based on the drive torque deviation and the prediction drive type (AAP), by means of a traction manager (9).

Abstract: A system for providing at least one of train information and track characterization information for use in train performance, including a first element to determine a location of a train on a track segment and/or a time from a beginning of the trip. A track characterization element to provide track segment information, and a sensor for measuring an operating condition of at least one of the locomotives in the train are also included. A database is provided for storing track segment information and/or the operating condition of at least one of the locomotives. A processor is also included to correlate information from the first element, the track characterization element, the sensor, and/or the database, so that the database may be used for creating a trip plan that optimizes train performance in accordance with one or more operational criteria for the train.

Abstract: A system includes first and second control modules, an energy management module, and an arbitration module. The first and second control modules are on-board first and second powered vehicles coupled by at least a third vehicle in a vehicle consist. The first control module forms control signals to coordinate tractive efforts provided by the vehicle consist. The energy management module is on-board the second powered vehicle and is communicatively coupled with the second control module. The energy management module forms control signals that are transmitted by the second control module to control the tractive efforts provided by the first powered vehicle and the second powered vehicle based on a trip profile associated with a trip of the vehicle consist. The arbitration module is communicatively coupled with the first and second control modules. The arbitration module determines which of the control modules controls the tractive efforts provided by the vehicle consist.