Pulse Electronics Gmbh

Westinghouse Air Brake Company

Westinghouse Air Brake Technologies Corporation

Angel P Bezos

Emilio A Fernandez

James E Hart

James F Shockley

Joseph I Field, Jr

Clive Wright

Gary W Egerton

Gregory C Martin

Donald M Crisafulli

Gary A Tubergen

Charles H Kimball

A system reliably communicates brake commands from a master controller on a lead locomotive to the brake equipment on each rail vehicle of a freight train. The system includes a mechanism for detecting whether the brake commands are being successfully communicated over a communications channel that is normally used to convey such commands from the master controller to the brake equipment on each rail vehicle. The system also includes on each rail vehicle a mechanism for communicating the brake commands that is independent of the communications channel. The mechanism for communicating conveys the brake commands from the lead locomotive to the rail vehicles only when the mechanism for detecting determines that communication over the communications channel has failed. The system further includes on each rail vehicle a mechanism for receiving the brake commands from the lead locomotive via the mechanism for communicating. The system additionally includes on each rail vehicle a mechanism for acting upon the brake commands received from the mechanism for receiving so that the brake equipment can execute the brake commands as if they were conveyed to the brake equipment over the communications channel.

A.A.R. compliant electronic braking system

A multi-function EOT, or universal EOT (UEOT), may function conventionally for those trains not equipped with an ECP power line transceiver but which can automatically change its mode of operation to the ECP EOT function when mounted on trains so equipped. The UEOT may be an integrated unit manufactured for the purpose or it may be implemented as an adapter that converts a conventional two-way end of train unit (EOT) to a UEOT that operates in both standard and ECP modes.

Multi-function end of train device for electrically controlled pneumatic

A system and method for determining the position of each railroad vehicle within a train consist. The train consist includes a locomotive, at least one trainline and at least one railroad vehicle. The locomotive has a computer. The at least one trainline has a power line for supplying power to the computer and to each railroad vehicle. The system includes the computer as programmed, a vehicle computing device incorporated into each railroad vehicle, and the at least one trainline interconnecting the computer with each vehicle computing device. Each vehicle computing device contains a unique identification code. Each vehicle computing device can apply to and sense from the power line an electrical signal. The computer via the program commands sequentially each vehicle computing device, via the identification codes, to so apply the electrical signal. Each time the computer so commands one of the vehicle computing devices, all of the other vehicle computing devices located between the locomotive and the vehicle computing device which applied the electrical signal sense the electrical signal. All of the other vehicle computing devices that sensed the electrical signal then respond to the computer, via the at least one trainline, that the electrical signal was sensed. The computer, after having commanded all of the vehicle computing devices and having received the responses therefrom, automatically determines the position of each railroad vehicle relative to all other railroad vehicles within the train consist.

Method of determining car position

A dual connection system is used with an electrical apparatus having power and return lines each of which requiring interconnection between parts of the apparatus. The system includes a connector at each end of each part through which the parts interconnect serially. Each connector has a pair of bidirectional circuits each of which interconnecting a main node and a backup node for each such line on a part such that one main node affixes to the power line and the other main node affixes to the return line. When a pair of By connectors are mated, the main nodes affixed to the power line communicate as a primary path and the backup nodes corresponding thereto communicate as a redundant path. Likewise, the main nodes affixed to the return line communicate as a primary path and the backup nodes corresponding thereto communicate as a redundant path. Each redundant path provides backup to its corresponding primary path thereby providing the apparatus with more reliable electrical connections. The system includes a control device in each part that during a test mode tests the integrity of the primary and redundant paths located between the part on which the device is situated and a previous part. The system further includes a central computer that controls each control device so each pair of mated connectors is tested sequentially during the test mode and that receives from each control device results of the testing and that reports the results to an operator of the apparatus.

Dual connection EP brake system

An electronic fail safe circuit ensures that if there is a microprocessor failure during a brake application, this failure does not result in a release of the brakes. This is accomplished by the fail safe circuit forcing the appropriate solenoids to the self-regulating valve's hold state for a certain amount of time. This, in combination with the self regulating valve, accomplishes the desired outcome of a minimum disruption in the brake application and, specifically, prevention of an erroneous brake release. To further enhance the reliability of the system, a dual battery power supply is used. Each battery is tested prior to doing a brake application. Each battery has to pass the test, i.e., each battery individually must have enough charge to complete the brake application, before the brake application is undertaken. This redundancy concept is carried into the wiring of the release solenoid so that a single failure in the wiring will not result in de-energizing the release solenoid during a service brake application. Finally, a hardware interlock is enabled whenever a service brake application is started and is disabled otherwise. When enabled, the hardware interlock prevents the microprocessor from directly de-energizing the supply solenoid when the exhaust solenoid is also de-energized which, if allowed, could cause the brake pipe pressure rate of reduction to exceed the allowed limits.

Electronic fail safe circuit for electro-pneumatic brake control

A valve device for reducing the brake pipe pressure in a railroad train brake pipe at a location remote from a train locomotive including a pair of valves, a first valve to controllably vent brake pipe pressure from the brake pipe for purposes of service brake applications and a second valve to quickly vent brake pipe pressure from the brake pipe at a relatively high rate for purposes of emergency brake applications, and a pneumatic drive means to open the first valve in response to a controlled supply pressure and open the second valve in response to an emergency supply pressure.

Pneumatically driven train brake pipe pressure exhaust valve

A microprocessor controlled valve system is used with an EOT unit on a railcar remote from the locomotive of the train. The system includes a pressure transducer, a microprocessor unit, a valve device, a motor drive and a pneumatic drive. The microprocessor unit receives from the transducer an electrical signal indicative of actual brake pipe pressure and from the locomotive a brake command signal indicative of desired brake pipe pressure. The microprocessor unit issues a drive signal when the brake command signal requires a service brake application and an actuating signal when the brake command signal requires an emergency brake application. The valve device defines an elongated bore, a primary passage, a branch passage, an exhaust passage and an elongated valve body able to move reciprocatingly in the bore according to the operation of the drives. The primary and branch passages communicate with the brake pipe, and all of the passages communicate with the bore. The elongated valve body features (A) a first valve that when opened allows at least partial communication between the primary and exhaust passages and (B) a second valve that when opened allows communication between the branch and exhaust passages. The motor drive opens the first valve in response to and to the extent dictated by the drive signal. In response to the actuating signal, the pneumatic drive fully opens the second valve thereby fully opening the first valve so that pressure in the brake pipe flows through the valves and vents via the exhaust passage.

Combination motor pneumatic driven train brake pipe pressure exhaust

An EOT unit on a railcar is equipped with a microprocessor controlled regulating valve system to control pressure within the brake pipe. The system includes a microprocessor unit, a pressure transducer, a regulating valve device and an electropneumatic control mechanism. The microprocessor receives from the transducer an electrical signal indicative of actual brake pipe pressure and from the locomotive a brake command signal indicative of desired brake pipe pressure. The microprocessor issues electrical control signals to the mechanism when the brake command signal requires either a service brake application or an emergency brake application. The regulating valve device defines a primary passage, a branch passage, an exhaust passage, and an elongated valve bore in which a diaphragm operated piston is located above an elongated valve stem. The valve stem features two valves with the first located between the primary and exhaust passages and the second between the exhaust and branch passages. The primary and branch passages communicate with the brake pipe, and all of the passages communicate with the bore. Responsive to a control pressure provided by the mechanism to a volume above the diaphragm, the piston moves the valve stem within the bore to the extent dictated by that control pressure. For a service control pressure, the piston opens only the first valve to the extent dictated by that service control pressure. For an emergency control pressure, the piston fully opens the first and second valves to reduce the pressure in the brake pipe at an emergency rate.

A valve device is used to reduce the air pressure in a brake pipe disposed on a railroad car in a train consist at a location in the train consist remote from the locomotive of the train consist. The valve device defines a primary supply passage, a branch supply passage and an exhaust passage. The primary and branch passages communicate with the brake pipe. All of the passages communicate with an elongated bore defined within the valve device. The valve device includes an adjustable first valve, a second valve, an electric motor drive and a pneumatic drive. The adjustable first valve and the second valve are both part of an elongated valve body member that can move reciprocatingly within the elongated bore. The adjustable first valve is used to vent air pressure from the brake pipe via the primary and exhaust passages at various rates of discharge. The rate of discharge is in proportion to the extent the adjustable first valve is commanded open. The electric motor drive responds to a drive signal for a service brake pipe air pressure reduction through which it opens the adjustable first valve, but not the second valve. The second valve is used to quickly vent air pressure from the brake pipe via the branch and exhaust passages. The pneumatic drive responds to an actuating signal for an emergency brake pipe air pressure reduction through which it fully opens the second valve thereby also fully opening the adjustable first valve.

Combination motor/pneumatic driven train brake pipe pressure exhaust

An adapter converts a conventional two-way end of train unit (EOT) to a dual purpose EOT that can be used conventionally for those trains not equipped with a power line for the new electrically controlled pneumatic (ECP) freight train brake standard but which can be quickly and inexpensively modified to change the function of the EOT from the normal two-way EOT function to the ECP EOT function as defined by the Association of American Railroads (AAR). An electronics package or adapter plugs into the battery compartment of the standard EOT and makes connections with the standard EOT electrical connectors that are located in the battery compartment. This adapter is designed to communicate with the standard EOT microprocessor and to configure the standard EOT in a way that the standard EOT in combination with the adapter functions as an ECP EOT rather than as a standard EOT. The EOT is provided with the necessary intelligence to be able to detect the presence of the adapter and to then conform to the required ECP functionality.

Dual purpose end of train device for electrically controlled pneumatic

A simplified dual connection system electrically interconnects the vehicles of a train. The train features a trainline to be formed through series interconnection of a wire on each vehicle. The simplified dual connection system includes a central computer, a connector control device on each vehicle and a pair of mateable connectors between each pair of vehicles of the train. Each pair of mateable connectors electrically interconnects the wires of each pair of adjacently disposed vehicles to form the trainline. When the mateable connectors are mated, a primary electrical path and a redundant electrical path are formed in that pair of connectors for the trainline. Each connector has a bidirectional circuit that interconnects a main node and a backup node for the wire on the vehicle. When a pair of connectors is mated, the main nodes of that pair interconnect to form the primary electrical path of the trainline and the backup nodes of that pair interconnect to form part of the redundant electrical path of the trainline. The redundant electrical path thus provides an electrical connection redundant to the primary electrical path to which it corresponds. The connector control device in each vehicle determines the integrity of the primary electrical path in the pair of mated connectors. The central computer receives from each connector control device the results of that determination and reports those results to a train operator.

Simplified dual connection EP brake system

A consist power monitor provides information to the engineer of a multiple unit consist on the ability of each locomotive to provide traction power and dynamic braking. The consist power monitor is a microprocessor based device which communicates with other locomotive consist power monitors, either through the MU cable or over a wireless link, to display consist status to the engineer. Where the communication is through the MU cable, the communications link is provided by a high frequency carrier superimposed on an existing MU cable wire. No modification is required to the MU cable allowing for easy retrofit of existing locomotives. The alternative wireless communication is accomplished by means of a low power, spread spectrum data link now being incorporated into new locomotives. Information exchanged among the consist power monitors pertains to loading and dynamic brake conditions of the locomotives in the consist. Locomotive consist information is presented continuously.

Consist power monitor

A brake control mechanism allows the engineman in a lead locomotive to control the brakes of a helper locomotive and does not require a manual connection of the brake pipe of the train to that of the helper locomotive. The End of Train (EOT) unit is used to effect this control. The EOT transmits brake pipe pressure data sensed at the end of the train. Both the lead locomotive and the helper locomotive are equipped with Head of Train (HOT) units which receive the transmitted data from the EOT unit. In the case of the HOT unit in the lead locomotive, this data is processed and displayed for the engineman in that locomotive, as is the normal operation in those units. However, in the case of the HOT unit in the helper locomotive, that unit is first of all set to receive the transmitted data from the EOT unit by dialing in the identification (ID) of the EOT unit using thumbwheels on the HOT unit provided for that purpose. Secondly, the data received by the HOT unit in the helper locomotive is used to control the pressure in the brake pipe of the helper locomotive so that the pressure in the helper locomotive brake pipe is made to 'mirror' that sensed by the EOT unit, making the brakes of the helper train behave as if they were connected to and communicating with the brake pipe of the train to which the helper locomotive is connected.

Brake control of helper locomotive

Improvements relating to railroad telemetry and control system address problems in compatibility between HOT and EOT units, implement an automatic UDE location procedure, and automate calibration of EOT units. An improved two way protocol that allows EOT units having different code formats to be used with a HOT unit. A method is implemented by a HOT unit, cooperating with an EOT unit, for locating a fault which causes a UDE brake operation. An automatic calibration procedure for the EOT unit that does not require the operator to have access to the electronic circuitry.

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Rockville, MD, United States of America

Angel P Bezos