New York Air Brake Corporation

General Signal Corporation

Knorr Brake Holding Corporation

New York Air Brake Corproation

Anthony W Lumbis

Dale R Stevens

Bryan M McLaughlin

Gary Newton

Arnold W Knight

Douglas G Knight

John N Versic

Steven R Newton

Keith Parnapy

Brian Gallagher

Gary S Newton

Kevin B Root

Michael L Parisian

David Socha

Abraham Long, Jr

William W Banker

Clifford G Smyrl

Patrick Storms

Laura J Nabywaniec

Alexander G Perry

Walter E Robinson

Bryan M Mclaughlin

Abraham Jr Long

An electrical trainline junction box formed from a housing having first and second opposing sides, an identification module positioned in the housing, and first and second receptacles positioned in each of the first and second opposing sides. The first and second receptacles have a plurality of electrical contacts arranged in a predetermined geometry so that only one possible orientation and electrical connection to trainline flanges is possible. The flanges include contact pins in inserts coupled to the flanges by sleeves. The outer surface of the inserts and the inner surface of the sleeves are keyed to allow only a single orientation of the inserts relative to the sleeves. The outer surface of the sleeves is shaped to allow only a single orientation of the sleeves relative to the flanges, thus ensuring that the proper electrical connection is made when the junction box is installed.

Quick connection identification module junction box

An end of train device for an electrically controlled pneumatic brake system includes a radio transceiver, a brake pipe sensor, a brake pipe valve, a manual switch and a first controller controlling the radio transceiver and the valve. It also includes a wire transceiver for wire communication over a train line and a second controller connected to and controlling the wire transceiver. The first and second controllers are connected to each other and control the radio transceiver to be active when the wire transceiver is active. Two batteries are provided with an improved power management circuit to individually charge the batteries.

End of train device for ECP trains

A trainline integrity locomotive test device is provided that is configured to provide conventionally provided End-Of-Train (EOT) functionality required for a single locomotive test as well as functionality necessary for troubleshooting electrical problems in trainline electrical conductors, wherein the trainline integrity locomotive test device includes a reduced number of components in comparison with a conventional EOT device. Additionally, the test device is provided in more compact, durable and robust form relative to conventional EOT devices. As part of the transmission of trainline integrity data from the test device to the Head-End-Unit, a communications heartbeat signal is substituted for brake pipe pressure conventionally detected by EOT devices, so as to provide an indication of data communication reliability.

Trainline integrity locomotive test device

An End of Car (EOC) junction box assembly includes a housing wherein a plurality of female/female contact sockets couple with a corresponding plurality of male contact pins and are positioned by a fitting that enables the female/female contact sockets to interface with an EOC receptacle plug also included in the housing body, such that alternate positions of the fitting and EOC receptacle plug are available during assembly while the components included in the housing body are restrained from rotation following assembly.

End of car junction box assembly

A method of setting an electropneumatic brake device on a rail car to a mode of operation includes applying a wake-up voltage on a trainline to each brake device connected to the trainline. A command signal is sent to each brake device to enter a requested mode of operation. An acknowledgement signal is received from each of the brake devices on the trainline, and a command signal is sent to each brake device to stop broadcasting.

Method and device for setting ECP brakes to modes of operation

Trainline controller including testing of signal quality on a trainline network by commanding each node to transmitter calibration signal. A signal detector is connected to the trainline at a common junction with a head end termination circuit. A stuck-on transmitter is determined by a transmission current drawn by the transceiver is on for a present amount of time.

Trainline controller electronics

An electronic control system () for an electropneumatic brake for a rail vehicle having a power trainline (), comprising a battery (); a functional control module () and a power management module; wherein the functional control module () includes a brake controller for the electropneumatic brake, an interface to the power trainline, a transceiver for receiving brake signals, a power supply circuit deriving a power supply from the power trainline (), and a control management controller for the transceiver and the power supply circuit; and wherein the power management module includes a battery charging circuit connected to the power supply and a power controller for the battery charging circuit and the power supply circuit.

Car control device electronics

A trainline communication controller for placement on a rail car or locomotive of a train in order form a network having a housing with a front plate assembly which includes a plurality of external electrical receptacles. A plurality of circuits, including surface connectors, are positioned in the housing. A printed circuit board including connector smating directly with the surface connectors of the circuits and where in the receptacles are mounted on the printed circuit board.

Trainline communication controller assembly

An ID module and terminal block for use in a train that includes at least one locomotive and a plurality of cars, each car being serially connected into a network by a power and communication trainline to an adjacent car. Each car is equipped with a local communication node connected to a car control device and to the network. A common housing, preferably made of a non-conductive material, encloses a circuit module and includes a second communication node and a current sensor. A terminal block is formed on the housing, and a plurality of stud terminals extend through apertures in the terminal block to electrically contact a circuit board, which is part of the circuit module. The novel arrangement of electronics and terminals and a connector cap allows one to perform tests of the power and communication trainline without having to mechanically disconnect the car communication device or the circuit module; rather, the connector caps electrically are configured to allow electrical isolation of the circuit board from the power and communication trainline. Additionally, the system includes a mating plug enabling disconnection of the car control device from the power and communication trainline without disturbing the leads connected to the terminal block.

Integrated I.D. module and terminal block for ECP brake application (NY-1084)

A method of identifying and locating the trainline power supplies wherein the power supplies each are a node on a network. The locations of the power supply is determined by causing the power supply node to transmit its identity on the network. The power supply node includes a service pin and a signal is supplied to the service pin to cause the power supply node to transmit its identity on the network. A second node is provided at an identifiable location with each power supply and is commanded to cause the power supply at its location to transmit its identity on the network.

Method of identifying and locating trainline power supplies

A leading end termination connector on each locomotive and an EP line termination circuit in the leading end termination connector. The leading end connector of a locomotive not connected to an adjacent locomotive is connected to the leading end termination connector. This provides protection for the non-connected leading end connector as well as providing appropriate electrical termination on the EP line.

Termination of power and communications trainline of electro-pneumatic brakes

A method of serialization including establishing a parameter along a length of the train between a node on one of the cars and one end of the train. The presence or absence of the parameter at each node is determined and the parameter is removed. The sequence is repeated for each node on the train. Finally, serialization of the cars is determined as a function of the number of either determined presences or absences of the parameter for each node. The parameter can be established by providing at the individual node, one at a time, an electric load across an electric line running through the length of the train and measuring an electrical property, either current or voltage, at each node. The same process is used to determine the orientation of a car. The operability of each node is determined by counting the presence and then the absence of a parameter along the whole train.

Automatic train serialization with car orientation

A method of serialization including establishing a parameter along a length of the train between a node on one of the cars and one end of the train. The presence of the parameter at each node is determined and the parameter is removed. The sequence is repeated for each node on the train. Finally, serialization of the cars is determined as a function of the number of determined presences of the parameter for each node. The parameter can be established by providing at the individual node, one at a time, an electric load across an electric line running through the length of the train and measuring an electrical property, either current or voltage, at each node. To determine the orientation of a car, each node include two subnodes. The operability of each node is determined by counting the presence and then the absence of a parameter along the whole train.

An automatic identification system having a storage device mounted on the car, which includes the car identification data. A reading device is connected to a local communication node which communicates with the locomotive in a network. The local communication node communicates the read identification data to the controller at the locomotive. The identification data includes at least the serial number, brake ratio, light weight and gross rail weight of the car. The storage device is permanently mounted on the car, preferably at a junction box or pipe bracket. A current sensor is also connected to the local communication node. The storage device and current sensor are part of a subsidiary communication node under the control of the communication node.

Growing community of inventors

Watertown, NY, United States of America

Anthony W Lumbis