New York Air Brake Corporation

Other

New York Air Brake Corproation

Dale R Stevens

Bryan M McLaughlin

Jon M Marra

Anthony W Lumbis

Kevin B Root

John W LaDuc

James R Truglio

Roger B Lewis

Bryan M Mclaughlin

John J Allen

Arnold W Knight

John N Versic

Douglas G Knight

John Laduc

Michael J Hawthorne

Stephen K Nickles

Gary Newton

Joseph Mario Nazareth

Kip Flint

Richard J Matusiak

David Socha

Evan Hall

Clifford G Smyrl

Patrick Storms

John W Laduc

Samuel D Graham

Bryan David Cain

Patrick S Lacombe

Alexander G Perry

Brendan Wade Crowley

David M Socha

Evan M Hall

Kip P Flint

Gary S Newton

Bryan Mclaughlin

A system that allows an electronically controlled pneumatic (ECP) railcar to be optionally selected as the ECP End of Train (EOT) device when that car is positioned at the end of a train regardless of its physical orientation. This eliminates the requirement to use and install a traditional End of Train (EOT) device at the end of an ECP train while maintaining the same train integrity monitoring functionality that is typically provided for train brake-in-two detection and closed cut-out cock detection. The system also eliminates the requirement for a dedicated EOT device at the end of the train for ECP 'RUN' Mode operation, and allows any ECP car to function normally as part of the train or act as the EOT device when selected.

Electronically controlled pneumatic railway car with end of train device mode

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

The present method operates an electrically controlled pneumatic (ECP) brake system that includes a system controller and a plurality of ECP devices on a train, in a semi-active mode between an active mode and an in active mode. The method includes setting the system controller to the semi-active mode if the ECP brake command is release; and setting the released ECP devices to the inactive state by the system controller when entering the semi-active mode. The ECP devices are set to an active state and to apply the brake by the system controller in response to an ECP brake command of apply. The ECP devices are reset to release and then to the inactive state by the system controller in response to an ECP brake command of release.

ECP terminal mode operation

The present interface system includes a controller monitoring pressure on a locomotive brake pipe port, controlling pressure on a train brake pipe port in response to the pressure on a locomotive brake pipe port, providing ECP commands on an ECP trainline via a train electrical terminal in response to the pressure on the locomotive brake pipe port, and providing electrical power on the ECP trainline via an train electrical trainline terminal from the locomotive electrical trainline terminal. A transceiver is connected to the controller for wireless communication with the controller. A wireless display unit communicates via the transceiver with the controller and displays information from the controller to the operator remote from the interface system and provides inputs from the operator to the controller. The system also includes a three position change over valve. An event recorder and a GPS system may be connected to the controller.

Wireless display unit for ECP transition system

A train is connected to provide wired distribution power (WDP) using at least one standard locomotive consist. The train includes a first locomotive separated from a second locomotive by a plurality of cars; and a communication train line connected to the locomotive and cars and extending through the train. Each of the locomotives has a propulsion system, a propulsion controller to control the propulsion system in response to one of operator propulsion signal and multi-unit (MU) propulsion signal, and a MU communication line and connector for communicating control signals, including the MU propulsion signal, with an adjacent locomotive. At least the first locomotive is connected to the communication train line of an adjacent car by the multi-unit connector of the first locomotive to one of receive and transmit the MU propulsion signals via the communication train line.

Interface system for wire distributed power

A drip-reducing paint brush having a hollow handle and a flared perimeter around the area where the paint applying element is attached to the brush so that excess paint from a pad or bristle bundle flows into the interior of the handle where it is contained rather than over the outside of the handle where it poses a problem to the user. An auxiliary containment device may be threadedly attached to the hollow handle.

Paint brush

An integrated train control system (FIGS.and) is a combination of systems including: EP-60 (FIG.) CCBII (FIG.), Wired DP (FIG.), and LEADER (FIG.). The integrated train control system (FIG.) includes a master controller (MMI) cooperating with features of EP-60, CCBII, LEADER, and Wired DP to control car control devices (CCD) through ITC network.

Integrated train control

An integration train brake system including a single brake controller providing locomotive and train brake commands. An electropneumatic controller is connected to the brake controller, the train brake pipe and the locomotive brake pipe A trainline controller is connected to the electrical network A locomotive computer is connected to a display A processor module connects the brake controller's commands to the trainline controller, and connects the trainline controller to the electropneumatic controller and the locomotive computer.

Integrated train electrical and pneumatic brakes

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

A method of determining the configuration of locomotives in wired distributed trains. It includes determining consists of adjacent locomotives in the train. It determines one or more sub-consists of adjacent locomotives, which are controlled separately from a preceding adjacent locomotive within the consist. Locomotives which have an available wired distributed power controller is determined. A common consist indicator is assigned to all adjacent locomotives of a consist if the consist has at least one available wired distributed power controller. A common sub-consist indicator is assigned to all locomotives of a sub-consist if the consist has at least one available wired distributed power controller.

WDP setup determination method

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

An integration train brake system including a single brake controller providing locomotive and train brake commands. A first control transmits a car brake signal on an electrical network for train brake commands to EP cars. A second control transmits a locomotive brake signal on the locomotive brake pipe for train and locomotive brake commands. The brake system may have a pneumatic mode and an electrical mode. The first control transmits car brake signals on the network in the electrical mode and the second control transmits car brake signals on the train brake pipe for the pneumatic mode. The second control transmits locomotive brake signals on the locomotive brake pipe in either mode. If the train is all electropneumatic, cars and locomotive braking signals are provided on the network.

An interface system including locomotive and car electrical trainline terminals, locomotive and car brake pipe ports and a locomotive pressure supply port. A train brake pipe valve controls pressure on the train brake pipe port. A controller monitors pressure on the locomotive brake pipe port and controls the train brake pipe valve in response to pressure on the locomotive brake pipe port. The controller also provides ECP commands on the train electrical terminal in response to pressure on the locomotive brake pipe port and provides electrical power on the train terminal from the locomotive electrical trainline terminal. The car electrical terminal is connected to the ECP trainline for providing ECP commands and power to the ECP equipped train devices. The controller may also control an emergency valve to produce an emergency on the locomotive brake pipe port. A transition valve on the brake pipe port allows bi-directional connection of the interface system.

Growing community of inventors

Adams Center, NY, United States of America

Dale R Stevens