Pulse Electronics Gmbh

Emilio A Fernandez

Angel P Bezos

Joseph I Field, Jr

James F Shockley

Clive Wright

Gregory C Martin

Charles H Kimball

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.

Railroad telemetry and control systems

Power supply for an EOT unit in which an electrical generator driven by air from the train air brake pipe provides the primary power to the EOT unit. The power supply of this invention may be incorporated as part of the EOT unit or it may be supplied as a power kit modification for existing EOT units in order to replace electric storage batteries in these units.

Self powered end of train unit

A solid state event recorder having particular application to railroad locomotives has a plurality of interface modules to allow the collection of desired data over a period of time. Radio downloading of the data provided by a telemetry transmitter to wayside receivers is the primary way of downloading data. Alternate data downloading are provided by a removable memory module, a portable wireless data extractor and a laptop computer. The removable memory module is provided with its own backup battery power supply but normally derives its power from an inductive coupling to the solid state recorder. Data is read into the removable memory module from the solid state recorder via an inductive coupling, and data is read out of the removable memory module to the telemetry transmitter via another inductive coupling. Both the portable wireless data extractor and the laptop computer are used for maintenance purposes. The solid state recorder can be configured in a variety of ways and connected together as master and slave. For example, one recorder, acting as a master and functioning as the primary or operational recorder, can be connected to a second recorder, acting as a slave time synchronized with the first recorder. This second recorder can serve as a maintenance recorder for collecting long term data and trouble shooting a particular locomotive.

Solid state event recorder

A railroad brake pressure recorder for use with both analogue and digital break pressure manifolds monitors the signal on its analogue air brake pressure input connector. If the signal on this input exceeds a predetermined frequency, inputs are processed as coming from an analogue manifold. If it is less than this frequency, the inputs are processed as coming from a digital manifold.

Railroad brake pressure recording

A solid state event recorder having particular application to railroad locomotives has a plurality of interface modules to allow the collection of desired data over a period of time. Radio downloading of the data provided by a telemetry transmitter to wayside receivers is the primary way of downloading data. Alternative data downloading are provided by a removable memory module, a portable wireless data extractor and a laptop computer. The removable memory module is provided with its own backup battery power supply but normally derives its power from an inductive coupling to the solid state recorder. Data is read into the removable memory module from the solid state recorder via an inductive coupling, and data is read out of the removable memory module to the telemetry transmitter via another inductive coupling. Both the portable wireless data extractor and the laptop computer are used for maintenance purposes. The solid state recorder can be configured in a variety of ways and connected together as master and slave. For example, one recorder, acting as a master and functioning as the primary of operational recorder, can be connected to a second recorder, acting as a slave time synchronized with the first recorder. This second recorder can serve as a maintenance recorder for collecting long term data and trouble shooting a particular locomotive.

An improved timer circuit for engineman monitoring devices allows a 'drag operation' without frequent operation of the audio/visual alarms of the monitoring devices. The circuit receives an input from an existing switch in the locomotive to select the drag input state, but this input state does not necessarily select a longer time period for the reset window. More particularly, if drag is off and the speed is between approximately 1/3 and 31/2 mph, the timeout period is long (e.g., 123 seconds), but if drag is on for this speed, the timeout period is doubled (e.g., 246 seconds). Over 31/2 mph, the state of the drag switch is ignored, and the timeout period is long until a predetermined speed is reached and thereafter decreases with increasing speed. In addition, at 'zero' speed, i.e., below 1/3 mph, the timeout period is reduced to 20 seconds to prevent defeat of the system by tampering with the axle drive wires.

Timer circuit for drag operation in an engineman monitoring device

A fuel measuring system of the bubble type is adaptable for use with a plurality of tanks of predetermined differing geometries. The system employs at least two bubbling tubes located at predetermined locations in a tank. A predetermined volume flow of air is made to pass through each tube. Pressure transducers are used to periodically measure the air pressures supplied to the bubbling tubes. Temperature is also periodically sampled, and the pressure and temperature data is used by a microprocessor to make the necessary computations to first determine the averaged normalized air pressure and then the height of the fuel in the tank. In order to correlate the computed value of fuel height with the actual quantity of fuel in the tank, the microprocessor accesses data in a table lookup memory for the particular tank and performs calculations in order to derive the instantaneous volume of fuel in the tank. The instantaneous volume of fuel is then digitally filtered with two time constants, and the results of the digital filtering is used to determine whether fuel is being added to the tank at a rapid rate as in refueling or fuel is being drawn off the tank at a relatively slow rate as when fuel is being supplied to an engine. Depending on the results of the test, an approximate, but stable, value of fuel volume is generated for display.

Fuel measuring system

A gravity operated switching circuit, having particular application in end of train equipment, allows the microprocessor circuit board in the equipment to be turned off. The circuit turns the power off when the equipment is laid on its side after a predetermined time constant, and when the equipment is again mounted in an upright position, the power is turned on after a different predetermined time constant. A modification of the basic circuit requires a reset button to be manually pressed to restore power after the equipment is again mounted in an upright position.

Tilt switch

An improved automatic train-line air brake pressure monitoring system includes circuits that emulate an automatic brake valve and cause an automatic brake manifold release whenever a four psi increase in pressure is sensed. The system includes a pressure sensor amplifier (10) which provides a signal proportional to the sensed pressure in a brake pipe. This signal is tracked by a peak hold circuit (12) that stores the peak value of the signal. The output of the sensor amplifier is subtracted from the output of the peak hold circuit in a subtractor (14) to provide a difference signal. The difference signal is tracked by a reduction hold circuit (22) which stores the minimum value of the difference output from the subtractor. An increase in measured pressure from the stored minimum value is compared in a comparator (24) with a reference value representing the four psi level, and when the increased pressure exceeds the reference value, a system reset is generated.

Air brake manifold all level reset

A marker light using an array (2) of light emitting diodes (12) in combination with lenses (3) provides a light beam of required intensity, shape and color for railroad applications. The light emitting diodes are arranged in various configurations to form the array (2). The lenses may be Fresnel lenses. Control circuitry (C) energizes the light emitting diodes at predetermined or variable flashing rates. Sensing circuitry (222) senses the failure of light emitting diodes in the array and provides an indication of such failure.

Vehicle marker light

A battery condition indicator provides an indication of both the charge used and the life remaining in a rechargeable battery. The time of use of the battery between charges is measured to provide an indirect measure of the charge remaining. The total time of service of the battery is measured to provide an indirect measure of the age or life of the battery.

Battery condition indicator

An improved attaching device is provided for securely mounting railroad signalling and monitoring equipment (10, 12) on the coupler (36) of a railroad car. A package including a supporting frame (22) to which the equipment is fastened by a draw pull (16) rests on the top surface of the coupler. The supporting frame includes a mounting bracket (32) having an integral rod (50) which extends through the flag hole in the coupler knuckle. The end of the rod projects beyond the bottom of the coupler so that it can be secured. In the second embodiment (FIGS. 8 and 9), the rod (111) has bifurcated extensions (116, 118) which serve to strengthen the supporting frame (80). This embodiment also includes shock absorbing elements (108, 110 and 122). In a third embodiment, a post (162) slidably carries a shaft or rod (188) that is retractable into a locking position with the coupler. A crank (176) is used to retract the shaft into a locking position. The crank carries a locking bar (234) which cooperates with locking members (230, 232) on the equipment package to secure the package in place. The three embodiments all feature top of coupler mounting in such manner that the railroad signalling and monitoring equipment is not damaged in the event that another coupler engages the coupler on which the package is mounted.

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Fairfax County, VA, United States of America

Emilio A Fernandez