New York Air Brake Corporation

Knorr Brake Holding Corporation

Other

Kevin B Root

John J Allen

Ronald O Newton

Dale R Stevens

Jon M Marra

Bryan M McLaughlin

Richard J Teifke, Jr

Eric C Wright

John M Reynolds

Roger B Lewis

John W LaDuc

D Mark Pettit

Brian Cameron

D Mark Petitt

Premal Desai

Richard J Teifke

Michael J Hawthorne

Anthony W Lumbis

Dale Henry Delaruelle

Stephen K Nickles

Mark Wayne Wheeler

Brett A Pierce

Kip Flint

Richard E Sinn

Scott Margeson

Dale L Sherwood

Scot Stewart

Alexander G Perry

Patrick S Lacombe

Don Herndon

John W Laduc

John Laduc

Brian P Cameron

Jr Teifke Richard J

Bryan M Mclaughlin

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 locomotive brake system including an electronic air brake controller for controlling at least a train brake pipe in a standard EAB mode and remote mode of the brake system and a remote locomotive controller for providing braking signals to the electronic air brake controller and an electrical emergency signal in the remote mode. A magnetic valve is connected to the train brake pipe for providing a pneumatic emergency signal on the train brake pipe in the remote mode when energized in response to the electrical emergency signal from the remote locomotive controller or upon failure of the remote locomotive controller. A cut-in system is connected to the remote locomotive controller and the magnetic valve to provide an electrical emergency signal to the magnetic valve when the cut-in system is initially activated.

Emergency protection for remote control braking systems

A locomotive brake system includes a plurality of electronic air brake controllers for controlling at least a train brake pipe and a locomotive brake pipe interconnected by a communication network. A communication port and a system controller are connected to the network. The system controller controls the configuration of the electronic air brake controllers for standard mode and remote mode of the brake system and assembling EAB network signals for communication between a remote locomotive controller to be connected to the communication port and the electronic air brake controllers.

Remote control brake system and manifold

A remote radio railroad car located within or at the end of the train that charges or exhausts the brake pipe in response to radio commands from the lead unit. The brake pipe control system includes a first controller at a first car at the lead end for controlling the brake pipe at the first car and transmitting, via a radio link, brake pipe control signals to a second controller in a remote car in the train. The second controller controls the brake pipe at the remote car in response to the brake pipe control signals from the first controller. If the second controller is on the last car and the last car does not include an independent end of train device, the second controller transmits brake pipe condition signals to the first controller. If the second controller is on the last car and the last car does include an independent end of train device, the first controller established separate communication links with the second controller and the end of train device. If the second controller is not on the last car and the last car includes an end of train device, the first controller established separate communication links with the second controller and the end of train device.

Brake pipe control system with remote radio car

A control system which allows electro-pneumatic control of an equalizing reservoir with the capacity to create penalty applications in a purely pneumatic manner. A controller for the equalizing reservoir includes an electro-pneumatic source of pressure or atmosphere responsive to an electrical equalizing pressure control signal and a pilot valve selectively connecting the electro-pneumatic source or atmosphere to the equalizing reservoir in response to pressure in a pilot port of the first pilot valve. A magnetic valve is provided having a first input connected to a second source of pressure, a second input connected to atmosphere and an output connected to the pilot port of the first pilot valve. At least one penalty valve is connected to the pilot input of the first pilot valve and is responsive to a penalty signal to connect the pilot input to atmosphere. A fourth valve has a first input connected to the second input of the first pilot valve and an output connected to a third source of pressure lower than pressure in the equalizing reservoir prior to a penalty signal. The fourth valve connects its first input to its output in response to a penalty signal. A method of initializing the electro-pneumatic source of pressure or atmosphere responsive to an electrical equalizing pressure control signal.

Electronic equalizing reservoir controller with pneumatic penalty override and reduction limiting

A brake controller for a locomotive includes a train brake pipe, a locomotive brake pipe, a brake cylinder, a control valve and a relay valve. The first control input of the relay valve is selectively connected to one of the output of the control valve and the locomotive brake pipe; and the second control input of the relay valve is selectively connected to the locomotive brake pipe when the control valve output is a release signal. A first electro-pneumatic valve, when activated, causes the control valve to be a release signal. An electronic controller is connected to a first pressure transducer for the locomotive brake pipe, a lead/trail mode switch and the first electro-pneumatic valve; and activates the electro-pneumatic valve for brake release pressures in the locomotive brake pipe when the mode switch is in the trail mode.

Trail locomotive brake control

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

The present locomotive brake system has at least one of a train brake pipe controller connected to a train brake pipe by a cut-out device, locomotive brake pipe controller connected to a locomotive brake pipe by a cut-out device, and a release pipe controller connected to a release pipe by a cut-out device. The cut-out device includes a pneumatic controller cut-out having an input connected to a respective controller and an output connected to a respective pipe and being responsive to pressure at the input to connect or disconnect the respective controller and the respective pipe. A system cut-out device selectively connecting a pressure source or atmosphere to the controller to assure the controller cut-out disconnects.

Brake system cut-out control

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.

The method includes reducing pressure of a charged brake pipe to a predetermined pressure value. The brake pipe is then charged only from the head end unit. Each intermediate brake pipe monitoring and charging device sequentially reports on the network a pressure which is an increase if the brake pipe is continuous between it and the head end unit. Subsequent to receipt of a report of an increased pressure on the network from an intermediate unit, the head end unit commands that intermediate unit to participate in charging the brake pipe. The head end unit determines the brake pipe continuity from the pressure increases reported by the intermediate units.

Conventional brake pipe continuity test

A train control system includes a plurality of control subsystems for installation in respective locomotives. At least one of the control subsystems is configurable as a lead control subsystem, and at least one other control subsystem is configurable as a remote control subsystem. Each control subsystem preferably comprises a radio transceiver, a first processor connected to the radio transceiver for communicating with at least one other control subsystem, an electronic brake valve connected to the first processor, and an electro-pneumatic controller connected to the first processor and the electronic brake valve, for interfacing to the air brake system of the train. The first processor preferably comprises a locomotive computer interface for performing both distributed power and electronic air brake functions in cooperation with the locomotive control computer. The distributed power functions may comprise at least one of tractive effort and dynamic braking functions. The electronic air brake functions preferably comprise at least one of automatic service braking, independent braking, and emergency braking.

Distributed power and electronic air brake control system for a train and associated methods

Growing community of inventors

Black River, NY, United States of America

Kevin B Root