New York Air Brake Corporation

Michael L Parisian

Bryan M McLaughlin

Anthony W Lumbis

Gary Newton

Scott Margeson

Brian Gallagher

Anthony Lumbis

Bryan M Mclaughlin

A computer controlled brake that can selectively operate the 13 control portion exhaust magnet valve to couple the 13 pipe to atmosphere and the 20 control portion lead/trail magnet valve to pressurize the 20 pipe pressure of a trail locomotive in response to 'consist swap' mode enabled while switching ends of a locomotive consist. The computer controlled brake is also configured to operate 13 control portion exhaust magnet valve to disconnect the source of 13 pipe pressure from atmosphere and to de-energize 20 control portion lead/trail magnet valve to stop pressurizing the source of 20 pipe pressure in response to sensing a rise in brake pipe from a newly established lead locomotive disabling “consist swap” mode.

Consist swap mode with rollaway mitigation

A brake pipe pressure monitoring system evaluates the flow of pressure in the brake pipe and alerts the train driver when the brake pipe flow indicates a brake system failure. The system has a brake pipe pressure module coupled to computer controlled brake as well as to a brake pipe pressure transducer, a main reservoir pressure transducer, and a flow transducer that determines the amount of pressure flow from the main reservoir to the brake pipe. The brake pipe pressure module is programmed to calculated and track the flow in the brake pipe over time and to determine whether the flow in the brake pipe over time exceeds a predetermined threshold. In the even that flow exceeds the predetermined threshold, the computer controlled brake is signaled to alert the train driver of the failure condition.

Excessive train brake pipe flow diagnostics

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

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Dexter, NY, United States of America

Michael L Parisian