Westinghouse Air Brake Company

Westinghouse Air Brake Technologies Corporation

Paul J Kettle, Jr

Vincent Ferri

Craig A Miller

Ralph Santoro, Jr

Gregory S Balukin

Robert D Dimsa

Robert J Jenets

David J Pcsolar

Edward W Gaughan

Daniel J Wolf

Richard S Klemanski

Gary L Bailey

Jonathan A Cohen

Method and apparatus for controlling braking on a train having ECP railcars using a conventional automatic brake valve. The locomotive and railcars are connected to brake pipe and a wireline, or use RF communications. A brake handle or other brake control valve interface is operated to cause a pressure change in an equalizing reservoir. The relay valve is isolated from the pressure change and connected to a reference pressure whereby brake pipe pressure is maintained. The pressure change is sensed and a signal generated representative thereof which is used to determine the level of braking commanded on the railcars. The apparatus includes an interface unit interposed between pertinent ports connecting the automatic brake valve, equalizing reservoir and brake pipe, and an equalizing reservoir pressure sensor to provide an output signal to an ECP controller for controlling braking on the railcars.

Method and apparatus for controlling electro-pneumatic braking on a train

A flow adapter for measuring the rate at which air flows into the brake pipe. The adapter includes a housing, a flow valve and a transducer. The primary passage of the housing contains a primary orifice and a secondary passage contains a secondary orifice. The flow valve is disposed within a supplemental passage. When the rate of air flowing from the input passage into the input chamber is less than or equal to a predetermined amount, the flow valve closes the supplemental passage. When the flow rate into the input chamber is greater than the predetermined amount, the flow valve opens the passage to an extent determined by the magnitude of the flow rate. This allows air to flow through the supplemental passage, in addition to that flowing through the primary passage. The transducer generates a signal proportional to the difference in pressure between input and output chambers.

Apparatus for dynamically adjusting size of an orifice to increase accuracy in measuring the rate of air flow

An improved method is used to control the pressure in the brake pipe of a train. The train is equipped with an automatic brake handle, an equalizing reservoir, a brake pipe control device and a computer for controlling the control device according to position of the handle. The method involves the steps of: moving the handle to a point along its range of motion; and storing in the computer as a setpoint the value desired for the pressure in the brake pipe. At whichever point the handle occupies along its range of motion, there is a particular pressure setpoint corresponding thereto. The method next includes the steps of: directing the computer to command the control device to modify the actual pressure in the equalizing reservoir to the setpoint thereby also causing the actual brake pipe pressure to approach the setpoint. As the actual brake pipe pressure approaches the setpoint, the computer is directed to command the control device to adjust the actual equalizing reservoir pressure to a value slightly above (if desiring to increase brake pipe pressure) or below (if desiring to decrease brake pipe pressure) the setpoint until the actual brake pipe pressure reaches the setpoint. While monitoring the actual brake pipe pressure, the computer then commands the control device to adjust the actual equalizing reservoir pressure to maintain the actual brake pipe pressure at the setpoint corresponding to position of the brake handle.

Method of controlling brake pipe pressure

The function of a two-way end-of-train (EOT) system is coordinated with the operation of the brake equipment on a locomotive of a train according to the steps of a novel method. This method enables the brakes to be applied during an emergency in a way which minimizes the buff and draft forces produced within the train. The method includes the steps of: (1) monitoring the train for signs of an emergency by using the brake equipment of the locomotive; (2) determining, if an emergency has occurred, whether the emergency is due to disjoining of the train; (3) waiting a preset time period, if the emergency was caused by disjoining of the train, before causing the brake equipment of the locomotive, to command the two-way EOT system to initiate an emergency application of the brakes from a rear part of the train; and (4) waiting an alternative time period, if the emergency was caused other than by disjoining of the train, before causing the brake equipment of the locomotive to command the two-way EOT system to initiate the emergency application of the brakes from the rear part of the train.

Method of controlling emergency brake applications by two-way end of train devices using existing electronic air brake equipment

An adapter is designed to interconnect the two glad hands that extend from the adjacently disposed ends of a pair of rail vehicles in a train. The housing of the adapter includes first and second connector bodies and an intermediate portion situated between the two connector bodies. The adapter housing encloses a flow chamber that runs from the first connector body through the intermediate portion to the second connector body. The intermediate portion defines a vertically disposed access port in communication with the flow chamber of the adapter housing. The connector bodies are formed on opposite, vertically oriented sides of the adapter housing. Each connector body features a mating surface from which a flow port in communication with the flow chamber emerges. Each connector body also includes a mechanism that allows the connector body to mechanically couple to one of the glad hands. When so coupled, the mating surface of the connector body is aligned with the mating surface of its corresponding glad hand with a sealing member of the glad hand held in compression therebetween. By coupling the glad hands to connector bodies of the adapter, a leak proof passage is provided from one glad hand through the flow chamber and the flow ports of the adapter housing to the other glad hand. It is directly to the access port or indirectly via a fitting that an external device can connect for the purpose of affecting the pressure contained by the brake pipe of the train.

Apparatus for connecting a device into a brake pipe hose connection between railway cars and/or locomotives

A handle assembly, of the type used in railway locomotives, which includes a base plate, a cam mount attached to the base plate, a cam disk and a shaft assembly interconnecting the mount and disk to allow rotation of the disk. The improvement includes a yoke, a bail bar, first and second bearing members anchored to the plate and first and second switches attached to the plate. Pivotally connected to the disk and accommodating a handle, the yoke rotates along with the disk as the handle is moved along its range of motion and tilts as the handle is moved perpendicularly thereto. The bail bar is rotatable between the first and second bearing members. A first mechanism imparts a rotational force to the bail bar so that its middle section presses against an upper portion of the yoke. A stop limits rotation of the bail bar to a point at which the yoke and handle attain an untilted state. Operating against a lower portion of the yoke, a second mechanism provides a counterbalancing force to normally bias the yoke in the untilted state. No matter where the handle is positioned along its range of motion, when it is tilted by a preset amount, the yoke overcomes the rotational and counterbalancing forces so that a third mechanism causes both the first and second switches to change state.

Independent brake handle assembly

An improved method is used to control the pressure in the IAR pipe of a train. The train is typically equipped with an independent brake handle, a control reservoir, an IAR control portion and a computer for controlling the IAR control portion generally according to position of the brake handle. The method involves the steps of: moving the brake handle to a point along its range of motion; and storing in the computer as a setpoint the value desired for the pressure within the IAR pipe. At whichever point the brake handle occupies along its range of motion, there is a particular pressure setpoint corresponding thereto. The method next includes the steps of: directing the computer to modify the actual pressure in the control reservoir to the setpoint thereby also causing the actual IAR pipe pressure to approach the setpoint. As the actual IAR pipe pressure approaches the setpoint, the computer is directed to adjust the actual control reservoir pressure to a value slightly above (if desiring to increase IAR pipe pressure) or below (if desiring to decrease IAR pipe pressure) the setpoint until the actual IAR pipe pressure reaches the setpoint. While monitoring the actual IAR pipe pressure, the computer then adjusts the actual control reservoir pressure to maintain the actual IAR pipe pressure at the setpoint corresponding to the position of the independent brake handle.

Method of controlling 20 pipe pressure

A brake pipe control apparatus of the type that defines primary and control passage networks has been improved. The primary passage network interconnects the brake pipe to at least one pneumatic valve in the apparatus. The control passage network interconnects a source of control pressure to at least one magnet valve used to cause operation of the pneumatic valve(s). The improvement includes first and second check valves and a passageway added between the two passage networks. The first check valve is incorporated into the control passage network between an inlet channel thereof that connects to the source and a branched channel thereof that connects to the magnet valve(s). The first check valve is situated to prevent air from flowing to the source from the branched channel when pressure in the source is low relative to pressure in the branched channel. The passageway interconnects the branched channel and the primary passage network. Placed into the passageway, the second check valve is situated to allow air to flow from the primary passage network to the branched channel when pressure in the source is low relative to pressure in the brake pipe. Pressure is thus maintained in the branched channel thereby allowing the magnet valve(s) during operation thereof to cause proper operation of the pneumatic valve(s) of the apparatus even if the source fails to provide air at the control pressure ordinarily expected.

Brake pipe control portion to enhance operation under low main reservoir

A method and apparatus for controlling an electro-pneumatic braking system on a railroad train having electronic brake control equipment including an operator display facility and brake handles located in a cab of a locomotive of the train. The method comprises interfacing an electrical brake control system with a locomotive interface unit and a cab control computer using an electro-pneumatic interface module. The locomotive interface unit is used to interface the electro-pneumatic interface module with a brake control computer associated with a pneumatic brake operating unit. The brake operating unit is connected in fluid communication with a brake pipe of a locomotive and train of railway cars connected to the locomotive. The method includes further the use of the electro-pneumatic interface module and the electronic brake control equipment to operate the brakes of the locomotive and train of cars in a manner that employs the advantageous features of electro-pneumatic braking while providing the operator/engineer with a familiar display screen of the operator display facility.

Method and apparatus for controlling electro-pneumatic brakes on trains

Method and apparatus for limiting brake cylinder pressure in emergency braking of a locomotive consist connected to a train of railway cars. The apparatus includes a manifold device connected to a reservoir of pressurized fluid for operating pneumatic brakes of the locomotive consist. A first magnet valve is connected to the manifold device for supplying fluid pressure from such device to a brake actuating pipe when an operating coil of the first magnet valve is energized. A second magnet valve having an operating coil is connected to the manifold device for supplying fluid pressure from the reservoir to an adjustable pressure regulator connecting an independent application and release pipe to the manifold device. A relay is connected to receive an emergency brake signal and conduct emergency power to the operating coils of the first and second valves whereby fluid pressure is supplied to the brake actuating pipe and to the adjustable pressure regulator from the manifold device. The adjustable pressure regulator provides the independent and release pipe with a fluid pressure preset to a predetermined value by the adjustable pressure regulator.

Method for limiting brake cylinder pressure on locomotives equipped with

An apparatus for determining and encoding the position of a control handle on a control stand of a locomotive or other railway transit vehicle utilizing a rotational, absolute encoder rigidly mounted adjacent to the axle to which the control handle is attached for pivotal motion, wherein a drive transfer means interconnecting the control handle and/or axle with encoder has a driving ratio that will permit full partial rotation of the control handle, which is typically less than 90 degrees, to rotate the encoder axle through a significantly greater rotational angle not exceeding 360 degrees, for the purpose of making fuller use of the sensitivity and resolution range of the encoder.

Apparatus for determining the absolute position of throttle dynamic

A locomotive throttle controller having a central processor unit which generates an analog signal for control of dynamic braking and includes an analog output driver which supplies the dynamic brake reference voltage. Such analog output driver includes a device for receiving an analog signal from the central processor unit and for converting such analog signal into an analog voltage signal. The analog output driver provides an arrangement for using such analog voltage signal to provide a regulated voltage output to a trainline which controls the dynamic braking. Incorporated into the output driver is a protection arrangement to protect it from reverse voltages on such trainline and an arrangement for protecting such output driver from excess current demand of the trainline.

Apparatus for and a method of generating an analog signal for control of

In an electronically controlled RAILWAY locomotive throttle controller system having a central processor unit and a plurality of trainlines, such trainlines carrying binary voltage signals derived from corresponding binary signals in such central processor unit, a method for transmitting, for a group of said trainlines, herein numbered as NT, the binary voltage signals back to such central processor unit for diagnostic purposes. Such method includes the steps of applying, for the group of NT trainlines, their binary voltage signals to a frequency generator which will generate a signal having a frequency characteristic of such binary voltage signals. The frequency having a different value for every possible combination of binary signals from such trainlines. Transmitting such frequency signal back to the central processor unit and processing such frequency signal, in the central processor unit, to recover NT binary signals corresponding to such binary voltage signals on the trainlines in such group of trainlines.

Method and apparatus for feedback of trainline status to the central

An electrically controlled railway locomotive throttle controller including a power source connected to a central processing unit disposed on such locomotive. An encoder device is disposed on such locomotive for providing at least one electrical signal to such central processing unit. This at least one electrical signal being at least one of a signal indicative of a throttle position, a signal indicative of dynamic braking and a signal indicative of a reverser. A digital control device is disposed on such locomotive and is connected to receive a signal from such central processing unit to provide a digital control signal that controls the voltage being applied to a trainline. An analog control device is also disposed on such locomotive and is connected to receive a signal from such central processing unit to provide an analog control signal that controls a dynamic brake reference voltage being applied to such trainline.

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Ijamsville, MD, United States of America

Paul J Kettle, Jr