General Electric Company

Ge Harris Railway Electronics, Inc.

Robert Moffitt

Chandrashekar Siddappa

Louis Cox

Eugene Andrew Smith

Steven Andrew Kellner

Brian Joseph McManus

Robert C Palanti

James Glen Corry

Brian Lee Staton

Frank Richard Wawrzyniak

Carlos Sabino Paulino

Stephen Craig Shelton

John P Cooke

Kelly Gatson Swartz

A method for controlling first and second locomotives of a railroad train, the first and the second locomotives separated by at least one railcar. The method comprises determining a location of the first locomotive and a location of the second locomotive, determining an operating condition of the first locomotive and an operating condition of the second locomotive, determining a first control aspect of the first locomotive responsive to the operating condition and the location of the first locomotive, determining a second control aspect of the second locomotive responsive to the operating condition and the location of the second locomotive, and controlling the first and the second locomotives according to the first control aspect and the second control aspect, respectively.

Control of throttle and braking actions at individual distributed power locomotives in a railroad train

A system is provided for reducing a penalty period for a vehicle. The vehicle includes a braking system that switches into an application state upon commencement of the penalty period. The braking system includes a fluid carrying brake pipe which connects a first powered unit and a remote powered unit. The system includes a sensor positioned within the vehicle, which measures a parameter related to the operation of the braking system. A control processor is positioned within the first powered unit, and is coupled to the sensor. Subsequent to the commencement of the penalty period, the control processor monitors the measured parameter and switches the braking system from the application state into a release state to reduce the penalty period, based on the measured parameter falling within a predetermined safety range.

System and method for reducing a penalty period for a vehicle

A method for controlling first (A) and second (B) locomotives of a railroad train (), the first (A) and the second (B) locomotives separated by at least one railcar (). The method comprises determining a location of the first locomotive (A) and a location of the second locomotive (B), determining an operating condition of the first locomotive (A) and an operating condition of the second locomotive (B), determining a first control aspect of the first locomotive (A) responsive to the operating condition and the location of the first locomotive (A), determining a second control aspect of the second locomotive (B) responsive to the operating condition and the location of the second locomotive (B), and controlling the first (A) and the second (B) locomotives according to the first control aspect and the second control aspect, respectively.

A system is provided for reducing a penalty period for a distributed power train. The distributed power train includes a braking system that switches into an application state upon commencement of the penalty period. The braking system includes a fluid carrying brake pipe which connects a first locomotive and a remote locomotive. The system includes a sensor positioned within the distributed power train, which measures a parameter related to the operation of the braking system. A control processor is positioned within the first locomotive, and is coupled to the sensor. Subsequent to the commencement of the penalty period, the control processor monitors the measured parameter and switches the braking system from the application state into a release state to reduce the penalty period, based on the measured parameter falling within a predetermined safety range. Additionally, a method is provided for reducing a penalty period for a distributed power train.

System and method for reducing a penalty period for a distributed power train

A system is provided for establishing a wireless-based communication link between a lead locomotive and a remote locomotive. A user on the lead locomotive is prompted to input a railroad and number identifier of the remote locomotive. A link command signal is transmitted from the lead locomotive, based on a predetermined number identifier of the lead locomotive, and the inputted railroad and number identifier. A second processor on the remote locomotive respectively compares the predetermined number identifier of the lead locomotive, the inputted railroad and number identifier of the lead locomotive, with an inputted number identifier of the lead locomotive, a predetermined railroad and a predetermined number identifier of the remote locomotive. A link reply signal, is transmitted from the remote locomotive, based on the comparison performed by the second processor, to establish the communication link. Additionally, a method is provided for establishing the wireless-based communication link.

System and method for establishing a wireless-based communication link between a pair of locomotives

A pneumatic braking method and system for a vehicle is provided. The system includes a brake cylinder, a reservoir, a latching exhaust valve (LEV) movable between an open position and closed position and fluidly connected between the reservoir and the brake cylinder. The LEV includes a first solenoid having a first pilot fluidly connected to the reservoir and a second solenoid having a second pilot fluidly connected to the reservoir wherein the pilots are configured to be controlled electronically and pneumatically, and are selectable between electronic and pneumatic control based on vehicle operating requirements. The solenoids are configured to be piloted with pneumatic pressure from the reservoir and an electronic controller that includes a release on failure circuit. The release on failure circuit is configured to control the LEV during at least one of a loss of power to the braking system and a failure of the electronic controller.

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Palm Bay, FL, United States of America

Robert Moffitt