Halliburton Company

Other

Stephen K Nickles

John E Haley, Jr

Lynn K Wienck

Jim Basuki Surjaatmadja

Michael J Lynch

Suzanne M Beaird

An apparatus for use in a railway train simulator includes a control station which has a first microcomputer for receiving and transmitting, via a conventional transmission protocol, train simulation signals to a second microcomputer. The second microcomputer provides master control for the apparatus. The second microcomputer is adapted to link with and operate from multiple control stations and multiple computer control terminals. Information is provided in an enhanced manner through one or more color graphics terminals, plotters and printers. Displays of simulated trains and track selections can be displayed at different, selectable scales.

Apparatus and method for use in simulating operation and control of a

A system includes an interface through which actual train operating data can be transferred from a recording medium, such as a magnetic tape, into a train simulator. The date contents of the magnetic tape are generated from real-time data obtained on-board an operating locomotive. For entering additional data, the interface switches a manual data entry terminal to the train simulator in response to a control signal provided by the train simulator. A method incorporating this system simulates train responses to the actual train operating data.

Method and apparatus related to simulating train responses to actual

A respective microcomputer-based dynamic braking proportioning unit is disposed on each locomotive of a group of locomotives of a train consist. Each unit is connected to the brake setup and brake control wires of a trainline communicating with all of the locomotives, and each unit is connected to the dynamic braking equipment of its respective locomotive. Each unit includes two data entry mechanisms, such as switches, by which the respective microcomputer is advised of the total number of locomotives and of a unique number identifying the respective locomotive within the group. From the two signals from the trainline and the total locomotive and unique locomotive identification data, the respective microcomputer determines and outputs appropriate dynamic brake equipment control signals for the respective locomotive. These control signals are generated so that not all of the locomotives necessarily need to be placed in a dynamic braking mode for all levels of total dynamic braking required, thereby allowing any unneeded locomotive to be operated at a lower fuel consuming power level.

Apparatus and method for conserving fuel during dynamic braking of

The apparatus includes a master control unit associated with a first locomotive and a slave control unit associated with a second locomotive. Each of the control units is identically constructed to include an electronic processor and memory. The memory includes a program which is also identical for both units. Each of the units is connected to at least a portion of a train line extending between the locomotives, and inter-unit communications are accomplished over only a single spare line within the train line. Under control of the program the control units detect the setting of the throttle in the first locomotive, and in response thereto the control units operate the throttle of the second locomotive so that the combined operation of the first and second locomotives functions at an optimum power output-to-fuel consumption ratio within a predetermined range of power levels for each setting of the throttle in the first locomotive.

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Duncan, OK, United States of America

Stephen K Nickles