Adaptive brake valve cutout scheme during distributed power communication loss

• US 20030137191A1
• Filed: 02/10/2003
• Published: 07/24/2003
• Est. Priority Date: 12/10/2001
• Status: Active Grant

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Kiss, James M. Jr., Palanti, Robert C., Smith, Eugene A. Jr.
• Granted Patent: US 6,824,226 B2
• Time in Patent Office: Days
• US Class Current: 303/81
• CPC Class Codes: B60T 11/32 Automatic cut-off valves for defective pipes
• CPC Class Codes: B60T 13/665 the systems being specially adapted for transferring two or more command signals, e.g. railway systems B60T13/662 takes precedence
• CPC Class Codes: B60T 17/228 for railway vehicles

Abstract

In a distributed power railroad train, an apparatus for equalizing the equalizing reservoir pressure in the remote power unit and the brake pipe pressure in response to airflow into the brake pipe from the remote locomotive. With these pressures equal, the remote unit cannot charge the brake pipe while the lead unit vents the brake pipe to command a brake application at the train railcars.

Claims

1. An apparatus for a railroad train wherein a fluid-carrying brake pipe connects a lead locomotive, a remote locomotive and a plurality of railcars, wherein a communications system communicates information between the lead locomotive and the remote locomotive, wherein each one of the plurality of railcars comprises a brake response system responsive to the brake pipe fluid pressure, and wherein the lead locomotive and the remote locomotive comprise a brake control system in fluid communication with the brake pipe via a brake pipe valve, wherein the brake control system controls the brake pipe fluid pressure, the apparatus comprising:

at the remote locomotive;

a flow detector for sensing fluid flow from the remote locomotive into the brake pipe, and for providing a flow signal representative of detected fluid flow, and further for providing an indication of unexpected fluid flow;

wherein the communications system provides a status signal indicative of the operability of the communications system;

an equalizing reservoir in fluid communication with the brake pipe;

a controller, wherein in response to the indication of unexpected fluid flow and the status signal the controller initiates a reduction in the equalizing reservoir pressure, and wherein the controller continues to reduce the equalizing reservoir pressure in response to the flow signal.

2. The apparatus of claim 1 wherein braking system commands are transmitted from the lead locomotive to the remote locomotive over the communications system, and wherein the unexpected fluid flow comprises a fluid flow inconsistent with the last braking system command.

3. The apparatus of claim 1 wherein the status signal indicative of the operability of the communications system indicates an inoperable communications system.

4. The apparatus of claim 1 wherein the operability of the communications system is determined by sending a signal from the remote locomotive to the lead locomotive and receiving a response from the lead locomotive.

5. The apparatus of claim 1 wherein the communications system is inoperable if the remote locomotive fails to receive a signal from the lead locomotive during a predetermined interval.

6. The apparatus of claim 1 wherein the controller determines the status of the brake control system of the remote locomotive, wherein if the brake control system status is released, then in response to the indication of unexpected fluid flow and the status signal the controller reduces the equalizing reservoir pressure to a predetermined pressure, after which the controller continues to reduce the equalizing reservoir pressure in response to the flow signal.

7. The apparatus of claim 6 wherein the predetermined pressure represents a service brake application.

8. The apparatus of claim 1 wherein the controller controls the equalizing reservoir pressure in response to the flow signal until the flow signal indicates substantially no flow from the remote locomotive into the brake pipe.

9. The apparatus of claim 8 wherein when the flow signal indicates substantially no flow for a predetermined time the brake pipe valve at the remote locomotive is closed.

10. The apparatus of claim 9 wherein the predetermined time is about one minute.

11. The apparatus of claim 1 wherein in response to the indication of unexpected fluid flow and the status signal, the remote locomotive is powered to an idle state wherein the remote locomotive provides no motive power to the railroad train.

12. A method for controlling a railroad train comprising a fluid-carrying brake pipe connecting a lead locomotive, a remote locomotive and a plurality of railcars, further comprising a communications system for communicating information between the lead locomotive and the remote locomotive, wherein each one of the plurality of railcars comprises a brake response system responsive to the brake pipe fluid pressure, and wherein the lead locomotive and the remote locomotive comprise a brake control system in fluid communication with the brake pipe via a brake pipe valve, wherein the brake control system controls the brake pipe fluid pressure, the method comprising:

at the remote locomotive;

detecting fluid flow from the remote locomotive into the brake pipe, and in response thereto providing a flow signal representative of detected fluid flow, and further providing an indication of unexpected fluid flow;

determining the operability of the communications system and in response thereto providing a status signal representative of the communications system status; and

reducing the brake pipe fluid pressure in response to the indication of unexpected fluid flow, the status signal and the flow signal.

13. The method of claim 12 further comprising transmitting braking system commands from the lead locomotive to the remote locomotive over the communications system, and wherein the unexpected fluid flow comprises a fluid flow inconsistent with the last braking system command.

14. The method of claim 12 further comprising determining the status of the brake control system of the remote locomotive, wherein if the brake control system status is released, then the step of reducing the brake pipe fluid pressure comprises reducing the brake pipe pressure to a predetermined pressure, after which the reduction in brake pipe fluid pressure continues in response to the flow signal.

15. The method of claim 14 wherein the predetermined pressure represents a service brake application.

16. The method of claim 12 wherein the step of reducing the brake pipe fluid pressure comprises reducing the brake pipe fluid pressure until the flow signal indicates substantially no flow from the remote locomotive into the brake pipe.

17. The method of claim 16 further comprising determining if the flow signal indicates substantially no flow for a predetermined time and closing the brake pipe valve at the remote locomotive after the predetermined time.

18. The method of claim 17 wherein the predetermined time is about one minute.

19. The method of claim 12 further comprising powering the remote locomotive to an idle state in response to the indication of unexpected fluid flow and the status signal.