Train Brake Control System And Method

• US 20170305449A1
• Filed: 04/22/2016
• Published: 10/26/2017
• Est. Priority Date: 04/22/2016
• Status: Abandoned Application

• Current Assignee: Westinghouse Air Brake Technologies Corporation
• Original Assignee: Westinghouse Air Brake Technologies Corporation
• Inventors: Klemanski, Richard S
• Application Number:
  US15/135,792
• Publication Number:
  US 20170305449A1
• Time in Patent Office: Days
• 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
• CPC Class Codes: B60T 8/1705 for rail vehicles
• CPC Class Codes: B61H 11/02 of self-applying brakes
• CPC Class Codes: B61H 11/06 of hydrostatic, hydrodynamic, or aerodynamic brakes
• CPC Class Codes: B61H 13/00 Actuating rail vehicle brakes actuators directly acting on a brake head B61H1/003; self-applying brakes B61H11/02; wear-compensating mechanisms B61H15/00
• CPC Class Codes: B61H 9/006 Brakes for locomotives
• CPC Class Codes: B61L 15/0027 Radio-based, e.g. using GSM-R
• CPC Class Codes: B61L 15/0062 On-board target speed calculation or supervision
• CPC Class Codes: B61L 15/0072 On-board train data handling
• CPC Class Codes: B61L 2201/00 Control methods
• CPC Class Codes: B61L 27/04 Automatic systems, e.g. controlled by train; Change-over to manual control

Abstract

A brake control system and method for a train having a lead locomotive or control car, at least one trailing locomotive or control car and, optionally, at least one railroad car. The lead locomotive or control car generates data representing an independent brake demand and data representing an automatic brake demand and transmits the data representing an independent brake demand and the data representing an automatic brake demand to the at least one trailing locomotive or control car. The at least one trailing locomotive or control car receives data representing an independent brake demand and data representing an automatic brake demand and controls a brake cylinder pressure of the at least one trailing locomotive or control car based on the data representing an independent brake demand and the data representing an automatic brake demand.

Claims

1. A brake control system for a train having a lead locomotive or control car, at least one trailing locomotive or control car and, optionally, at least one railroad car, the system comprising:

on the lead locomotive or control car;

an on-board computer programmed or configured to implement or facilitate at least one train action; and

a communication device in communication with the on-board computer and programmed or configured to receive, transmit, and/or process data signals;

wherein the on-board computer of the lead locomotive or control car is programmed or configured to generate data representing an independent brake demand and data representing an automatic brake demand; and

wherein the communication device of the lead locomotive or control car is programmed or configured to directly or indirectly transmit the data representing an independent brake demand and the data representing an automatic brake demand to the at least one trailing locomotive or control car.

2. The brake control system of claim 1, wherein the lead locomotive or control car is operating in an electronically-controlled pneumatic (ECP) brake mode.

3. The brake control system of claim 1, wherein the data representing an independent brake demand defines a percentage application of the independent brake demand.

4. The brake control system of claim 1, wherein the data representing an automatic brake demand defines a percentage application of the automatic brake demand.

5. The brake control system of claim 1, wherein the on-board computer of the lead locomotive or control car is programmed or configured to:

control a pressure in a brake pipe connecting the lead locomotive or control car to the at least one trailing locomotive or control car to remain charged; and

control a pressure in a control pipe connecting the lead locomotive or control car to the at least one trailing locomotive or control car based on the independent brake demand and the automatic brake demand.

6. The brake control system of claim 1, wherein the communication device of the lead locomotive or control car is programmed or configured to directly or indirectly transmit the data representing an independent brake demand and the data representing an automatic brake demand to the at least one trailing locomotive or control car via an electronically-controlled pneumatic (ECP) brake trainline connecting the lead locomotive or control car to the at least one trailing locomotive or control car.

7. The brake control system of claim 1, wherein the on-board computer of the lead locomotive or control car is programmed or configured to generate the data representing an independent brake demand based at least partially on a position of an independent brake handle of the lead locomotive or control car, and generate the data representing an automatic brake demand based at least partially on the position of an automatic brake handle of the lead locomotive or control car.

8. The brake control system of claim 1, further comprising:

on the at least one trailing locomotive or control car;

an on-board computer programmed or configured to implement or facilitate at least one train action; and

a communication device in communication with the on-board computer and programmed or configured to receive, transmit, and/or process data signals;

wherein the communication device of the at least one trailing locomotive or control car is programmed or configured to receive the data representing an independent brake demand and the data representing an automatic brake demand; and

wherein the on-board computer of the at least one trailing locomotive or control car is programmed or configured to control a brake cylinder pressure of the at least one trailing locomotive or control car based on the data representing an independent brake demand and the data representing an automatic brake demand.

9. A brake control system for a train having a lead locomotive or control car, at least one trailing locomotive or control car and, optionally, at least one railroad car, the system comprising:

on the at least one trailing locomotive or control car;

an on-board computer programmed or configured to implement or facilitate at least one train action; and

a communication device in communication with the on-board computer and programmed or configured to receive, transmit, and/or process data signals;

wherein the communication device of the at least one trailing locomotive or control car is programmed or configured to receive data representing an independent brake demand and data representing an automatic brake demand; and

wherein the on-board computer of the at least one trailing locomotive or control car is programmed or configured to control a brake cylinder pressure of the at least one trailing locomotive or control car based on the data representing an independent brake demand and the data representing an automatic brake demand.

10. The brake control system of claim 9, wherein the at least one trailing locomotive or control car is operating in an electronically-controlled pneumatic (ECP) brake mode.

11. The brake control system of claim 9, wherein the data representing an independent brake demand defines a percentage application of the independent brake demand.

12. The brake control system of claim 9, wherein the data representing an automatic brake demand defines a percentage application of the automatic brake demand.

13. The brake control system of claim 9, wherein the communication device of the at least one trailing locomotive or control car is programmed or configured to receive the data representing an independent brake demand and the data representing an automatic brake demand via an electronically-controlled pneumatic (ECP) brake trainline connecting the lead locomotive or control car to the at least one trailing locomotive or control car.

14. A brake control system for a train having a lead locomotive or control car, at least one trailing locomotive or control car and, optionally, at least one railroad car, the lead locomotive or control car and the at least one trailing locomotive or control car connected by a brake pipe and a control pipe, the system comprising:

on the lead locomotive or control car;

an on-board computer programmed or configured to implement or facilitate at least one train action; and

a communication device in communication with the on-board computer and programmed or configured to receive, transmit, and/or process data signals;

wherein the on-board computer of the lead locomotive or control car is programmed or configured to determine if the lead locomotive or control car is in an electronically-controlled pneumatic (ECP) brake mode;

wherein, if the lead locomotive or control car is in the ECP brake mode, the on-board computer of the lead locomotive or control car is programmed or configured to generate data representing an independent brake demand based at least partially on a position of an independent brake handle of the lead locomotive or control car and data representing an automatic brake demand based at least partially on a position of an automatic brake handle of the lead locomotive or control car, and the communication device of the lead locomotive or control car is programmed or configured to transmit the data representing an independent brake demand and the data representing an automatic brake demand to the at least one trailing locomotive or control car; and

wherein, if the lead locomotive is not in the ECP brake mode, the on-board computer of the lead locomotive or control car is programmed or configured to control a brake cylinder pressure of the lead locomotive or control car based on a pressure of the brake pipe, a pressure of the control pipe, and a multiplier associated with the lead locomotive.

15. The brake control system of claim 14, wherein the communication device of the lead locomotive or control car is programmed or configured to directly or indirectly transmit the data representing an independent brake demand and the data representing an automatic brake demand to the at least one trailing locomotive or control car via an ECP brake trainline connecting the lead locomotive or control car to the at least one trailing locomotive or control car.

16. The brake control system of claim 14, wherein the data representing an independent brake demand defines a percentage application of the independent brake demand, and wherein the data representing an automatic brake demand defines a percentage application of the automatic brake demand.

17. The brake control system of claim 14, further comprising:

on the at least one trailing locomotive or control car;

an on-board computer programmed or configured to implement or facilitate at least one train action; and

a communication device in communication with the on-board computer and programmed or configured to receive, transmit, and/or process data signals;

wherein the on-board computer of the at least one trailing locomotive or control car is programmed or configured to determine if the at least one trailing locomotive or control car is in the electronically-controlled pneumatic (ECP) brake mode;

wherein, if the at least one trailing locomotive or control car is in the ECP brake mode, the on-board computer of the at least one trailing locomotive is programmed or configured to determine if an ECP communications path is active, and wherein if the ECP communications path is active the communication device of the at least one trailing locomotive or control car is programmed or configured to receive the data representing an independent brake demand and the data representing an automatic brake demand via the ECP communications path, and the on-board computer of the at least one trailing locomotive or control car is programmed or configured to control a brake cylinder pressure of the at least one trailing locomotive or control car based on the data representing an independent brake demand and the data representing an automatic brake demand; and

wherein, if the at least one trailing locomotive is not in the ECP brake mode or the ECP communications path is not active, the on-board computer of the at least one trailing locomotive is programmed or configured to control the brake cylinder pressure based on the pressure of the brake pipe, the pressure of the control pipe, and a multiplier associated with the at least one trailing locomotive.

18. A brake control system for a train having a lead locomotive or control car, at least one trailing locomotive or control car and, optionally, at least one railroad car, the lead locomotive or control car and the at least one trailing locomotive or control car connected by a brake pipe and a control pipe, the system comprising:

on the at least one trailing locomotive or control car;

an on-board computer programmed or configured to implement or facilitate at least one train action; and

a communication device in communication with the on-board computer and programmed or configured to receive, transmit, and/or process data signals;

wherein the on-board computer of the at least one trailing locomotive or control car is programmed or configured to determine if the at least one trailing locomotive or control car is in an electronically-controlled pneumatic (ECP) brake mode;

wherein, if the at least one trailing locomotive or control car is in the ECP brake mode, the on-board computer of the at least one trailing locomotive is programmed or configured to determine if an ECP communications path is active, wherein if the ECP communications path is active, the communication device of the at least one trailing locomotive or control car is programmed or configured to receive data representing an independent brake demand and data representing an automatic brake demand via the ECP communications path, and the on-board computer of the at least one trailing locomotive or control car is programmed or configured to control a brake cylinder pressure of the at least one trailing locomotive or control car based on the data representing an independent brake demand and the data representing an automatic brake demand; and

wherein, if the at least one trailing locomotive is not in the ECP brake mode or the ECP communications path is not active, the on-board computer of the at least one trailing locomotive is programmed or configured to control the brake cylinder pressure based on a pressure of the brake pipe, a pressure of the control pipe, and a multiplier associated with the at least one trailing locomotive.

19. The brake control system of claim 18, wherein the communication device of the at least one trailing locomotive or control car is programmed or configured to receive the data representing an independent brake demand and the data representing an automatic brake demand via an ECP brake trainline connecting the lead locomotive or control car to the at least one trailing locomotive or control car.

20. The brake control system of claim 18, wherein the data representing an independent brake demand defines a percentage application of the independent brake demand, and wherein the data representing an automatic brake demand defines a percentage application of the automatic brake demand.

21. A computer-implemented method for brake control for a train having a lead locomotive or control car, at least one trailing locomotive or control car and, optionally, at least one railroad car, the method comprising:

generating data representing an independent brake demand and data representing an automatic brake demand; and

directly or indirectly transmitting the data representing an independent brake demand and the data representing an automatic brake demand to the at least one trailing locomotive or control car.

22. The method of claim 21, wherein the lead locomotive or control car is operating in an electronically-controlled pneumatic (ECP) brake mode.

23. The method of claim 21, wherein the data representing an independent brake demand defines a percentage application of the independent brake demand, and wherein the data representing an automatic brake demand defines a percentage application of the automatic brake demand.

24. The method of claim 21, further comprising:

controlling a pressure in a brake pipe connecting the lead locomotive or control car to the at least one trailing locomotive or control car to remain charged; and

controlling a pressure in a control pipe connecting the lead locomotive or control car to the at least one trailing locomotive or control car based on the independent brake demand and the automatic brake demand.

25. The method of claim 21, further comprising directly or indirectly transmitting the data representing an independent brake demand and the data representing an automatic brake demand to the at least one trailing locomotive or control car via an electronically-controlled pneumatic (ECP) brake trainline connecting the lead locomotive or control car to the at least one trailing locomotive or control car.

26. The method of claim 21, further comprising generating the data representing an independent brake demand based at least partially on a position of an independent brake handle of the lead locomotive or control car and generate the data representing an automatic brake demand based at least partially on the position of an automatic brake handle of the lead locomotive or control car.

27. A computer-implemented method for brake control for a train having a lead locomotive or control car, at least one trailing locomotive or control car and, optionally, at least one railroad car, the method comprising:

receiving data representing an independent brake demand and data representing an automatic brake demand; and

controlling a brake cylinder pressure of the at least one trailing locomotive or control car based on the data representing an independent brake demand and the data representing an automatic brake demand.

28. The method of claim 27, wherein the at least one trailing locomotive or control car is operating in an electronically-controlled pneumatic (ECP) brake mode.

29. The method of claim 27, wherein the data representing an independent brake demand defines a percentage application of the independent brake demand, and wherein the data representing an automatic brake demand defines a percentage application of the automatic brake demand.

30. The method of claim 27, further comprising receiving the data representing an independent brake demand and the data representing an automatic brake demand via an electronically-controlled pneumatic (ECP) brake trainline connecting the lead locomotive or control car to the at least one trailing locomotive or control car.