Railroad telemetry and control systems

• US 5,374,015 A
• Filed: 09/16/1993
• Issued: 12/20/1994
• Est. Priority Date: 12/01/1992
• Status: Expired due to Term

• Current Assignee: Westinghouse Air Brake Technologies Corporation
• Original Assignee: Pulse Electronics Incorporated (Yageo Corporation)
• Inventors: Wright, Clive, Fernandez, Emilio A., Bezos, Angel P.
• Primary Examiner(s): Huppert, Michael S.
• Assistant Examiner(s): LOWE, SCOTT
• Application Number:
  US08/122,912
• Time in Patent Office: 460 Days
• Field of Search: 246/167 R, 246/169 R, 246/182 R, 246/187 R, 246/187 C, 246/191, 246/185, 340/825.54, 340/505, 340/825.52, 364/426.05, 364/426.01
• US Class Current: 246/169.00R
• CPC Class Codes: B61L 15/0027 Radio-based, e.g. using GSM-R
• CPC Class Codes: B61L 15/0054 Train integrity supervision, e.g. end-of-train [EOT] devices

Abstract

Improvements relating to railroad telemetry and control system address problems in compatibility between HOT and EOT units, implement an automatic UDE location procedure, and automate calibration of EOT units. An improved two way protocol that allows EOT units having different code formats to be used with a HOT unit. A method is implemented by a HOT unit, cooperating with an EOT unit, for locating a fault which causes a UDE brake operation. An automatic calibration procedure for the EOT unit that does not require the operator to have access to the electronic circuitry.

Claims

1. An End of Train (EOT) and Head of Train (HOT) railroad telemetry system wherein an EOT unit includes means for transmitting a signal to a HOT unit when an Undesired Emergency (UDE) brake event due to venting of air in a train brake pipe to atmosphere is detected at the EOT unit, and further comprising at the HOT unit:

means for storing different propagation constants representing differences in propagation rates in directions from a front to a rear of the train and from the rear to the front of the train due to air flow in said brake pipe;

means for detecting the UDE at the HOT unit;

means for measuring a time differential between times when the UDE is detected at the EOT and HOT units;

means, using the measured time differential and the stored different propagation constants, for automatically calculating an approximate location where the UDE originated.

2. The End of Train (EOT) and Head of train (HOT) railroad telemetry system recited in claim 1 wherein said EOT unit includes means for generating a first time stamp when a UDE brake event is detected by the EOT unit, said time stamp being transmitted to the HOT unit as part of said signal, and said HOT unit further including means for generating and temporarily storing a second time stamp when the UDE brake event is detected by the HOT unit, said first and second time stamps being used to measure said time differential.

3. The End of Train (EOT) and Head of Train (HOT) railroad telemetry system recited in claim 2 wherein the HOT and EOT units communicate with a protocol including discretionary bits which are used in normal transmissions from the EOT unit to the HOT unit for status or condition information, said EOT unit including means for alternatively using said discretionary bits in a Rear-to-Front transmission as said first time stamp to be transmitted from the EOT unit to the HOT unit in the event of an Undesired Emergency (UDE)event.

4. A method used in End of Train (EOT) and Head of Train (HOT) railroad telemetry systems in which an EOT unit includes means for transmitting a signal to a HOT unit in the event of an Undesired Emergency (UDE) brake event due to venting of air in a train brake pipe to atmosphere, said method performed by said HOT unit and comprising the steps of:

storing different propagation constants representing differences in propagation rates in directions from a front to a rear of the train and from the rear to the front of the train due to air flow in said brake pipe;

detecting at said HOT unit a UDE brake event;

measuring a time differential between times when the UDE is detected at the EOT and HOT units; and

computing from the measured time differential and the stored different propagation constants an approximate location where the UDE originated.

5. The method recited in claim 4 further comprising the steps of:

time stamping at the EOT unit a time of detection of a UDE brake event to generate a first time stamp;

transmitting said first time stamp from the EOT unit to the HOT unit;

time stamping at the HOT unit a time of detection of a UDE brake event to generate a second time stamp; and

temporarily storing said second time stamp;

wherein said step of measuring the time differential is performed by calculating a difference between said first and second time stamps.

6. The method recited in claim 5 wherein the HOT and EOT units communicate with a protocol including discretionary bits which are used in normal transmissions from the EOT unit to the HOT unit for status or condition information, said method further comprising the step at the EOT unit of alternatively using said discretionary bits in Rear-to-Front transmission as said first time stamp to be transmitted from the EOT unit to the HOT unit in the event of an Undesired Emergency (UDE) brake event.