Brake control of helper locomotive

• US 5,383,717 A
• Filed: 09/10/1993
• Issued: 01/24/1995
• Est. Priority Date: 09/10/1993
• Status: Expired due to Term

• Current Assignee: Westinghouse Air Brake Technologies Corporation
• Original Assignee: Pulse Electronics (Yageo Corporation)
• Inventors: Fernandez, Emilio A., Bezos, Angel P.
• Primary Examiner(s): Butler, Douglas C.
• Application Number:
  US08/119,975
• Time in Patent Office: 501 Days
• Field of Search: 246/167 R, 246/187 R, 246/187 C, 246/190, 246/182 B, 246/182 R, 303/2, 303/3, 303/7-8, 303/18-20, 303/15, 303/13, 303/86, 303/81, 303/DIG. 3
• US Class Current: 303/3
• CPC Class Codes: B60L 15/32 Control or regulation of multiple-unit electrically-propelled vehicles
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 2270/34 of parts
• 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: Y02T 90/16 Information or communication technologies improving the operation of electric vehicles

Abstract

A brake control mechanism allows the engineman in a lead locomotive to control the brakes of a helper locomotive and does not require a manual connection of the brake pipe of the train to that of the helper locomotive. The End of Train (EOT) unit is used to effect this control. The EOT transmits brake pipe pressure data sensed at the end of the train. Both the lead locomotive and the helper locomotive are equipped with Head of Train (HOT) units which receive the transmitted data from the EOT unit. In the case of the HOT unit in the lead locomotive, this data is processed and displayed for the engineman in that locomotive, as is the normal operation in those units. However, in the case of the HOT unit in the helper locomotive, that unit is first of all set to receive the transmitted data from the EOT unit by dialing in the identification (ID) of the EOT unit using thumbwheels on the HOT unit provided for that purpose. Secondly, the data received by the HOT unit in the helper locomotive is used to control the pressure in the brake pipe of the helper locomotive so that the pressure in the helper locomotive brake pipe is made to "mirror" that sensed by the EOT unit, making the brakes of the helper train behave as if they were connected to and communicating with the brake pipe of the train to which the helper locomotive is connected.

Claims

1. A brake control system for railroad locomotives for controlling the brakes of a helper locomotive from a lead locomotive in a train wherein the helper locomotive is coupled to the train while a brake pipe of the train is not physically connected to a brake pipe of the helper locomotive, said brake control system comprising:

first pressure sensing means mounted on a car of the train and coupled to the brake pipe of the train for monitoring brake pipe pressure of the train and generating a first signal proportional to the monitored train brake pipe pressure;

telemetry means responsive to said first signal for transmitting a data signal representative of said first signal;

receiving means mounted in the helper locomotive tuned to receive the transmitted data signal;

second pressure sensing means connected to the brake pipe of said helper locomotive for monitoring brake pipe pressure of the helper locomotive and generating a second signal proportional to the monitored helper locomotive brake pipe pressure;

control means connected to said receiving means and responsive to said second signal for determining a difference between the monitored brake pipe pressures of the train and the helper locomotive and generating a control signal; and

pressure regulator means responsive to said control signal and connected to the brake pipe of said helper locomotive for maintaining the brake pipe pressure of the helper locomotive equal to the train brake pipe pressure.

2. The brake control system recited in claim 1 wherein said telemetry means includes a receiver for receiving command signals, said system further comprising:

transmitter means mounted in said lead locomotive for transmitting said command signals; and

valve means connected to the brake pipe of the train and responsive to said command signals received by said receiver for venting brake pipe pressure to atmosphere.

3. The brake control system recited in claim 1 wherein said first pressure sensing means and said telemetry means comprise and End of Train (EOT) unit mounted on said car and said receiving means is a Head of Train (HOT) unit mounted in said helper locomotive.

4. The brake control system recited in claim 3 wherein said EOT unit includes a receiver for receiving command signals, said system further comprising:

a second HOT unit including transmitter means mounted in said lead locomotive for transmitting said command signals; and

valve means connected to the brake pipe of the train and responsive to said command signals received by said EOT unit receiver for venting brake pipe pressure to atmosphere.

5. The brake control system recited in claim 4 wherein said HOT unit mounted in said helper locomotive includes second transmitter means for transmitting command signals, said receiver in said EOT unit also responding to the command signals transmitted by said second transmitter means to control said valve means.

6. A brake control system for railroad locomotives for controlling the brakes of a helper locomotive from a lead locomotive in a train wherein the helper locomotive is coupled to the train, comprising:

an End of Train (EOT) unit mounted on a car of the train and coupled to a brake pipe of the train, said EOT unit being coupled to the brake pipe of the train for monitoring brake pipe pressure and including a transmitter for transmitting brake pipe pressure data indicative of the monitored brake pipe pressure;

a Head of Train (HOT) unit mounted in the helper locomotive and including a receiver tuned to receive the transmitted brake pipe pressure data from said EOT unit; and

a pressure regulator, a pressure maintaining air manifold and a pressure transducer connected to a brake pipe of said helper locomotive and controlled by said HOT unit to match the brake pipe pressure sensed by said pressure transducer to the brake pipe pressure data transmitted by the EOT unit, thereby "mirroring" the pressure sensed by the EOT unit.

7. The brake control system for railroad locomotives recited in claim 6 wherein said EOT unit further includes a receiver for receiving transmissions from said HOT unit and said HOT unit includes a transmitter for transmitting an emergency signal to said EOT unit, said HOT unit responding to a signal generated by said pressure transducer when pressure in the brake pipe of the helper locomotive is vented to atmosphere to transmit said emergency signal to said EOT unit, and said EOT unit responds to said emergency signal by initiating an emergency condition in the train.

8. A method of brake control for railroad locomotives for controlling the brakes of a helper locomotive from a lead locomotive in a train wherein the helper locomotive is coupled to the train, comprising the steps of:

mounting an End of Train (EOT) unit on a car of the train and coupling the EOT unit to a brake pipe of the train, said EOT unit monitoring brake pipe pressure and including a transmitter for transmitting brake pipe pressure data indicative of the monitored brake pipe pressure;

mounting a Head of Train (HOT) unit in the helper locomotive and connecting the HOT unit to be responsive to monitored brake pipe pressure of the helper locomotive, said HOT unit including a receiver tuned to receive transmitted brake pipe pressure data from the EOT unit; and

enabling the HOT unit to respond to transmitted brake pipe pressure data from the EOT unit by controlling a pressure regulator connected to a pressure maintaining air manifold of the helper locomotive to match the monitored brake pipe pressure of the helper locomotive to the brake pipe pressure data transmitted by the EOT unit, thereby "mirroring" the pressure sensed by the EOT unit.

9. The method of brake control recited in claim 8 further comprising the step of disabling the HOT unit mounted in the helper locomotive as part of a decoupling procedure when the helper locomotive is decoupled from the train.