Train integrity detection system

• US 5,507,457 A
• Filed: 02/13/1995
• Issued: 04/16/1996
• Est. Priority Date: 02/13/1995
• Status: Expired due to Term

• Current Assignee: Westinghouse Air Brake Co (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: Pulse Electronics Incorporated (Yageo Corporation)
• Inventors: Kull, Robert C.
• Primary Examiner(s): Oberleitner, Robert J.
• Assistant Examiner(s): MORANO IV, SAMUEL J
• Application Number:
  US08/387,072
• Time in Patent Office: 428 Days
• Field of Search: 246/7, 246/166, 246/169 R, 246/182 B, 246/189, 364/424.01, 364/424.03, 364/426.01
• US Class Current: 246/169.00R
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 3/00 Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption methods or circuit arrangements for monitoring or controlling batteries or fuel cells B60L58/00
• 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
• CPC Class Codes: B61L 15/009 On-board display devices
• CPC Class Codes: Y02T 90/16 Information or communication technologies improving the operation of electric vehicles

Abstract

An improvement in an End-of-Train (EOT) monitor system allows the continuity of the brake pipe of a train to be verified. Obstructions in the brake-pipe, such as, for example, closed angle cocks, kinks, blockages, or breaks, adversely affect brake safety. A pressure sensor is installed in the Locomotive Cab Unit (LCU) to sense brake application. If the brake pipe is intact, a brake application initiated from the locomotive should correspondingly result in a drop in pressure at the EOT unit. The time require for the drop to propagate through the train is a function of train length. If a pressure drop is not sensed at the EOT unit within a predetermined period of time, it is assumed to be due to either a corrupted brake pipe or a communications failure between the LCU and EOT unit. A Microprocessor in the LCU initiates a communications check by interrogating the EOT unit from the LCU. If no reply is received, an alarm sounds warning the engineer of a communications failure. If, on the other hand, the LCU receives a reply from the EOT to the interrogation, a brake pipe continuity alarm is sounded warning the engineer of a brake fault condition.

Claims

1. A train integrity detection system for sensing faults in a brake pipe traversing the length of a train, comprising:

a locomotive cab unit positioned at the head-end of a train, said locomotive cab unit comprising a first transceiver and a first brake pipe pressure sensor for sensing a brake application, said locomotive cab unit including a timer which is started when said first brake pipe pressure sensor senses a brake application, said timer defining a predetermined time duration;

an end-of-train unit for monitoring brake pipe pressure at a rear-end of the train, said end-of-train unit comprising a second transceiver in radio communication with said first transceiver and a second brake pipe pressure sensor for sensing a reduction in pressure due to a brake application, said end-of-train unit transmitting a radio signal to said locomotive cab unit when a reduction in brake pipe pressure is sensed by said second brake pipe pressure sensor to communicate a brake pipe pressure change;

reset means at said locomotive cab unit for resetting said timer upon receipt of said radio signal transmitted by said end-of-train unit; and

alarm means at said locomotive cab unit for notifying an engineer that said timer has timed out without being reset during said predetermined time duration thereby indicating that a failure in the train integrity.

2. The train integrity detection system recited in claim 1 wherein said alarm means comprises:

means for causing said locomotive cab unit to interrogate said end-of-train unit if said end-of-train unit fails to transmit said radio signal communicating a brake pipe pressure change in response to a brake application within said predetermined time duration defined by said timer;

a communications fault alarm connected to said locomotive cab unit which is activated if said end-of-train unit fails to reply when interrogated; and

a brake pipe integrity alarm connected to said locomotive cab unit which is activated if said end-of-train unit replies when interrogated.

3. The train integrity detection system recited in claim 2 further comprising:

means for inputting to the locomotive cab unit a length of the train to calculate a pressure propagation time; and

means for establishing the predetermined time duration defined by said timer as a function of said pressure propagation time.

4. A method sensing faults in a brake pipe traversing a length of a train comprising the steps of:

sensing at a head of the train an application of brakes as a reduction of pressure of the brake pipe;

starting a timer upon sensing an application of brakes, said timer defining a predetermined time duration;

monitoring brake pipe pressure at an end of the train;

transmitting a radio signal from the end of the train to the head of the train when a change in monitored brake pipe pressure is detected;

resetting said timer upon receipt of said radio signal; and

actuating an alarm to notify an engineer the timer has timed out without being reset during said predetermined time duration thereby indicating a failure in the train integrity.

5. The method recited in claim 4 wherein the step of actuating an alarm comprises the steps of:

interrogating the end of the train if the timer is not reset within the predetermined time duration defined by said timer;

activating a communications fault alarm if the end of the train fails to reply when interrogated; and

activating a brake pipe integrity alarm if said end of the train replies when interrogated.

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

inputting to the locomotive cab unit a length of the train to calculate a pressure propagation time; and

establishing the predetermined time duration defined by said timer as a function of said pressure propagation time.