Locomotive M. U. trainline/jumper for EP brake application

• US 5,630,565 A
• Filed: 12/14/1995
• Issued: 05/20/1997
• Est. Priority Date: 12/14/1995
• Status: Expired due to Term

• Current Assignee: New York Air Brake Corporation (Knorr-Bremse GmbH)
• Original Assignee: New York Air Brake Corporation (Knorr-Bremse GmbH)
• Inventors: Lumbis, Anthony W.
• Primary Examiner(s): MORANO IV, SAMUEL J
• Application Number:
  US08/572,624
• Time in Patent Office: 523 Days
• Field of Search: 246/182 R, 246/182 C, 246/187 C, 246/189, 246/190, 303/3, 303/15, 303/16, 303/17, 105/61
• US Class Current: 246/182.00B
• 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

Abstract

An EP controller, which is located on the leading locomotive, is connected by a cable to the leading end trainline connector of the lead locomotive. This powers the EP controller and provides communication by the EP controller over the trainline. A second cable connects the EP line of the first car in the train to the trailing end trainline connector of the last locomotive for providing communication between the EP controller and the electro-pneumatic brakes on each car over the trainline and the EP line.

Claims

1. A train including at least one locomotive and a plurality of cars, said locomotive having a leading end and a trailing end electric trainline connector for interconnecting power and control lines to an adjacent locomotive, each car being serially connected electrically to an adjacent car forming an EP line and having an electropneumatic brake controlled by an EP controller in said locomotive over said EP line, including:

a first cable connecting said EP controller to said leading end trainline connector of said locomotive for powering said EP controller and providing communication by said EP controller over said trainline; and

a second cable connecting said EP line of a first car in said train to said trailing end trainline connector for providing communication between said EP controller said electropneumatic brakes on each car over said trainline and EP line.

2. A train according to claim 1, wherein said train includes a plurality of locomotives interconnected by said trainline connectors to form a consist having a first and last locomotive;

said first cable is connected to the leading end trainline connector of the first locomotive and said second cable is connected to the trailing end trainline connector of the last locomotive.

3. A train according to claim 1, wherein said trainline is a standard 27 pin multiple unit trainline.

4. A train according to claim 3, wherein said first cable connects a pair of power lines in said trainline to said EP controller and connects a pair of control lines in said train lines to said EP controller for communication;

and said second cable connects said pair of control lines to said EP line.

5. A train according to claim 4, wherein at least one of said control lines is not used by a locomotive controller.

6. A train according to claim 1, wherein said first cable connects a pair of power lines in said trainline to said EP controller and connects a pair of control lines in said train lines to said EP controller for communication;

and said second cable connects said pair of control lines to said EP line.

7. A train according to claim 6, wherein at least one of said control lines is not used by a locomotive controller.

8. A train according to claim 1, wherein:

said first cable connects a pair of power lines in said trainline to said EP controller and connects a pair of control lines used by a locomotive controller in said train lines to said EP controller for communication and said second cable connects said used lines to said EP line;

said control lines carry locomotive D.C. signals and EP controller A.C. signals; and

locomotive circuits connected to said used train line is responsive only to said D.C. signals and said electro-pneumatic brake is only responsive to said A.C. signals.

9. A train according to claim 8, including isolation circuitry between said control lines and said locomotive controller.

10. A train according to claim 1, wherein said EP controller also transmits power to said EP line over said trainline.

11. A train including at least one locomotive and a plurality of cars, said locomotive having a leading end and a trailing end electric trainline connector for interconnecting power and control lines to an adjacent locomotive, each car being serially connected electrically to an adjacent car forming an EP line and having an electro-pneumatic brake controlled by an EP controller in said locomotive over said EP line, including:

a first cable connecting said EP controller to an end trainline connector of said locomotive for powering said EP controller; and

a second cable connecting said EP line of a first car in said train to said EP controller for providing communication between said EP controller said electro-pneumatic brakes on each car over said EP line.