Segmented brake pipe train control system and related methods

• US 6,095,618 A
• Filed: 03/19/1999
• Issued: 08/01/2000
• Est. Priority Date: 03/19/1998
• Status: Expired due to Term

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: GE Harris Railway Electronics, LLC (GE Aerospace)
• Inventors: Smith, Eugene A. Jr., Heneka, Steven P., Powshok, Andrew T.
• Primary Examiner(s): Oberleitner, Robert J.
• Assistant Examiner(s): KRAMER, DEVON C
• Application Number:
  US09/272,543
• Time in Patent Office: 501 Days
• Field of Search: 303/3, 303/15, 303/7, 303/86, 303/66, 303/81, 303/82, 303/77, 246/167 R, 246/182 A, 246/182 R
• 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: 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 13/746 and mechanical transmission of the braking action
• 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 15/0072 On-board train data handling
• CPC Class Codes: Y02T 90/16 Information or communication technologies improving the operation of electric vehicles

Abstract

A train control system is for a train comprising at least first and second train segments including a brake pipe being separated between adjacent train segments. The train control system preferably comprises a first control subsystem for installation in a locomotive of the first train segment and a second control subsystem for installation in a locomotive of the second train segment. The first and second control subsystems communicate with one another for controlling train braking. The system also preferably includes a third control subsystem for installation in a railcar adjacent an end of the first train segment. This third control subsystem preferably includes at least one pressure transducer for sensing brake pipe pressure adjacent the end of the first train segment, and at least one control valve for controlling brake pipe pressure adjacent the end of the first train segment. The third control subsystem also preferably includes a processor for communicating a signal related to brake pipe pressure adjacent the end of the first train segment to the second control subsystem, and for controlling brake pipe pressure adjacent the end of the first train segment responsive to a command from the second control subsystem. The second control subsystem and the third control subsystem preferably cooperate so that the brake pipe pressure adjacent the end of the first train segment and a brake pipe pressure adjacent a front of the second train segment are substantially matching thereby emulating operation with a continuous brake pipe.

Claims

1. A train control system for a train comprising at least first and second train segments including a brake pipe being separated between adjacent train segments, the train control system comprising:

a first control subsystem for installation in a locomotive of the first train segment and a second control subsystem for installation in a locomotive of the second train segment, the first and second control subsystems communicating with one another for controlling train braking; and

a third control subsystem for installation in a railcar adjacent an end of the first train segment and comprising

at least one pressure transducer for sensing brake pipe pressure adjacent the end of the first train segment,

at least one control valve for controlling brake pipe pressure adjacent the end of the first train segment, and

a processor for communicating a signal related to brake pipe pressure adjacent the end of the first train segment to the second control subsystem, and for controlling brake pipe pressure adjacent the end of the first train segment responsive to a command from the second control subsystem.

2. A train control system according to claim 1 wherein said second control subsystem and said third control subsystem cooperate so that the brake pipe pressure adjacent the end of the first train segment and a brake pipe pressure adjacent a front of the second train segment are substantially matching thereby emulating operation with a continuous brake pipe.

3. A train control system according to claim 1 wherein said second control subsystem commands a brake pipe pressure reduction to the third control subsystem responsive to the first control subsystem.

4. A train control system according to claim 1 wherein said third control subsystem communicates a signal relating to a brake pipe pressure reduction in the first train segment to said second control subsystem when communication between the first control subsystem and second control subsystem is disrupted.

5. A train control system according to claim 4 wherein said first and second control subsystems further control motive power;

and wherein said second control subsystem causes the second locomotive to idle responsive to the brake pipe pressure reduction in the first train segment when communication between the first and second control subsystems is disrupted.

6. A train control system according to claim 1 wherein said second control subsystem commands a brake pipe pressure reduction to the third control subsystem responsive to a reduction in brake pipe pressure in the second train segment and when communications between the first control subsystem and second control subsystem are disrupted.

7. A train control system according to claim 1 wherein said third control subsystem further comprises a radio transceiver;

and wherein said second control subsystem further comprises a radio transceiver for communicating with the radio transceiver of said third control subsystem.

8. A train control system according to claim 7 wherein said radio transceiver of said third control subsystem comprises a spread spectrum transceiver;

and wherein said radio transceiver of said second control subsystem.

9. A train control system according to claim 1 wherein said first control subsystem defines a lead unit, and said second control subsystem defines a remote unit.

10. A train control system according to claim 1 wherein said third control subsystem comprises a coupler for connecting to an end of the brake pipe of the first train segment.

11. A train control system according to claim 1 wherein said at least one control valve comprises at least one pressure release valve.

12. A train control system according to claim 1 wherein each of said first and second control subsystems comprises at least one radio transceiver.

13. A train control system according to claim 1 wherein each of said first and second control subsystems is for controlling power of the respective locomotive.

14. A train control system for a train comprising at least first and second train segments including a brake pipe being separated between adjacent train segments, the train control system comprising:

a first control subsystem for installation in a locomotive of the first train segment and a second locomotive control subsystem for installation in a locomotive of the second train segment, the first and second control subsystems communicating with one another via radio communication for controlling train braking; and

a third control subsystem for installation in a railcar adjacent an end of the first train segment and comprising

at least one pressure transducer for sensing brake pipe pressure adjacent the end of the first train segment,

at least one control valve for controlling brake pipe pressure adjacent the end of the first train segment, and

a processor and associated radio transceiver for communicating a signal related to brake pipe pressure adjacent the end of the first train segment to the second control subsystem, and for controlling brake pipe pressure adjacent the end of the first train segment responsive to a command from the second control subsystem so that the brake pipe pressure adjacent the end of the first train segment and a brake pipe pressure adjacent a front of the second train segment are substantially matching thereby emulating operation with a continuous brake pipe.

15. A train control system according to claim 14 wherein said second control subsystem commands a brake pipe pressure reduction to the third control subsystem responsive to the first control subsystem.

16. A train control system according to claim 14 wherein said third control subsystem communicates a signal relating to a brake pipe pressure reduction in the first train segment to said second control subsystem when communication between the first control subsystem and second control subsystem is disrupted.

17. A train control system according to claim 16 wherein said first and second control subsystems further control motive power;

and wherein said second control subsystem causes the second locomotive to idle responsive to the brake pipe pressure reduction in the first train segment when communication between the first and second control subsystems is disrupted.

18. A train control system according to claim 14 wherein said second control subsystem commands a brake pipe pressure reduction to the third control subsystem responsive to a reduction in brake pipe pressure in the second train segment and when communications between the first control subsystem and second control subsystem are disrupted.

19. A train control system according to claim 14 wherein said radio transceiver of said third control subsystem comprises a spread spectrum transceiver;

and wherein said second control subsystem comprises a spread spectrum radio transceiver.

20. A train control system according to claim 14 wherein said first control subsystem defines a lead unit, and said second control subsystem defines a remote unit.

21. A train control system according to claim 14 wherein said at least one control valve comprises at least one pressure release valve.

22. A train control system according to claim 14 wherein each of said first and second control subsystems is for controlling power of the respective locomotive.

23. A control subsystem for connection to a brake pipe at a railcar adjacent an end of a first train segment, the railcar being coupled to a locomotive of a second train segment and the brake pipe being separated between the first and second train segments, the control subsystem comprising:

at least one pressure transducer for sensing brake pipe pressure adjacent the end of the first train segment;

at least one control valve for controlling brake pipe pressure adjacent the end of the first train segment; and

a processor and associated spread spectrum radio transceiver for communicating a signal related to brake pipe pressure adjacent the end of the first train segment to a control subsystem at the locomotive of the second train segment, and for controlling brake pipe pressure adjacent the end of the first train segment responsive to a command from the control subsystem at the locomotive of the second train segment.

24. A control subsystem according to claim 23 wherein the processor cooperates with the control subsystem at the locomotive of the second train segment so that the brake pipe pressure adjacent the end of the first train segment and a brake pipe pressure adjacent a front of the second train segment are substantially matching thereby emulating operation with a continuous brake pipe.

25. A control subsystem according to claim 23 wherein said third control subsystem comprises a coupler for connecting to an end of the brake pipe of the first train segment.

26. A control subsystem according to claim 23 wherein said at least one control valve comprises at least one pressure release valve.

28. A method according to claim 23 wherein said second control subsystem and said third control subsystem cooperate so that the brake pipe pressure adjacent the end of the first train segment and a brake pipe pressure adjacent a front of the second train segment are substantially matching thereby emulating operation with a continuous brake pipe.

29. A method according to claim 23 further comprising the step of using the second control subsystem to command a brake pipe pressure reduction to the third control subsystem responsive to the first control subsystem.

30. A method according to claim 23 further comprising the step of using the third control subsystem to communicate a signal relating to a brake pipe pressure reduction in the first train segment to the second control subsystem when communication between the first control subsystem and second control subsystem is disrupted.

31. A method according to claim 30 further comprising the step of controlling motive power of the train using the first and second control subsystems;

and further comprising the step of using the second control subsystem to cause the second locomotive to idle responsive to the brake pipe pressure reduction in the first train segment when communication between the first and second control subsystems is disrupted.

32. A method according to claim 23 further comprising the step of using the second control subsystem to command a brake pipe pressure reduction to the third control subsystem responsive to a reduction in brake pipe pressure in the second train segment and when communications between the first control subsystem and second control subsystem are disrupted.

33. A method according to claim 23 wherein the step of controlling the brake pipe pressure comprises the step of selectively releasing the brake pipe pressure.

27. A method for operating a train comprising the steps of:

coupling an end of a first train segment to a front of a second train segment and leaving a brake pipe separated between the train segments;

controlling train braking using communications between a first control subsystem at a locomotive of the first train segment and a second control subsystem at a locomotive of the second train segment; and

using a third control subsystem at a railcar adjacent the end of the first train segment for communicating a signal related to brake pipe pressure adjacent the end of the first train segment to the second control subsystem, and for controlling brake pipe pressure adjacent the end of the first train segment responsive to a command from the second control subsystem.