Method of controlling emergency brake applications by two-way end of train devices using existing electronic air brake equipment

• US 6,195,600 B1
• Filed: 09/22/1998
• Issued: 02/27/2001
• Est. Priority Date: 09/22/1998
• Status: Expired due to Term

• Current Assignee: Westinghouse Air Brake Technologies Corporation
• Original Assignee: Westinghouse Air Brake Technologies Corporation
• Inventors: Kettle, Paul J. Jr.
• Primary Examiner(s): Cuchlinski, Jr., William A.
• Assistant Examiner(s): Marc-Coleman, Marthe Y
• Application Number:
  US09/158,489
• Time in Patent Office: 889 Days
• Field of Search: 701/19, 246/1.C, 246/6, 246/169.P, 246/122.R, 246/167.R, 340/531, 340/933, 340/825.06, 340/825.49
• US Class Current: 701/19
• CPC Class Codes: B60L 15/38 with automatic control
• 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

Abstract

The function of a two-way end-of-train (EOT) system is coordinated with the operation of the brake equipment on a locomotive of a train according to the steps of a novel method. This method enables the brakes to be applied during an emergency in a way which minimizes the buff and draft forces produced within the train. The method includes the steps of: (1) monitoring the train for signs of an emergency by using the brake equipment of the locomotive; (2) determining, if an emergency has occurred, whether the emergency is due to disjoining of the train; (3) waiting a preset time period, if the emergency was caused by disjoining of the train, before causing the brake equipment of the locomotive, to command the two-way EOT system to initiate an emergency application of the brakes from a rear part of the train; and (4) waiting an alternative time period, if the emergency was caused other than by disjoining of the train, before causing the brake equipment of the locomotive to command the two-way EOT system to initiate the emergency application of the brakes from the rear part of the train.

Claims

1. A method of coordinating operation of a two-way end-of-train (EOT) system of a train with brake equipment on a locomotive of said train to control application of brakes on said train in an emergency, said method comprising the steps of:

(a) monitoring said train for signs of an emergency by using said brake equipment of said locomotive;

(b) determining, if said emergency has occurred, whether said emergency is due to disjoining of said train;

(c) waiting a preset time period, if said emergency was caused by disjoining of said train, before causing said brake equipment of said locomotive, to command said two-way EOT system to initiate an emergency application of said brakes from a rear part of said train; and

(d) waiting an alternative time period, if said emergency was caused other than by disjoining of said train, before causing said brake equipment of said locomotive to command said two-way EOT system to initiate said emergency application of said brakes from said rear part of said train.

2. The method, as claimed in claim 1, wherein said preset time period is zero seconds.

3. The method, as claimed in claim 1, wherein said alternative time period lies in the range of zero to ten seconds.

4. The method, as claimed in claim 1, wherein said preset time period is less than said alternative time period, said alternative time period being dependent on factors such as speed and length of said train, grade of railway track on which said train is travelling and degree of tractive power provided by said locomotive.

5. The method, as claimed in claim 1, wherein the step of monitoring said train for signs of an emergency includes the substeps of:

(a) monitoring whether an automatic brake handle has been placed into an emergency position;

(b) monitoring whether a conductor'"'"'s valve is open or closed; and

(c) monitoring a pressure transducer connected to a brake pipe of said locomotive for whether pressure therein is changing at a rate indicative of said emergency.

6. The method, as claimed in claim 1, wherein said preset time period is calculated based on operating parameters of said brake equipment during said emergency.

7. The method, as claimed in claim 1, wherein said alternative time period is calculated based on operating parameters of said brake equipment during said emergency.

8. A method of coordinating operation of brake equipment on a locomotive of a train with a two-way end-of-train (EOT) system on said train so as to minimize buff and draft forces within said train during an emergency, said brake equipment including a computer that controls operation of said brake equipment, said EOT system including an HOT unit in said locomotive and an EOT unit connected to a brake pipe on a railcar of said train, said method comprising the steps of:

(a) using said computer to monitor said brake equipment of said locomotive for signs of an emergency;

(b) determining, if said emergency has occurred, whether said emergency is due to disjoining of said train;

(c) waiting a preset time period, if said emergency was caused by disjoining of said train, before using said computer to command said HOT unit to transmit an emergency brake signal and thereby order said EOT unit to reduce pressure in said brake pipe at an emergency rate so as to initiate an emergency application of brakes of said train from said railcar; and

(d) waiting an alternative time period, if said emergency was caused other than by disjoining of said train, before causing said computer to command said HOT unit to transmit said emergency brake signal and thereby order said EOT unit to reduce pressure in said brake pipe at said emergency rate so as to initiate said emergency application of said brakes from said railcar.

9. The method, as claimed in claim 8, wherein said railcar is the last railcar in said train.

10. The method, as claimed in claim 8, wherein said preset time period is zero seconds.

11. The method, as claimed in claim 8, wherein said alternative time period lies in the range of zero to ten seconds.

12. The method, as claimed in claim 8, wherein said preset time period is less than said alternative time period, said alternative time period being dependent on factors such as speed and length of said train, grade of railway track on which said train is travelling and degree of tractive power provided by said locomotive.

13. The method, as claimed in claim 8, wherein step (a) includes the substeps of:

(a) monitoring whether an automatic brake handle has been placed into an emergency position;

(b) monitoring whether a conductor'"'"'s valve is open or closed; and

(c) monitoring a pressure transducer connected to said brake pipe of said locomotive for whether pressure therein is changing at a rate indicative of said emergency.

14. The method, as claimed in claim 8, wherein said computer calculates said preset time period based on operating parameters of said brake equipment during said emergency.

15. The method, as claimed in claim 8, wherein said computer calculates said alternative time period based on operating parameters of said brake equipment during said emergency.

16. A method of coordinating operation of brake equipment on a locomotive of a train with a two-way end-of-train (EOT) system on said train during an emergency, said EOT system including an HOT unit in said locomotive and an EOT unit connected to a brake pipe on a railcar of said train, said method comprising the steps of:

(a) using a computer to monitor said brake equipment of said locomotive for signs of an emergency;

(b) determining, if said emergency has occurred, whether said emergency is due to disjoining of said train;

(c) waiting a preset time period, if said emergency was caused by disjoining of said train, before using said computer to command said HOT unit to transmit an emergency brake signal and thereby order said EOT unit to reduce pressure in said brake pipe at an emergency rate so as to initiate an emergency application of brakes of said train from said railcar; and

(d) waiting an alternative time period, if said emergency was caused other than by disjoining of said train, before causing said computer to command said HOT unit to transmit said emergency brake signal and thereby order said EOT unit to reduce pressure in said brake pipe at said emergency rate so as to initiate said emergency application of said brakes from said railcar.

17. The method, as claimed in claim 16, wherein step (a) includes the substeps of:

(a) monitoring whether an automatic brake handle has been placed into an emergency position;

(b) monitoring whether a conductor'"'"'s valve is open or closed; and

(c) monitoring a pressure transducer connected to said brake pipe of said locomotive for whether pressure therein is changing at a rate indicative of said emergency.

18. The method, as claimed in claim 16, wherein said computer calculates said preset time period based on operating parameters of said brake equipment during said emergency.

19. The method, as claimed in claim 16, wherein said computer calculates said alternative time period based on operating parameters of said brake equipment during said emergency.