Dual-protocol locomotive control system and method

• US 6,322,025 B1
• Filed: 11/30/1999
• Issued: 11/27/2001
• Est. Priority Date: 11/30/1999
• Status: Expired due to Fees

• Current Assignee: Westinghouse Air Brake Technologies Corporation
• Original Assignee: Wabtec Railway Electronics, Inc. (Westinghouse Air Brake Technologies Corporation)
• Inventors: Colbert, Michael A., Pascal, Gil, Wright, Clive B.
• Primary Examiner(s): Morano, S. Joseph
• Assistant Examiner(s): Jules, Frantz F.
• Application Number:
  US09/449,617
• Time in Patent Office: 728 Days
• Field of Search: 246/167.R, 246/169.R, 246/187.C, 246/182.R, 340/825.52, 340/505
• US Class Current: 246/167.00R
• CPC Class Codes: B61L 15/0027 Radio-based, e.g. using GSM-R
• CPC Class Codes: B61L 15/0036 Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
• CPC Class Codes: B61L 15/0054 Train integrity supervision, e.g. end-of-train [EOT] devices
• CPC Class Codes: B61L 25/023 Determination of driving direction of vehicle or train

Abstract

An intra-train communication system includes a locomotive control unit (LCU) establishes a communications link between a lead unit and a remote unit which operate using different protocols and/or in different frequency bands. To accomplish this objective, the LCU automatically detects the type of lead unit and remote unit installed on the train. If the types are not the same, the LCU resolves any serial link protocol and arming differences that might exist in a manner virtually transparent to train operators. As a result, data is communicated between the lead and remote units in a way which requires less operator intervention and no software changes to the control computer of the head unit.

Claims

1. A method for establishing a communication link between a first unit and a second unit of a train, said method comprising:

providing a cab control unit in a lead locomotive, said cab control unit operating in accordance with a first protocol;

attaching an end-of-train unit to a trailing car of the train, said end-of-train unit operating in accordance with a second protocol;

automatically detecting in a locomotive control unit that the cab control unit is a type operating in said first protocol;

automatically detecting in the locomotive control unit that the end-of-train unit is a type operating in said second protocol; and

automatically performing protocol conversions required to communicate information between the end-of-train unit and the cab control unit.

2. The method of claim 1, wherein said protocol conversion step includes adjusting data fields of information communicated between the end-of-train unit and cab control unit.

3. The method of claim 1, wherein said first protocol is an AAR protocol and said second protocol is a non-AAR protocol.

4. The method of claim 1, wherein said first protocol is a non-AAR protocol and said second protocol is an AAR protocol.

5. The method of claim 1, wherein the cab control unit operates on within a first frequency band and the end-of-train unit operates in a second frequency band.

6. The method of claim 1, wherein said method further comprises:

communicating information from the cab control unit to the end-of-train unit in accordance with steps that include;

(a) receiving in the locomotive control unit data sent by the cab control unit within said first frequency band, said data being formatted in said first protocol;

(b) adjusting data fields of said data so that said data conforms to said second protocol;

(c) transmitting said data conformed to said second protocol to the end-of-train unit within said second frequency band; and

communicating information from the end-of-train unit to the cab control unit in accordance with steps that include;

(d) transmitting data from the end-of-train unit to the locomotive control unit within said second frequency band, said data being formatted in said second protocol;

(e) adjusting data fields of said data so that said data conforms to said first protocol;

(f) sending said data conformed to said first protocol to the cab control unit within said first frequency band.

7. The method of claim 1, wherein said step of automatically detecting the type of the end-of-train unit includes:

storing in the locomotive control unit information for at least one of a possible plurality of end-of-train units, said information including identification information identifying the end-of-train unit attached to the trailing car of said train, said identification information providing an indication of the type of said end-of-train unit;

transmitting identification information identifying the end-of-train unit from the end-of train unit to the locomotive control unit;

comparing the identification information transmitted by the end-of-train unit with the identification information stored in said locomotive control unit; and

detecting the type of the end-of-train unit based on an outcome of said comparing step.

8. The method of claim 1, wherein said step of automatically detecting the type of the end-of-train unit includes:

transmitting from the locomotive control unit at least two polling messages, including a first polling message transmitted within a frequency band corresponding to a first type of end-of-train unit and a second polling message transmitted within a frequency band corresponding to a second type of end-of-train unit, one of said first type and said second type corresponding to the type of the end-of-train unit attached to the trailing car of the train;

determining which of said frequency bands a return message was transmitted from the end-of-train unit; and

detecting the type of the end-of-train unit as corresponding to said second protocol based on the frequency band determined in said determining step.

9. The method of claim 1, wherein the step of automatically detecting the cab control unit is performed in accordance with an arming procedure.

10. A locomotive control unit for enabling a first train unit to communicate with a second train unit, comprising

means for automatically detecting a protocol in which the first train unit operates;

means for automatically detecting a protocol in which the second train unit operates; and

performing protocol conversions required to communicate information between the first train unit and the second train unit.

11. The unit of claim 10, wherein said performing step includes:

adjusting data fields within said information.

12. The unit of claim 10, wherein said first protocol operates in a first frequency band and said second protocol operates in a second frequency band.

13. The unit of claim 10, wherein said first protocol is an AAR protocol and said second protocol is a non-AAR protocol.

14. The unit of claim 10, wherein said first protocol is a non-AAR protocol and said second protocol is an AAR protocol.

15. The unit of claim 10, further comprising:

resolving arming differences between the first train unit and the second train unit.

16. The unit of claim 10, wherein the first train unit is an integrated cab control unit in a lead locomotive and the second train unit is an end-of-train unit.