Distributed power train operation responsive to an unexpected brake pipe fluid flow condition

• US 7,762,631 B2
• Filed: 04/04/2006
• Issued: 07/27/2010
• Est. Priority Date: 04/04/2006
• Status: Active Grant

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Smith, Eugene A.
• Primary Examiner(s): Williams; Thomas J
• Application Number:
  US11/397,378
• Publication Number:
  US 20070228813A1
• Time in Patent Office: 1,575 Days
• Field of Search: 303/3, 303/7, 303/8, 303/9.61, 303/15, 303/128, 303/133, 303/66, 303/67, 303/68, 701/19, 701/20
• US Class Current: 303/7
• CPC Class Codes: B60T 13/66 Electrical control in fluid-pressure brake systems
• CPC Class Codes: B60T 17/228 for railway vehicles

Abstract

A method of propagating a brake pipe braking command along a fluid carrying brake pipe (14) interconnecting members of a transportation system, the transportation system comprising a communication system (24) for exchanging information between a controlling member of the system and controlled members of the system includes identifying an unexpected brake pipe fluid flow condition at a first controlled member (e.g. 12) of the transportation system inconsistent with a communication system braking command issued by a controlling member of the transportation system. The method also includes disabling an ability of the first controlled member to control a brake pipe flow so that a brake pipe braking command issued by the controlling member is propagated along a brake pipe to a second controlled member of the transportation system downstream of the first controlled member with reduced brake pipe fluid flow interference from the first controlled member.

Claims

1. In a railroad train comprising a fluid carrying brake pipe connecting a lead locomotive and a plurality of remote locomotives, further comprising a communication system for use by the lead locomotive to issue communication system commands to the remote locomotives, wherein the lead locomotive and the remote locomotives comprise a brake control system in fluid communication with the brake pipe via a brake pipe valve, wherein the brake control system at each of the lead and remote locomotives controls the brake pipe fluid flow, a method of propagating a brake pipe braking command responsive to a braking operation of the lead locomotive along the brake pipe from a first remote locomotive to a second remote locomotive downstream of the first remote locomotive comprising:

propagating a minimum application pressure wave from the lead locomotive to each remote locomotive of the plurality of remote locomotives along the brake pipe;

identifying, at the first remote locomotive, an unexpected brake pipe fluid flow condition inconsistent with a communication system braking command issued by the lead locomotive and last received by the first remote locomotive;

disabling an ability of the first remote locomotive to control a brake pipe flow so that minimum application pressure wave is propagated along the brake pipe to the second remote locomotive with reduced brake pipe fluid flow interference from the first remote locomotive;

performing, at the first remote locomotive, a communication system communication check with the lead locomotive after disabling the ability of the first remote locomotive to control the brake pipe flow; and

when the communication check indicates operable communications with the lead locomotive, continuing to allow the first remote locomotive to respond to traction control communication system commands issued by the lead locomotive when the first remote locomotive has been previously disabled from responding to traction commands.

2. The method of claim 1, wherein disabling comprises closing a brake pipe valve of the first remote locomotive.

3. The method of claim 1, further comprising reducing a traction condition of the first remote locomotive.

4. The method of claim 3, wherein reducing the traction condition comprises setting the traction condition of the first remote locomotive to an idle state so that the first remote locomotive provides no motive power to the train.

5. The method of claim 3, further comprising disabling the first remote locomotive from responding to traction control communication system commands issued by the lead locomotive.

6. The method of claim 1, further comprising, when the communication check indicates operable communications with the lead locomotive, re-enabling an ability of the first remote locomotive to control brake pipe flow after a brake release communication system command from the lead locomotive is received by the first remote locomotive.

7. The method of claim 6, wherein re-enabling is postponed until after the brake release command is received by the first remote locomotive and a predetermined brake pipe pressure rise is sensed by the first remote locomotive.

8. The method of claim 1, further comprising, when the communication check indicates operable communications with the lead locomotive and the first remote locomotive is in a brake application state when the unexpected fluid flow condition was sensed, continuing to allow the first remote locomotive to respond to traction control communication system commands issued by the lead locomotive.

9. The method of claim 8, further comprising re-enabling an ability of the first remote locomotive to control a brake pipe flow.

10. The method of claim 1, further comprising, when the communication check indicates operable communications with the lead locomotive and the first remote locomotive is in a brake release state when the unexpected fluid flow condition was sensed, re-enabling an ability of the first remote locomotive to control a brake pipe flow after a brake release communication system command is received by the first remote locomotive.

11. In a railroad train comprising a fluid carrying brake pipe connecting a lead locomotive and a plurality of remote locomotives, further comprising a communication system for use by the lead locomotive to issue communication system commands to the remote locomotives, wherein the lead locomotive and the remote locomotives comprise a brake control system in fluid communication with the brake pipe via a brake pipe valve, wherein the brake control system at each of the lead and remote locomotives controls the brake pipe fluid flow, a method of propagating a brake pipe braking command responsive to a braking operation of the lead locomotive along the brake pipe from the first remote locomotive to a second remote locomotive downstream of the first remote locomotive comprising:

propagating a minimum application pressure wave from the lead locomotive to each remote locomotive of the plurality of remote locomotives along the brake pipe;

identifying, when the first remote locomotive'"'"'s brakes are in a released state, a brake pipe flow condition at the first remote locomotive inconsistent with a communication system braking command issued by the lead locomotive and last received by the first locomotive;

performing, at the first remote locomotive, a communication system communication check with the lead locomotive;

when the communication check indicates a loss of communication with the lead locomotive and a sensed brake pipe pressure at the remote locomotive drops below a predetermined level for a predetermined amount of time, applying the brakes of the first remote locomotive; and

disabling an ability of the first remote locomotive to control a brake pipe flow so that the minimum application pressure wave from the lead locomotive is propagated along the brake pipe to a second remote locomotive with reduced brake pipe fluid flow interference from the first remote locomotive.

12. The method of claim 11, wherein disabling comprises closing the first remote locomotive'"'"'s brake pipe control valve.

13. The method of claim 11, further comprising reducing a traction condition of the first remote locomotive.

14. The method of claim 13, wherein reducing a traction condition comprises setting the traction condition of the locomotive to an idle state so that the first locomotive provides no motive power to the train.

15. The method of claim 11, wherein when a sensed brake pipe pressure at the remote locomotive remains within a predetermined limit for a predetermined amount of time, reducing a traction condition of the first remote locomotive.

16. In a railroad train comprising a fluid carrying brake pipe connecting a lead locomotive and a plurality of remote locomotives, further comprising a communication system for use by the lead locomotive to issue communication system commands to the remote locomotives, wherein the lead locomotive and the remote locomotives each comprise a brake control system in fluid communication with the brake pipe via a brake pipe valve, wherein the brake control system at each of the lead and remote locomotives controls the brake pipe fluid flow, a system for propagating a brake pipe braking command responsive to a braking operation of the lead locomotive along the brake pipe from a first remote locomotive to a second remote locomotive downstream of the first remote locomotive comprising:

a fluid flow condition sensor at the first remote locomotive for sensing a fluid flow condition in the brake pipe at the first remote locomotive and for providing a fluid flow condition signal representative of a sensed fluid condition;

a brake pipe valve operable for disabling the first remote locomotive from controlling a brake pipe fluid flow condition; and

a controller for operating the brake pipe valve responsive to the fluid flow condition signal being indicative of a brake pipe braking command to disable the first remote locomotive from controlling a brake pipe fluid flow condition so that a minimum application pressure wave is propagated along the brake pipe to the second remote locomotive downstream of the first remote locomotive with reduced brake pipe fluid flow interference from the first remote locomotive;

wherein the controller further determines a loss of communication with the lead locomotive and the brakes on the first remote locomotive are applied when the fluid flow condition sensor provides a reading below a predetermined level for a predetermined amount of time.

17. The system of claim 16, wherein the communication system provides a status signal indicative of the operability of the communication systems to the controller.

18. The system of claim 16, wherein the controller is further configured for reducing a traction condition of the locomotive responsive to the brake pipe braking command.

19. The system of claim 16, wherein the controller is further configured for disabling the first remote locomotive from responding to traction control communication system commands issued by the lead locomotive responsive to the brake pipe braking indication.

20. The system of claim 16, wherein the controller is further configured for operating the brake pipe valve to disable the first remote locomotive before determining an operability of the communication system.

21. The system of claim 16, wherein the fluid flow condition sensor comprises a flow sensor providing a fluid flow condition signal representative of a sensed brake pipe fluid flow.

22. The system of claim 16, wherein the fluid flow condition sensor comprises a pressure sensor providing a fluid flow condition signal representative of a sensed brake pipe fluid pressure.

23. A method of propagating a brake pipe braking command along a fluid carrying brake pipe interconnecting members of a transportation system, the transportation system comprising a communication system for exchanging information between a controlling member of the system and controlled members of the system, the method comprising:

propagating a minimum application pressure wave from the lead locomotive to each remote locomotive of the plurality of remote locomotives along the brake pipe

identifying an unexpected brake pipe fluid flow condition at a first controlled member of a transportation system inconsistent with a communication system braking command issued by the controlling member of the transportation system; and

disabling an ability of the first controlled member to control a brake pipe flow so that the minimum application pressure wave is propagated along a brake pipe to a second controlled member of the transportation system downstream of the first controlled member with reduced brake pipe fluid flow interference from the first controlled member;

performing, at the first controlled member, a communication system communication check with the controlling member after disabling the ability of the first controlled member to control the brake pipe flow; and

when the communication check indicates operable communications with the controlling member, continuing to allow the first controlled member to respond to traction control communication system commands issued by the controlling member when the first controlled member has been previously disabled from responding to traction commands.