Adaptive brake scheme during a distributed power communication loss

• US 8,406,941 B2
• Filed: 05/17/2012
• Issued: 03/26/2013
• Est. Priority Date: 03/05/2008
• Status: Expired due to Fees

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Smith, Eugene A.
• Primary Examiner(s): Dickson, Paul N
• Assistant Examiner(s): Wilhelm, Timothy
• Application Number:
  US13/473,902
• Publication Number:
  US 20120226396A1
• Time in Patent Office: 313 Days
• Field of Search: 701/19, 701/20, 701/70, 188/3.R, 188/3.H, 303/22.6, 303/22.7
• US Class Current: 701/19
• 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 17/228 for railway vehicles

Abstract

An adaptive brake system for a distributed power train responsive to an interruption in a communication system for the train and a brake application initiated at the lead locomotive, reduces the brake pipe fluid pressure at a lead locomotive and a remote locomotive to a predetermined pressure level to reduce in-train forces that may occur as a result of the pressure differentials in the brake pipe line of the lead and remote locomotives.

Claims

1. A system comprising:

a remote controller for issuing commands to a brake system of a remote unit of a distributed power rail vehicle, the brake system including a brake pipe having a brake pipe fluid (BPF) pressure, wherein the remote unit is configured to communicate with a lead unit of the distributed power rail vehicle through a communications system to coordinate braking of the distributed power rail vehicle, the remote controller configured to determine that a communication loss exists between the lead and remote units, the remote controller further configured to receive pressure signals from a sensor that detects the BPF pressure at the brake pipe of the remote unit and to identify, during the communication loss, an initiated brake application based on received pressure data, the remote controller also configured to issue commands during the communication loss to the brake system to reduce the BPF pressure of the brake pipe to a default pressure level.

2. The system of claim 1, wherein the pressure data is received from a database.

3. The system of claim 1, wherein the remote controller is configured to be communicatively coupled to a control valve of an equalizing reservoir, the remote controller configured to issue commands to the control valve to exhaust the equalizing reservoir.

4. The system of claim 3, wherein the control valve is a first control valve, the remote controller being further communicatively coupled to a second control valve, the remote controller configured to issue commands to close the second control valve to prevent the equalizing reservoir from being charged.

5. The system of claim 1, wherein the remote controller is configured to receive signals from the communication system that indicate whether the communication loss exists between the lead and remote units.

6. The system of claim 1, wherein the remote controller is configured to be communicatively coupled to an equalizing reservoir (ER) transducer that monitors pressure in an equalizing reservoir, the ER transducer configured to transmit signals to the remote controller that are indicative of the pressure in the equalizing reservoir.

7. A system comprising:

a lead controller for issuing commands to a brake system of a lead unit of a distributed power rail vehicle, the brake system including a brake pipe having a brake pipe fluid (BPF) pressure, wherein the lead unit is configured to communicate with a remote unit of the distributed power rail vehicle through a communication system to coordinate braking of the distributed power rail vehicle, the lead controller configured to determine that a communication loss exists between the lead and remote units, the lead controller further configured to identify a brake application from an input command mechanism of the lead unit during the communication loss, the brake application configured to reduce the BPF pressure of the brake pipe to an operative pressure level, the lead controller also configured to issue commands to the brake system to reduce the BPF pressure of the brake pipe to a default pressure level during the communication loss, the default pressure level being different than the operative pressure level.

8. The system of claim 7, wherein the lead controller is further configured to determine if the operative level is within a designated range, and the lead controller is configured to issue commands to the brake system to reduce the BPF pressure to the default pressure level if the operative level is not within the designated range.

9. The system of claim 8, wherein the designated range includes pressure levels that are substantially equal to or greater than the default pressure level.

10. The system of claim 7, wherein the lead controller is configured to issue commands to the brake system to reduce the BPF pressure to the default pressure level if the operative level is less than the default pressure level.

11. The system of claim 7, wherein the lead controller is configured to issue commands to the brake system to reduce the BPF pressure to the operative level if the operative level exceeds the default pressure level.

12. The system of claim 7, wherein the lead controller is communicatively coupled to a control valve of an equalizing reservoir, the lead controller configured to issue commands to the control valve to exhaust the equalizing reservoir.

13. The system of claim 12, wherein the control valve is a first control valve, the lead controller being further communicatively coupled to a second control valve, the lead controller configured to issue commands to the second control valve to close to prevent the equalizing reservoir from being charged.

14. The system of claim 7, wherein lead controller is configured to receive signals from the communication system that indicate whether the communication loss exists between the lead and remote units.

15. The system of claim 7, wherein the lead controller is communicatively coupled to an equalizing reservoir (ER) transducer that monitors pressure in an equalizing reservoir, the ER transducer configured to transmit signals to the lead controller that are indicative of the pressure in the equalizing reservoir.

16. A method of operating a brake system of a lead unit of a distributed power rail vehicle, the brake system including a brake pipe having a brake pipe fluid (BPF) pressure, wherein the lead unit is configured to communicate with a remote unit of the distributed power rail vehicle through a communication system to coordinate braking of the distributed power rail vehicle, the method comprising:

determining that a communication loss exists between the lead and remote units;

identifying a brake application associated with a braking command from an input command mechanism of the lead unit during the communication loss, the brake application configured to reduce the BPF pressure of the brake pipe to an operative pressure level; and

reducing the BPF pressure of the brake pipe to a default pressure level during the communication loss, the default pressure level being different than the operative pressure level.

17. The method of claim 16, further comprising determining if the operative level is within a designated range, wherein said reducing the BPF pressure to the default pressure level occurs if the operative level is not within the designated range.

18. The method of claim 17, wherein the designated range includes pressure levels that are substantially equal to or greater than the default pressure level.

19. The method of claim 16, further comprising determining if the operative level is less than the default pressure level, wherein said reducing the BPF pressure to the default pressure level occurs only if the operative level is less than the default pressure level.

20. The method of claim 16, further comprising exhausting an equalizing reservoir to reduce the BPF pressure.

21. The method of claim 20, further comprising closing a control valve to prevent the equalizing reservoir from being charged.

22. The method of claim 16, further comprising receiving signals from the communication system and determining whether the communication loss exists between the lead and remote units based at least in part on the signals that are received.