Pneumatic brake system redundancy in locomotive consists

• US 9,868,454 B2
• Filed: 09/26/2013
• Issued: 01/16/2018
• Est. Priority Date: 09/26/2013
• Status: Active Grant

• Current Assignee: Faiveley Transport Italia Spa (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: Faiveley Transport Italia S P A
• Inventors: Tione, Roberto
• Primary Examiner(s): Momper, Anna M
• Application Number:
  US14/038,177
• Publication Number:
  US 20150083529A1
• Time in Patent Office: 1,573 Days
• 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
• CPC Class Codes: B61C 17/12 Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units control from points outside the train B61L3/00; fluid-actuated telemotors, servomotors F15B; control devices in general G05
• CPC Class Codes: B61H 11/00 Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
• CPC Class Codes: B61H 13/02 Hand or other personal actuation
• CPC Class Codes: B61H 13/20 Transmitting mechanisms wear-compensating mechanisms B61H15/00

Abstract

A train consist for freight transportation includes a first or lead locomotive and at least one second or trail, adjacent locomotive directly connected with one another, followed by a plurality of cars or wagons.

Each of the locomotives has an Electronically Controlled Pneumatic Brake System (ECPBS), a brake handle installed in the driver'"'"'s cab providing electric signals to control the ECPBSs upon train operator'"'"'s commands, and a communication layer used to transmit various signals between the two or more adjacent locomotives of the consist.

The electrical signals generated by the brake handle in the lead locomotive are extended to at least the first trail locomotive through the communication layer in order to control the ECPBS in the trail locomotive, providing full train brake redundancy, allowing non-degraded train operation even in case of an unrecoverable failure of the brake control system in the lead locomotive.

Claims

1. A pneumatic braking system of a train consist comprising a lead locomotive and at least one adjacent trail locomotive, followed by a plurality of cars, the pneumatic breaking system comprising:

a pneumatic train brake pipe that extends through the whole train consist; and

a communication network connecting said lead locomotive to said at least one adjacent trail locomotive,

wherein;

the lead locomotive comprises;

a first electronically controlled pneumatic brake system (ECPBS) connected to the pneumatic train brake pipe, said first ECPBS being configured to control a braking pressure in said train brake pipe, wherein said first ECPBS comprises;

a first brake manifold;

first pneumatic devices configured to connect or isolate said first brake manifold from said train brake pipe; and

first connection circuitry configured to enable or disable the first ECPBS to operate upon braking commands received through the communication network; and

a first manually operable brake control handle device configured to control the first connection circuitry to enable or disable the first ECPBS and generate braking commands to be delivered to an ECPBS through the communication network, said braking commands being configured to control, by means of said ECPBS, the braking pressure in said brake pipe,

the at least one adjacent trail locomotive comprises;

a second ECPBS connected to the pneumatic train brake pipe, said second ECPBS being configured to control the braking pressure in said train brake pipe, wherein said second ECPBS comprises;

a second brake manifold;

second pneumatic devices configured to connect or isolate said second brake manifold from said train brake pipe; and

second connection circuitry configured to enable or disable the second ECPBS to operate upon braking commands received through the communication network in response to a selection control signal received from the first manually operable brake handle to enable or disable the second ECPBS,

said communication network extends through the lead locomotive and said at least one trail locomotive of the consist for delivering the braking commands from the brake control handle device of the lead locomotive to the second ECPBS of said at least one trail locomotive, to control the braking pressure in said brake pipe also by means of the second ECPBS of said at least one trail locomotive in accordance with the braking commands generated by the brake control handle device of the lead locomotive, and

said pneumatic braking system is configured to operate in;

a normal operation mode in which the first ECPBS operates without failure, the first connection circuitry is configured to enable the first ECPBS to operate in accordance with the braking commands generated by the first manually operable brake control handle device received via said communication network, the first pneumatic devices are configured to connect said first brake manifold to said train brake pipe, the second connection circuitry is configured to disable the second ECPBS to operate in accordance with the braking commands generated by the first manually operable brake control handle device received via said communication network, and the second pneumatic devices are configured to isolate said second brake manifold from said train brake pipe, and

a failure operation mode in which the first ECPBS improperly operates due to failure, the first connection circuitry is configured to disable the first ECPBS to operate in accordance with the braking commands generated by the first manually operable brake control handle device received via said communication network, the first pneumatic devices are configured to isolate said first brake manifold from said train brake pipe, the second connection circuitry is configured to enable the second ECPBS to operate in accordance with the braking commands generated by the first manually operable brake control handle device received via said communication network, and the second pneumatic devices are configured to connect said second brake manifold to said train brake pipe.

2. The pneumatic braking system of claim 1, wherein said at least one trail locomotive further comprises:

a second manually operable brake control handle device configured to generate the braking commands to be delivered to the ECPBS through the communication network; and

means for enabling and disabling the second manually operable brake control handle device, to allow and prevent said second manually operable brake control handle device from issuing the brake commands over said communication network.

3. The pneumatic braking system of claim 1, wherein said at lead locomotive further comprises:

means for enabling and disabling the first manually operable brake control handle device to allow and prevent said first manually operated brake control lever device from issuing the brake commands over said communication network.

4. The pneumatic braking system of claim 1, wherein said at lead locomotive further comprises:

a man-machine interface connected to said communication network, arranged to display operating values, including the braking pressure in said train break pipe, provided by the first ECPBS of said lead locomotive in the normal operation mode and the second ECPBS of said trail locomotive in the failure operation mode.