Title: Integrated train electrical and pneumatic brakes
Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. An electropneumatic controller is connected to the brake controller, the train brake pipe and the locomotive brake pipe A trainline controller is connected to the electrical network A locomotive computer is connected to a display A processor module connects the brake controller's commands to the trainline controller, and connects the trainline controller to the electropneumatic controller and the locomotive computer.
Patent Number: 7,004,550 Issued on 02/28/2006 to Root, et al.
| Inventors:
|
Root; Kevin B. (Black River, NY);
McLaughlin; Bryan M. (Watertown, NY);
Stevens; Dale R. (Adams Center, NY);
Marra; Jon M. (Henderson, NY);
Allen; John J. (Watertown, NY)
|
| Assignee:
|
New York Air Brake Corporation (Watertown, NY)
|
| Appl. No.:
|
694767 |
| Filed:
|
October 29, 2003 |
| Current U.S. Class: |
303/7; 303/3; 303/15; 303/20 |
| Current Intern'l Class: |
B60T 13/74 (20060101) |
| Field of Search: |
303/7,15,20,3
|
References Cited [Referenced By]
U.S. Patent Documents
| 4652057 | Mar., 1987 | Engle et al.
| |
| 4971399 | Nov., 1990 | Balukin et al.
| |
| 5172316 | Dec., 1992 | Root et al.
| |
| 5192118 | Mar., 1993 | Balukin et al.
| |
| 5393129 | Feb., 1995 | Troiani et al.
| |
| 5538331 | Jul., 1996 | Kettle, Jr.
| |
| 5590042 | Dec., 1996 | Allen, Jr. et al.
| |
| 5721683 | Feb., 1998 | Joyce et al.
| |
| 5862048 | Jan., 1999 | Knight.
| |
| 5984427 | Nov., 1999 | Kettle, Jr.
| |
| 6334654 | Jan., 2002 | Root et al.
| |
| 6435624 | Aug., 2002 | Kull et al.
| |
Primary Examiner: Siconolfi; Robert A.
Attorney, Agent or Firm: Barnes & Thornburg LLP
Parent Case Text
CROSS-REFERENCE
This application is a continuation of U.S. Ser. No. 10/032,477 filed Jan. 2,
2002, now U.S. Pat. No. 6,648,422, which is a continuation of U.S. Ser. No. 09/397,676
filed Sep. 16, 1999, now U.S. Pat. No. 6,334,654, which is a continuation of PCT
application US98/23,766 filed Nov. 10, 1998, which claims priority of U.S. Provisional
Application 60/065,064 filed Nov. 10, 1997 and which is incorporated herein by
reference; and also is a continuation-in-part of U.S. Ser. No. 09/254,638 filed
Nov. 23, 1999, now U.S. Pat. No. 6,098,006 stemming from PCT/US97/13697 filed Sep.
12, 1997, which claims priority to U.S. Provisional Application 60/026,039 filed
Sep. 13, 1996 and which is incorporated herein by reference.
Claims
What is claimed is:
1. A brake system of a train which includes a train brake pipe extending through
locomotives and cars in the train, a locomotive brake pipe extending through adjacent
locomotives, pneumatic brakes on the locomotives connected to the locomotive brake
pipe, and electropneumatic brakes on the cars connected to the train brake pipe
and an electrical network, the system further comprising:
a brake controller providing locomotive and train brake commands;
an electropneumatic controller connected to the brake controller, the train brake
pipe and the locomotive brake pipe;
a trainline controller connected to the electrical network;
a locomotive computer connected to a display; and
a processor module portion of the brake controller connecting the brake controller's
commands to the trainline controller, and connecting the trainline controller to
the electropneumatic controller and the locomotive computer.
2. The brake system according to claim 1, including a distributed power system
connected to the processor module and the processor communicating on the distributed
power system.
Description
BACKGROUND AND SUMMARY OF THE INVENTION
The present invention relates generally to electrically controlled pneumatic
train brakes and computer controlled train brake systems, and more specifically,
to the integration of the two systems.
Computer controlled brake systems are well known as exemplified by CCBI
and CCBII available from New York Air Brake Corporation. These systems provide
computer controls of the pneumatic control unit for the pneumatic pipes running
throughout the train. This allows pneumatic controls of the locomotive as well
as the individual car brakes. More recently, the industry has been striving to
provide electrically controlled pneumatic brakes on each of the cars. This is led
to the electrically controlled pneumatic ECP system which is independent of the
computer control braking system. An overview of such a system is EP-60 available
from New York Air Brake Corporation.
As presently implemented, the ECP system in the locomotive runs in parallel to
that of the conventional pneumatic locomotive train controls. Two brake valves
are provided, one being the brake valve for the pneumatic braking and the other
being the ECP brake valve. Similarly, separate displays are provided for each system.
The locomotive or the consist of the locomotives do not respond to the brake commands
made by the ECP system since the locomotives respond to pneumatic single on pipes.
Also, the ECP system has its own discreet input from the event recorder and from
the locomotive controls to determine penalties.
With the implementation of electrically controlled pneumatic brakes, there has
also been discussion of the desirability of integrating the computer controlled
braking systems with the electrical controlled pneumatic brake systems.
The present system provides such integration of a brake system for a train which
includes a train brake pipe extending through locomotives and cars in the train,
a locomotive brake pipe extending through adjacent locomotives, pneumatic brakes
on the locomotive connected to the locomotive brake pipe and electropneumatic brakes
on the cars connected to the brake pipe and an electrical network. The system includes
a single brake controller providing locomotive and train brake commands. An electropneumatic
controller is connected to the brake controller, the train brake pipe and the locomotive
brake pipe A trainline controller is connected to the electrical network A locomotive
computer is connected to a display A processor module connects the brake controller's
commands to the trainline controller, and connects the trainline controller to
the electropneumatic controller and the locomotive computer.
Other objects, advantages and novel features of the present invention will
become apparent from the following detailed description of the invention when considered
in conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
The FIGURE is a block diagram of the integration of a computer controlled brake
system and a electrically controlled pneumatic brake system.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Although the present brake system will be described using EP-60 and CCBI/CCBII
as an example of two systems which may be integrated, the present integrated system
can be implemented using other similar pneumatic and electropneumatic systems for
train and locomotive brake controls.
The computer controlled brake system in FIG. 1 includes an electropneumatic control
unit
20 responsive to input signals to control the pressure on brake pipe
2, independent application and release pipe (#
20)
22 and the
actuating pipe (#
13)
23 and the brake cylinders
24 on its
locomotive. The independent application and release pipe
22 and the actuating
pipe
23 run throughout the locomotive consist and allow independent control
of the locomotive brakes as distinguished from the control of the pneumatic brakes
in each of the car by the brake pipe
21 running throughout the train. Electrical
communication and control of the locomotives in the consist is available over the
27-pin mu wire
25. This is generally under the control of the propulsion
control system (not shown).
A computer controlled brake system is shown, for example as a CCBII and includes
a an integrated processor module IPM
27 which electrically controls the
pneumatic control unit
20. The EPM
27 receives inputs from an electronic
brake valve
26 having an automatic brake handle to control the brake pipe
21 and an independent brake handle to control the locomotive brakes via
independent pipe
22 and actuating pipe
23. An integrated locomotive
computer ILC
29 connects the IPM to an event recorder
30 and displays
32. Penalties, for example Aleter and Overspeed are inputs to the ILC
29.
The IPM
27 is connected to locomotive systems, not shown, and exchanges
a power cut-off switch signal PCS and emergency sand signal ES. The IPM
27
may be integrated with distributed power and would communicate via radio module
33 to the other locomotives in the consist and well as distributed throughout
the train. An end of train radio
31 communicates to the end of train device.
The connection between the IPM
27, the brake valve
26 and the electropneumatic
control unit
20 is by a common bus. The suggested connection, which is an
AAR standard, is a LonWork Network wherein each of the modules are a node on the
nueral network. The connection between the IPM
27 and the ILC
29
is a standard computer bus for example, an RS422-HDLC. The system is described
so far is well known and need not be described in further detail.
The controls of an electrically controlled pneumatic brake system ECP of the
prior art is illustrated as EP 60 available from New York Air Brake Corporation.
The electric controlled pneumatic brakes includes a train power supply TPS
41,
which connects the locomotive batteries to an EP train line
40. This is
an electric line that runs throughout the train and provides power and communications
to EP 60 brakes on each car and if available on locomotives. A trainline communication
controller TCC
42 is connected to the EP trainline
40 as a node on
the neural network. An operator interface unit
44 is shown in phantom connected
to the TCC
42 and may be deleted. A car ID node is shown as node on the
network and is part of the EP-60 system. In the prior art, the TCC
42 has
no control over the pneumatic brake lines
21,
22 and
23. It
only controls communication, either providing or receiving information, via the
EP trainline
40. Thus, it can only communicate with other locomotives in
the train which have TCC trainline controllers
42 or EP nodes on the network
and connected to the EP trainline
40.
Although the EP trainline is shown as a line running through each car in
the train, it is to be understood that the EP neural network may be by radio or
other non-wire connection.
As implemented in the prior art, the EP brake system runs in parallel to that
of the conventional pneumatic or computer control locomotive train controls. The
two brake valves are provided, one the pneumatic brake valve and the other being
the EP brake valve. Similarly, separate displays are provided. The locomotive or
the consist of the locomotives do not respond to the brake commands made by the
EP locomotive system. Also, the EP system has its own discreet input from the event
recorder
30 and locomotive controls to determine penalties.
The integrating of the computer controlled braking systems with the electrical
controlled pneumatic brake systems is achieved by interconnecting these systems
as nodes on a common network as shown. The integration results in having only a
single brake control valve, namely the CCB control valve
26, and eliminating
the EPC control valve. Also, separate access to the event recorder
30, end
of train device and a display for the TCC
42 is not required and is available
from the computer control brake portion. Access to the penalties and other locomotive
controls for the TCC
42 is also through the computer control brake system.
Finally, the ability of the locomotive brakes to be under the electronic controlled
pneumatic system TCC
42 is provided.
The train control signals from the brake valve
26 is provided to the IPM
27 and, depending upon whether IPM
27 is in the pneumatic or the
electronic mode, either controls the pneumatic control unit
20 for control
of brake pipe
21, or provides the brake command signals to the TCC
42
which provides electrical train or car brake signals over the EP trainline
40.
The IPM
27 will not reduce the equalization reservoir ( not shown) in response
to the brake valve automatic handle movements in the EP mode as it would in the
pneumatic mode. This keeps the brake pipe
21 fully charged.
All locomotives equipped with EP will respond to the control signal in the EP
trainline
40 to apply its brakes in response to an EP application. Simultaneously,
the lead ECP equipped locomotive will apply the proportional pneumatic brake signal
on the independent brake application and release pipe
22. The signal on
this pipe will be monitored by the trailing locomotive units that do not have EP
capability and will apply the locomotive brakes accordingly.
A switch will be provided to indicate to the IPM controller
27 whether
it
should be operating in the pneumatic or the electric control mode.
The IPM
27 in combination with electronic brake valve
26 forms
a brake controller which provides locomotive and train brake commands. TCC
42
forms a first control connected to the brake controller
27,
26 and
transmits a car brake signal on the network or EP trainline
40 for train
brake commands. A second control, which includes control unit
20, is also
connected to the brake controller
27,
26 and transmits a locomotive
brake signal on the locomotive brake pipe, which is independent pipe
22,
for train and locomotive brake commands. The applying and release of the locomotive
brakes using the independent pipe
22 can be achieved as well as bail-off
without using the actuating pipe
23. Thus, the actuating pipe
23
may be deleted.
As previously discussed, the brake controller
27,
26 has a pneumatic
mode and an electrical mode. The default mode for power up and certain types of
failure is the pneumatic mode. In the electrical mode, the brake controller
27,
26
provides trainline brake signals on trainline
40 for the cars and locomotives
that have EP brakes and are connected to the trainline
40. In the pneumatic
mode, the brake controller
27,
26 provides the train or car brake
signals on the brake pipe
21. For both the electronic and pneumatic mode,
the control
20 provides locomotive braking signals on the locomotive brake
pipe or independent brake pipe
22.
The controller
27,
26 can determine a system initiated emergency
brake command or an operator initiated emergency brake command. The operator initiated
brake commands will come from the brake valve
26 wherein the system initiated
brake commands may come through the ELC
29 or off the train brake pipe
21.
The controller
27,
26 provides signals to the TCC
42 which
transmits an emergency brake signal on the network for system and operator initiated
emergency brake commands. The controller
27,
26 provides commands
to the control unit
20 which transmits an emergency brake signal on the
train and locomotive brake pipes
21,
22 for operator initiated brake
commands. Thus, for system emergency brake commands, only the EP brake is applied,
while for operator brake commands, the EP and the pneumatic brake systems are operated.
The train brake signals and the locomotive brake signals are transmitted as a percentage
of brake signals.
The controller
27,
26 provides penalty brake commands. For these
penalty brake commands, it provides penalty brake command signals to the control
TCC
42 to transmit a car brake signal on the network for penalty brake commands.
As with other car brake signals on the network, the brake pipe
21 is maintained
charged. Controller
27 also determines whether suppression brake command
has occurred to either remove or prevent the application of a penalty brake. This
is the suppressing position of the automatic brake handle of the electric brake
valve
26. If the suppression brake commands occur during a penalty brake
command, the controller
27,
26 does not send control or brake command
signals to the control
42 or removes and interrupts any penalty application
which control
42 provides on the EP trainline
40. As is well known,
the controller
27,
26 provides a power cutoff signal to the locomotive
propulsion system for penalty brake commands.
In prior systems, moving the automatic brake handle to the suppression position
causes a brake pipe reduction which applies the train brakes. This is undesirable
and avoided by the present system, which uses the suppression position only as
an electric control signal and does not produce pneumatic results in the brake
pipe
21.
As can be seen, in an ECP train, the brake pipe is primarily an air supply and
is not used for brake controls. In the present system, the brake pipe
21
is used as a back up to allow pneumatic operation of the train brakes as well as
for operator initiated emergencies. With future acceptance by the industry of ECP
brakes, the train brake pipe
21 and the locomotive pipes
22 and
23
may have no control functions. In an all EP train, the independent locomotive brake
pipe
22 and the actuating locomotive pipe
23 will be eliminated.
All signals will be sent out over the EP trainline
40. Thus, trainline braking
signals will be addressed separately to cars and locomotives, and special locomotive
braking signals will be addressed only to locomotives.
It should also be noted in the present system, even that includes the independent
brake pipe
22 with or without the actuating pipe
23, that those locomotives
which have EP brakes preferably will receive their brake signal over the electric
trainline
40. Those locomotives that do not have EP brakes will receive
the signals pneumatically over the independent or locomotive brake pipe
22.
Those locomotives which are not adjacent to the lead locomotive and not connected
to other locomotives by the independent brake pipe
22 will either receive
their signals by radio
33 or the remote locomotive may have EP capability
and receive its signals on EP trainline
40. It may then control other adjacent
locomotives on its consist pneumatically if they are connected by an independent
pipe
22. Another example of a remote locomotive would be a helper locomotive
which is attached at the end of the train when needed to ascend a certain grade.
These locomotives would be EP equipped and would take their locomotive brake signals
off the EP trainline
40. These would include automatic, independent and
bailoff commands.
The brake controller
27 will power up in a conventional or pneumatic mode.
In order to be switched over to the electrical mode, it must be selected as a lead
locomotive and then switched over to the electric mode.
By integrating or coordinating the electrically controlled pneumatics or the
ECP
system through the computer control brake system, allows enhancement of safety.
The computer controlled brake system can determine whether the electrical controlled
pneumatics
42 are operating and if not, provide pneumatic control of the
brake pipe
21 to ensure braking throughout the train. Also, by providing
a single brake control valve
26 and a single display
32, the operator
need not make a decision in an emergency on whether to switch from electrical controls
to pneumatic controls. The operator uses a single handle and a single display and
selects whether to use pneumatic or electrical controls and if the electrical controlled
brakes are not operative, the system will automatically switch to pneumatic control
without any other input from the operator. Thus, not only does the integration
increase reliability of the two systems, but also substantially removes operator error.
Although the present invention has been described and illustrated in detail,
it is to be clearly understood that the same is by way of illustration and example
only, and is not to be taken by way of limitation. The spirit and scope of the
present invention are to be limited only by the terms of the appended claims.
*
