Fluid-pressure and analogous brake systems – Electric control
Reexamination Certificate
2001-09-04
2003-06-24
Graham, Matthew C. (Department: 3683)
Fluid-pressure and analogous brake systems
Electric control
C303S003000, C303S015000, C303S128000, C361S614000
Reexamination Certificate
active
06582031
ABSTRACT:
BACKGROUND AND SUMMARY OF THE INVENTION
The present invention relates to electropneumatic brake control on a train and more specifically to the electronic portion of the trainline controller.
Electropneumatic brake control valves are well known in the passenger railroad art and the mass transit railroad art. Because the trains are short and are not involved generally in a mix and match at an interchange of different equipment, the ability to provide pneumatic and electrical control throughout the train has been readily available in the passenger and the mass transit systems. In freight trains, the trains may involve as much as one hundred cars stretching over one mile or more. The individual cars may lay idle in harsh environments for up to a year without use. Also, because of the long distance they travel, the cars are continuously moved from one consist to another as it travels to its destination. Thus, the use of electropneumatic-pneumatic valves in the freight trains has been very limited.
A prior art system with electropneumatic train brake controls is illustrated in FIG.
1
. An operator control stand
10
generally has a pair of handles to control the train braking. It controls a brake pipe controller
12
which controls the brake pipe
14
running through out the train. It also includes a trainline controller
16
with power source
17
which controls the trainline
18
which is a power line as well as an electrical communication line. The operator control stand
10
, the brake pipe controller
12
and the trainline controller
16
are located in the locomotive.
Each car includes a car control device
20
having a car ID module
22
and a sensor
24
connected to the trainline
18
. The pneumatic portion of the car brakes include a brake cylinder
26
, a reservoir
28
and a vent valve
29
. The car control device
20
is also connected to the brake pipe
14
and the trainline
18
. The brake pipe controller
12
is available from New York Air Brake Corporation as CCBII® and described in U.S. Pat. No. 6,098,006 to Sherwood et al. The trainline controller
16
and the CCD
20
are also available from New York Air Brake as a product known as EP60°. The car control device
20
is described in U.S. Pat. No. 5,967,620to Truglio et al and U.S. Pat. No. 6,049,296 to Lumbis et al. Each of these patents and products are incorporated herein as necessary for the understanding of the present patent.
The trainline controller
16
is shown in detail in FIG.
2
. The operator control stand
10
includes EP Brake controller
30
and an operator interface unit or display
31
which are connected to a trainline communication controller
40
. The trainline communication controller
40
is connected to the trainline
18
and receives 75 volts DC from the locomotive battery. It is also connected to the locomotive EP brake
30
and to the locomotive systems
32
. The locomotivecontrol
16
also includes a trainline power controller
50
connected to the trainline
18
. It is also connected to 75 volts DC from the locomotive as well as the trainline power supply
38
. The trainline power supply
38
provides all of the voltage necessary for operation of the electronics of the trainline power controller as well as the trainline
18
. The 230 volts are applied to the trainline
18
in the normal operational mode. The 24 volts are the volts that is applied to the trainline
18
during synchronization.
The example illustrated in
FIG. 2
is for a lead locomotive and a trailing locomotive. The trainlines between the locomotives are connected by EP trainline connectors
34
. The leading EP lineconnector
34
has a head end termination HETT
36
terminating the trainline. The trainline communications controller
40
controls the trainline and communication and the power through the trainline power controller
50
. Although the trainline power controller
50
and the trainline power supply
30
are shown in a second locomotive, they may also be located in the leading locomotive. Also, it is anticipated that all of the locomotives will have a trainline communication controller and a trainline power line controller therein. Using multiple power sources to power the trainline is described in U.S. Pat. No. 5,907,193 to Lumbis. Testing the trainline before powering up is also described in U.S. Pat. No. 5,673,876 to Lumbis et al.
The current invention is an improved trainline communication controller which reduces the number of wires and discreet parts. Because the risk of failure increases with the number of wire sand connections, a primary purpose of the present invention is to reduce the number of required wires and connections. The instant invention reduces the number of required wires from 120 down to only six.
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.
REFERENCES:
patent: 4967311 (1990-10-01), Ferchau et al.
patent: 6098006 (2000-08-01), Sherwood et al.
patent: 6411500 (2002-06-01), Kaaden et al.
Long, Jr. Abraham
Lumbis Anthony W.
Newton Gary S.
Barnes & Thornburg
Graham Matthew C.
New York Air Brake Corporation
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