A computerized locomotive control system receiving as inputs electrical signals representing automatic and independent braking control signals and a computer for determining, from said input signals, electrical signals representing desired equalization reservoir pressure, desired independent application and release pressure and desired actuating pressure. Electro-pneumatic valves controls the pressure in the equalization reservoir, on the independent application and release pipe and as the actuating pipe in response to the desired pressure signals. A electro-pneumatic valve for the control reservoir of the locomotive brake is controlled by the computer in response to pipe pressures. The computer provides penalties and interlocks electrically.

Computer controlled railway brake equipment

A system of controller modules allowing to remotely control a train having a first locomotive and a second locomotive separated from one another by at least one car is provided. The system of controller modules comprises a first controller module associated to the first locomotive and a second controller module associated to the second locomotive. One of said controller modules has a lead operational status and the other has a trail operational status. The controller module having the lead operational status receives a master control signal for signaling the train to move in a desired direction and releases in response to the master control signal a first local command signal. The first local command signal is operative to cause displacement of the locomotive associated with the controller module having the lead operational status. The controller module having a lead operational status is further operative to transmit to the controller module having a trail operational status a local control signal derived from the master control signal. The controller module having the trail operational status is responsive to the local control signal to generate a second command signal operative to cause displacement of the locomotive associated to the controller module having a trail operational status. The movement of the locomotive associated with the controller module having the lead operational status and the movement of the locomotive associated with the controller module having the trail operational status is such as to cause displacement of the train in the desired direction.

Remote control system for locomotives

An electronic pneumatic brake system for trains which significantly improves brake cylinder pressure build-up time and facilitates essentially instantaneous and simultaneous braking on all cars of the train. The electronic pneumatic brake system includes electronic pneumatic control valves on the cars which individually control the braking on each car or a pack of cars and which are regulated by an electronic pneumatic controller on each car that receives electronic braking and release signals by way of wireless communication from an electronic head end unit on the lead locomotive, or where no head end unit is provided in the locomotive, receives pneumatic braking signals through the brake pipe.

Electronic pneumatic brake system

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.

Integrated train electrical and pneumatic brakes

Method and apparatus for limiting brake cylinder pressure in emergency braking of a locomotive consist connected to a train of railway cars. The apparatus includes a manifold device connected to a reservoir of pressurized fluid for operating pneumatic brakes of the locomotive consist. A first magnet valve is connected to the manifold device for supplying fluid pressure from such device to a brake actuating pipe when an operating coil of the first magnet valve is energized. A second magnet valve having an operating coil is connected to the manifold device for supplying fluid pressure from the reservoir to an adjustable pressure regulator connecting an independent application and release pipe to the manifold device. A relay is connected to receive an emergency brake signal and conduct emergency power to the operating coils of the first and second valves whereby fluid pressure is supplied to the brake actuating pipe and to the adjustable pressure regulator from the manifold device. The adjustable pressure regulator provides the independent and release pipe with a fluid pressure preset to a predetermined value by the adjustable pressure regulator.

Method for limiting brake cylinder pressure on locomotives equipped with distributed power and electronic brake systems

A microprocessor based electro-pneumatic locomotive brake control system in which a brake application is obtained automatically on the locomotive consist and train only in response to a loss of power at the lead or controlling locomotive microprocessor, and not in response to a loss of power at a trail or non-controlling locomotive microprocessor. The brake control system provides for releasing such a fail-safe brake application at the locomotive independently of the train brakes.

Electro-pneumatic locomotive brake control system

A microprocessor-based locomotive brake control system having an electropneumatic brake pipe pressure regulating circuit via which a train brake pipe pressure is controlled and a normally closed charging cut-off valve between the brake pipe regulating circuit anad the brake pipe. The charging cut-off valve is electropneumatically controlled in order to effect opening of the normally closed charging cut-off valve on a controlling locomotive. An arrangement is provided for maintaining the charging cut-off valve open when electric power is lost on a controlling locomotive, while providing for closure of the charging cut-off valve on a non-controlling locomotive irrespective of the presence or absence of electric power.

Charging cut-off valve arrangement for microprocessor-based electropneumatic locomotive brake control system

A microprocessor-based, electropneumatic brake control system for a locomotive having a pneumatic back-up control valve which includes a quick release valve for maintaining a release condition of the control valve during dynamic braking. An arrangement is provided to prevent the control valve from applying during a trainline-initiated emergency application prior to the dynamic brake becoming ineffective following dynamic brake knockout, in order to avoid the possibility of a wheel skid.

Microprocessor-based electropneumatic locomotive brake control system having pneumatic backup brake control

A limp-in control arrangement for an electro-pneumatic integrated control system for railway vehicles including a supply and exhaust magnet valve for electrically controlling the pneumatic brakes on the railway vehicle, an electro-magnetic relay for sensing the operational condition of the electro-pneumatic integration control system, a switching device for enabling a limp-in control function when the electro-pneumatic integrated control system is experiencing a malfunction, an operating device for initiating a limp-in control function by releasing and reapplying the pneumatic brakes to allow the railway vehicle to be moved to a repair facility.

Limp-in control arrangement for an electro-pneumatic brake control system

A penalty brake control system for a railway locomotive in which a first pressure switch controls the venting of the control chamber of a penalty brake application valve. Reset of the penalty brake application valve, following actuation in response to an unsafe operating condition, is achieved by actuating this first pressure switch to effect closure of the control chamber vent path. A second pressure switch actuates this first pressure switch only when two pressure signals are present thereat, the first pressure signal arising when the penalty brake application value is actuated and the second pressure signal arising when the locomotive brake valve handle is moved out of release position, provided the unsafe operating condition has been corrected.

Richard F. Balukin

Papers

Electro-pneumatic locomotive brake control system

Charging cut-off valve arrangement for microprocessor-based electropneumatic locomotive brake control system

Microprocessor-based electropneumatic locomotive brake control system having pneumatic backup brake control

Limp-in control arrangement for an electro-pneumatic brake control system

Penalty brake control system