MXPA98008819A - Method and apparatus for controlling electron pneumatic brakes in trains using an electronic air brake exists - Google Patents

Abstract

The present invention relates to a method for controlling an electro-pneumatic braking system in a railway train having an electronic brake control equipment, including a display installation for the operator and brake handles located in a cabin of a train locomotive, the method comprises: interconnecting an electric brake control signaling system with a locomotive interconnection unit and a cabin control computer, using an electro-pneumatic interface module, using the locomotive interface unit to interconnect to the module with the brake control computer associated with a pneumatic brake operation unit, the brake operation unit will be connected in fluid communication with a brake tube of a locomotive and a train of rail cars connected to the locomotive; to the electro-pneumatic interface module and the electronic brake control equipment to operate the brakes of the locomotive and the train of carriages in a way that uses the peculiarities of electro-pneumatic braking, while providing the operator / machinist with a familiar display screen of the operator's display facility, and using the module of electro-pneumatic interface to receive the brake commands of the locomotive interface unit and the cockpit control computer and to provide the reports of the condition or condition of the brakes to the cockpit control computer and the operator's display facility

Description

METHOD AND APPARATUS FOR CONTROLLING ELECTRON PNEUMATIC BRAKES ON TRAINS USING AN EXISTING ELECTRONIC AIR BRAKE FIELD OF THE INVENTION The present invention relates generally to rail train brakes and, more particularly, to a method for controlling electro-pneumatic braking systems (ECP) on trains using existing equipment associated with electronic air brake controls. , such as the EPIC® system developed by Westinghouse Air Brake Company. This method combines the electro-pneumatic braking operation with the existing electronic operation and the EPIC® technology to provide a means of control that is in appearance and operation similar to the existing pneumatic braking technology from the operator's point of view, while it incorporates advanced features of electro-pneumatic braking, as will be discussed in detail later. The invention also provides a means for incorporating conventional pneumatic control of the braking systems in the event of a failure of the electropneumatic equipment, where the fault is detected by the apparatus of the invention in which conventional control is automatically implemented.

P1344 / 98MX BACKGROUND OF THE INVENTION The existing electro-pneumatic braking equipment requires the use of an additional operator control facility to provide signals for the electronic controls of the car's brake systems. The signals are transported by radio signaling or radio signaling between a locomotive and the cars of a train or driven through wires on the train line, connected between the locomotive and the cars and on all the cars of the train. These signals cause the electro-pneumatic brakes to assume or adopt conditions based on the use that the operator makes of these devices, such as keypads located in the cabin of a locomotive. Brake handles in the cab are not used during the application and release of the electro-pneumatic brakes. In addition, the addition of a separate control device entangles an already crowded environment in the cabin of the locomotive. Therefore, the operator is required to be trained in two methods to control the train braking system, namely, button controls and well-known brake handles. In addition, the display or display of the condition or condition of the brake is in two places, namely, in the ECP control device and in the operator's normal display screen. This divides the operator's attention.

P1344 / 98MX S? MARIQ OF THE INVENTION The method and apparatus of the invention utilize the existing automatic brake handle of the EPIC® systems and other electronic systems to control the operation of electro-pneumatic brakes, thereby emulating the current use of the brake. automatic brake handle. As such, the brake tube that extends from the locomotive to the cars and through them is used both for brake control and for charging the train's brake system in the conventional pneumatic mode and, only for loading in the electro-pneumatic mode (ECP). This requires the addition of two supplementary control modes, namely the LEAD ECP and the TRAIL ECP, together with the addition of an electronic ECP interface module. This module communicates with an EPIC® computer and provides real control of the wires in the electro-pneumatic line or radio signals. The LEAD and TRAIL modes condition the EPIC® computer to interconnect with the ECP interface unit in the ways explained in detail later.

OBJECTIVES AND ADVANTAGES OF THE INVENTION Therefore, it is an object of the present invention to combine the braking operation P1344 / 98MX electropneumatic train with EPIC® technology, so as to provide a means of control which in appearance is similar to the existing pneumatic braking technology from the point of view of the operator / machinist and in which the combined operation incorporates features advanced electropneumatic system. It is another object of the present invention to interconnect electropneumatic systems and EPIC® in a two way way, using an interface module, in such a way that commands or commands can be sent to the interface through the EPIC® system and the interface can send reports of the status or condition of the electro-pneumatic system to the EPIC® system, where these reports provide the basis for the instrumentation of the pneumatic braking in the case of a malfunction of the electropneumatic system. Another object of the present invention is to eliminate the control system of the operator of the electropneumatic braking equipment, in such a way that the attention of the operator / machinist is not divided. Instead, the normal ECP separate screen is now integrated into the existing display screen for the operator and the EPIC® system provides the messages that will be displayed or displayed on it. This allows the operator to focus their attention on the area that is the normal location for the P1344 / 98MX brake information, all this is now a function of the brake equipment for EPIC® locomotive.

BRIEF DESCRIPTION OF THE DRAWING The objects and advantages of the invention will be better understood from the consideration of the following detailed description and the accompanying drawing, the sole figure of which is a schematic representation of the control system of the invention.

PREFERRED MODE OF THE INVENTION Referring now to the figure of the drawing, in diagrammatic form a brake control arrangement is shown and is labeled by reference number 10. The array uses the existing hardware of the EPIC® electropneumatic braking equipment, this hardware includes a brake handle unit 12 electrically connected to a cab control computer (CCC) 14. The brake handle unit includes the well-known "automatic" handle 13 and the independent handle 15. The cab control computer 14 is electrically connected to a main computer on board and the display screen (OBC) 16 and with an electronic ECP module 18 that rconnects an electric brake control system, which in the figure of the drawing is shown P1344 / 98MX as a train line 20, with the cabin control computer and with a locomotive rface unit (LIU) 22. A train line comprises a plurality of electric conductors operating the locomotive and truck brakes under the auspices of the cockpit control computer 14 and a brake control computer 24 using the appropriate software. Radio signals can also be used to operate the brakes, using a radio transceiver on the locomotive and radio transceivers located on the respective cars of the train. The LIU unit 22 rconnects the ECP rface module 18 with the brake control computer 24. The EPC module 18 has basic data handling circuitry that receives braking information from the train line 20 and passes it to the computer 14. The computer 14, as explained below, operates through the module 18 to control the train brakes based on the position of the brake handles 13 and 15. Similarly, the LIU 22 module is a data handling device basic that transfers braking information between the EPC module 18 and the brake control computer 24 and a pneumatic brake operation unit (POU) 26, again, as will be explained later. The computer 24 is shown located in the unit P1344 / 98MX of pneumatic brake operation (POU) 26. The pneumatic operation unit 26 is connected, of course, in fluid communication with a brake tube 28 that extends from the locomotive to and through the carriages of a train connected with the locomotive. The pneumatic operating unit 26 is a laminated panel provided with rnal passages or conduits that connect the fluid pressures in the brake tube 28 to control the devices, including electromagnet valves (not shown) that control all pressures operating under the auspices of the EPIC® system. These pressures include pressure in (1) brake tube 28, (2) in brake cylinders (not shown), (3) in a balancing tank (not shown), (4) in a brake actuation tube ( not shown) and (5) in an independent application and release tube (not shown) of the locomotive. The on-board computer and the screen 16 are usually provided by the computer manufacturer. On locomotives that do not have this computer and display, the EPIC® system provides a separate display or display unit (not shown) that operates under the control of the EPIC® cab control computer 14. In addition, the POU 26 has a backup portion P1344 / 98MX (not shown) that provides pressure to the brake cylinder in the event of a power failure and the subsequent reduction in brake tube pressure. The use of electro-pneumatic braking equipment, including the laminated panel of the POU 26, provides numerous advantages over systems for the braking of locomotives and rail cars that are all pneumatic. The internal conduits of the laminated panel, for example, provide smaller pipe connections and substantially fewer total components, and more precise control over operating fluid pressures. In addition, electro-pneumatic brake systems use modular components mounted on the panel that provide easier and faster repair. In addition, electropneumatic systems provide interconnection with locomotive systems that are defined by their software and intelligent interconnection with other systems. There is also the elimination of air noise from the compartment and the operator's environment, flexible configuration based on software changes and internal diagnostics and fault logging. The pre invention utilizes these advantageous features in combination with EPIC® systems and the like electronic brake systems in such a way that it is similar in appearance and operation to the old P1344 / 98MX pneumatic braking technology, as regards the operator / machinist. In the conventional pneumatic mode of operation or operation of the train brakes, the brake tube 28 is used to control the brakes of the train as well as to charge the brake system, while in the brake tube 28 of the electropneumatic system, only the system is charged, that is, the brakes are electrically operated under the electropneumatic system using signals sent along the lines of the train line 20. In the present invention, the interface module 18 is used or used to communicate with the EPIC® system and provide the actual control of the wires of the train line 20, using two supplementary modes of control in the EPIC® system, namely a LEAD ECP mode and a TRAIL ECP mode. These modes configure the EPIC® 14 computer software to interconnect with the ECP 18 module in the following way. In the LEAD ECP mode, the car control computer 14 does not respond to the movement of the automatic brake handle 13 in a normal manner and the pressure reduction in the brake tube 20 does not occur. In this way, during the normal operation of the the carriages and the locomotive, the total balance of the reservoir pressure and the brake tube is maintained. The movement of the automatic handle P1344 / 98MX between the release and full service positions results, however, in the development of a zero to 100 percent signal representing the pressure of the brake cylinder, whose signal is sent to the ECP module 18. This signal is based in the complete equilibrium of the pressure for the preparation and start pressure existing in the equilibrium pressure tank, as adjusted by the operator of the locomotive and detected by a transducer located to receive the tank pressure. The ECP system electrically commands the application of the brake based on the position of the handle. Hence, the LEAD ECP mode provides the application and graduated release of brakes, by the train line 20 and a minimum brake cylinder pressure development can be set or established at a normal value of say, ten psig. This pressure is set or set in the software of the computer 14 in response to the position of the brake handle, the development of the pressure of the brake cylinder in the locomotive can be in the same proportion as that developed for the brakes of the rail cars, as part of the configuration of the cockpit control computer 14. The computer software can provide the additional option of allowing the operator to use the feature of automatic release available with an independent brake valve handle (handle 15 in the P1344 / 98MX Figure of the drawing), and computer 14 is operating through the brake control computer 24 and the POU 26. (Automatic release includes the use of locomotive brakes to control loosening between the carriages of a train and between the locomotive and the cars). In addition, computer software 14 can link the automatic release of the locomotive brakes with dynamic braking in which the locomotive's diesel-electric power system is used to dissipate electrical power to mechanically decelerate the train. The EPIC® system software represented in the drawing provides two forms of communication between the EPIC® systems and the electro-pneumatic interface module 18. This includes the commands or brake commands sent to the module by the computer 14 and the module, in turn , can provide the computer with 14 reports of the condition or condition of the brakes and, hence, the screen or display 16. The module 18 receives signals from the train line 20 that indicate the condition or condition of the brakes. These reports can be the basis for supplementing the pneumatic braking through the interface unit of the locomotive 22, the POU 26 and the brake control computer 24, in the case of a malfunction in the electropneumatic system that uses the line of train 20 to electrically order the application of the brakes.

P1344 / 98 X Upon receipt of a fault signal, such as a cockpit signal or a fault alert, the computer 14 can be programmed for an appropriate response. For example, if the electro-pneumatic system is working and the brake application is in effect, the fault alerter results in an increase in the level of the electro-pneumatic brake application, which occurs regardless of the position of the automatic handle 13 and the removal of the power of the locomotive for safety reasons. (An alert is a device in the cabin of the locomotive that detects the inactivity of the driver, as would be the case if the engineer falls asleep or suffers a disability that leaves him without mobility, it then orders the removal of the power of the locomotive ). If the electro-pneumatic system detects a fault in its system, the module 18 sends a fault signal to the interface unit 22 of the locomotive and the cockpit control computer 14. The unit 22 reports the failure to the control computer of the engine. brakes 24. Computer 24 can be programmed to order one or more of a series of actions, such as (1) retaining the present level of electro-pneumatic brake application via train line 20, (2) reducing the pressure in the brake tube 28 to zero at a service speed and P1344 / 98MX (3) withdraw the power to the diesel-electric engine system from the locomotive. The computer 14 can also be programmed to provide a similar response in the case of a loss of communications with the interface module 18. As seen in the drawing figure, there is no separate electropneumatic display or display. Rather, the electro-pneumatic system uses the display screen 16 of the on-board computer or that of an EPIC® computer and the EPIC® components provide the messages that will be displayed on it. This allows the operator to focus his attention on the screen 16 which is the normal location for the brake information, which is now a function of the EPIC® brake system. In addition, the operator does not have electro-pneumatic buttons with which it is related; Brake handles 13 and 15 are now the objects for manual operation of the brakes, which is the normal situation for operators. The second of the two supplementary braking modes above, as provided by the invention, and as will be described, is the TRAIL ECP mode. For this mode, the cockpit control computer 14 is programmed in a manner similar to that of the well-known LEAD CUT-OUT configuration except that the brake tube 20 P1344 / 98 X is not used for the initiation of brake cylinder pressure. Instead, the computer 14 responds to the signals on the train line 20 as presented by the interface module 18. In the case of a pressure reduction in the brake pipe 28 while the train line 20 will be used for apply the brakes, the brake tube reduction will be sent to the computer 14 through the POU 26 and the brake control computer 24, the computer 14 is programmed to respond to the larger of the two signals (from the line of train and brake tube). The program of the computer 14 will still allow the operator to order the automatic release of the locomotive brakes using the independent brake valve 15. While a currently preferred embodiment for carrying out the present invention has been set forth in detail in accordance with Patent law, those persons experienced in the braking technique to which this invention belongs, will recognize several alternative ways to practice the invention without deviating from the spirit and scope of the appended claims thereto.

P1344 / 98MX

Claims (7)

1. NOVELTY OF THE INVENTION Having described the present invention, it is considered as a novelty and, therefore, the content of the following CLAIMS is claimed as property: 1. A method for controlling an electro-pneumatic braking system in a railway train that has an electronic brake control equipment, including a display installation for the operator and brake handles located in a cabin of a train locomotive, the method comprises: interconnecting an electric brake control signaling system with a control unit locomotive interconnection and a cabin control computer, using an electropneumatic interface module, use the locomotive interface unit to interconnect the module with the brake control computer associated with a 'pneumatic brake operation unit, the unit of brake operation will be connected in fluid communication with a brake pipe of a locomotive and a train of rail cars connected to the locomotive and use the electropneumatic interface module and the electronic brake control equipment to operate the brakes of the locomotive and the train of cars of a P1344 / 98MX form that uses the characteristics of electro-pneumatic braking, while providing the operator / machinist with a familiar display screen of the operator's display facility. The method according to claim 1, which includes, using an electropneumatic interface module to receive the commands or brake commands from the locomotive interface unit and the cockpit control computer and to provide the status or condition reports from the brakes to the cockpit control computer and the operator's display facility. The method according to claim 1, which includes, providing the cabin control computer with LEAD and TRAIL supplementary brake control modes for an electro-pneumatic braking system that conditions the computer to interface with the interface module and, in this way, provide LEAD and TRAIL supplementary control modes. 4. The method according to claim 3, which includes: using the LEAD supplementary mode to provide; (1) The complete balanced pressure of P1344 / 98MX preparation and starting of the tank during the normal operation of the locomotive and the train, (2) a development from zero to 100 percent of a signal representing the pressure of the brake cylinder for the electro-pneumatic braking system, (3) ) an operator option for the automatic release of the locomotive's brakes, (4) a two-way communication between the electro-pneumatic braking system and the electronic brake control equipment and (5) control responses to the brake failure. brakes. 5. An apparatus for controlling an electro-pneumatic braking system in a railway train having electronic brake control equipment that includes a display or operator display and brake handles located in the cab of a train locomotive, The apparatus comprises: an electro-pneumatic interface module that interconnects an electric brake control system with a locomotive interface unit and a cabin control computer, a brake control computer associated with a pneumatic brake operation unit, the unit of the locomotive interface interconnects the electropneumatic interface module with the brake control computer, P1344 / 98MX a means that connects the pneumatic brake operation unit with a brake pipe of the locomotive and the train of rail cars coupled to the locomotive, the interface module and the electronic brake control equipment are effective for operate the brakes of the locomotive and the wagon train in a manner that utilizes the advantageous features of electro-pneumatic braking, while providing the operator / machinist with a familiar display screen in the operator's display facility. 6. The apparatus according to claim 5, wherein the electric brake control system includes a train line of cables extending between the locomotive and the wagons of the railroad train and between the wagons of the train. The apparatus according to claim 5, wherein the electric brake control system is a radio signaling system that communicates between the locomotive and the train carriages using radio signals. P1344 / 98MX