CA2243799A1 - 26-type electronic controlled pneumatics - Google Patents
26-type electronic controlled pneumatics Download PDFInfo
- Publication number
- CA2243799A1 CA2243799A1 CA 2243799 CA2243799A CA2243799A1 CA 2243799 A1 CA2243799 A1 CA 2243799A1 CA 2243799 CA2243799 CA 2243799 CA 2243799 A CA2243799 A CA 2243799A CA 2243799 A1 CA2243799 A1 CA 2243799A1
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- Prior art keywords
- brake
- car
- pneumatic
- pneumatics
- communication signals
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Abstract
A system and method for electronically controlling the pneumatics of an air braking system for a train comprising a locomotive brake control valve disposed on a locomotive for controlling an application and release of brakes, a tramline communication system for receiving at least this brake application or brake release signal from the locomotive brake control valve and for sending this signal to an electronic controlled pneumatic car control unit placed on the cars within the train, an electronic controlled pneumatic car control unit for receiving this signal and for sending a brake application or brake release command to a pneumatic unit, and a pneumatic unit in the cars for reacting to the command by delivering an input pressure to car brake cylinders. Junction boxes may be located at both ends of the cars within the train for receiving the tramline communication signals and for converting these signals to an acceptable input level prior to feeding the signals to the electronic controlled pneumatic car control unit. Such electronic control provides the advantages of shorter stopping distances, a replenishable air supply source, enhanced trainline communication features, and an unlimited number of units which may be placed within the train consist.
Description
FIELD OF THE INVENTION
The present invention relates, in general, to railway vehicle brake equipment and, more particularly, the invention is directed to a system which allows for electronic control of an air braking system in a train and is, still more particularly, applicable for the 26-Type braking systems.
BACKGROUND OF THE INVENTION
A "26-L" air brake system is an equipment package which has been designed to meet present day train handling requirements. This system uses air, under pressure, for the braking of locomotives and trailing freight or passenger vehicles. This system has been designed and developed by the Westinghouse Airbrake Company (WABCO), the assignees of the present invention.
A "26-L" system can include either a "26-C" air brake control valve or a "26-F" air brake control valve as the primary controlling device in this equipment arrangement.
These valves provide the manual means for initiating air brake application and releases.
The "26-C" valve is used for passenger locomotives and cars. The "26-F" valve is used for freight locomotives and cars. The present invention can be applied to either the "26-C" or the "26-F" system and thus the term 26-Type is meant to encompass either of these braking systems.
The 26-Type braking system relies on the transfer of air down the train, which propagates at a certain time frame, to achieve stopping of the train. This type of braking system has several disadvantages. One disadvantage of this system is the requirement of the train to have a long enough stopping distance to compensate for the time it takes for the air to be transferred down the train. Also, care must be taken to ensure that the air supply has been sufficiently replenished after a brake application or a series of brake applications prior to another brake application.
Additionally, this currently used 26-Type braking system is limited in the number of units, approximately fifteen cars in the area of passenger transport, that may be placed within a train consist because of the system's inability to react quickly to reductions at the lead unit over long distances.
The present invention will allow for electronic controlled pneumatics of the 26-Type braking system which will overcome the aforementioned disadvantages of the currently used 26-Type braking systems resulting in an improvement of the safety of the braking system as well as providing significant economic advantages.
SUN~IARY OF THE INVENTION
The object of the present invention is to provide a system for electronically controlling the pneumatics of an air braking system for a train and particularly for the 26-Type braking systems currently being used. Such electronic control would provide the advantages of shorter stopping distances, a replenishable air supply source, enhanced trainline communication features, and an unlimited number of units which may be placed in the train consist.
This system for electronically controlling the pneumatics of 26-Type braking systems comprises a tramline or intratrain communication means for sending brake application and/or brake release communications down the train and junction boxes which are located at each end of each of the cars within the consist which receive these communications from the communication line. The junction boxes convert these communication signals to an acceptable input level so that they may be fed to the ECP (electronic controlled pneumatic) car control unit. The ECP car control unit may also be referred to as the central control unit.
This unit holds the software for controlling the pneumatic unit and many electronics transfer features for the system.
The pneumatic unit contains electropneumatic and pneumatic valves which react to the brake application and/or brake release electronic signals sent from the ECP car control unit and deliver the final input pressure to the car brake cylinders accordingly.
The present invention may be applied to either a standard braking system or to a relayed system.
This system also has the safeguard that in the event of an electronic system failure, the 26 control valve can take over and braking capabilities for the train will still be available.
Further features and advantages will become apparent from the following detailed description taken in conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 shows an overview of an intratrain communication system for the movement of information throughout a train consist.
Figure 2 shows a single car within a train consist including the individual components for electronically controlling the air brake cylinders of the car.
DETAILED DESCRIPTION OF THE INVENTION
Figure 1 shows an intratrain communication system for the movement of information throughout a train consist 10 comprising a locomotive 11 having a locomotive brake control valve 13 and a plurality of cars 12, at least one of which includes an electronic controlled pneumatic (ECP) car control unit 14. The locomotive brake control valve 13 feeds communication signals to the car brake control unit 14 via an intratrain communication system 15. This intratrain communication system communicates information, such as a brake application or brake release command, via radio or electric current signals or any well known communicating means.
The present invention relates, in general, to railway vehicle brake equipment and, more particularly, the invention is directed to a system which allows for electronic control of an air braking system in a train and is, still more particularly, applicable for the 26-Type braking systems.
BACKGROUND OF THE INVENTION
A "26-L" air brake system is an equipment package which has been designed to meet present day train handling requirements. This system uses air, under pressure, for the braking of locomotives and trailing freight or passenger vehicles. This system has been designed and developed by the Westinghouse Airbrake Company (WABCO), the assignees of the present invention.
A "26-L" system can include either a "26-C" air brake control valve or a "26-F" air brake control valve as the primary controlling device in this equipment arrangement.
These valves provide the manual means for initiating air brake application and releases.
The "26-C" valve is used for passenger locomotives and cars. The "26-F" valve is used for freight locomotives and cars. The present invention can be applied to either the "26-C" or the "26-F" system and thus the term 26-Type is meant to encompass either of these braking systems.
The 26-Type braking system relies on the transfer of air down the train, which propagates at a certain time frame, to achieve stopping of the train. This type of braking system has several disadvantages. One disadvantage of this system is the requirement of the train to have a long enough stopping distance to compensate for the time it takes for the air to be transferred down the train. Also, care must be taken to ensure that the air supply has been sufficiently replenished after a brake application or a series of brake applications prior to another brake application.
Additionally, this currently used 26-Type braking system is limited in the number of units, approximately fifteen cars in the area of passenger transport, that may be placed within a train consist because of the system's inability to react quickly to reductions at the lead unit over long distances.
The present invention will allow for electronic controlled pneumatics of the 26-Type braking system which will overcome the aforementioned disadvantages of the currently used 26-Type braking systems resulting in an improvement of the safety of the braking system as well as providing significant economic advantages.
SUN~IARY OF THE INVENTION
The object of the present invention is to provide a system for electronically controlling the pneumatics of an air braking system for a train and particularly for the 26-Type braking systems currently being used. Such electronic control would provide the advantages of shorter stopping distances, a replenishable air supply source, enhanced trainline communication features, and an unlimited number of units which may be placed in the train consist.
This system for electronically controlling the pneumatics of 26-Type braking systems comprises a tramline or intratrain communication means for sending brake application and/or brake release communications down the train and junction boxes which are located at each end of each of the cars within the consist which receive these communications from the communication line. The junction boxes convert these communication signals to an acceptable input level so that they may be fed to the ECP (electronic controlled pneumatic) car control unit. The ECP car control unit may also be referred to as the central control unit.
This unit holds the software for controlling the pneumatic unit and many electronics transfer features for the system.
The pneumatic unit contains electropneumatic and pneumatic valves which react to the brake application and/or brake release electronic signals sent from the ECP car control unit and deliver the final input pressure to the car brake cylinders accordingly.
The present invention may be applied to either a standard braking system or to a relayed system.
This system also has the safeguard that in the event of an electronic system failure, the 26 control valve can take over and braking capabilities for the train will still be available.
Further features and advantages will become apparent from the following detailed description taken in conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 shows an overview of an intratrain communication system for the movement of information throughout a train consist.
Figure 2 shows a single car within a train consist including the individual components for electronically controlling the air brake cylinders of the car.
DETAILED DESCRIPTION OF THE INVENTION
Figure 1 shows an intratrain communication system for the movement of information throughout a train consist 10 comprising a locomotive 11 having a locomotive brake control valve 13 and a plurality of cars 12, at least one of which includes an electronic controlled pneumatic (ECP) car control unit 14. The locomotive brake control valve 13 feeds communication signals to the car brake control unit 14 via an intratrain communication system 15. This intratrain communication system communicates information, such as a brake application or brake release command, via radio or electric current signals or any well known communicating means.
Figure 2 shows a single car 12 within a train consist 10 including the individual components for electronically controlling the air brake cylinders of the car. Typically each car within the train consist will include these components, however, this system may be designed such that these components would not be required on every car. This may be the case, for example, on cars which are connected together in a semi-permanent manner and would only be disconnected for repairs. The car 12 includes trainline or intratrain communication means 15 for transmitting at least brake application and/or brake release communications down the train. Note that other types of communications may be transmitted along this intratrain communication means.
Junction boxes 20 are located at each end of the car 12 to receive at least these brake application and/or brake release communications from the intratrain communication line 15 and to convert these communication signals to an acceptable input level, such as by dropping the voltage level, so that they may be fed to the ECP (electronic controlled pneumatic) car control unit 14. The ECP car control unit 14 may also be referred to as the central control unit. This unit holds the software for controlling the pneumatic unit 17, as well as many electronics transfer features for the system. The pneumatic unit 17 contains electropneumatic and pneumatic valves which react to the electronic signals sent from the ECP car control unit 14 and delivers the final input pressure via the brake pipe 18 to the car brake cylinders, based upon this signal.
The present invention may be applied to either a standard braking system or to a relayed system. A relayed system requires the provision of a relay valve 19, such as a J-Relay valve, to discharge the output pressure from the pneumatic valve and to deliver the final input pressure to the brake cylinders, whereas in a standard system, the output pressure is fed directly from the pneumatic valve. A relayed system is used when longer cars are used in the train.
This system is such that one can monitor the brake pipe and the 16 line or deliver pressure with the pneumatic unit.
The Control reservoir and the Auxiliary reservoir are the supply sources available to make a brake application. A
brake application is accomplished by first isolating the 26-Type control valve, keeping this valve in the release position, (which provides a continuous recharging feature), and allowing the electronic controlled pneumatics to take over the brake applications. This system also has the safeguard that in the event of an electronic system failure, the 26 control valve can take over and braking capabilities for the train will still be available.
The present invention has significant advantages over the previously used 26-Type braking systems which rely on the transfer of air down the train, which propagates at a certain time frame, to achieve stopping of the train. The electronic controlled pneumatics of the present invention allows for an almost instantaneous application of the brakes to all of the units in the train consist, thus reducing stopping distances.
The 26-Electronic Controlled Pneumatics system also creates a replenishable supply source of air since the transfer medium is through the electronics and not the pneumatics. Another advantage of the present invention is that it allows for tramline or intratrain communication features to be built into the system. Additionally, the present invention is not limited in the number of units which may be placed within a train consist. This capability has significant economic advantages.
Thus, the present invention has been described in such full, clear, concise and exact terms as to enable any person skilled in the art to which it pertains to make and use the same. While the present invention has been described in relation to its use on a passenger car, note that this system is not limited to this use and may be applicable to other types of cars within a train consist. It will be understood that variations, modifications, equivalents and substitutions for components of the specifically described embodiments of the invention may be made by those skilled in the art without departing from the spirit and scope of the invention as set forth in the appended claims.
Junction boxes 20 are located at each end of the car 12 to receive at least these brake application and/or brake release communications from the intratrain communication line 15 and to convert these communication signals to an acceptable input level, such as by dropping the voltage level, so that they may be fed to the ECP (electronic controlled pneumatic) car control unit 14. The ECP car control unit 14 may also be referred to as the central control unit. This unit holds the software for controlling the pneumatic unit 17, as well as many electronics transfer features for the system. The pneumatic unit 17 contains electropneumatic and pneumatic valves which react to the electronic signals sent from the ECP car control unit 14 and delivers the final input pressure via the brake pipe 18 to the car brake cylinders, based upon this signal.
The present invention may be applied to either a standard braking system or to a relayed system. A relayed system requires the provision of a relay valve 19, such as a J-Relay valve, to discharge the output pressure from the pneumatic valve and to deliver the final input pressure to the brake cylinders, whereas in a standard system, the output pressure is fed directly from the pneumatic valve. A relayed system is used when longer cars are used in the train.
This system is such that one can monitor the brake pipe and the 16 line or deliver pressure with the pneumatic unit.
The Control reservoir and the Auxiliary reservoir are the supply sources available to make a brake application. A
brake application is accomplished by first isolating the 26-Type control valve, keeping this valve in the release position, (which provides a continuous recharging feature), and allowing the electronic controlled pneumatics to take over the brake applications. This system also has the safeguard that in the event of an electronic system failure, the 26 control valve can take over and braking capabilities for the train will still be available.
The present invention has significant advantages over the previously used 26-Type braking systems which rely on the transfer of air down the train, which propagates at a certain time frame, to achieve stopping of the train. The electronic controlled pneumatics of the present invention allows for an almost instantaneous application of the brakes to all of the units in the train consist, thus reducing stopping distances.
The 26-Electronic Controlled Pneumatics system also creates a replenishable supply source of air since the transfer medium is through the electronics and not the pneumatics. Another advantage of the present invention is that it allows for tramline or intratrain communication features to be built into the system. Additionally, the present invention is not limited in the number of units which may be placed within a train consist. This capability has significant economic advantages.
Thus, the present invention has been described in such full, clear, concise and exact terms as to enable any person skilled in the art to which it pertains to make and use the same. While the present invention has been described in relation to its use on a passenger car, note that this system is not limited to this use and may be applicable to other types of cars within a train consist. It will be understood that variations, modifications, equivalents and substitutions for components of the specifically described embodiments of the invention may be made by those skilled in the art without departing from the spirit and scope of the invention as set forth in the appended claims.
Claims (19)
1. A system for electronically controlling the pneumatics of an air braking system in a train including at least one locomotive and at least one car, said system comprising:
(a) a locomotive brake control valve disposed on such at least one locomotive for controlling an application and release of brakes disposed on such at least one locomotive and for feeding brake application and brake release communication signals to an intratrain communication system;
(b) trainline communication means disposed on such at least one locomotive and such at least one car connected thereto to receive at least said brake application and brake release communication signals from said locomotive brake control valve and for sending said brake application and brake release intratrain communication signals throughout such trains; and (c) an electronic controlled pneumatic car control unit placed on at least one car for receiving said at least brake application and brake release intratrain communication signals.
(a) a locomotive brake control valve disposed on such at least one locomotive for controlling an application and release of brakes disposed on such at least one locomotive and for feeding brake application and brake release communication signals to an intratrain communication system;
(b) trainline communication means disposed on such at least one locomotive and such at least one car connected thereto to receive at least said brake application and brake release communication signals from said locomotive brake control valve and for sending said brake application and brake release intratrain communication signals throughout such trains; and (c) an electronic controlled pneumatic car control unit placed on at least one car for receiving said at least brake application and brake release intratrain communication signals.
2. A system for electronically controlling the pneumatics of an air braking system, as recited in claim 1 including a junction box located at each end of at least such one car within such train for receiving at least said brake application and brake release intratrain communication signals from said tramline communication means and for converting these signals to an acceptable input level prior to feeding said signals to said electronic controlled pneumatic car control unit.
3. A system for electronically controlling the pneumatics of an air braking system, as recited in claim 1 including a pneumatic unit in such at least one car within such train for receiving at least said brake application and brake release intratrain communication signals from said electronic controlled pneumatic car control unit and for reacting to said communication signals by delivering an input pressure to car brake cylinders.
4. A system for electronically controlling the pneumatics of an air braking system, as recited in claim 3 wherein a plurality of cars are provided in such train.
5. A system for electronically controlling the pneumatics of an air braking system, as recited in claim 4 wherein a pair of junction boxes, an electronic controlled pneumatic car control unit, and a pneumatic unit are provided for each car within such train.
6. A system for electronically controlling the pneumatics of an air braking system, as recited in claim 3, wherein said pneumatic unit contains software and electropneumatic and pneumatic related valves which enable said pneumatic unit to react to said brake application and brake release intratrain communication signals.
7. A system for electronically controlling the pneumatics of an air braking system, as recited in claim 5, wherein said pneumatic unit contains software and electropneumatic and pneumatic related valves which enable said pneumatic unit to react to said brake application and brake release intratrain communication signals.
8. A system for electronically controlling the pneumatics of an air braking system, as recited in claim 3, wherein said system further includes a relay valve positioned in line between said pneumatic valve and said car brake cylinders such that said relay valve discharges an output pressure from said pneumatic valve and delivers a final input pressure to said car brake cylinders.
9. A system for electronically controlling the pneumatics of an air braking system, as recited in claim 8 wherein said relay valve is a J-Relay valve.
10. A system for electronically controlling the pneumatics of an air braking system, as recited in claim 5, wherein said system further includes a relay valve positioned in line between said pneumatic valve and said car brake cylinders such that said relay valve discharges an output pressure from said pneumatic valve and delivers a final input pressure to said car brake cylinders.
11. A system for electronically controlling the pneumatics of an air braking system, as recited in claim 10 wherein said relay valve is a J-Relay valve.
12. A method for electronically controlling the pneumatics of an air braking system in a train including at least one locomotive and at least one car, the method comprising the steps of:
(a) providing a locomotive brake control valve on such locomotive for controlling an application and release of brakes and for feeding brake application and brake release communication signals to an intratrain communication system;
(b) sending said communication signals throughout said train from said locomotive brake control valve on such at least one locomotive to such at least one car via said intratrain communication system;
(c) providing an electronic controlled pneumatic car control unit on such at least one car for receiving at least one of said brake application and brake release communication signals; and (d) providing a pneumatic unit in such at least one car within such train for receiving at least said brake application and brake release communication signals from said electronic controlled pneumatic car control unit and for reacting to said communication signals by delivering an input pressure to car brake cylinders.
(a) providing a locomotive brake control valve on such locomotive for controlling an application and release of brakes and for feeding brake application and brake release communication signals to an intratrain communication system;
(b) sending said communication signals throughout said train from said locomotive brake control valve on such at least one locomotive to such at least one car via said intratrain communication system;
(c) providing an electronic controlled pneumatic car control unit on such at least one car for receiving at least one of said brake application and brake release communication signals; and (d) providing a pneumatic unit in such at least one car within such train for receiving at least said brake application and brake release communication signals from said electronic controlled pneumatic car control unit and for reacting to said communication signals by delivering an input pressure to car brake cylinders.
13. A method for electronically controlling the pneumatics of an air braking system, as recited in claim 12 wherein prior to step (d), said method includes the additional step of providing a junction box at each end of such at least one car within said train for receiving at least said brake application and brake release communication signals from said communication system and for converting these signals to an acceptable input level so that they may be fed to said electronic controlled pneumatic car control unit.
14. A method for electronically controlling the pneumatics of an air braking system, as recited in claim 12, wherein a plurality of cars are provided in such train and wherein steps (b), (c), and (d) are performed on each of such cars.
15. A method for electronically controlling the pneumatics of an air braking system, as recited in claim 14, wherein said method includes the steps of:
providing a pair of junction boxes on each car within such train for receiving at least said brake application and brake release communication signals from said communication system and for converting these signals to an acceptable input level so that they may be fed to said electronic controlled pneumatic car control unit;
providing an electronic controlled pneumatic car control unit on each car for receiving at least one of said brake application and brake release communication signals from said junction boxes; and providing a pneumatic unit in each car within such train for receiving at least said brake application and brake release communication signals from said electronic controlled pneumatic car control unit and for reacting to said communication signals by delivering an input pressure to car brake cylinders.
providing a pair of junction boxes on each car within such train for receiving at least said brake application and brake release communication signals from said communication system and for converting these signals to an acceptable input level so that they may be fed to said electronic controlled pneumatic car control unit;
providing an electronic controlled pneumatic car control unit on each car for receiving at least one of said brake application and brake release communication signals from said junction boxes; and providing a pneumatic unit in each car within such train for receiving at least said brake application and brake release communication signals from said electronic controlled pneumatic car control unit and for reacting to said communication signals by delivering an input pressure to car brake cylinders.
16. A method for electronically controlling the pneumatics of an air braking system as recited in claim 12 wherein said method includes the additional step of providing the pneumatic unit with software and electropneumatic and pneumatic related valves for allowing said pneumatic unit to react to said brake application and brake release communication signals.
17. A method for electronically controlling the pneumatics of an air braking system as recited in claim 15 wherein said method includes the additional step of providing the pneumatic unit with software and electropneumatic and pneumatic related valves for allowing said pneumatic unit to react to said brake application and brake release communication signals.
18. A method for electronically controlling the pneumatics of an air braking system, as recited in claim 12, wherein said method further includes providing a relay valve positioned in line between said pneumatic unit and said car brake cylinders such that said relay valve discharges an output pressure from said pneumatic unit and delivers a final input pressure to said car brake cylinders.
19. A method for electronically controlling the pneumatics of an air braking system, as recited in claim 15, wherein said method includes providing a relay valve positioned in line between said pneumatic unit and said car brake cylinders such that said relay valve discharges an output pressure from said pneumatic unit and delivers a final input pressure to said car brake cylinders.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US10653398A | 1998-06-29 | 1998-06-29 | |
| US106,533 | 1998-06-29 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2243799A1 true CA2243799A1 (en) | 1999-12-29 |
Family
ID=22311938
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2243799 Abandoned CA2243799A1 (en) | 1998-06-29 | 1998-07-24 | 26-type electronic controlled pneumatics |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP2000038127A (en) |
| CA (1) | CA2243799A1 (en) |
| MX (1) | MXPA99006025A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105539456B (en) * | 2016-02-03 | 2017-12-19 | 中车株洲电力机车有限公司 | Vehicle positioning method and system based on wired electronically controlled pneumatic brake ECP system |
-
1998
- 1998-07-24 CA CA 2243799 patent/CA2243799A1/en not_active Abandoned
-
1999
- 1999-06-25 MX MX9906025A patent/MXPA99006025A/en unknown
- 1999-06-29 JP JP11183547A patent/JP2000038127A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| JP2000038127A (en) | 2000-02-08 |
| MXPA99006025A (en) | 2004-10-28 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |