MXPA00002468A - Method of minimizing undesirable brake release - Google Patents

Abstract

A method of and a system for minimizing undesirable brake release in the brake system of a train having a pneumatic brake on each car connected to a brake pipe which is controlled by a brake pipe controller. The method includes determining the status of the brake system throughout the train and determining a minimal brake pipe reduction for the brake pipe controller, using the status of the brake system. The determined minimal brake pipe reduction is displayed by itself or in combination with the brake pipe reduction produced by the brake pipe controller.

Description

ES $ METHOD FOR MINIMIZING THE UNDESIRABLE BRAKE RELEASE BACKGROUND AND BRIEF DESCRIPTION OF THE INVENTION The present invention is generally concerned with locomotive indicators and more specifically with a method for minimizing undesirable brake release and its use for example. with an Indicator and Auxiliary Event Recorder of the Locomotive Engineer ("LEADER"). The "LEADER" system is a real-time enhanced version of the Train Dynamics Analyzer (TDA), a locomotive engineer training tool offered by the Train Dynamics Services Group of New York Air Brake. The LEADER system has the ability to display a real-time or "live" representation of a train on the current track, the remaining track length to be advanced, the dynamic interaction of the cars and locomotives (from the front and far end) and the current state of the pneumatic brake system. As a tool for the Locomotive Engineer, the LEADER system will allow a discernment of the effect of choke changes and brake applications on the entire train to provide feedback and information to the locomotive driver not currently available. The information that the LEADER system offers provides an opportunity for safer and more efficient train handling that leads to huge potential economic benefits.

REF .: 31232 The LEADER system has all the necessary information to predict or forecast the future state of the train given a range of future orders (or commands) changes (which is what will happen if ...). With this capability, the LEADER system can help the railroads identify and implement a desired operation objective; minimize the time to the destination, maximize the fuel efficiency, minimize the forces in the train (etc.) or a weighted combination of them. The LEADER system will perform calculations based on the operation objective and the current state of the train to make recommendations to the Locomotive Crew as to which operational changes will best achieve these objectives. The functionality of TDA was improved to help train the Locomotive Engineer how to better maneuver their trains. Designs of simulators with mathematical models are shown in the North American patents 4,041,283; 4,827,438 and 4,853,883. Additional capacity was added to investigate accidents by reproducing event recorder data through the TDA, verifying the critical physical parameters. Over the years, instrumented train data and laboratory experiments were collected to allow the models used by TDA to be refined. On-board data collection for unloading is shown in U.S. Patent Nos. 4,561,057 and 4,794,548. As more Locomotive Engineers became familiar with the TDA indicator through the training sessions, it became clear that a real-time version of the TDA in the cab of a locomotive would offer substantial benefits in improved train handling or handling. . Improved train handling would in turn reinforce the safety and economic benefits. Previous designs for on-board computer controllers are shown in U.S. Patent No. 4,042,810 with a description of mathematical models. The present invention provides a method of and system for minimizing the undesirable release of the brakes in the braking system of a train having a pneumatic brake in each carriage attached to a brake pipe or braking pipe which is controlled by a brake controller. the brake pipe. The method includes determining the state of the brake system throughout the train and determining a minimum reduction in brake pipe pressure for the brake pipe controller when using the brake system state. The minimum reduction The pressure of the pipe of the minimum determined is shown by itself or in combination with the reduction of the pressure of the brake pipe produced by the brake pipe controller. The status of the brake pipe system includes the determination of the pressure of the brake pipe in each carriage, which may be by real measurement or by using modeling of the train brake system. The status of each car can also include the determination of the minimum pressure of the brake pipe as a function of the pressure of the tank of each car by itself or in combination with the pressure of the brake cylinder. The minimum pressure of the brake pipe for each car should be adjusted to 0.21 kg / cm2 (3 pounds / square inch) less than the tank pressure of each car. Another method would include adjusting the minimum pressure of the brake pipe to the reservoir pressure for a brake cylinder pressure greater than a first value and adjusting the minimum pressure of the brake pipe to a pressure less than the pressure of the reservoir for a brake cylinder pressure less than the first value. The adjustment of the brake pipe controller or the reduction of the brake pipe pressure is also determined and the reduction of the minimum pressure of the brake pipe can be determined when using the adjustment of the brake pipe controller. The required reduction of the pressure of the brake pipe is compared with the reduction of the minimum pressure of the determined brake pipe. An indication is provided if the required reduction in brake pipe pressure is less than the reduction in the minimum pressure of the determined brake pipe. The determined reduction of the minimum pressure of the brake pipe can be shown if the required reduction of the brake pipe pressure is less than the determined reduction of the minimum pressure of the brake pipe and the required reduction of the pressure of the brake pipe. the brake pipe can be shown if the required reduction of the brake pipe pressure is greater than the determined reduction of the minimum pressure of the brake pipe. If the required reduction of the brake pipe pressure is less than the reduction of the minimum pressure of the brake pipe, the controller of a brake pipeline is controlled at reduction of the minimum pressure of a brake pipeline. If the required reduction of the brake pipe pressure is greater than the reduction of the minimum pressure of the brake pipe, the brake pipe controller is controlled to the required reduction of ka pressure of the brake pipe. The train may include a plurality of controllers of the brake pipe. In such a case, the state of the pneumatic brake system in each controller of the brake pipe is determined and the reduction of the minimum pressure of the brake pipe is determined for each controller of the brake pipe. The locomotive indicator system for the train would include an indicator of the reduction of the pressure of the brake pipe in the locomotive and an indicator of a reduction of the minimum pressure of the brake pipe that minimizes the undesirable release in the brake system . The reduction of the pressure of the brake pipe can be an analogous indication and the reduction of the minimum pressure of the brake pipe consist of indications on the screen or indicator or similar. A digital display or indicator can also be provided for the reduction of the brake pipe pressure by itself or in combination with the analog display or indicator. A processor is provided which determines the reduction of the minimum pressure of the brake pipe as a function of the state of the brake system and determines the reduction of the minimum pressure of the brake pipe which minimizes the release potential of the brake pipe for each car. It also determines the reduction of the minimum pressure of the brake pipe for the brake controller by using the determined lower pressure of the brake pipe. Other objects, advantages and new 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 Figure 1 is a schematic view of the energy balance system according to the principles of the present invention. Figure 2 is a block diagram of the system components of a locomotive auxiliary display and indicator and event recorder according to the principles of the present invention. Figure 3 is a flow diagram of a first embodiment of a method for a minimum reduction of the safety brakes according to the principles of the present invention. Fig. 4 is a flow chart for controlling the brake system having multiple brake pipe controllers for minimum safe reduction of the brakes according to the principles of the present invention. Figure 5 is a screen or indicator of the LEADER system that incorporates the principles of the present invention.

Detailed description of the preferred modalities The LEADER system operates based on the principle of energy conservation, kinetics and potential as illustrated in figure 1. Some events increase the amount of kinetic or potential energy in the system, while others they reduce it. The burning of fuel converts matter to energy (movement via power and heat), while braking converts kinetic energy into heat, to slow down the train. The energy changes state but the total sum of energy in the system must be constant. A moving train is constantly converting fuel to energy, converts kinetic energy to potential energy when traveling uphill against gravity, converts potential energy into kinetic energy when traveling downhill and eliminates kinetic energy in the form of heat from friction and the system of dynamic brake. The mathematical models of the LEADER system verify the parameters and carry out calculations based on the current energy state of the train to create a real-time indication of the dynamics of the train. The power of LEADER lies in its ability to provide information that allows the crew to better control the train, to minimize the loss of energy. The loss of energy via the over-braking represents fuel consumed unnecessarily. The energy imparted to the train load represents potential damage to the ballast, equipment and track. Both phenomena are undesirable and can be dealt with by the LEADER system. The LEADER system consists of a variety of subsystems, each with specific functions. Figure 2 shows a generic architecture of the LEADER system. The interface with the user of the LEADER system is the screen or indicator in real time that shows a graphic and numerical representation of the current state of the train as shown in figure 5. Radio communication is established between the main locomotive, the locomotives towed or rear in the main combination and locomotives in the far combination to report the necessary parameters of each of these locomotives needed to carry out calculations of the LEADER system. . The information of the combination in entered via the keyboard in the screen in real time, source of wire communication (portable personal computer or detachable storage device) or via hard shoulder radio communication. The position is determined from the movement detectors of the wheels and a global positioning system (GPS). The input / output (I / O) concentrator collects all the various parameters of the locomotive needed for the calculations of the LEADER algorithm and reports the information to the LEADER system computer. Then the LEADER system processor, a high capacity performance computer platform that uses a real-time operation system (RTOS) performs the calculations required by the LEADER system algorithms and the real-time display or indicator is updated . All these subsystems combine to form the LEADER system. Each locomotive in a train of the LEADER system will require at least the 1/0 hub with communication capability to the main end. A LEADER system processor and screen are only required for the main locomotive. The decision to equip all locomotives with a complete LEADER system installation (processor, screen in addition to the I / O concentrator) must be based on the capacity of the railroads to permanently designate a locomotive as main or towed in its functions. The development of the LEADER system began twenty years ago with the first efforts to create the Train Dynamics Analyzer (TDA), a mathematical computer model used to predict forces in the train. Dynamic train modeling techniques and algorithms implemented in the TDA are described in US Pat. No. 4,041,283. Figure 5 shows a screen of the "paralyzed" LEADER system. Each characteristic or aspect of the LEADER system is identified by a block pointing to the appropriate screen site. The sections that follow use the same paragraph number as the identification block "which shows in detail the operation of each characteristic.The screen of the LEADER system shown in figure 5 represents a particular configuration for the information screen of the LEADER system. The exhibition or exhibition can be adapted to the client's request by adding information, deleting information, changing the color scheme, rearranging the position of the information sections and / or varying the size of any particular graphic. characteristics of the LEADER system the term function will be used to describe the graph of the magnitude of a particular parameter through the length of the train that varies with time. . 1 Track profile The upper portion of the LEADER system screen shows the track profile in three views. The train combination is represented with blocks of different colors for the locomotive units and for the cars. The train length shown is to provide the length of the actual train. Miles marks are represented by lines that run vertically through the portion of the track profile on the screen. . 2 Horizontal view of the track The horizontal view of the track profile shows the degree to which the train is currently positioned and the grade of the track profile for a diversity of miles to advance. The horizontal view of the track profile will show the position of the entire train on the track, the current location and the geographical shape (uphill or downhill) as a vertical slice of the track profile in real time. . 3 Representation of the curvature of the track The upper graph of the. Track profile section is composed of blocks that represent the curvature of the track. A block above the dividing line represents a curve to the right, a block below the dividing line represents a curve to the left. The bigger the block, the bigger the curve. The higher the block, the more severe the curve. . 4 Top / complementary view information Just above the horizontal view is the top view. This view incorporates symbols to represent track structures such as crossings, signs, overpasses, underpasses, and sidings. . 5 Forces in the train Directly below the train represented on the screen of the LEADER system is the portion of the screen dedicated to showing the forces in the train. All the forces in the train are shown as a graph that represents each car in the train. Three types of forces are represented in two different graphs. The two graphs can be identified as the forces of force of magnitude of shot / damping and the lateral divided by the function of the ratio of vertical force (L / V). The drawing / damping force graph represents the pulling forces as a function greater than the line of 0 Kilolibras and the damping forces as a function below the line of 0 Kilolibras. Shooting and damping forces can be divided into two categories, steady-state and transient. The LEADER system calculates exactly and shows both forces. The forces induced by the play represent moment transfers between the cars that result in loading and potential damage to the car. . 6 Brake Pipe Pressure / Brake Cylinder Pressure Directly below the power charts are two functions that represent the brake pipe pressure throughout the train and the brake cylinder pressure throughout the train. Again, these functions represent a site in the representation of the train directly above. Because these functions are real-time representations of the brake system, it is possible to verify an application or release of the brake as it travels through the entire train. . 7 Path / telemetry information The lower right and lower center sections of the screen have real-time status and path information displayed in digital and analogue bar graphs. The following list contains the parameters currently displayed on the LEADER system screen: the sections are numbered in such a way that they match or correspond to the identification blocks in figure 5. 5.7.1 Main end information Location is a digital representation of the site mile mark of the main end locomotive. Slope is the grade of the track at the locomotive site of the main end. Curvature is the degree of curvature of the track on the site of the locomotive of the main end. 5.7.2 Speed is shown as a digital reading followed by an analogous bar graph representing the velocity of the main end locomotive at each instant in time. The bar graph will turn from a normal color from green to red if the speed limit is exceeded. 5.7.3 Acceleration is shown as a digital reading followed by an analogous bar graph representing the acceleration of the main end locomotive at each instant in time. 5.7.4 Current speed limit is shown as a digital readout of the speed limit for the current position of the main end locomotive. 5.7.5 Feed valve adjustment is the pressure at which the feed valve is adjusted, shown in pounds per square inch (psi). 5.7.6 Fuel is the amount of fuel consumed since the meter was last reset. 5.7.7 Combination length is a digital reading of the length of the combination shown in feet. . 7.8 Time is the digital reading of the current time. 5.7.9 Reduction of the brake pipe (or EP brake command). This graph takes two functions; one for conventional trains equipped with pneumatic brakes and one for trains equipped with EP brakes. In conventional trains, the graph is a digital reading followed by an analogous bar graph representing the pressure reduction of the brake pipe in the main end locomotive at each instant in time. The LEADER system has the capacity to support trains equipped with EP brake systems instead of conventional displacement valves. In a train equipped with EP brakes, the graph is a digital reading followed by an analogous bar graph representing the percent of brakes ordered to the EP brake system. 5.7.10 Forces of the drawbar is a digital reading followed by an analogous bar graph representing the instantaneous force of the locomotive's drawbar. 5.7.11 Fuel consumption ratio is a digital reading followed by an analogous bar graph representing the speed or instantaneous rate of fuel consumption of the entire train shown in gallons per hour (GPH). . 8.1 Warning of excessive speed is an additive and / or visual warning that will appear on the screen of the LEADER system when the speed of the locomotive exceeds the speed limit for the current location of the track. A mark is shown on the speed indication chart that represents the current speed limit. 5.8.2 Reduction of minimum safety of the pneumatic brake is of interest for the safe operation of the train. As the brake is applied and released, the state of charge of the pneumatic brake system can be turned in such a way that an undesirable release of the brakes will occur if the next application of the required brake is not sufficiently intense. The LEADER system will calculate the safe level of brake application and visually indicate a target on the brake reduction bar graph. If the requested brake application is not intense enough, a visual warning will be attached to the LEADER system screen. This will be discussed with respect to Figures 3 and 4. 5.8.3 Gluttony is a measure of how the train is moved with respect to fuel efficiency. Gluttony is calculated and shown in gallons / 100-ton-mile. The LEADER screen is equipped with eight function keys at the bottom of the screen.

The LEADER system is capable of being in three operating modes, each one integrated in the previous mode. All three modes advance the LEADER system from a real-time screen that passively provides information to the locomotive engineer (information mode only) to a LEADER system that will make suggestions to the locomotive engineer as to how to better manage the train. (driver assistance mode) and finally to a control system that is capable of issuing commands or commands to optimally control the locomotive (cruise control mode). In information mode only, the locomotive machinist makes all the decisions and only activates the various control systems in a manual mode. The LEADER system provides information to the driver that is not currently available for him to use to manage various locomotive control systems. In the driver assistance mode, the LEADER system determines and displays the optimum throttle setting of the locomotive's dynamic power brake and the brake control settings of the locomotive and the trolley. These adjustments are determined for the locomotive of the main end and the locomotives controlled remotely. These recommendations are desired settings indicated to the locomotive engineer who can then choose to manually move the various controls to obtain these adjustments. In cruise control mode, the adjustments derived from the LEADER system are used to automatically control the power and brake systems of the locomotive, the braking system of the train of each car and the auxiliary systems that effect the movement of the train. A common phenomenon in the brake of freight cars is called the undesirable release of the brakes. Due to the idiosyncrasies in the physics of the valves and brake control systems of the car, certain brake applications can result in an unintentional release of the brake after the application has been made. Although the locomotive engineer has controls on the locomotive to adjust the application, the action of the brake valves can cause the brakes to release themselves. This phenomenon occurs if the engineer of the locomotive does not allow sufficient time for the brake pipe to recharge from a previous application of the brake and the inherent narrowing of the pressure of the brake pipeline along the train. The amount of time that must be allowed is highly dependent on the number of cars in the train, the extension of the previous application and the extension of a new application. The brake pipe of a freight train inherently leaks, which causes a pressure gradient or pressure narrowing from the pressure of the compensation tank (or equalization) (ER) at the main end or main locomotive to the end pressure after or end of the train (EOT) (in the last train carriage). The more severe the leaks, the more severe the gradient. This gradient is known as the true narrowing of the brake pipe. As the locomotive engineer applies and releases the pneumatic brakes of the train, the pressure of the brake pipe through the train will acquire a gradient or narrowing because the compressors in the locomotive (s) have not recharged the brake pipe. This is known as a false narrowing. A failure to make a sufficiently intense reduction in the pneumatic brake of a freight train can cause an undesirable release when the air brake system has had insufficient time to charge or recharge. If it is known that the brake system is loaded, the locomotive driver will reduce the pressure of the compensation tank (equalization) at a pressure between 0.49 Kg / cm2 (7 pounds / square inch) and 1.83 Kg / cm2 (26 pounds) / square inch) depending on the amount of brake desired. This reduction will be made independent of the EOT pressure since it is known that the state of the brake system is loaded.

If the status of the brake pipe is in doubt, the locomotive driver will reduce the pressure of the compensation tank by approximately 0.49 Kg / cm2 (7 pounds / square inch) below the EOT pressure shown in the cab of the engine. locomotive. The relative nature of conventional pneumatic freight train brakes will determine that the brakes on each car apply a brake cylinder pressure proportional to the relative fall in the brake pipe. For example, if the ER pressure is at 6.0 Kg / cm2 (85 pounds / square inch) and the EOT pressure is 5.6 Kg / cm2 (80 pounds / square inch) and the brake system is in steady state , there is a true narrowing of 0.35 Kg / cm2 (5 pounds / square inch) due to leaks. If the driver wants a minimum reduction, he will make a reduction of 0.49 Kg / cm2 (seven (7) pounds / square inch) from ER to 5.5 Kg / cm2 (78 pounds / square inch), all the brake pipe will decrease by 0.49 Kg / cm2 (7 pounds / square inch) and the EOT pressure will yield 5.13 Kg / cm2 (73 pounds / square inch). However, the brake valves in the trolleys will only respond to the pressure drop of 0.49 Kg / cm2 (7 pounds / square inch) and a stable brake will be applied throughout the train. This amount of brake effort will represent the locomotive engineer's order, a minimum reduction. If the same example exists, but the driver has doubts about the state of the brake system, it will make a reduction of 0.49 Kg / cm2 (seven (7) pounds / square inch) below the EOT pressure at (5.6 Kg / cm2) (80 pounds / square inch) - 0.49 Kg / cm2 (7 pounds / square inch)) 5.13 Kg / cm2 (73 pounds / square inch) on the ER, because you suspect a false narrowing of the brake pipe and want to avoid an undesirable release of your brakes. The pressure of ER is now dropped to 5.13 Kg / cm2 (73 pounds / square inch) (EOT - 0.49 Kg / cm2 (7 pounds / square inch)), a reduction of 0.84 Kg / cm2 (12 pounds / square inch) . The brake pipe will again maintain its true narrowing, and the EOT pressure will adjust or settle to 4.78 Kg / cm2 (68 pounds / square inch). Each individual cart will respond to the relative change in pressure, a pressure drop of 0.84 Kg / cm2 (12 pounds / square inch). The engineer of the locomotive will much more brake than the desirable one and the train will stop quickly. The LEADER system has the ability to determine the true narrowing of the train when the braking system reaches the stable state and shows information to the engine driver of the locomotive with respect to the true state of the air brake system. By using this information, the locomotive operator can make precise decisions regarding the applications of the brake to obtain the desired amount of brake without the risk of an undesirable release. The LEADER system provides a minimum brake reduction to minimize the presence of undesirable brake release. As illustrated in the flow diagram of Figure 3, the state of the brake system is determined from the algorithms of the LEADER system. The LEADER entries are collected in 10. For example, it measures the brake control settings of the locomotive or the brake requirement determined at 12, the brake pipe pressures and the time. The pressures of the brake pipe can be measured in each locomotive and the train end device or any other smart detector or node in the whole train. Any additional measurement is used to increase the accuracy of the mathematical model for the pressure in the train brake system. The train composition database is also used, which includes car weights and lengths, brake equipment definition and coupler types, etc.

The minimum safety control pressure of the brake pipe on each carriage on the train is approximately 12 as: Pb = (Pa- (10-Pc) * 0.6) Yes (Pe >; 10), Pb = Pa where: Pb = minimum control pressure of the regulated brake pipe, in the carriage, psi. Pa = pressure of the auxiliary tank in the car, psi. Pe = pressure of the brake cylinder in the carriage, psi. This takes into account the narrowing effect on the car depending on its location on the train. After determining the minimum control pressure, Pb (minimum) of all the cars in the whole train in 16, the minimum safety reduction of the brake pipe pressure (RED) is calculated in 18 as: RED = Pf - Pb (min) where: RED = reduction in the pressure of the brake pipe, facilitated by the brake controls, psi. Pf = regulated adjustment of the supply valve of the brake controls, psi.

Pb (min) = minimum control pressure throughout the train, psi. This information can be provided to the screen of the LEADER system or to the processing of the brake requests for the cruise control mode. A determination is made in 20 of whether the system is in cruise control or automatic or not. If not, the LEADER system exhibits a minimum reduction value of 22. A determination is made in 24 of whether the brake requested by the crew is a sufficient reduction for safe operation. If so, the LEADER monitor provides an appropriate indication to the operator. If not, an audio or visual indication is transmitted to the operator at 26. Other implementations could include the reduction of the actuator brake as shown by dashed lines. With an automatic cruise control, the LEADER system will automatically set the minimum safety reduction calculated at 28. As an alternative, the indicators could indicate an objective reduction. If the reduction initiated by the crew is greater than the calculated minimum safety reduction, the reduction initiated by the crew is shown. If the reduction initiated is less than the minimum safety reduction, the minimum safety reduction is indicated as the target.

Experimentation has determined that by reducing the pressure of the brake pipe to at least 0.21 Kg / cm2 (3 pounds / square inch) less than the tank pressure of the car, at the time of application it will produce the brake safety application that will not be released intentionally. Figure 4 illustrates the brake system where the EP brake control of the individual car is available or multiple brake pipe controllers or intelligent ventilation valves are distributed throughout the train braking system. It should be noted that if the whole train is an EP train, that is, where each of the cars has electro-pneumatic brakes, the direct control of the reduction of the brake in each of the cars would be controlled and for the same a safe reduction at the main end or at points distributed throughout the train would not be necessary. The present description of Figure 4 is for trains having carriages with conventional brakes and EP brakes. The detector / controller 40 of the distributed brake pipe may be, as discussed previously, EP brake controllers, multiple brake pipe controllers or intelligent vent valves. The distributed brake line controllers 40 provide measurements of the brake pipe pressure to the LEADER control system 42 as illustrated in line 44. Then the computer 42 controlled by the LEADER system determines the state of the brake pipeline when using these measured and interpolated values between them when using the algorithms previously discussed. This increases the accuracy of measuring the constriction or other effects on the brake system throughout the train. Then the control computer 42 of the LEADER system determines a minimum safety reduction of the brake and provides it to each detector / controller 40 of the distributor brake pipe as illustrated by lines 46. Lines 44 and 46 are for illustrative purposes only and as a flow chart and can represent a single line of communication, either wired or radio. Although the present invention has been described and illustrated in detail, it will be clearly understood that it is by way of illustration and example only and is not proposed by way of limitation. The spirit of scope of the present invention will be limited only by the terms and the appended claims. It is noted that, with regard to this date, the best method known to the applicant to carry out the aforementioned invention is that which is clear from the present description of the invention.

Claims (19)

1. Claims Having described the invention as above, the content of the following claims is claimed as property: 1. A method for minimizing the undesirable release of brakes in a brake system of a train having a pneumatic brake in each carriage connected to a brake pipe or train braking pipe that is controlled by a brake pipe controller, the method is characterized in that it comprises: determining the condition of the brake system throughout the train; and determining the minimum pressure reduction of the brake pipe for the brake pipe controller by using the state of the brake system which minimizes the potential for undesirable release of the brakes.
2. 2. A method according to claim 1, characterized in that it includes showing the determined reduction of the minimum pressure of the brake pipe.
3. 3. A method according to claim 1, characterized in that the determination of the state includes determining the pressure of the brake pipe in each carriage.
4. 4. A method according to claim 3, characterized in that the determination of the state includes the determination of a minimum pressure of the brake pipe for each carriage.
5. 5. A method according to claim 1, characterized in that the determination of the state includes determining a minimum pressure of the brake pipe as a function of the pressure of a tank of each car.
6. A method according to claim 5, characterized in that the determination of the state includes determining a minimum pressure of the brake pipe for each car of 0.21 Kg / cm2 (3 pounds / square inch) less than the pressure of a tank of each car.
7. A method according to claim 1, characterized in that the determination of the state includes determining a minimum pressure of the brake pipe for each carriage as a function of the pressure of a tank and a brake cylinder of each car.
8. A method according to claim 7, characterized in that the determination of a minimum pressure of the brake pipe for each carriage includes adjusting the minimum pressure of the brake pipe for the tank pressure for brake cylinder pressures greater than a first value and adjust the minimum pressure of the brake pipe to pressures less than the reservoir pressure for brake cylinder pressures less than the first value.
9. 9. A method according to claim 1, characterized in that: determining the state includes determining the adjustment of the brake pipe controller; and determining the reduction of the minimum pressure of the brake pipe when using the determined adjustment of the brake pipe controller.
10. A method according to claim 1, characterized in that it includes: determining a required reduction of the pressure of the brake pipe; comparing the required reduction of the pressure of the brake pipe with the determined reduction of the minimum pressure of the brake pipe; and indicate whether the required reduction of the brake pipe pressure is less than the determined reduction of the minimum pressure of the brake pipe.
11. 11. A method according to claim 1, characterized in that it includes: determining a required reduction of the pressure of the brake pipe; comparing the required reduction of the pressure of the brake pipe with the determined reduction of the minimum pressure of the brake pipe; and show the determined reduction of the minimum pressure of the brake pipe if the required reduction of the brake pipe pressure is less than the determined reduction of the minimum pressure of the brake pipe determined and show the required reduction of the pipeline of the brake if the required reduction of the pressure of the brake pipe is greater than the determined reduction of the minimum pressure of the brake pipe.
12. 12. A method according to claim 11, characterized in that it includes controlling the brake pipe controller to the shown reduction of the pressure of the brake pipe.
13. The method according to claim 1, characterized in that it includes: determining a required reduction of the pressure of the brake pipe; compare the required reduction of the pressure of the brake pipe with the determined reduction of the minimum pressure of the brake pipe and control the controller of the brake pipe to the determined reduction of the minimum pressure of the brake pipe if the reduction The required pressure of the brake pipe is less than the determined reduction of the minimum pressure of the brake pipe and control of the brake pipe controller to the required reduction of the brake pipe pressure if the required reduction of the pressure of the brake pipe is greater than the determined reduction of the minimum pressure of the brake pipe.
14. 14. A method in accordance with the claim 1, characterized in that the controller of the brake pipe is located in a train locomotive.
15. 15. A method according to claim 1, characterized in that: the train includes a plurality of controllers of the brake pipe; determine the state of the pneumatic brake system in each brake pipe controller and determine the reduction of the minimum pressure of the brake pipe for each brake pipe controller.
16. 16. A method according to claim 15, characterized in that the determination of the state of the brake system between each of the controllers of the brake pipe includes using the modeling of the train braking system.
17. 17. A method according to claim 1, characterized in that the determination of the reduction of the minimum pressure of the brake pipe includes using the modeling of the train braking system.
18. 18. A method according to claim 1, characterized in that it includes showing or indicating the reduction of the minimum pressure of the brake pipe and comparing a required reduction of the pressure of the brake pipe with the reduction of the minimum pressure of the pipe of the brake. Brake.
19. 19. A method according to claim 18, characterized in that it includes indicating when the required reduction of the brake pipe pressure is less than the reduction of the minimum pressure of the brake pipe.