MXPA99006708A - Termination of power train line and communications in loading train equipped with electroneumat brake - Google Patents

Abstract

The present invention relates to a train that includes at least one locomotive and a plurality of carriages, each of the locomotives and carriages has a guide rail electric train line connector and a rear end electric train line connector for interconnecting at least one control line with an adjacent locomotive or carriage and forming an EP train line, each carriage has an electro-pneumatic brake controlled by an EP controller in the locomotive on the EP train line, the driver's end connector the locomotive extends from a junction box at the guide end of the locomotive, and is also characterized in that it comprises: a terminating connector of the guide end in each locomotive; an EP train line termination circuit in each terminating connector of the locomotive; guide end, and the guide end connector of a guide locomotive is connected to the terminator connector of the guide end of the locomotive gu

Description

TERMINATION OF POWER TRAIN LINE AND COMMUNICATIONS IN LOADING TRAIN EQUIPPED WITH ECTRONO-PNEUMATIC BRAKE Background and brief description of the invention The present invention is concerned in general with electric trains and more specifically with a termination for a train line (cable that it extends throughout the length of each train vehicle and is provided with couplers to maintain electrical conductivity between the power and communication vehicles for electro-pneumatic brakes. The locomotive in freight trains, includes, in general, pneumatic connectors also as electric. The locomotives include electric and pneumatic couplers of the front end and the rear end. When one or more locomotives are used in a combination, the adjacent couplers are connected. Thus, the front coupler of the front locomotive and the rear coupler of the last locomotive are not coupled. Inactive covers or couplers are provided for the electrical coupler to protect them from debris and the environment. In a freight train there has historically been no electrical connection to the cars that are part of the train. There have only been pneumatic connections. With the incorporation of electro-pneumatic brakes in the cargo train industry, an electrical connection is provided.

REF: 30777 electro-pneumatic brake control line through the locomotives and each of the freight train cars. Each of the locomotives and trolleys includes a front and rear electro-pneumatic cable connector. It carries control signals, as well as energy or power throughout the train, which includes locomotives and cars. In the present design, in consideration for the industry, a two wire system, carries 230 VDC signals and communication signals. While the rear connector of the last locomotive is connected to the front connector of the first carriage in the train, the front connector of the front locomotive is still exposed. In the prior art, the last car in the freight car train has a train end or end device. With the advent of the train line (cable that extends along the entire length of each train vehicle and is provided with couplers to maintain electrical conductivity between the vehicles) electropneumatic, the train end device is connected to the rear connector of the train. last car The end of train device includes a line termination circuit. For maximum communication performance, train line communication must also have a leading end termination. Since trains usually have more than one locomotive, a system must be devised to determine the front end of the train and provide termination. The termination circuits must not be active in the rear locomotives. An example of an electro-pneumatic train brake system is described in the U.S. patent ,673,876, issued to Lumbis et al. This consists of an automatic electric train line with safety interlock.

This patent is incorporated herein by reference. The present invention includes a leading end termination connector in each locomotive and an EP line termination circuit in the leading end terminator connector. The front end connector of a locomotive not connected to an adjacent locomotive is connected to the front end termination connector. This provides protection for the non-connected front end connector as well as provides an appropriate electrical termination in the EP line. Where the train includes a combination of a plurality of locomotives, the train line connector of the forward end of the first locomotive is connected to the terminator connector of the front end of the first locomotive. The termination circuit is an impedance matching circuit. Where the electropneumatic line EP is an alternating current (AC) line, the termination circuit consists of an alternating current impedance matching circuit. An end of train device is also connected to the train line connector of the front end of a car not connected to an adjacent car. The end of train device is a portable device and includes an impedance matching circuit. The electro-pneumatic train line (EP) includes at least two conductors carrying power and control signals. The train line connectors extend from a junction box and the terminator connector is connected to the junction box of the front end train line connector. A firing device is connected to the termination connector to the connection box of the front end connector. Other objects, advantages and new features of the present invention will be 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 block diagram of an electropneumatic train that includes a plurality of locomotives and carriages of the prior art. Figure 2 is a perspective view of a front end of a locomotive incorporating the termination device of the present invention.

Figure 3 is an exploded perspective view of a portion of Figure 2. Figure 4 is a plan view of the termination device according to the present invention. Figure 5 is an electrical diagram of the termination circuit incorporating the principles of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A train consisting of a plurality of locomotives Ll and L2 and a plurality of carriages Cl-CN is illustrated in figure 1. A train line 10 (cable extending the entire length of each vehicle of the train and is provided with couplers to maintain electrical conductivity between the vehicles) electro-pneumatics runs throughout the train and are interconnected by LC front end connectors and TC rear end connectors in each of the locomotives and cars. The electro-pneumatic controller 12 is shown in the front locomotive Ll. Each of the locomotives and wagons includes an EPB 14 electropneumatic brake. It should be noted that each of the locomotives would include an electro-pneumatic controller 12 with only the front or main locomotive being active and the other electro-pneumatic controllers of the locomotive inactive.

The train line 10 preferably consists of a pair of power lines, but can include other signal lines. The train line provides communication on the power lines, but the power and communication lines can be separated on the train line 10. Also, the train lines can consist of a specialized EP electro-pneumatic train line or can be part of the train line. the normal wire locomotive train lines 27. Where the electro-pneumatic train line 10 transmits control signals also as power, the control signal is provided as an AC alternating current signal in a pair of lines with the power. An example of a prior art system is described in the aforementioned patent 5,673,876 which is incorporated herein by reference. This is just one example of the electro-pneumatic brake systems that can be used. As shown in Figure 1, the rear end connector CTCN of the last carriage CN is connected to a train end device 16. The end of train device includes a termination circuit. A typical example of a termination circuit as illustrated in Figure 5 includes a capacitor 50 and a resistor 52 connected in series. This is an appropriate termination for an AC cable as illustrated in Figure 5. The TC rear connectors are connected to the LC front connectors of the adjacent locomotive or carriage. The front connector LLC1 of the front locomotive Ll is not connected since there is no adjacent carriage. The termination system of the present invention is illustrated in Figures 2 and 3. A cable 20 at the front end of the locomotive Ll is connected to a junction box 22. The existing junction box 22 consists of a cable 23 of the connector front end with a connector 26. A firing device 28 extends between the closed hook 30 connected to the junction box 22 or body of the locomotive and the connector 26. They are also connected to the front end of the locomotive Ll pneumatic lines 32 and power line connectors (not shown). The front end electrical connectors are connected to inactive connectors to protect them from the environment and debris. The junction box 22 may consist of a standard junction box or may include a current detector, identification of the trolley or other information as described in the North American patent 08 / 689,813, presented on August 14, 1996. As illustrated in Figures 3 and 4, the terminator connector 40 of the front end is connected by means of the pulling device or chains 42 to the hook fastener 44 secured to the junction box 22 or locomotive body at the front end of each locomotive. The front end termination connector 40 includes an electrical termination circuit, for example that of Figure 5, for electrically terminating the line. Also, it engages the front end connector 26 to cover the exposed connector and protect it from the environment and debris. It should be noted that the termination of the circuit may be that which is appropriate for the electro-pneumatic train line. With future developments of electro-pneumatic brakes on trains, the front and rear end connectors can be developed as automatic connectors. If this is the case, then the front end termination connector 40 would be secured close to the automatic connection of the front end connector and inserted directly into the rigid structure of the connector. 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 not to be construed as limitation. The spirit and scope of the present invention will be limited only by the terms of the appended claims. It is noted that, in relation to this date, the best method known by the applicant to carry out the aforementioned invention, is the conventional one for the manufacture of the objects to which it refers.

Claims (11)

1. Claims Having described the invention as above, the content of the following claims is claimed as property: 1. A train that includes at least one locomotive and a plurality of carriages, the locomotive and the carriages have an electric train line connector. front end and at the rear end to interconnect at least one control line to an adjacent locomotive or car and form an electropneumatic line (EP), each car has an electro-pneumatic brake controlled by an electro-pneumatic (EP) controller on the locomotive on the electro-pneumatic line (EP) and characterized in that it also comprises: a terminating connector of the front end in each locomotive; an electro-pneumatic line termination circuit (EP) in the front end termination connector; and the front end connector of a locomotive not connected to an adjacent locomotive is connected to the terminating connector of the front end. A train according to claim 1, characterized in that the train includes a plurality of locomotives interconnected by the train line connectors to form a combination having a first and a last locomotive and the train line connector of the front end of the first locomotive is connected to the terminator connector of the front end of the first locomotive. A train according to claim 1, characterized in that the train line connector extends from a junction box and the terminator connector is connected to the junction box of the front end cable line connector. 4. A train according to claim 3, characterized in that it includes a pulling device that connects the termination connector to the junction box of the front end train line connector. A train according to claim 1, characterized in that the train line connectors extend from a junction box and the termination connector is connected to the locomotive adjacent to the junction box of the end train line connector. Forward. 6. A train according to claim 1, characterized in that the termination circuit is an impedance matching circuit. 7. A train according to claim 1, characterized in that the termination circuit is an alternating current impedance (AC) adaptation circuit. 8. A train according to claim 1, characterized in that it includes a train end termination device connected to the train line connector of the rear end of a carriage not connected to an adjacent carriage. 9. A train according to claim 8, characterized in that the train end termination device is portable. 10. A train according to claim 8, characterized in that the train end termination device includes an impedance matching circuit. A train according to claim 1, characterized in that the electro-pneumatic train line (EP) includes at least two conductors carrying control and energy signals.