MXPA99008698A - Method for controlling emergency brake applications for bidirectional devices of train tail, using electronic equipment existing from air brakes comprim - Google Patents

Abstract

The present invention relates to a method for coordinating the operation of a bi-directional train tail (EOT) system, of a train with brake equipment in a train locomotive, to control the application of the brakes on the train in an emergency , the method includes the steps of: (a) inspecting the train in search of emergency signs, using the brake equipment of the locomotive, (b) if the emergency has occurred, determine if the emergency is due to train disunity (c) if the emergency was caused by train disengagement, wait a pre-set period of time before having the locomotive brake equipment order the bi-directional EOT system to initiate an emergency braking application from a rear of the train, and; (d) if the emergency was caused by something other than train disunity, wait for an alternate period of time before having the brake equipment of the locomotive order the bidirectional EOT system that in icie the emergency application of the brakes on the back of the tr

Description

FITTING TO CONTROL EMERGENCY BRAKE APPLICATIONS FOR BIDIRECTIONAL DEVICES OF 'CO OF TRAIN, USING ELECTRONIC EQUIPMENT EXISTING FROM COMPRESSED AIR BRAKES FIELD OF THE INVENTION The invention relates in general to bidirectional systems of train tail radiotelemetry (EOT, for BUS acronyms), used in the automotive industry. railroad More particularly, the invention relates to a new method by which the electronic compressed air brake equipment of a freight train can be used with a bidirectional radio-telemetry system of EOT, to control the application of the brakes in a train cargo in an emergency BACKGROUND OF THE INVENTION The following background information is provided to help the reader understand the disorder General in which the invention will typically be used. The terms used herein are not intended as limited interpretations, unless specifically indicated otherwise in this document. As shown in Figure 1, a typical freight train 1 includes one or more locomotives 2, a plurality of P17Í2 / 98MX ' , pneumatic railways that include a main tank equalization tube (MRE), an independent release and application tube (IAR for its * 4 ~ - ^ l- acronyms in English) and an actuator tube. Within a 5 set of locomotives (that is, two or more locomotives * connected together), the MRE drive and IAR tubes of each locomotive are connected to the MRE drive and IAR tubes of the adjacent locomotives. The locomotive houses the electronic equipment of air brakes compressed, such as the brake control systems type EPIC 3102 or EPIC II, produced by the Westinghouse Air Brake Company (WABCO). As shown in Figure 1, this equipment typically includes a station unit 20 ..i of the cab, a brake control computer 30, a pneumatic operation unit 40 (POU), a locomotive engine unit (LIU) 45. Through a relay bank of With input, the LIU carries several input signals to the brake control computer 30. Through a bank With 20 relay output in the LIU, the computer 30 can provide several output signals to another equipment in the locomotive. The cab station unit 20 houses the automatic and independent brake handles 21 and 22, and generates several signals that include those that represent P1702 / 98MX * * c 1 v the positions of the brake handles 21 and 22. These signals are transported to the brake control computer 30. Based on the inputs it receives and the logic elements that dictate its operation, the brake control computer 30 controls the complete operation of the 'li brakes. According to the received orders, which include those of the brake control computer 30, the POU 40 assumes the pressure in the IAR and the brake pipes, as well as in the other pneumatic railway lines and controls this way the brakes on the train. The POU 40 presents a pneumatic laminated product Zg to which the brake control computer 30 is mounted and f various portions of pneumatic and electro-pneumatic operation. Through a number of holes and internal passages, the. The pneumatic laminated product interconnects these operating portions with each other and with branching pipes that convey air to or from the drive tube, the MRE pipe and the IAR pipe, the brake pipe, the brake cylinder and / or several storage tanks. as the • 4 20 equalization deposit in the locomotive. Among the various > devices mounted to the pneumatic laminate product are the application and independent release portion (IAR), .0 the control portion of the brake cylinder (BC), and the control portion of the brake tube (BP). As suggested previously, it is mainly the control computer 30 P1702 / 98MX ion cough of two such that of a rte de se gón el los nes de la rse in those of eno automatic brake, the level of pressure within the brake pipe 4 determines whether the brake control valve 12 in each car will load its tanks 9/10 or will distribute previously stored pressurized air in one or both of its 5 tanks 9/10 to the brake cylinders 11. By changing its pressure level using the automatic brake handle, the brake pipe 4 is used to transport the release, service and emergency brake commands to the pneumatic brake equipment in each car 3 on the train. When the automatic brake handle is moved to its release position, the brake control computer 30 instructs the control portion of BP to increase the portion within the equalization tank and thus the brake tube 4. The tube of MRE in the locomotive is used to charge the brake pipe 4 at a maximum, normal operating pressure, via the control portion of BP. In response to this release brake order that is, when the brake pipe pressure is restored to the maximum pressure set by the operator, the service portion of each brake control valve 12 not only loads its two reservoirs 9/10 with the pressurized air it receives from the brake tube 4 but also unburdens its brake cylinders 11 to the atmosphere, thereby causing them to be released the brakes on the car. The control portion of BC in the locomotive also responds pneumatically to the P1702 / 98MX increase in the pressure of the brake pipe when the air is released from the brake cylinders in the locomotive. The movement of the automatic brake handle to its release position also causes the brake control computer to electrically command the solenoid valves of the control portion BC to depressurize the brake cylinders of the locomotive. The control portion of BC releases In this way the brake of the locomotive responds as much pneumatically to the increase in the pressure of the tube of "(10) Brake as electrically, at the brake release commands, electrical, emitted by the brake control computer 30. When the automatic brake handle 21 is moved to the service area, the control computer 30 Sh 9 15 brake commands the BP control portion to reduce the pressure inside the equalization tank and thus the brake pipe 4, although in a manner corresponding to You the position of the handle. In response to this service brake command (ie, when the pressure is reduced of the brake pipe at a service ratio), the service portion 13 of each brake control valve 12 supplies air from only one of its two tanks 9 to its »-r brake cylinders 11 to apply the brakes on the car. How much of the brake pipe pressure is reduced, and this -, jí * 25 way the magnitude of the application of the service brake, J. P1702 / 98MX -4 f • p -Jff depend on how much the automatic brake handle 21 moves to the full service position. Meanwhile, the pressure transducers provide electrical signals indicative of the current pressures in the equalizing reservoir and the brake tube 4 to the brake control computer 30. Based in part on these signals, the brake control computer 30 then orders the control portion of BC in the • * r fc locomotive 2 direct air from the main tank to - ** 10 the brake cylinders of the locomotive, to apply the locomotive's brakes. When the automatic brake handle 21 moves to the emergency position, the brake control computer 30 commands the control portion of BP to reduce * 15 the pressure in the brake pipe 4 in the aforesaid manner. In addition, the brake equipment energizes two "- • • magnetic emergency valves located in the control portion of BP A magnetic emergency valve is energized by the brake control computer 30 that the other emergency magnetic valve is energized directly by a microswitch that closes when ^, * • ír moves the automatic brake handle 21 to its emergency position. Through these two emergency magnetic valves, the BP control portion drains the tube from brake 4 to the atmosphere at an emergency rate via P1702 / 98MX & * ? emergency escape hatch. In response to this emergency brake. The emergency positions 13/14 of each control valve 12 supply air from both tanks 9/10 to the brake units 11 to fully apply the brakes. The emergency portion 14 in each brake valve 12 also serves to propagate the order or emergency along the brake tube 4 to quickly r its portion of the brake tube 4a to the ra. This accelerates the budget of the cylinders or 11 in each car 13 and reduces in this way -the way the train needs to stop. The role portion of BC in the locomotive 2 also responds to this precipitate in the pressure of the brake pipe to the air from the main tank to the cylinders not of the locomotive, thus applying between the brakes of the locomotive. Another way to apply the brakes of the rail train is by using a dual valve referred to as the valve 23 of the driver n referred to as the auxiliary valve) when moving the valve of this valve to the open position (ie, cia) , the driver's valve not only drains the fr-ene in the atmosphere at the speed or proportion, but also allows the air from the The main reservoir of the locomotive flows to, and thus closes, a pressure switch: emergency (EMPS). When closed, the EMPS provides battery voltage to one of the input relays of the LIU 45. It is through this EMPS input relay that the LIU signals the brake control computer 30 that the emergency was initiated by the operator of the train, or by another person located in the same compartment as the operator, in • "f time of separate train braking as described '10 later. The dependent brake handle 22 can be moved from and between a release portion at one end to a full application position at the other end. The interval that covers a single point, close to the position of release to and including the full application position, referred to as the application area. When the handle is moved to the release position, the brake control computer 30 responds to commands from the IAR control portion of the POU 40 to vent the air from the "i? 20 IAR tube." The BC control portion of the POU 40 responds pneumatically to this loss in IAR tube pressure by venting the air from the brake cylinders of the locomotive, thereby releasing the brakes. - * of the locomotive. Conversely, when the handle 22 is -4. 25 moves to the application area, the computer 30 of P1702 / 98MX brake control responds to the order of the IAR portion to increase the pressure in the IAR tube. How much the IAR tube pressure increases depends on how much the handle 22 is placed in the application area. 5 Responding pneumatically to the resulting increase in the pressure of the IAR tube, the BC control portion directs the air to the cylinders of brake of the locomotive, thus applying the brakes of the locomotive. The pressure in the IAR tube and the brake cylinders of '! The locomotive is reduced in this manner and is increased in proportion to the position of the brake handle 22, $ -. dependent . The BC control portion also controls the * 1- pressure in the brake cylinders of the locomotive in response to the pressure transported by the brake hose as indicated above. A well-known way in the industry, the BC control portion can also control the pressure on the brake cylinders of the locomotive in response to the generated electrical commands by the movement of the brake handles 21 and 22. Another position in which the independent brake handle 22 can be moved in the driving position, also known as the emptying position. When you lean towards a casting position the independent brake handle 22 makes the computer P17Q2 / 98MX 30 brake control command the IAR control portion to load the drive tube. Once the pressure in the drive tube increases above a preset level, the brake control computer 30 responds to the ordering of the BC control portion to release the brake cylinder pressure from the locomotive. The brake control computer 30 will continue to allow the pressure to fall while the handle 22 is held in the emptying position. The handle can be left to move (ie, return to its non-tilted position) out of its empty position at any ' moment. Then, depending on the position currently occupied by the handle 22 or to which it is rotated in its range of motion, the control computer 30 The brake will command the BC control portion to maintain the brake cylinders of the locomotive at any pressure that currently holds them or increases their pressure to the desired level. It is in this way that the independent brake handle 2 can also be used to empty the brakes of the locomotive (s) while the brakes of the wagons remain applied. In each car and locomotive, each brake cylinder converts the pressurized air it receives from its corresponding brake control valve, into force mechanics. From the brake cylinder this force is transmitted J by mechanical link (not shown) to the brake shoes (not shown), causing the brake shoes to be pushed against the wheels of the railway vehicle and thereby decrease or stop the rotation of the same. The magnitude of the braking force applied to the wheels is directly proportional to the pressure accumulated in the brake cylinders 11. The orders transported along the brake pipe 4 to the pneumatic brake equipment in each car 3, are those of this way they determine if apply the automatic brake and to what extent the brakes of the load train 1 will be applied. A loading train 1 can also be applied with a bi-directional train-tail radiotelemetry (EOT) system, such as the EOT TRAINLINK® II system designed and - "i 15 manufactured by WABCO, developed under the auspices of the American Association of Railroads (AAR), bidirectional EOT systems typically have a locomotive control unit (LCU), 51 in the guide locomotive 2 and an EOT unit, 55 connected to the tube brake typically on the last car on the train. Also referred to as a train front unit (HOT), the LCU is mounted to the operator's console of the train at locomotive 22. By radio signals, the EOT 55 unit transmits to the HOT 51 unit the data corresponding to the pressure P1702 / 98MX in the brake pipe and the movement of the last car. To achieve this, the EOT 55 unit includes a pressure transducer to inspect the brake tube pressure, a motion sensor to sense the movement of the last - * • '5 wagon, a microprocessor unit to control the complete operation of these components and a transceiver (ie, a transmitter and receiver in combination) that the microprocessor unit uses to transmit this data from the last wagon. The HOT 51 unit includes a screen First, a transceiver to receive the transmissions from the EOT unit and a microprocessor unit. Controlled by this microprocessor unit, the H T screen is used to visually transport the data of the -4. Last car to the train operator. Also, in response to an emergency order transmitted by the EOT 55 unit, the HOT 51 unit will also visually show that there is an emergency condition on the back of the train. The EOT unit is typically configured so that the emergency condition represents a sudden loss of brake hose pressure or a fall in brake tube pressure below a preset level. For a freight train not equipped with an EOT bidirectional system, the application of the emergency brake starts at the locomotive and proceeds along the length of the brake to the last car. For a long freight train, P17Q2 / 98MX The reduction in pressure in the brake pipe 4 from the front of the train can be completely laborious. (NOTE: an emergency application is started at a speed that is much faster than a service application.) As the brake control valves in each car are released locally, the maximum speed at which the propagation reduction could reach, theoretically, the speed of sound is usually slower than, however, say, the interval of 900 fps, consequently, for a train a mile long, the type of propagation will be more in the range of ten In contrast, a service application can take more than a minute to reach the last car, hence the need and development of the WABCO TRAINLINK® system (described later). brake pipe 4 or if one of the angled safety devices 5 is left closed, the pneumatic brake equipment in wagons 3 beyond the restriction can not receive the emergency brake order necessary to apply the brakes in an emergency. It is for this reason that the HOT 51 unit is equipped with an emergency lever switch and the EOT 55- unit is equipped with an emergency brake valve. By activating this switch in an emergency, the train operator can cause the 51 HOT unit to transmit a signal Emergency Brake Radio P1702 / 98MX to the EOT 55 unit. By its microprocessor unit, the EOT unit responds to this emergency signal by ordering its emergency brake valve to reduce, at an emergency speed, the pressure in the brake tube from the rear of the train. Combined with the emergency reduction in brake tube pressure initiated from the front of the train using the brake equipment in locomotive 2, the bi-directional EOT system allows the car's brakes to be applied more quickly in an emergency. The 51 HOT unit also has a complementary screen through which additional information is visually transported to the train operator, such as the data related to the EOT armed system and the verification of the communications between the HOT and EOT units. When the brake tube 4 of a freight train is used to transport the service brake commands as well as the emergency brake commands to the wagons, a freight train can be equipped with an EOT radio telemetry system, more advanced, such as TRAINLINK® ES system. In addition to the HOT and EOT bidirectional units, the TRAINLINK® ES system has a service interface unit (SIU) 52 that connects between the serial port of the HOT unit and the brake pipe 4 in the locomotive 2. The SIU maintains the P1702 / 98MX microprocessor of the HOT unit constantly informed of the level of pressure inside the brake tube on the front of the train. This allows the HOT unit to automatically start a service brake application in the last car simultaneously with the service reduction in brake tube operation initiated from the locomotive. Specifically, the 51 HOT unit in the locomotive automatically transmits a service brake radio signal to the EOT 55 unit when it detects a reduction in service in the brake pipe pressure via SIU 52. For its microprocessor unit, the EOT unit 55 in this type system TRAINLINK® ES responds to the service brake unit by ordering its brake valve to reduce the pressure of the brake pipe from the last car at the same service speed as that ordered by the brake equipment of the locomotive on the front of the train. A service application of the brakes can be done much faster in a train equipped with an EOT system type TRAINLINK® ES or similar. By using the SIU 52 of the HOT 51 unit it can also automatically transmit an emergency brake signal when an emergency reduction in the brake pipe pressure has been initiated from the locomotive. The emergency lever switch on the HOT 51 unit can also be used to manually transmit the brake signal from P1702 / 98MX emergency. From the above, it is evident that there are several situations that will force a train operator to activate the emergency brake application feature of the EOT system. An example would be a lack of braking effort caused by an obstruction in the brake pipe between the guide locomotive 2 and one of the wagons 3 (for example, one or more locks at left angles closed or another restriction in the brake pipe). This would prevent the emergency brake and service brake orders propagate along the brake pipe to the side V rear of the train. Another example would be a failure of the locomotive brake equipment that would prevent the application of the service and / or emergency brakes in the usual manner. By For whatever reason, the EOT emergency brake application feature is activated, It is still desirable that the brakes on each vehicle in the train be applied in the shortest possible time. Even during an emergency, the brakes still be operated in a manner that does not exceed brake equipment capabilities or violate applicable Federal Railroad Administration (FRA) regulations. It is well known that a freight train is subjected to the forces of shock (compressive) and traction (tension) during normal and emergency operation. The strengths blows are pretty strong when the train brakes are P1702 / 98MX - activate only from the front of the train, especially during an emergency. In addition, the activation of the brakes from the tail of the train via the EOT system, simultaneously with the emergency reduction in the 5 brake tube pressure initiated from the locomotive, -I can cause forces of both blow and traction that develop within the train. The intensity of these pulling forces depends on many factors such as the speed and length of the train, degree of travel of the track and the degree of traction power w * provided by the machines of the locomotive. An important part of the operation of a train "4i load includes the control of the forces of blow and traction that develop within the levels of «I 15 security. The minimization of striking forces is important since the damage to the wagons and their loading can occur if the striking forces on the train are not f. keeps below critical levels. The prevention of excessive tensile forces is a priority because a train could break imaginable in two, if the traction forces of the train become too strong. Although the separated rear part of a disjointed train would eventually stop because its brake pipe opens to the atmosphere, the rear end would collide against the front of the train. If the back ? A separate one would actually be caught and collide with the front part, this depends on many factors such as the speed and length of the two parts of the track side of the track and how the control locomotive is operated. For example, the independent brake handle 22 could be used to empty the brakes of the locomotive, or the tensile stress provided by the locomotive machines could be increased. These actions, taken together or individually, would reduce the likelihood of a coalition. The railway industry has traditionally treated electronic compressed air brake equipment in the locomotive and the EOT radiotelemetry systems as separate pieces of equipment.

Consequently, the functions of these two systems have been left largely uncoordinated with respect to emergency test applications. In TRAINLINK® ES EOT systems, an emergency reduction in the brake hose pressure made by the rear of the train could only be started manually via the • -? lever switch on the HOT 51 unit. In EOT systems, type TRAINLINK® ES, the emergency brake application feature can be activated automatically via the HOT unit but only at the SIU 52 which first detects an emergency reduction in pressure P1702 / 98MX of the brake pipe made from the locomotive 2. Before the invention presented in this document, no system or method would have been proposed to coordinate the actions of the compressed air brake equipment of the locomotive and the bidirectional EOT systems, with the objective of minimizing the forces of blow and traction found inside a train. '4' OBJECTIVES OF THE INVENTION 10 Therefore, it is a main object of the invention to provide a method for coordinating the actions of electronic compressed air brake equipment in the locomotive with the radio telemetry system of EOT in a freight train. to make sure that the brakes of the freight train are applied more safely during an emergency, which is possible with the methods of the prior art. In addition to the objectives and advantages listed • - »previously, they will become easily apparent to Those skilled in the art have several different objects and advantages of the invention, from a reading of the detailed description section of this document. The other objectives and advantages will become particularly apparent when the detailed description is considered together with the following drawings and claims. ? * P1702 / 98MX SUMMARY OF THE INVENTION In a presently preferred embodiment, the invention provides a method for coordinating the actions of a bi-directional train tail (EOT) system in a train, with the brake equipment in a train locomotive during a emergency. This method allows the train brakes to be applied during an emergency in a manner that minimizes the forces of blow and traction produced within the train. The method includes the steps of: (1) inspecting the train for signs of an emergency when using the locomotive's brake equipment; (2) determine, if an emergency has occurred, if the emergency is due to train disunity; (3) wait for a preset period of time, if the emergency was caused by train disunity, before having the brake equipment of the locomotive order the bi-directional EOT system, start an emergency application of the brakes from a rear of the train; and (4) wait for an alternate period of time, if the emergency was made by something other than train disunity, before having the locomotive brake equipment order the EOT bi-directional system to initiate the brake emergency application from the back of the train.

P1702 / 98MX BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 illustrates a freight train equipped with an electronic compressed air brake system and a bidirectional radiotelemetry, train tail (EOT) system. Figure 2 illustrates the brake tube of a cargo wagon and the pneumatic brake equipment to which it is connected. Figure 3 is a block diagram of the steps of the method according to the invention.

DETAILED DESCRIPTION OF THE INVENTION Before describing the invention in detail, it is pointed out to the reader that, for the sake of clarity and ease of understanding, the invention is described in the following text as if it were carried out by the type of equipment of the art. above mentioned in the antecedent section of this document. Although described in this particular context, it should be apparent from a reading of this document that the invention can be carried out using the type of brake control of EOT systems developed by companies other than the Westinghouse Air. Brake Company (WABCO). The invention is presented in this context so as not to limit the scope of the claims set out below, but only to simplify the description and, consequently, the P1702 / 98 X understanding of the invention. In particular, the method of the invention is described as being implemented in a brake control system type EPIC ©, and an EOT radiotelemetry system type TRAINLINK®. The invention mainly involves the brake control computer 30 of the EPIC © brake control system and the HOT 51 unit of the EOT system, TRAINLINK®. The invention can be carried out by making certain modifications to the physical equipment of both systems and by adding algorithms that incorporate the following method steps in the programming code of the brake control computer 30. Referring now to the invention, Figure 3 illustrates the essential steps for a method for coordinating the actions of the brake control system in the locomotive with the bi-directional train EOT system. The steps of the method are basically as follows. First, using the locomotive brake equipment, the train is inspected for emergency signals. Second, if an emergency has occurred, it must be determined if the emergency is due to train disunity. Third, if the emergency was caused by train disunity, the method requires waiting for a pre-established period of time. Once the pre-set time has ended, the locomotive brake equipment is used to order the system P1702 / 98MX bidirectional EOT start an emergency application of the brakes from the rear of the train. Fourth, if the emergency results from a cause other than the braking separation of the train, the method requires waiting for an alternative period of time. Once the alternative time has been expected, the locomotive equipment is used to order the bi-directional EOT system, start the emergency application of the brakes from the rear of the train. With reference to the first and second steps of the invention, the brake control computer 30 of the EPIC © type brake control system can be used to inspect the brake equipment of the locomotive for most emergency signs. Many operating parameters can be taken into account when determining if an emergency has occurred. The exact number in combination of the input parameters will depend on the particular demands of the railway operation authority for whom the invention is provided. Operating according to the algorithms incorporated in its programming code, the brake control computer 30 can determine, in the presence or absence of these inputs, whether an emergency has indeed occurred, and if so, whether it was done by the disunion of the train. For example, the computer 30 can be used to inspect, essentially P1702 / 98MX simultaneous, the automatic brake handle 21, the EPMS input relay of the LIU 45 and various other known components or subsystems of the locomotive brake equipment. The positioning of the automatic brake handle 21 in the emergency position is, of course, an indication that the train operator initiated the emergency instead of train disengagement. Similarly, the battery signal supplied from the EMPS input relay of the LIU also indicates that the emergency was initiated by the train operator (or by another person located in the same compartment as the operator) but, in this case , from the valve 23 of the driver. It is well known that the brake control computer uses certain transducers to inspect the pressure within the various pneumatic railway lines and deposits in the locomotive. The brake pipe transducer provides a signal indicative of the pressure inside the brake pipe and another transducer similarly inspects the pressure inside the equalization tank. It is assumed that, for example, the brake control computer 30 of one or more transducers receives the signal (s) indicating that the pressure of the brake pipe is falling at an emergency speed. It is further assumed that the computer reads that (i) the automatic brake handle 21 has not been placed in the emergency position and (ii) is not P1702 / 98MX receive battery signals from the LIU EMPS input relay. Operating according to the new algorithms in its programming code, the brake control computer 30 can determine from this particular combination of inputs that there is actually an emergency and that it was caused by train disunity or by another serious problem also manifested at a very high speed of leakage of the brake pipe. Alternatively, it is assumed that the brake control computer 30 reads either (i) that the automatic brake handle 21 has been placed in the emergency position or (ii) that the battery signal was received from the brake input relay. EPMS of LIU 45 or both. From this particular set of inputs, the brake control computer 30 will determine what has happened in the emergency, but that it was manually initiated in the locomotive (s) by the train operator or by another person located in the same compartment as the operator. The third and fourth steps of the invention require modifications to the physical equipment of both the brake control system and the radio telemetry system of EOT. It was noted in the background section of this document that the LIU 45 has a bank of output relays by which the brake control computer 30 can provide various signaling signals.

P1702 / 98MX output has another compartment in the locomotive. One of these output relays or a new relay together, hereinafter referred to as the HOT output relay, can be wired into a new circuit containing the brake control computer 30 and the HOT unit 51. Specifically, the HOT output relay could be wired so that its contacts are in a parallel circuit relationship the contacts of the emergency lever sh of the HOT 51 unit, and its energizable spiral by the brake control computer 30 By energizing the coil and thus closing the contacts of the HOT output relay, the brake control computer can command the HOT unit 51 to transmit an emergency brake signal to the HOT 55 unit located on or near the back of the train. Despite being modified in this way, the HOT unit will still be able to perform all the functions previously assigned to it by the prior art. Specifically, the emergency lever sh on the HOT unit 51 can still be used to manually transmit the emergency brake signal. Likewise, for an EOT system, TRAINLINK® ES type, the HOT unit 51 will still be able to automatically transmit the emergency brake signal in response to an emergency reduction in the brake tube pressure detected by the P1702 / 98MX SIU 52 in locomotive 2. Despite how the HOT unit is commanded to transmit the emergency brake signal, the EOT 55 unit will of course still respond to this emergency brake signal when ordering its brake valve of emergency reduce, at an emergency speed, the pressure in the brake hose at the rear of the train. reference to the third step of the invention, when it is detected that the train has been disconnected, the brake control computer 30 energizes the spiral of the HOT output relay after the preset time period has expired. To reduce the likelihood that the rear reaches and collides the front of the train, the pre-established period of time is preferably set to 0 seconds. Given this preferred zero seconds relay, the brake control control computer 30 will close the contacts of the HOT output relay as soon as it is detected that the train has been separated. The 51 HOT unit will then respond immediately to the closure of the contacts when transmitting the emergency brake signal. The goal is to make this third method step then it will be achieved ie the EOT unit will have been ordered to activate. The EOT 51 responds to the emergency brake signal by ordering your emergency brake valve to reduce, at an emergency rate or rate, the brake pipe pressure P1702 / 98MX from the back of the train. Combined the high speed of the brake tube leak at the point from which the rear part separates, the reduction is in the pressure made by the EOT 55 unit allows the rear brakes to be applied even more quickly during this emergency. respect to the fourth step of the invention, when it is detected that the emergency has resulted from a cause other than train separation, the brake control computer 30 will command the HOT unit 51 to transmit the emergency brake signal until The alternative period of time has ended. Operating according to the algorithms added to its programming code, the brake control computer 30 can be used to calculate how long this delay should last based on the operating parameters of the train. For example, if it is determined that the emergency was caused by the automatic brake handle 21 which is placed in the emergency opposition, an alternative time period of seven (7) seconds could be imposed. Assuming this delay, the emergency reduction in pressure initiated from the locomotive 2 has 7 seconds to propagate along the brake pipe 4 towards the rear of the train before the brake control computer 30 orders the unit 51 of HOT transmit the brake signal of P1702 / 98MX emergency. By waiting for the alterative time period before using the EOT unit 55 to initiate the application of the brakes on the rear, the brakes of the vehicles on the front would begin to be applied first, thus tending to minimize the tensile forces. Experienced by the vehicles on the train. By co-ordinating the actions of the computer 30 the 51 HOT unit in this manner, the train brakes are allowed to be applied more safely during this emergency, with respect to what is possible with the prior art methods. The duration of the pre-established and alternative time periods will depend on the specific braking equipment used by the operating authority of the train for whom the invention is provided and the operating philosophy of that authority. For emergencies caused by train disunity, a delay of zero seconds will probably be preferred. This further reduces the likelihood of a coalition between the front and rear, separated from the train. For other emergencies, the brake control computer 30 is preferably programmed to select the time delay according to the specific type of emergency that occurs. Other factors can also be taken into account in determining the time period Alternative PI702 / 98MX, such as the length and speed of the train, degree of travel of the track on which the train is traveling, if the independent brake handle 21 is in the emptying position and the degree of traction power provided by the locomotive. For freight trains, the alternative time period will typically be less than the preset time period and will fall in the range of zero to ten seconds. From the foregoing, it should be apparent that this method can be incorporated into various combinations of the locomotive brake equipment and the EOT radiotelemetry systems. This includes the EPIC © 3102 and EPIC © II brake control systems, and the EOT type and TRAINLINK® II and TRAINLINK® Es systems, developed by WABCO. The method could be incorporated into these combinations either alone or in conjunction with the equipment provided by train locomotive builders such as the integrated cabin electronic components (ICE) system developed by the General Motors Corporation or the integrated control and function system (IFC) produced by the General Electric Corporation. By way of illustration, the method could alternatively be implemented using the cabin control computer of the cabin station unit 20 P1702 / 98 X (shown in Figure 1) together with the external computer of the ICE or IFC systems. As is well known in the railroad industry, the outdoor computer interconnects with many of the various subsystems in the train, which include, in some locomotives, the HOT unit 51 of the EOT radio telemetry system. Accordingly, starting from the unit 20 of the car station alone, or in combination with the brake control computer 30, a serial communication link and the outside computer can be had to the 51 unit of HOT. Through this communication link, the HOT unit 51 could be ordered to transmit the emergency brake signal according to the method presented in this document. Of course, this would eliminate the need for the HOT output relay mentioned above. Having now described the basic steps of the invention, it is well within the capabilities of one skilled in the art of brake control to implement the method using the prior art equipment described above. The invention requires a relatively small modification to the physical equipment. The logic circuit incorporating the steps of the method can be encoded and incorporated into the computer programming code (for example, control brake computer 30) by which the invention would be mainly implemented.

P1702 / 98MX Regardless of how the invention is implemented, by coordinating the action of the locomotive brake equipment with the EOT system, the method allows the brakes to be applied during an emergency in a manner that minimizes striking forces and traction produced inside the train. Reducing the forces with which adjacent vehicles collide with each other (striking forces) means that damage is less likely to be caused by vehicles, the couplers that are connected and the load being transported. Reducing the force with which adjacent vehicles separated from each other (drag forces) means that the train is less likely to break and suffer damage to its couplers. The method presented herein allows the applied systems to apply the brakes, during an emergency, in a safe manner that would otherwise be possible using the methods of the prior art. The currently preferred embodiment for carrying out the invention has been set forth in detail in accordance with the law of patented. Those skilled in the art to which this invention pertains may, however, recognize several alternative ways to practice the invention without departing from the spirit and scope of the following claims. Those experts will also recognize that the above description is P1702 / 98MX is illustrative only and is not intended to limit any of the resulting claims to any narrow particular interpretation. Therefore, to promote the progress of science and useful techniques, I reserve the exclusive right over all matter boarded by the following claims, by means of a Patent Title, for the time of validity pre-established by the Patent Law.

P1702 / 98MX

Claims (19)

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 to coordinate the operation of a bidirectional train tail system (EOT) ), of a train with brake equipment in a train locomotive, to control the application of the brakes on the train in an emergency, the method comprises the steps of: (a) inspecting the train in search of emergency signs, using the brake equipment of the locomotive; (b) if the emergency has occurred, determine if the emergency is due to train disunity; (c) if the emergency was caused by train disengagement, wait for a preset period of time before having the locomotive brake equipment order the bi-directional EOT system to initiate an emergency braking application from a rear of the train, and; (d) if the emergency was caused by something other than train disunity, wait for an alternate period of time before having the brake equipment of the locomotive order the bidirectional EOT system to

   P1702 / 98MX start the emergency application of the brakes on the rear of the train.
2. 2. The method according to claim 1, wherein the preset time period is zero seconds.
3. 3. The method according to claim 1, wherein the alternative time period is in the range of zero to ten seconds.
4. 4. The method according to claim 1, wherein the preset time period is less than the alternative time period, the alternative time period is dependent on factors such as train speed and length, class of route of the route in which The train is traveling and the degree of traction power provided by the locomotive. The method according to claim 1, wherein the step of inspecting the train in search of emergency signs includes the sub-steps of: (a) inspecting whether an automatic brake handle has been placed in an emergency position; (b) inspecting whether a driver's valve is open or closed; and (c) inspecting a pressure transducer connected to a brake tube of the locomotive to see if the pressure in the locomotive is changing at a rate or rate indicative of the emergency.
5. P1702 / 98MX
6. 6. The method according to claim 1, wherein the preset time period is calculated based on the operating parameters of the brake equipment during the emergency. The method according to claim 1, wherein the alternative time period is calculated based on the operating parameters of the brake equipment during the emergency. 8. A method to coordinate the operation of the brake equipment in a train locomotive with a bi-directional train tail (EOT) system, to minimize the forces of blow and traction inside the train during an emergency, the brake equipment includes a computer that controls the operation of the brake equipment, the EOT system includes a HOT unit and a locomotive and an EOT unit connected to a brake tube in a train car, the method comprises the steps of: (a) using the computer to inspect the brake equipment of the locomotive in search of emergency signs; (b) if the emergency has occurred, determine if -the emergency is due to train disunity; (c) if the emergency was caused by train disunity, wait a pre-established period of time before using the computer to order the HOT unit to

   P1702 / 98MX transmits an emergency brake signal and thus order the EOT unit to reduce the brake tube pressure at an emergency speed to initiate an emergency application of the train brakes from the car; (d) if the emergency was caused by something other than train disunity, wait for an alternate period of time before having the computer order the HOT unit to transmit the emergency brake signal and order the unit in this way EOT that reduces the pressure in the brake pipe at the speed or emergency ratio, to start the emergency application of the car's brakes. 9. The method according to claim 8, wherein the wagon is the last carriage of the train. The method according to claim 8, wherein the preset time period is zero seconds. The method according to claim 8, wherein the alternative time period is in the range of zero to ten seconds. The method according to claim 8, wherein the preset time period is less than the alternative time period, the alternative time period is dependent on factors such as the train speed and length, the class of route of the track in which

   P1702 / 98MX is traveling the train and the degree of traction power provided by the locomotive. The method according to claim 8, wherein step (a) includes the substeps of: (a) inspecting whether an automatic brake handle has been placed in an emergency position; (b) inspecting whether a driver's valve is open or closed; and (c) inspecting a pressure transducer connected to the brake pipe of the locomotive to see if the pressure in it is changing at an indicative emergency speed. The method according to claim 8, wherein the computer calculates the preset time period based on the operating parameters of the brake equipment during the emergency. The method according to claim 8, wherein the computer calculates the alternative time period based on the operating parameters of the brake equipment during the emergency. 16. A method to coordinate the operation of the brake equipment in a train locomotive with a bi-directional train tail (EOT) system, during an emergency, the EOT system includes a HOT unit of the locomotive and an EOT unit connected to a brake tube in

   P1702 / 98MX a train car, the method comprises the steps of: (a) using a computer to inspect the brake equipment of the locomotive in search of emergency signs; (b) if the emergency has occurred, determine if the emergency is due to train disunity; (c) if the emergency was caused by train disunity, wait a pre-set period of time before using the computer to order the HOT unit to transmit an emergency brake signal and order the EOT unit to reduce the brake tube pressure at an emergency speed, to initiate an emergency application of the train brakes from the car; (d) if the emergency was caused by something other than train disunity, wait for an alternate period of time before having the computer command the HOT unit to transmit the emergency brake signal and thus order the EOT unit reduce the pressure in the brake hose to the emergency speed, to start the emergency application of the car's brakes. The method according to claim 16, wherein step (a) includes the substeps of: (a) inspecting if a brake handle

   Automatic P1702 / 98MX has been placed in an emergency position; (b) inspecting whether a driver's valve is open or closed; and (c) inspecting a pressure transducer connected to the brake pipe of the locomotive to see if the pressure in the locomotive is changing at a rate and rate indicative of the emergency. 18. The method according to claim 8, wherein the computer calculates the preset time period based on the operating parameters of the brake equipment during the emergency. The method according to claim 8, wherein the computer calculates the alternative time period based on the operating parameters of the brake equipment during the emergency.

   P1702 / 98MX