System, method, and computer readable media for adaptively determining a brake application level for signaling a remote locomotive of a train during a communication loss

Patent metadata

Field	Value
Publication number	US-9340195-B2
Application number	US-55463506-A
Country	US
Kind code	B2
Filing date	Oct 31, 2006
Priority date	Apr 18, 2006
Publication date	May 17, 2016
Grant date	May 17, 2016

Abstract

In a railroad train having a brake system including a fluid carrying brake pipe ( 14 ) having an exhaust ( 52 ) and connecting a lead locomotive ( 12 ) and at least one remote locomotive, the train further comprising a communication system ( 24 ) for communicating between the lead locomotive and the remote locomotive, a method for adaptively determining a brake application for signaling a remote locomotive of a train during a communication loss includes determining a brake system operating condition of the train ( 72 ). The method also includes determining an operability condition of the communication system ( 74 ) and identifying an operator commanded brake application level at the lead locomotive during a communication system inoperability condition ( 76 ). The method further includes determining a signaling brake application level sufficient for signaling the remote locomotive via the brake pipe responsive to the monitored brake system operating condition ( 78 ).

First claim

What is claimed is:

1. A method comprising:
determining an operating condition of a brake system of a distributed power train;
identifying an operator commanded brake application level at a lead locomotive of the train in response to a loss in communication between the lead locomotive and a remote locomotive of the train, wherein the loss in communication prevents braking commands from being communicated from the lead locomotive to the remote locomotive using a communication system of the train; and
automatically determining, at the lead locomotive, a signaling brake application level that is sufficient for signaling the remote locomotive via a brake pipe of the train to apply brakes of the remote locomotive when the operator commanded brake application level is insufficient for propagation of a signal over the brake pipe from the lead locomotive to the remote locomotive.

2. The method of claim 1 , further comprising automatically applying an additional amount of brake application when the signaling brake application level is more than the operator commanded brake application level.

3. The method of claim 1 , further comprising notifying an operator of the lead locomotive that an additional amount of brake application is needed when the signaling brake application level is more than the operator commanded brake application level.

4. The method of claim 1 , wherein determining the operating condition of the brake system comprises sensing at least one of a brake pipe fluid flow, a brake pipe fluid pressure, a fluid reservoir pressure, or a brake system exhaust flow.

5. The method of claim 1 , further comprising generating an emergency brake application level when the operator commanded brake application level is greater than about 16 pounds per square inch.

6. The method of claim 1 , further comprising generating an emergency brake application when less than about 90 seconds has elapsed since initiation of the operator commanded brake application level.

7. The method of claim 1 , further comprising, when the operator commanded brake application level indicates a brake application state, generating the signaling brake application level responsive to at least one of a level of brake application commanded by the operator, a time elapsed since a previous brake application, or a brake pipe exhaust flow.

8. The method of claim 7 , further comprising determining a time elapsed since initiation of the operator commanded brake application level when the loss in communication is identified.

9. The method of claim 1 , further comprising sensing a brake pipe exhaust flow.

10. The method of claim 9 , further comprising generating an additional brake application level of about 10 pounds per square inch when the operator commanded brake application level is less than about 16 pounds per square inch, a determined time elapsed since initiation of the operator commanded brake application level is more than about 90 seconds, and the brake pipe exhaust flow that is sensed is about 0 cubic feet per minute.

11. The method of claim 9 , further comprising generating an emergency brake application level when the brake pipe exhaust flow is greater than about 60 cubic feet per minute.

12. The method of claim 1 , further comprising, when the operator commanded brake application level indicates a brake release state, generating the signaling brake application level responsive to a sensed brake pipe fluid flow.

13. The method of claim 12 , further comprising generating the signaling brake application level at about 7 pounds per square inch when the sensed brake pipe fluid flow of the brake system is less than about 20 cubic feet per minute.

14. The method of claim 12 , further comprising generating the signaling brake application level at about 15 pounds per square inch when the sensed brake pipe fluid flow is between about 20 cubic feet per minute and about 60 cubic feet per minute.

15. The method of claim 12 , further comprising generating an emergency brake application level when the sensed brake pipe fluid flow is more than about 60 cubic feet per minute.

16. A system comprising:
a first sensor for determining an operating condition of a brake system of a distributed power train;
a second sensor for identifying a loss in communication between a lead locomotive and a remote locomotive of the train that prevents braking commands from being communicated from the lead locomotive to the remote locomotive using a communication system of the train;
a third sensor for identifying an operator commanded brake application level at the lead locomotive during the loss in communication; and
a controller in communication with the first, second, and third sensors and configured for automatically determining, at the lead locomotive, a signaling brake application level that is sufficient for signaling the remote locomotive via a brake pipe of the train when the operator commanded brake application level is insufficient for propagation of a signal over the brake pipe from the lead locomotive to the remote locomotive.

17. The system of claim 16 , further comprising a memory in communication with the controller for storing a braking schedule comprising predetermined signaling brake application levels corresponding to at least one of the operating condition of the brake system, the operator commanded brake application level, or a time elapsed since a brake application when the loss in communication is identified.

18. A method comprising:
determining an operating condition of a brake system of a train, the train comprising a lead locomotive, a remote locomotive spaced apart from the lead locomotive, and a communication system for communicating between the lead locomotive and the remote locomotive for distributed power operations, the brake system including a fluid carrying brake pipe connecting the lead locomotive and the remote locomotive;
determining an operability condition of the communication system;
identifying an operator commanded brake application level at the lead locomotive during a communication system inoperability condition; and
automatically determining a signaling brake application level sufficient for signaling the remote locomotive from the lead locomotive over the brake pipe when the operator commanded brake application level is insufficient for propagation over the brake pipe from the lead locomotive to the remote locomotive, the signaling brake application level determined responsive to the operating condition of the brake system.

Assignees

• Smith Eugene A
• Gen Electric

Inventors

• Smith Eugene A

Classifications

• B60T17/228 Primary

  for railway vehicles · CPC title

• B60T13/66

  Electrical control in fluid-pressure brake systems · CPC title