U.S. patent application number 10/871382 was filed with the patent office on 2005-12-22 for method and device for setting ecp brakes to modes of operation.
This patent application is currently assigned to New York Air Brake Corporation. Invention is credited to Lumbis, Anthony W., McLaughlin, Bryan M., Newton, Gary S..
Application Number | 20050280310 10/871382 |
Document ID | / |
Family ID | 35479895 |
Filed Date | 2005-12-22 |
United States Patent
Application |
20050280310 |
Kind Code |
A1 |
Lumbis, Anthony W. ; et
al. |
December 22, 2005 |
METHOD AND DEVICE FOR SETTING ECP BRAKES TO MODES OF OPERATION
Abstract
A method of setting an electropneumatic brake device on a rail
car to a mode of operation includes applying a wake-up voltage on a
trainline to each brake device connected to the trainline. A
command signal is sent to each brake device to enter a requested
mode of operation. An acknowledgement signal is received from each
of the brake devices on the trainline, and a command signal is sent
to each brake device to stop broadcasting.
Inventors: |
Lumbis, Anthony W.;
(Watertown, NY) ; Newton, Gary S.; (Adams, NY)
; McLaughlin, Bryan M.; (Watertown, NY) |
Correspondence
Address: |
BARNES & THORNBURG
750-17TH STREET NW
SUITE 900
WASHINGTON
DC
20006
US
|
Assignee: |
New York Air Brake
Corporation
|
Family ID: |
35479895 |
Appl. No.: |
10/871382 |
Filed: |
June 21, 2004 |
Current U.S.
Class: |
303/7 |
Current CPC
Class: |
B60T 17/228 20130101;
B60T 13/683 20130101; B60T 8/1705 20130101; B60T 13/665
20130101 |
Class at
Publication: |
303/007 |
International
Class: |
B60T 013/00 |
Claims
1. A method of setting an electropneumatic brake device on a rail
car to a mode of operation, the method comprising: applying a
wake-up voltage on a trainline to each electropneumatic brake
device connected to the trainline; sending a command signal to each
electropneumatic brake device to enter a mode of operation;
receiving an acknowledgment signal from each of the
electropneumatic brake devices on the trainline that they have
entered the commanded mode of operation; and sending a command
signal to the electropneumatic brake devices to stop broadcasting
after receipt of the acknowledgment signal.
2. The method according to claim 1, wherein the signals are sent
over the trainline.
3. The method according to claim 1, wherein the signals are sent
wirelessly.
4. (canceled)
5. (canceled)
6. A method of setting an electropneumatic brake device on a rail
car to a mode of operation, the method comprising: applying a
wake-up voltage on a trainline to each electropneumatic brake
device connected to the trainline; receiving an acknowledgment
signal from each of the electropneumatic brake devices on the
trainline; sending a command signal to each electropneumatic brake
device to enter a mode of operation; determining how many
electropneumatic brake devices have sent an acknowledgement signal;
and sending a stop broadcasting command signal when the number of
confirmation signals matches the number of known electropneumatic
brake devices on the trainline.
7. The method according to claim 1, including generating the
wake-up voltage from a voltage source of a substantially less
voltage than the wake-up voltage.
8. The method according to claim 1, including connecting a portable
device to the trainline, applying the wake-up voltage and sending
and receiving signals using the portable device.
9. A method of setting an electropneumatic brake device on a rail
car to a mode of operation, the method comprising: connecting a
portable device to the trainline; applying a wake-up voltage on a
trainline to each electropneumatic brake device connected to the
trainline only after activation of two switches, one by each hand;
receiving an acknowledgment signal from each of the
electropneumatic brake devices on the trainline; sending a command
signal to each electropneumatic brake device to enter a mode of
operation; and sending a command signal to the electropneumatic
brake devices to stop broadcasting.
10. The method according to claim 8, including disconnecting the
device from the trainline after sending the stop communicating
command signal.
11. The method according to claim 1, including providing an
indication of the status of at least one of source voltage,
trainline voltage and trainline communication.
12. A device for setting an electropneumatic brake device on a rail
car to a mode of operation, the device comprising: a trainline
connector for connecting the device to a trainline; a wake-up
voltage generator; a transceiver for sending command signals to and
receiving acknowledgement signals from each electropneumatic brake
device on the trainline; and a controller for applying the wake-up
voltage to the trainline, sending a command signal via the
transceiver to the electropneumatic brake device to enter a mode of
operation, receiving an acknowledgement signal from each of the
electropneumatic brake devices on the trainline that they have
entered the commanded mode of operation from the transceiver, and
sending a command signal to each electropneumatic brake device to
stop broadcasting via the transceiver after receipt of the
acknowledgment signal.
13. The device according to claim 12, wherein the transceiver is
connected to the trainline connector.
14. The device according to claim 12, wherein the transceiver is a
wireless transceiver.
15. (canceled)
16. (canceled)
17. A device for setting an electropneumatic brake device on a rail
car to a mode of operation, the device comprising: a trainline
connector for connecting the device to a trainline; a wake-up
voltage generator; a transceiver for sending command signals to and
receiving acknowledgement signals from each electropneumatic brake
device on the trainline; and a controller for applying the wake-up
voltage to the trainline, sending a command signal via the
transceiver to the electropneumatic brake device to enter a mode of
operation, receiving an acknowledgement signal from each of the
electropneumatic brake devices on the trainline from the
transceiver, determining how many electropneumatic brake devices
have sent an acknowledgement signal, and sending stop broadcasting
command signal when the number of acknowledgement signals matches
the number of known electropneumatic brake devices on the
trainline.
18. The device according to claim 12, including a display of the
number of acknowledgement signals received.
19. The device according to claim 12, including the generator which
includes a voltage source of a substantially less voltage than the
wake-up voltage and charges a storage device to generate the
wake-up voltage.
20. The device according to claim 19, including a charging port for
the voltage source.
21. The device according to claim 12, wherein the device is in a
portable housing.
22. A device for setting an electropneumatic brake device on a rail
car to a mode of operation, the device comprising: a trainline
connector for connecting the device to a trainline; a wake-up
voltage generator; a transceiver for sending command signals to and
receiving acknowledgement signals from each electropneumatic brake
device on the trainline; two switches; and a controller for
applying the wake-up voltage to the trainline only after the two
switches have been activated, one by each hand, sending a command
signal via the transceiver to the electropneumatic brake device to
enter a mode of operation, receiving an acknowledgement signal from
each of the electropneumatic brake devices on the trainline from
the transceiver, and sending a command signal to each
electropneumatic brake device to stop broadcasting via the
transceiver.
23. The device according to claim 22, including a handle adjacent
each switch.
24. The device according to claim 22, wherein the switches are on
adjacent opposed sides of a housing of the device.
25. The device according to claim 12, including an indication of
the status of at least one of source voltage, trainline voltage and
trainline communication.
26. The device according to claim 12, including a mode selection
device connected to the controller.
27. The device according to claim 26, wherein the mode selection
device selects between at least electropneumatic and pneumatic
emulation modes.
28. The method according to claim 1, wherein the modes of operation
includes at least electropneumatic and pneumatic emulation modes.
Description
BACKGROUND AND SUMMARY OF THE DISCLOSURE
[0001] The present invention relates generally to
electrically-controlled pneumatic (ECP) brake systems and, more
specifically, to the setting of modes of operation.
[0002] In some ECP standalone operations, trains are broken into
small groups of approximately 10 cars for haulage at low speed by
small industrial locomotives. These locomotives are fitted with
relatively low capacity automotive electrical systems that are not
capable of supporting the 2500-Watt Trainline Power Supply required
for full ECP operation. The car control devices (CCDs) on these
cars must, therefore, be capable of emulating the response of a
conventional pneumatic brake control valve so they can be operated
in the conventional pneumatic mode.
[0003] The AAR ECP Specification defines that once CCDs or
electropneumatic brake devices are shutdown, they will restart
(wake up) within two seconds after trainline voltage has reached
100 VDC. In order to ensure inter-operability among ECP suppliers,
this wake-up function must be kept the same as defined by AAR
specifications for this pneumatic emulation control function.
Additionally, the CCDs are sent a communication message in order to
enter the pneumatic emulation mode. This provides a specific or
positive method to place the CCDs into this emulation mode or other
"special" modes of operation, such as empty/load and functional
test (apply/release).
[0004] The present method of setting an electropneumatic brake
device on a rail car to a mode of operation includes applying a
wake-up voltage on a trainline to each brake device connected to
the trainline. A command signal is sent to each brake device to
enter the mode of operation. An acknowledgment signal from each of
the brake devices on the trainline is received, and a command
signal to each brake device to stop broadcasting is sent.
[0005] A device for setting an electropneumatic brake device on a
rail car to a mode of operation includes a trainline connector for
connecting the device to a trainline, a wake-up voltage generator,
and a transceiver for sending command signals to and receiving
acknowledgment signals from each electropneumatic brake device on
the trainline. A controller applies the wake-up voltage to the
trainline, sends a command signal via the transceiver to the brake
device to enter the mode of operation, receives an acknowledgment
signal from each of the brake devices on the trainline from the
transceiver, and sends a command signal to each brake device to
stop broadcasting via the transceiver.
[0006] These and other aspects of the present disclosure will
become apparent from the following detailed description of the
disclosure, when considered in conjunction with accompanying
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] FIG. 1 is a plan view of a pneumatic emulation mode setting
device, according to the principles of the present disclosure.
[0008] FIG. 2 is a perspective view of the device of FIG. 1.
[0009] FIG. 3 is a schematic of a pneumatic emulation mode setting
device.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0010] The present method of setting an electropneumatic brake
device on a railroad car to a pneumatic emulation mode or other
modes of operation begins by applying a wake-up voltage on the
trainline to each device connected to the trainline. Next, a
command signal is sent to each brake device to enter the pneumatic
emulation or other modes. Other "special" modes include empty,
load, functional test (apply/release) and may be commanded in a
similar manner. Then, each of the devices on the trainline sends
back an acknowledgment signal. Upon receipt of the acknowledgment
signals from each of the CCDs, a command signal is sent back to
each of the devices to stop broadcasting. The signal may be
performed over the trainline, as is presently known, or may be a
wireless communication. The acknowledgment signal may be that each
device has received the mode command or entered the requested mode
and/or that the device is powered and communicating.
[0011] A determination is made as to how many devices have sent an
acknowledgment signal. The number of acknowledgment signals is
compared to the number of known electropneumatic brake devices on
the trainline. If they match, the stop broadcasting command signal
is sent. In most systems, either the locomotive or the portable
device generates the wake-up voltage from a voltage source, which
is substantially less than the wake-up voltage. This is performed
by low to high voltage DC to DC converter. Because of the high
voltage, a safety is built into the system. Activation of two
switches, one by each hand, is required before the wake-up voltage
can be applied to the trainline. Once the process is over and the
stop broadcasting command has been sent, the controlling device may
be disconnected from the trainline.
[0012] Although the present disclosure will be described with
respect to a portable device, as in FIGS. 1 and 2, the method may
also be conducted by a device on the locomotive. The portable
Trainline Energizing Device (TED) 10 includes a housing 12, with
appropriate electronic and power sources, connected by a line 14 to
a trainline connector 16. Although the configuration for the
trainline connector 16 is shown as an AAR trainline connector, any
other trainline connector can be used to mate with that of the
train. The housing 12 includes a battery charging port 22. On
opposite sides of the housing 12 are a pair of switches 22A, 22B.
Adjacent the two switches 22A, 22B are two handles 24A, 24B. This
allows gripping of the housing 12 and actuation of the switches
22A, 22B by, for example, the thumbs. This is a safety precaution
such that the wake-up voltage is not applied until both switches
22A, 22B are activated. As illustrated, these are pushbutton
switches, but other switches may be used. The switch 22A may be the
system power-on switch, and switch 22B may be the trainline voltage
application switch.
[0013] On the top of the housing 12 is a display 26, which may be a
digital display. The number of responses from communicating devices
will be illustrated on the display 26. Three indicators 28 are also
provided on the top surface of the housing 12. The indicators 28
may be light emitting diodes or other illumination devices which
indicate, for example, the trainline power status, the system power
status and the communication status. Also, located on the top of
the housing 12 is a mode selector switch 27 and a transmit switch
29. The mode selector switch 27 may be a rotary or other multiple
position switch which is used to select the mode commands to be
transmitted to the CCDs (for example, pneumatic emulation mode,
empty or loaded mode, or special functional test (apply or release)
mode). The transmit switch 29 is typically a pushbutton switch, but
other types of switches may be used. The two switches 27, 29 may be
combined. For example, a rotary mode selector, when depressed, will
transmit the selected mode command.
[0014] While both switches 22A and 22B must be closed
simultaneously for applying the high wake-up voltage, only the
power-on switch 22A need be closed during transmission of the mode
selection signal. After the wake-up signal, the other signals are
at a substantially low voltage. If only a single mode is desired,
the switches 27, 29 can be eliminated, and the mode selection
signal would be sent automatically when the CCDs report power
up.
[0015] FIG. 3 is a general schematic to understand the operation of
the device in performing the method. A battery 30 is connected to
the battery charging port 20. The battery may be, for example, a 12
VDC sealed lead acid battery. This may be the same battery that is
used in the CCDs for the electropneumatic brake system. The battery
30 is connected to a voltage converting device 32. This may include
a low to high voltage DC to DC converter or another device which
converts voltage from the 12-volt battery to produce the required
wake-up voltage. According to the AAR Specification, this is 100
VDC. The output of the voltage converting device 32 is connected to
the cable 14 of the trainline connector 16 through a filter 33.
[0016] A transceiver 34 is also connected to the cable 14 of the
trainline connector 16 through a trainline coupling circuit 35. The
transceiver 34 may be an Echelon LONWORKS.RTM. PLT-22 transceiver.
This is the system used in the example and the AAR
Specification.
[0017] A controller 36 is provided and controls the voltage
converting device 32 and transceiver 34. The controller 36 is also
connected and receives inputs from the switches 22A and 22B, mode
selector 27 and transmit switch 29. The controller 36 also controls
the display 26 via display driver 37 and may control one or more of
the three indicators 28. The controller 36 is responsive to the
switches 22A, 22B to control the safe application of the power to
the trainline 40 and responsive to switches 27, 29 to select and
transmit the correct mode message to the CCDs. Additional voltage
converters 39 are provided.
[0018] A trainline 40 is connected to trainline connector 16 by a
connector 42. A CCD 45 at the car is connected to the trainline 40.
The CCD 45 includes CCD electronics 44 which controls the CCD
pneumatics 46, which takes air from a reservoir 48 and provides it
to a brake cylinder BC. The CCD pneumatics 46 are connected to a
brake pipe BP. In the pneumatic emulation mode, the CCD 45 is
responsive to changes of the pressure in the brake pipe BP and
controls the pressure in brake cylinder BC via the CCD pneumatics
46. The schematic of elements within housing 12 illustrated in FIG.
3 may be in the portable device of FIGS. 1 and 2 or may be a
non-portable device located on the locomotive.
[0019] The TED 10 is used to "wake up" the CCDs 45 and command them
to enter pneumatic emulation or other mode. This device 10 is a
hand-held, portable device that provides both power and
communications to the trainline 40 via a standard AAR-approved
trainline connector 16. The TED 10 derives its power from a
standard 12 VDC sealed lead acid battery 30 and provides an output
of approximately 100 VDC for a predetermined period of time. As a
safety feature, the 100 VDC output is interlocked through two
pushbuttons 22A and 22B, located on opposite sides of the housing
12, that must both be depressed in order to activate the output.
This action results in the output being applied to the trainline 40
for a preset period of time regardless of how long the pushbuttons
22A, 22B are held depressed.
[0020] When activated, the device 10 also provides a communication
message to poll the CCDs 45 on the network. Upon receiving the
message, the CCDs 45 broadcast a message indicating that they are
powered up and on line. Once the CCDs 45 are powered up and on
line, the emulation mode or other special modes can be initiated by
selecting the desired mode using mode selector switch 27 and
activating the transmit switch 39. This results in the proper
message being transmitted over the trainline 40 to the CCDs 45.
Once the TED 10 receives an acknowledgment from each CCD that they
received the mode message, the number of confirmed CCDs is
tabulated and displayed on display 26, and the process is complete.
The TED 10, upon confirmation, commands the CCDs 45 to stop
broadcasting. This cycle takes less than 30 seconds to complete,
for example. The timing is dependent on the number of cars
energized. The TED 10 can energize up to 30 cars at one time and is
capable of energizing approximately 1,000 cars before the 12 VDC
battery needs recharging. Provisions are made for externally
re-charging the battery 30 when the device is not in use.
Additionally, LED indicators 28 are located on the front of the TED
10/12 to provide a visual status indication (for example, Stand-by,
Communicating, and Power-On).
[0021] Upon completion of the energization/mode selection process,
the TED 10 is disconnected from the trainline 40 and stored. Once
in the emulation mode, the CCDs 45 would operate using their
battery power and would receive pneumatic brake commands based on
brake pipe pressure BP. The CCDs 45 would provide brake cylinder
pressure control only. No other ECP functions/fault logic is
provided.
[0022] Although the present disclosure has been described and
illustrated in detail, it is to be clearly understood that this is
done by way of illustration and example only and is not to be taken
by way of limitation. The scope of the present disclosure is to be
limited only by the terms of the appended claims.
* * * * *