Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. An electropneumatic controller is connected to the brake controller, the train brake pipe and the locomotive brake pipe A trainline controller is connected to the electrical network A locomotive computer is connected to a display A processor module connects the brake controller's commands to the trainline controller, and connects the trainline controller to the electropneumatic controller and the locomotive computer.

Abstract: An interface system including locomotive and car electrical trainline terminals, locomotive and car brake pipe ports and a locomotive pressure supply port. A train brake pipe valve controls pressure on the train brake pipe port. A controller monitors pressure on the locomotive brake pipe port and controls the train brake pipe valve in response to pressure on the locomotive brake pipe port. The controller also provides ECP commands on the train electrical terminal in response to pressure on the locomotive brake pipe port and provides electrical power on the train terminal from the locomotive electrical trainline terminal. The car electrical terminal is connected to the ECP trainline for providing ECP commands and power to the ECP equipped train devices. The controller may also control an emergency valve to produce an emergency on the locomotive brake pipe port. A transition valve on the brake pipe port allows bi-directional connection of the interface system.

Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. A first control transmits a car brake signal on an electrical network for train brake commands to EP cars. A second control transmits a locomotive brake signal on the locomotive brake pipe for train and locomotive brake commands. The brake system may have a pneumatic mode and an electrical mode. The first control transmits car brake signals on the network in the electrical mode and the second control transmits car brake signals on the train brake pipe for the pneumatic mode. The second control transmits locomotive brake signals on the locomotive brake pipe in either mode. If the train is all electropneumatic, cars and locomotive braking signals are provided on the network.

Abstract: A method of controlling the empty/load setting on cars having electropneumatic brakes. A first signal is set to an empty/load status. The first signal and a second signal is transmitted to the cars. The cars set their empty/load status to the status and in response to the receipt of both signals. The cars transmit their empty/load status, and the empty/load status of the cars is received and displayed.

Abstract: An integrated train control system (FIGS. 1 and 6) is a combination of systems including: EP-60 (FIG. 2) CCBII (FIG. 3) Wired DP (FIG. 4), and LEADER (FIG. 5) The integrated train control system (FIG. 6) includes a master controller (MMI) cooperating with features of EP-60, CCBII, LEADER, and Wired DP to control car control devices (CCD) through ITC network.

Abstract: The method includes reducing pressure of a charged brake pipe to a predetermined pressure value. The brake pipe is then charged only from the head end unit. Each intermediate brake pipe monitoring and charging device sequentially reports on the network a pressure which is an increase if the brake pipe is continuous between it and the head end unit. Subsequent to receipt of a report of an increased pressure on the network from an intermediate unit, the head end unit commands that intermediate unit to participate in charging the brake pipe. The head end unit determines the brake pipe continuity from the pressure increases reported by the intermediate units.

Abstract: A method of controlling the empty/load setting on cars having electropneumatic brakes. A first signal is set to an empty/load status. The first signal and a second signal is transmitted to the cars. The cars set their empty/load status to the status and in response to the receipt of both signals. The cars transmit their empty/load status, and the empty/load status of the cars is received and displayed.

Abstract: Trainline controller including testing of signal quality on a trainline network by commanding each node to transmitter calibration signal. A signal detector is connected to the trainline at a common junction with a head end termination circuit. A stuck-on transmitter is determined by a transmission current drawn by the transceiver is on for a present amount of time.

Abstract: A method of transitioning between the pneumatic and electric modes of an integrated pneumatic/electro-pneumatic train brake system which includes a brake control having a common operator brake controller. Initially, the control applies the brakes in response to the operator brake controller in the present mode. The control enables the next mode upon request from the operator and applies the brakes in the next mode to match the applied brakes in the present mode. Once the present mode brake is released, the control and system switch to the next mode. Other brake controllers monitor the network and automatically switches modes based on the status of the network.

Abstract: A method of transitioning between the pneumatic and electric modes of an integrated pneumatic/electro-pneumatic train brake system which includes a brake control having a common operator brake controller. Initially, the control applies the brakes in response to the operator brake controller in the present mode. The control enables the next mode upon request from the operator and applies the brakes in the next mode to match the applied brakes in the present mode. Once the present mode brake is released, the control and system switch to the next mode. Other brake controllers monitor the network and automatically switches modes based on the status of the network.

Abstract: The method includes reducing pressure of a charged brake pipe to a predetermined pressure value. The brake pipe is then charged only from the head end unit. Each intermediate brake pipe monitoring and charging device sequentially reports on the network a pressure which is an increase if the brake pipe is continuous between it and the head end unit. Subsequent to receipt of a report of an increased pressure on the network from an intermediate unit, the head end unit commands that intermediate unit to participate in charging the brake pipe. The head end unit determines the brake pipe continuity from the pressure increases reported by the intermediate units.

Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. A first control transmits a car brake signal on an electrical network for train brake commands to EP cars. A second control transmits a locomotive brake signal on the locomotive brake pipe for train and locomotive brake commands. The brake system may have a pneumatic mode and an electrical mode. The first control transmits car brake signals on the network in the electrical mode and the second control transmits car brake signals on the train brake pipe for the pneumatic mode. The second control transmits locomotive brake signals on the locomotive brake pipe in either mode. If the train is all electropneumatic, cars and locomotive braking signals are provided on the network.

Abstract: An integrated pneumatic and electropneumatic train brake system and method of operation. An electropneumatic brake controller in at least one of the locomotives provides an emergency brake signal on a brake pipe and the network to the pneumatic and electropneumatic brakes for an emergency position of the operator interface. The brake controller also provides an emergency signal only on the network to the electropneumatic brakes in the continuous service position of the operator interface.

Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. A first control transmits a car brake signal on an electrical network for train brake commands to EP cars. A second control transmits a locomotive brake signal on the locomotive brake pipe for train and locomotive brake commands. The brake system may have a pneumatic mode and an electrical mode. The first control transmits car brake signals on the network in the electrical mode and the second control transmits car brake signals on the train brake pipe for the pneumatic mode. The second control transmits locomotive brake signals on the locomotive brake pipe in either mode. If the train is all electropneumatic, cars and locomotive braking signals are provided on the network. Distributive power may also be transmitted over the network in the electrical mode.

Abstract: A method of identifying and locating the trainline power supplies wherein the power supplies each are a node on a network. The locations of the power supply is determined by causing the power supply node to transmit its identity on the network. The power supply node includes a service pin and a signal is supplied to the service pin to cause the power supply node to transmit its identity on the network. A second node is provided at an identifiable location with each power supply and is commanded to cause the power supply at its location to transmit its identity on the network.

Abstract: A leading end termination connector on each locomotive and an EP line termination circuit in the leading end termination connector. The leading end connector of a locomotive not connected to an adjacent locomotive is connected to the leading end termination connector. This provides protection for the non-connected leading end connector as well as providing appropriate electrical termination on the EP line.

Abstract: A method of serialization including establishing a parameter along a length of the train between a node on one of the cars and one end of the train. The presence or absence of the parameter at each node is determined and the parameter is removed. The sequence is repeated for each node on the train. Finally, serialization of the cars is determined as a function of the number of either determined presences or absences of the parameter for each node. The parameter can be established by providing at the individual node, one at a time, an electric load across an electric line running through the length of the train and measuring an electrical property, either current or voltage, at each node. The same process is used to determine the orientation of a car. The operability of each node is determined by counting the presence and then the absence of a parameter along the whole train.

Abstract: A method of serialization including establishing a parameter along a length of the train between a node on one of the cars and one end of the train. The presence of the parameter at each node is determined and the parameter is removed. The sequence is repeated for each node on the train. Finally, serialization of the cars is determined as a function of the number of determined presences of the parameter for each node. The parameter can be established by providing at the individual node, one at a time, an electric load across an electric line running through the length of the train and measuring an electrical property, either current or voltage, at each node. To determine the orientation of a car, each node include two subnodes. The operability of each node is determined by counting the presence and then the absence of a parameter along the whole train.

Abstract: An automatic identification system having a storage device mounted on the car, which includes the car identification data. A reading device is connected to a local communication node which communicates with the locomotive in a network. The local communication node communicates the read identification data to the controller at the locomotive. The identification data includes at least the serial number, brake ratio, light weight and gross rail weight of the car. The storage device is permanently mounted on the car, preferably at a junction box or pipe bracket. A current sensor is also connected to the local communication node. The storage device and current sensor are part of a subsidiary communication node under the control of the communication node.

Abstract: An automatic identification system having a storage device mounted on the car, which includes the car identification data. A reading device is connected to a local communication node which communicates with the locomotive in a network. The local communication node communicates the read identification data to the controller at the locomotive. The identification data includes at least the serial number, brake ratio, light weight and gross rail weight of the car. The storage device is permanently mounted on the car, preferably at a junction box or pipe bracket. A current sensor is also connected to the local communication node. The storage device and current sensor are part of a subsidiary communication node under the control of the communication node.