Abstract: A system that allows an electronically controlled pneumatic (ECP) railcar to be optionally selected as the ECP End of Train (EOT) device when that car is positioned at the end of a train regardless of its physical orientation. This eliminates the requirement to use and install a traditional End of Train (EOT) device at the end of an ECP train while maintaining the same train integrity monitoring functionality that is typically provided for train brake-in-two detection and closed cut-out cock detection. The system also eliminates the requirement for a dedicated EOT device at the end of the train for ECP “RUN” Mode operation, and allows any ECP car to function normally as part of the train or act as the EOT device when selected.

Abstract: A system that allows an electronically controlled pneumatic (ECP) railcar to be optionally selected as the ECP End of Train (EOT) device when that car is positioned at the end of a train regardless of its physical orientation. This eliminates the requirement to use and install a traditional End of Train (EOT) device at the end of an ECP train while maintaining the same train integrity monitoring functionality that is typically provided for train brake-in-two detection and closed cut-out cock detection. The system also eliminates the requirement for a dedicated EOT device at the end of the train for ECP “RUN” Mode operation, and allows any ECP car to function normally as part of the train or act as the EOT device when selected.

Abstract: A train speed profiling system for use in connection with a train management system that can generate a virtual profile of a predetermined route having an estimated time of arrival at a destination based on data specific to the route and the actual train that will travel on the route. The virtual profile may be adjusted for any acceleration and any deceleration required by the train, and then optimized for reduced fuel consumption by reducing braking effort and improving coasting opportunities over the route if the estimated time of arrival is earlier than a desired time of arrival. The virtual profile may further be conformed so that the estimate time of arrival matches the desired time of arrival within a narrow threshold.

Abstract: A train speed profiling system for use in connection with a train management system that can generate a virtual profile of a predetermined route having an estimated time of arrival at a destination based on data specific to the route and the actual train that will travel on the route. The virtual profile may be adjusted for any acceleration and any deceleration required by the train, and then optimized for reduced fuel consumption by reducing braking effort and improving coasting opportunities over the route if the estimated time of arrival is earlier than a desired time of arrival. The virtual profile may further be conformed so that the estimate time of arrival matches the desired time of arrival within a narrow threshold.

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 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: The vigilance process includes receiving inputs of operator activity and determining the presence or absence of activity inputs during a first delay period. The operator is warned, if activity inputs are absent during the first period. If the warning period expires before being cancelled, a vigilance penalty signal is produced. The brakes are applied for a first predetermined period in response to the vigilance penalty signal.

Abstract: A method of integral operating the brake and propulsion systems includes determining if the brake command signal is a pneumatic or electrical system initiated emergency brake command or an operator initiated emergency brake command. A brake signal and an emergency propulsion signal are transmitted on the network for pneumatic and electrical system and operator initiated brake commands. A brake signal is transmitted on the train brake pipe for operator and pneumatic system initiated brake commands.

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: In a computer controlled train brake system, a controller provides a penalty brake handle signal using a penalty input and the brake handle signal, and controls the train brakes using the brake handle signal and the penalty brake handle signal. The penalty input determines whether the brake handle signal or the penalty brake handle signal is used to control train braking. The brake handle signal is used if the brake handle signal is at least a predetermined value during a penalty. The generation of a brake handle signal is delayed and is not generated if corrective action is taken before the expiration of the delay.

Abstract: A locomotive brake control system including train brake and bail-off with hold and/or blending features. A preliminary brake cylinder pressure control signal is provided to the propulsion system which provides a blending signal as a function of the preliminary brake control signal and dynamic braking. Holding and blending reservoirs are computer simulated.