Abstract: An electronic thermostat replaces an electro-mechanical thermostat and is located in a different location from the blower motor it controls. The electronic thermostat controls the blower motor on the same wires from which the thermostat receives power. The safe, low voltage power supply that powers the electronic thermostat is located at the blower motor location and is housed in the Blower Motor Module (BMM). This configuration has the advantage that it removes a bulky and space consuming component from the thermostat, the A/C transformer. This also reduces the amount of power (heat) dissipated by the electronic thermostat power supply, thus reducing a source of potential temperature measurement inaccuracies. Also, removing the 120 VAC power from the thermostat and replacing it with an isolated low voltage source increases safety.

Abstract: A power harvesting system employs a saturable core transformer having first and second primary windings and a secondary winding. The first primary winding is a high impedance winding with a large number of turns and the second primary winding is a low impedance winding with a small number of turns. The first and second primary windings are connected to a load. A relay is operable in a first state to connect A/C power to the first primary winding and in a second state to connect A/C power to the second primary winding. When A/C power is connected to the first primary winding, a small current flows in the first primary winding which is insufficient to activate the load but sufficient to transfer power to the secondary winding. When A/C power is connected to the second primary winding, a larger current flows in the second primary winding sufficient to activate the load and to transfer power to the secondary winding.

Abstract: A power harvesting system employs a saturable core transformer having two primary windings and at least one secondary winding. One of the primary windings is a high impedance winding, and the other primary winding is a low impedance winding. The two primary windings are connected with the load (motor). The secondary winding provides power to the circuit components of a replacement electronic thermostat. Relay contacts connects A/C power to either the high impedance primary winding or to the low impedance primary winding. When the relay is de-energized, A/C power is applied to the high impedance winding so that a relatively small amount of current flows through both the high impedance winding and the load. This current is low enough that it does not energize the load but is sufficient to generate the required voltage to transfer power to the secondary winding. This power can be used to power an electronic thermostat.

Abstract: A power harvesting system employs a saturable core transformer having first and second primary windings and a secondary winding. The first primary winding is a high impedance winding with a large number of turns and the second primary winding is a low impedance winding with a small number of turns. The first and second primary windings are connected to a load. A relay is operable in a first state to connect A/C power to the first primary winding and in a second state to connect A/C power to the second primary winding. When A/C power is connected to the first primary winding, a small current flows in the first primary winding which is insufficient to activate the load but sufficient to transfer power to the secondary winding. When A/C power is connected to the second primary winding, a larger current flows in the second primary winding sufficient to activate the load and to transfer power to the secondary winding.

Abstract: A power harvesting system employs a saturable core transformer having two primary windings and at least one secondary winding. One of the primary windings is a high impedance winding, and the other primary winding is a low impedance winding. The two primary windings are connected with the load (motor). The secondary winding provides power to the circuit components of a replacement electronic thermostat. Relay contacts connects A/C power to either the high impedance primary winding or to the low impedance primary winding. When the relay is de-energized, A/C power is applied to the high impedance winding so that a relatively small amount of current flows through both the high impedance winding. This current is low enough that it does not energize the motor but is sufficient to generate the required voltage to transfer power to the secondary winding and is used to power the electronic thermostat.

Abstract: A system reliably communicates brake commands from a master controller on a lead locomotive to the brake equipment on each rail vehicle of a freight train. The system includes a mechanism for detecting whether the brake commands are being successfully communicated over a communications channel that is normally used to convey such commands from the master controller to the brake equipment on each rail vehicle. The system also includes on each rail vehicle a mechanism for communicating the brake commands that is independent of the communications channel. The mechanism for communicating conveys the brake commands from the lead locomotive to the rail vehicles only when the mechanism for detecting determines that communication over the communications channel has failed. The system further includes on each rail vehicle a mechanism for receiving the brake commands from the lead locomotive via the mechanism for communicating.

Abstract: A multi-function EOT, or universal EOT (UEOT), may function conventionally for those trains not equipped with an ECP power line transceiver but which can automatically change its mode of operation to the ECP EOT function when mounted on trains so equipped. The UEOT may be an integrated unit manufactured for the purpose or it may be implemented as an adapter that converts a conventional two-way end of train unit (EOT) to a UEOT that operates in both standard and ECP modes.

Abstract: A system and method for determining the position of each railroad vehicle within a train consist. The train consist includes a locomotive, at least one trainline and at least one railroad vehicle. The locomotive has a computer. The at least one trainline has a power line for supplying power to the computer and to each railroad vehicle. The system includes the computer as programmed, a vehicle computing device incorporated into each railroad vehicle, and the at least one trainline interconnecting the computer with each vehicle computing device. Each vehicle computing device contains a unique identification code. Each vehicle computing device can apply to and sense from the power line an electrical signal. The computer via the program commands sequentially each vehicle computing device, via the identification codes, to so apply the electrical signal.

Abstract: A dual connection system is used with an electrical apparatus having power and return lines each of which requiring interconnection between parts of the apparatus. The system includes a connector at each end of each part through which the parts interconnect serially. Each connector has a pair of bidirectional circuits each of which interconnecting a main node and a backup node for each such line on a part such that one main node affixes to the power line and the other main node affixes to the return line. When a pair of By connectors are mated, the main nodes affixed to the power line communicate as a primary path and the backup nodes corresponding thereto communicate as a redundant path. Likewise, the main nodes affixed to the return line communicate as a primary path and the backup nodes corresponding thereto communicate as a redundant path. Each redundant path provides backup to its corresponding primary path thereby providing the apparatus with more reliable electrical connections.

Abstract: An electronic fail safe circuit ensures that if there is a microprocessor failure during a brake application, this failure does not result in a release of the brakes. This is accomplished by the fail safe circuit forcing the appropriate solenoids to the self-regulating valve's hold state for a certain amount of time. This, in combination with the self regulating valve, accomplishes the desired outcome of a minimum disruption in the brake application and, specifically, prevention of an erroneous brake release. To further enhance the reliability of the system, a dual battery power supply is used. Each battery is tested prior to doing a brake application. Each battery has to pass the test, i.e., each battery individually must have enough charge to complete the brake application, before the brake application is undertaken.

Abstract: A valve device for reducing the brake pipe pressure in a railroad train brake pipe at a location remote from a train locomotive including a pair of valves, a first valve to controllably vent brake pipe pressure from the brake pipe for purposes of service brake applications and a second valve to quickly vent brake pipe pressure from the brake pipe at a relatively high rate for purposes of emergency brake applications, and a pneumatic drive means to open the first valve in response to a controlled supply pressure and open the second valve in response to an emergency supply pressure.

Abstract: A microprocessor controlled valve system is used with an EOT unit on a railcar remote from the locomotive of the train. The system includes a pressure transducer, a microprocessor unit, a valve device, a motor drive and a pneumatic drive. The microprocessor unit receives from the transducer an electrical signal indicative of actual brake pipe pressure and from the locomotive a brake command signal indicative of desired brake pipe pressure. The microprocessor unit issues a drive signal when the brake command signal requires a service brake application and an actuating signal when the brake command signal requires an emergency brake application. The valve device defines an elongated bore, a primary passage, a branch passage, an exhaust passage and an elongated valve body able to move reciprocatingly in the bore according to the operation of the drives. The primary and branch passages communicate with the brake pipe, and all of the passages communicate with the bore.

Abstract: An EOT unit on a railcar is equipped with a microprocessor controlled regulating valve system to control pressure within the brake pipe. The system includes a microprocessor unit, a pressure transducer, a regulating valve device and an electropneumatic control mechanism. The microprocessor receives from the transducer an electrical signal indicative of actual brake pipe pressure and from the locomotive a brake command signal indicative of desired brake pipe pressure. The microprocessor issues electrical control signals to the mechanism when the brake command signal requires either a service brake application or an emergency brake application. The regulating valve device defines a primary passage, a branch passage, an exhaust passage, and an elongated valve bore in which a diaphragm operated piston is located above an elongated valve stem. The valve stem features two valves with the first located between the primary and exhaust passages and the second between the exhaust and branch passages.

Abstract: A valve device is used to reduce the air pressure in a brake pipe disposed on a railroad car in a train consist at a location in the train consist remote from the locomotive of the train consist. The valve device defines a primary supply passage, a branch supply passage and an exhaust passage. The primary and branch passages communicate with the brake pipe. All of the passages communicate with an elongated bore defined within the valve device. The valve device includes an adjustable first valve, a second valve, an electric motor drive and a pneumatic drive. The adjustable first valve and the second valve are both part of an elongated valve body member that can move reciprocatingly within the elongated bore. The adjustable first valve is used to vent air pressure from the brake pipe via the primary and exhaust passages at various rates of discharge. The rate of discharge is in proportion to the extent the adjustable first valve is commanded open.

Abstract: An adapter converts a conventional two-way end of train unit (EOT) to a dual purpose EOT that can be used conventionally for those trains not equipped with a power line for the new electrically controlled pneumatic (ECP) freight train brake standard but which can be quickly and inexpensively modified to change the function of the EOT from the normal two-way EOT function to the ECP EOT function as defined by the Association of American Railroads (AAR). An electronics package or adapter plugs into the battery compartment of the standard EOT and makes connections with the standard EOT electrical connectors that are located in the battery compartment. This adapter is designed to communicate with the standard EOT microprocessor and to configure the standard EOT in a way that the standard EOT in combination with the adapter functions as an ECP EOT rather than as a standard EOT.

Abstract: A simplified dual connection system electrically interconnects the vehicles of a train. The train features a trainline to be formed through series interconnection of a wire on each vehicle. The simplified dual connection system includes a central computer, a connector control device on each vehicle and a pair of mateable connectors between each pair of vehicles of the train. Each pair of mateable connectors electrically interconnects the wires of each pair of adjacently disposed vehicles to form the trainline. When the mateable connectors are mated, a primary electrical path and a redundant electrical path are formed in that pair of connectors for the trainline. Each connector has a bidirectional circuit that interconnects a main node and a backup node for the wire on the vehicle.

Abstract: A consist power monitor provides information to the engineer of a multiple unit consist on the ability of each locomotive to provide traction power and dynamic braking. The consist power monitor is a microprocessor based device which communicates with other locomotive consist power monitors, either through the MU cable or over a wireless link, to display consist status to the engineer. Where the communication is through the MU cable, the communications link is provided by a high frequency carrier superimposed on an existing MU cable wire. No modification is required to the MU cable allowing for easy retrofit of existing locomotives. The alternative wireless communication is accomplished by means of a low power, spread spectrum data link now being incorporated into new locomotives. Information exchanged among the consist power monitors pertains to loading and dynamic brake conditions of the locomotives in the consist. Locomotive consist information is presented continuously.

Abstract: A brake control mechanism allows the engineman in a lead locomotive to control the brakes of a helper locomotive and does not require a manual connection of the brake pipe of the train to that of the helper locomotive. The End of Train (EOT) unit is used to effect this control. The EOT transmits brake pipe pressure data sensed at the end of the train. Both the lead locomotive and the helper locomotive are equipped with Head of Train (HOT) units which receive the transmitted data from the EOT unit. In the case of the HOT unit in the lead locomotive, this data is processed and displayed for the engineman in that locomotive, as is the normal operation in those units. However, in the case of the HOT unit in the helper locomotive, that unit is first of all set to receive the transmitted data from the EOT unit by dialing in the identification (ID) of the EOT unit using thumbwheels on the HOT unit provided for that purpose.

Abstract: Improvements relating to railroad telemetry and control system address problems in compatibility between HOT and EOT units, implement an automatic UDE location procedure, and automate calibration of EOT units. An improved two way protocol that allows EOT units having different code formats to be used with a HOT unit. A method is implemented by a HOT unit, cooperating with an EOT unit, for locating a fault which causes a UDE brake operation. An automatic calibration procedure for the EOT unit that does not require the operator to have access to the electronic circuitry.

Abstract: A solid state event recorder having particular application to railroad locomotives has a plurality of interface modules to allow the collection of desired data over a period of time. Radio downloading of the data provided by a telemetry transmitter to wayside receivers is the primary way of downloading data. Alternative data downloading are provided by a removable memory module, a portable wireless data extractor and a laptop computer. The removable memory module is provided with its own backup battery power supply but normally derives its power from an inductive coupling to the solid state recorder. Data is read into the removable memory module from the solid state recorder via an inductive coupling, and data is read out of the removable memory module to the telemetry transmitter via another inductive coupling. Both the portable wireless data extractor and the laptop computer are used for maintenance purposes.