Abstract: An electrical trainline junction box formed from a housing having first and second opposing sides, an identification module positioned in the housing, and first and second receptacles positioned in each of the first and second opposing sides. The first and second receptacles have a plurality of electrical contacts arranged in a predetermined geometry so that only one possible orientation and electrical connection to trainline flanges is possible. The flanges include contact pins in inserts coupled to the flanges by sleeves. The outer surface of the inserts and the inner surface of the sleeves are keyed to allow only a single orientation of the inserts relative to the sleeves. The outer surface of the sleeves is shaped to allow only a single orientation of the sleeves relative to the flanges, thus ensuring that the proper electrical connection is made when the junction box is installed.

Abstract: An electrical trainline junction box formed from a housing having first and second opposing sides, an identification module positioned in the housing, and first and second receptacles positioned in each of the first and second opposing sides. The first and second receptacles have a plurality of electrical contacts arranged in a predetermined geometry so that only one possible orientation and electrical connection to trainline flanges is possible. The flanges include contact pins in inserts coupled to the flanges by sleeves. The outer surface of the inserts and the inner surface of the sleeves are keyed to allow only a single orientation of the inserts relative to the sleeves. The outer surface of the sleeves is shaped to allow only a single orientation of the sleeves relative to the flanges, thus ensuring that the proper electrical connection is made when the junction box is installed.

Abstract: A trainline integrity locomotive test device is provided that is configured to provide conventionally provided End-Of-Train (EOT) functionality required for a single locomotive test as well as functionality necessary for troubleshooting electrical problems in trainline electrical conductors, wherein the trainline integrity locomotive test device includes a reduced number of components in comparison with a conventional EOT device. Additionally, the test device is provided in more compact, durable and robust form relative to conventional EOT devices. As part of the transmission of trainline integrity data from the test device to the Head-End-Unit, a communications heartbeat signal is substituted for brake pipe pressure conventionally detected by EOT devices, so as to provide an indication of data communication reliability.

Abstract: An End of Car (EOC) junction box assembly includes a housing wherein a plurality of female/female contact sockets couple with a corresponding plurality of male contact pins and are positioned by a fitting that enables the female/female contact sockets to interface with an EOC receptacle plug also included in the housing body, such that alternate positions of the fitting and EOC receptacle plug are available during assembly while the components included in the housing body are restrained from rotation following assembly.

Abstract: An End of Car (EOC) junction box assembly includes a housing wherein a plurality of female/female contact sockets couple with a corresponding plurality of male contact pins and are positioned by a fitting that enables the female/female contact sockets to interface with an EOC receptacle plug also included in the housing body, such that alternate positions of the fitting and EOC receptacle plug are available during assembly while the components included in the housing body are restrained from rotation following assembly.

Abstract: A trainline integrity locomotive test device is provided that is configured to provide conventionally provided End-Of-Train (EOT) functionality required for a single locomotive test as well as functionality necessary for troubleshooting electrical problems in trainline electrical conductors, wherein the trainline integrity locomotive test device includes a reduced number of components in comparison with a conventional EOT device. Additionally, the test device is provided in more compact, durable and robust form relative to conventional EOT devices. As part of the transmission of trainline integrity data from the test device to the Head-End-Unit, a communications heartbeat signal is substituted for brake pipe pressure conventionally detected by EOT devices, so as to provide an indication of data communication reliability.

Abstract: A test device includes a trainline connector for connecting the test device to a car trainline to which the electropneumatic brake device is connected and includes a power port to receive power for the trainline at a first voltage. A power switch selectively connects the power port to the trainline connector. A test switch selectively connects a test voltage smaller than the first voltage to the trainline connector. A sensor senses an electrical parameter of the trainline. A controller a) initially controls the power switch to disconnect the power port from the trainline connector, b) subsequently controls the test switch to connect the test voltage to the trainline connector and c) if the sensor senses an electrical parameter indicative of an acceptable trainline, controls the test switch to disconnect the test voltage from the trainline connector and controlling the power switch to connect the power port to the trainline connector.

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.

Abstract: An electronic control system (20) for an electropneumatic brake for a rail vehicle having a power trainline (18), comprising a battery (34); a functional control module (30) and a power management module; wherein the functional control module (30) includes a brake controller for the electropneumatic brake, an interface to the power trainline, a transceiver for receiving brake signals, a power supply circuit deriving a power supply from the power trainline (18), and a control management controller for the transceiver and the power supply circuit; and wherein the power management module includes a battery charging circuit connected to the power supply and a power controller for the battery charging circuit and the power supply circuit.

Abstract: Coupler control system for railway vehicles that provides isolation of the electric and pneumatic lines of a rail vehicle from its corresponding electric and/or pneumatic intervehicle interface when that end of the vehicle is in an uncoupled condition. A combination proximity sensor and switch is positioned within the mechanical hook coupling housing so as to sense the actual engagement of the mechanical hooks of a pair of vehicles. The switch then closes and becomes operative to initiate a coupling cycle during which the onboard electric and pneumatic lines are coupled to the associated electric and pneumatic interfaces to provide continuity with the vehicle to which it is coupled. Included in the circuitry for the sensor switch is a diode circuit arranged to permit looping of the sensor switch output across the electric interface onto the adjacent car and back through the interface through the use of only two interface connector pins per interface.