Abstract: A combined dirt collector and cutout cock (CDC & COC) device for a rail car control to prevent unintentional re-pressurization of the control valve and rail car braking system. The device has an inlet configured for interconnection to an air supply, an outlet configured for interconnection to a control valve of a rail car, a valve moveable between a first position where an inlet is connected to an outlet and a second position where the inlet is isolated from the outlet, and a control valve vent positioned downstream of the valve and configured to open in response to the valve being moved into the second position. The valve may include a ball having a first passageway for selectively connecting and disconnecting the inlet from the outlet and a second passageway formed therethrough that is positioned to interconnect the outlet with the vent when the valve is in the second position.

Abstract: A combined dirt collector and cutout cock (CDC & COC) device for a rail car control to prevent unintentional re-pressurization of the control valve and rail car braking system. The device has an inlet configured for interconnection to an air supply, an outlet configured for interconnection to a control valve of a rail car, a valve moveable between a first position where an inlet is connected to an outlet and a second position where the inlet is isolated from the outlet, and a control valve vent positioned downstream of the valve and configured to open in response to the valve being moved into the second position. The valve may include a ball having a first passageway for selectively connecting and disconnecting the inlet from the outlet and a second passageway formed therethrough that is positioned to interconnect the outlet with the vent when the valve is in the second position.

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 combined dirt collector and cutout cock (CDC & COC) device for a rail car control to prevent unintentional re-pressurization of the control valve and rail car braking system. The device has an inlet configured for interconnection to an air supply, an outlet configured for interconnection to a control valve of a rail car, a valve moveable between a first position where an inlet is connected to an outlet and a second position where the inlet is isolated from the outlet, and a control valve vent positioned downstream of the valve and configured to open in response to the valve being moved into the second position. The valve may include a ball having a first passageway for selectively connecting and disconnecting the inlet from the outlet and a second passageway formed therethrough that is positioned to interconnect the outlet with the vent when the valve is in the second position.

Abstract: An emergency caller location system uses enterprise Wireless Local Area Network (WLAN) location systems to provide more accurate location information on an emergency caller. A cellular telephone modifies its WLAN identifier, such as its Media Access Control (MAC) address, in response to a user initiating an emergency call. The MAC address is modified based on an identifier known to the cellular network, such as the phone number, subscriber name, International Mobile Equipment Identifier (IMEI), International Mobile Subscriber Identifier (IMSI), and/or International Circuit Card Identifier (ICCID). The cellular telephone may additionally modify the probe timer of the WLAN interface to enhance the ability of the WLAN location system to determine the location of the device.

Abstract: A brake valve diagnostic and reporting system for a pneumatic only brake valve on a rail car which includes a brake pipe transducer for measuring brake pipe pressure; and a brake cylinder transducer for measuring brake cylinder pressure. A processor receives measurements from the transducers, compares the measurements against stored brake performance profiles, determines brake status from the comparison and prepares an event report for preselected brake statuses. A wireless transmitter connected to the processor transmits the report. An energy storage device powers the processor and transmitter.

Abstract: An emergency caller location system uses enterprise Wireless Local Area Network (WLAN) location systems to provide more accurate location information on an emergency caller. A cellular telephone modifies its WLAN identifier, such as its Media Access Control (MAC) address, in response to a user initiating an emergency call. The MAC address is modified based on an identifier known to the cellular network, such as the phone number, subscriber name, International Mobile Equipment Identifier (IMEI), International Mobile Subscriber Identifier (IMSI), and/or International Circuit Card Identifier (ICCID). The cellular telephone may additionally modify the probe timer of the WLAN interface to enhance the ability of the WLAN location system to determine the location of the device.

Abstract: A brake valve diagnostic and reporting system for a pneumatic only brake valve on a rail car which includes a brake pipe transducer for measuring brake pipe pressure; and a brake cylinder transducer for measuring brake cylinder pressure. A processor receives measurements from the transducers, compares the measurements against stored brake performance profiles, determines brake status from the comparison and prepares an event report for preselected brake statuses. A wireless transmitter connected to the processor transmits the report. An energy storage device powers the processor and transmitter.

Abstract: A brake valve diagnostic and reporting system for a pneumatic only brake valve on a rail car which includes a brake pipe transducer for measuring brake pipe pressure; and a brake cylinder transducer for measuring brake cylinder pressure. A processor receives measurements from the transducers, compares the measurements against stored brake performance profiles, determines brake status from the comparison and prepares an event report for preselected brake statuses. A wireless transmitter connected to the processor transmits the report. An energy storage device powers the processor and transmitter.

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 controlled power system is in a train having electric controlled pneumatic (ECP) brakes on cars of the train connected to a trainline which carries electric power and control signals and having at lease one auxiliary device on some of the cars. The power system on a car having the auxiliary device includes a power module connecting the auxiliary device to a source of power when activated; and a first controller, including a transceiver, for activating the power module to the connect the source of power to the auxiliary device in response to a power up signal on the trainline.

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 train is connected to provide wired distribution power (WDP) using at least one standard locomotive consist. The train includes a first locomotive separated from a second locomotive by a plurality of cars; and a communication train line connected to the locomotive and cars and extending through the train. Each of the locomotives has a propulsion system, a propulsion controller to control the propulsion system in response to one of operator propulsion signal and multi-unit (MU) propulsion signal, and a MU communication line and connector for communicating control signals, including the MU propulsion signal, with an adjacent locomotive. At least the first locomotive is connected to the communication train line of an adjacent car by the multi-unit connector of the first locomotive to one of receive and transmit the MU propulsion signals via the communication train line.

Abstract: A train is connected to provide wired distribution power (WDP) using at least one standard locomotive consist. The train includes a first locomotive separated from a second locomotive by a plurality of cars; and a communication train line connected to the locomotive and cars and extending through the train. Each of the locomotives has a propulsion system, a propulsion controller to control the propulsion system in response to one of operator propulsion signal and multi-unit (MU) propulsion signal, and a MU communication line and connector for communicating control signals, including the MU propulsion signal, with an adjacent locomotive. At least the first locomotive is connected to the communication train line of an adjacent car by the multi-unit connector of the first locomotive to one of receive and transmit the MU propulsion signals via the communication train line.

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: 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 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: 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.