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 including a brake pipe (14) and an electrical train line (50) extending from at least one locomotive through at least first and second cars which are adjacent to each other, the first and second cars each include a brake cylinder, reservoir and a brake valve The first car includes an electro-pneumatic brake valve which is responsive to electric signals on the train line to produce a first car pneumatic apply brake signal from the first reservoir and release brake signal for the first brake cylinder and the brake signal pipe (33) The first car also includes a first valve (31) to transmit the first brake signals to the brake signal pipe and to isolate the connection to the brake signal pipe for a breakaway at one of the cars The second car includes a pneumatic brake control valve which is responsive to the first car pneumatic brake signals on the brake signal pipe and brake pipe pressure m the brake pipe to produce a second car pneumatic apply and release brake signals for the second brake cylinder corr

Abstract: A train including a brake pipe (14) and an electrical train line (50) extending from at least one locomotive through at least first and second cars which are adjacent to each other, the first and second cars each include a brake cylinder, reservoir and a brake valve The first car includes an electro-pneumatic brake valve which is responsive to electric signals on the train line to produce a first car pneumatic apply brake signal from the first reservoir and release brake signal for the first brake cylinder and the brake signal pipe (33) The first car also includes a first valve (31) to transmit the first brake signals to the brake signal pipe and to isolate the connection to the brake signal pipe for a breakaway at one of the cars The second car includes a pneumatic brake control valve which is responsive to the first car pneumatic brake signals on the brake signal pipe and brake pipe pressure m the brake pipe to produce a second car pneumatic apply and release brake signals for the second brake cylinder corr

Abstract: A relay valve configuration which can be used with various cars in an electropneumatic train and under the control of one of the electropneumatic brake control valves. The improved brake control valve includes a relay valve mounted at an interface of the manifold. The valve has a source inlet connected to the reservoir interface port, an inlet connected to atmosphere, an outlet connected to the brake cylinder interface port and a control inlet connected to the exhaust interface port. The valve is responsive to the control inlet connected to the exhaust interface port to selectively connect the brake cylinder interface port either to the reservoir interface port or atmosphere. The exhaust interface port in AAR is known as the retainer port. A check valve/choke is also mounted on the manifold of the interface and is in the same housing as the relay valve.

Abstract: A relay valve configuration which can be used with various cars in an electropneumatic train and under the control of one of the electropneumatic brake control valves. The improved brake control valve includes a relay valve mounted at an interface of the manifold. The valve has a source inlet connected to the reservoir interface port, an inlet connected to atmosphere, an outlet connected to the brake cylinder interface port and a control inlet connected to the exhaust interface port. The valve is responsive to the control inlet connected to the exhaust interface port to selectively connect the brake cylinder interface port either to the reservoir interface port or atmosphere. The exhaust interface port may be the retainer port. A check valve/choke is also mounted on the manifold of the interface and is in the same housing as the relay valve.

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 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: 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: 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: 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: An electropneumatic brake control valve unit capable of operating at the interface of the emergency brake portion or the service brake portion of a standard brake control valve as a retrofit unit or operating as a stand alone electropneumatic unit. The unit includes electric valves responsive to electrical signals and sensed brake pipe pressures to operate pneumatic valves to control the brake cylinder. The pneumatic valves are also operable independent of the electric control valves so as to allow braking with the electrical controls off or disabled. The unit can operate in combination with a complete brake control valve or with either or none of its emergency and service portions.

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 ectropneumatic brake control valve unit capable of operating at the interface of the emergency brake portion or the service brake portion of a standard brake control valve as a retrofit unit or operating as a stand alone electropneumatic unit. The unit includes electric valves responsive to electrical signals and sensed brake pipe pressures to operate pneumatic valves to control the brake cylinder. The pneumatic valves are also operable independent of the electric control valves so as to allow braking with the electrical controls off or disabled. The unit can operate in combination with a complete brake control valve or with either or none of its emergency and service portions.

Abstract: An electropneumatic brake control valve unit capable of operating at the interface of the emergency brake portion or the service brake portion of a standard brake control valve as a retrofit unit or operating as a stand alone electropneumatic unit. The unit includes electric valves responsive to electrical signals and sensed brake pipe pressures to operate pneumatic valves to control the brake cylinder. The pneumatic valves are also operable independent of the electric control valves so as to allow braking with the electrical controls off or disabled. The unit can operate in combination with a complete brake control valve or with either or none of its emergency and service portions.

Abstract: An electropneumatic brake control valve unit capable of operating at the interface of the emergency brake portion or the service brake portion of a standard brake control valve as a retrofit unit or operating as a stand alone electropneumatic unit. The unit includes electric valves responsive to electrical signals and sensed brake pipe pressures to operate pneumatic valves to control the brake cylinder. The pneumatic valves are also operable independent of the electric control valves so as to allow braking with the electrical controls off or disabled. The unit can operate in combination with a complete brake control valve or with either or none of its emergency and service portions.

Abstract: An adaptor or retrofit unit which is placeable between a pipe bracket and the service portion of a brake control valve which includes brake pipe passage, brake cylinder passage, auxiliary reservoir passage, emergency reservoir passage and an exhaust retainer passage which interconnects the corresponding ports of the pipe bracket and the service brake portion and electrically controlled valves. A first electrically controlled valve selectively controls the connection of the brake pipe passage to a venting port for applying the brakes. A second electrically controlled valve interconnects the brake pipe passage and the emergency reservoir passage for release of the brakes. A third electrically controlled valve selectively connects the auxiliary reservoir to a vent port for releasing a stuck brake. A fourth electrically controlled valve selectively controls the exhaust passage connected to the retainer for gradually releasing the brake.

Abstract: A method of controlling brakes of a car having electropneumatic brake valves, by determining the weight of the car and calculating the ratio of brake cylinder pressure to train brake command for the car using the weight of the car. Brake cylinder pressure is then determined using the brake train command and the calculated ratio and the brake cylinder pressure is controlled to the determined brake cylinder pressure. The ratio of the brake cylinder to pressure train brake command is calculated by first calculating a full service brake cylinder pressure for the pneumatic car and preferably using a fixed braking ratio. The rate of change of the brake cylinder pressure is also determined as a function of the weight.