Abstract: A method of transitioning a locomotive brake control system between a remote operated locomotive RCL mode and an electronic air brake EAB mode includes initializing the system in the EAB mode; and determining a value of an RCL enable. Transitioning from the EAB mode to the RCL mode includes a) determining if the system is ready to be transitioned to the RCL mode if the RCL enable is high, and b) transitioning the system to the RCL mode if the system is ready for transition and the RCL enable is high. Transitioning from the RCL mode to the EAB mode includes a) determining if the system is ready to be transitioned to the EAB mode if the RCL enable is low, and b) transitioning the system to the EAB mode if the system is ready for the transition to the EAB mode and the RCL enable is low.

Abstract: A remote radio railroad car located within or at the end of the train that charges or exhausts the brake pipe in response to radio commands from the lead unit. The brake pipe control system includes a first controller at a first car at the lead end for controlling the brake pipe at the first car and transmitting, via a radio link, brake pipe control signals to a second controller in a remote car in the train. The second controller controls the brake pipe at the remote car in response to the brake pipe control signals from the first controller. If the second controller is on the last car and the last car does not include an independent end of train device, the second controller transmits brake pipe condition signals to the first controller. If the second controller is on the last car and the last car does include an independent end of train device, the first controller established separate communication links with the second controller and the end of train device.

Abstract: A control system which allows electro-pneumatic control of an equalizing reservoir with the capacity to create penalty applications in a purely pneumatic manner. A controller for the equalizing reservoir includes an electro-pneumatic source of pressure or atmosphere responsive to an electrical equalizing pressure control signal and a pilot valve selectively connecting the electro-pneumatic source or atmosphere to the equalizing reservoir in response to pressure in a pilot port of the first pilot valve. A magnetic valve is provided having a first input connected to a second source of pressure, a second input connected to atmosphere and an output connected to the pilot port of the first pilot valve. At least one penalty valve is connected to the pilot input of the first pilot valve and is responsive to a penalty signal to connect the pilot input to atmosphere.

Abstract: A brake controller for a locomotive includes a train brake pipe, a locomotive brake pipe, a brake cylinder, a control valve being responsive to pressure in the train brake pipe to produce brake apply and brake release signals at an output, and a relay valve having first and second control inputs and having a source input and an exhaust input selectively connected to an output in response to the control inputs. The first control input is selectively connected to one of the output of the control valve and the locomotive brake pipe; and the second control input is selectively connected to the locomotive brake pipe when the control valve output is a release signal. A first electro-pneumatic valve is connected to the control valve which, when activated, causes the control valve to be a release signal.

Abstract: A train control system includes a plurality of control subsystems for installation in respective locomotives. At least one of the control subsystems is configurable as a lead control subsystem, and at least one other control subsystem is configurable as a remote control subsystem. Each control subsystem preferably comprises a radio transceiver, a first processor connected to the radio transceiver for communicating with at least one other control subsystem, an electronic brake valve connected to the first processor, and an electro-pneumatic controller connected to the first processor and the electronic brake valve, for interfacing to the air brake system of the train. The first processor preferably comprises a locomotive computer interface for performing both distributed power and electronic air brake functions in cooperation with the locomotive control computer. The distributed power functions may comprise at least one of tractive effort and dynamic braking functions.