Abstract: A cooling system for a hydrogen hybrid locomotive including a set of electric traction motors and a hydrogen fuel cell system for providing electric power for driving the traction motors. The cooling system includes a radiator for extracting heat from cooling fluid circulated through the hydrogen fuel cell system and a circulation system. The circulation system has a pump for moving the cooling fluid through the circulation system, a first circulation path including a radiator output valve for controlling a selected amount of the cooling fluid provided by the pump to a cooling fluid inlet of the hydrogen fuel cell system through the radiator, and a second circulation path including a bypass valve for bypassing a selected amount of the cooling fluid provided by the pump around the radiator and to the cooling fluid inlet of the hydrogen fuel cell system. A fan system provides air flow across the radiator.

Abstract: Designs for a battery-powered, all-electric locomotive and related locomotive and train configurations are disclosed. In one particular exemplary embodiment, a locomotive may be driven by a plurality of traction motors powered exclusively by a battery assembly which preferably comprises rechargeable batteries or other energy storage means. The locomotive carries no internal combustion engine on board and receives no power during operation from any power source external to the locomotive. A battery management system monitors and equalizes the batteries to maintain a desired state of charge (SOC) and depth of discharge (DOD) for each battery. A brake system may be configured to prioritize a regenerative braking mechanism over an air braking mechanism so that substantial brake energy can be recovered to recharge the battery assembly. Many locomotive or train configurations involving battery-powered or battery-toting locomotive(s) may be implemented.

Abstract: A hydrogen hybrid locomotive including a set of batteries for driving a plurality of electric traction motors for moving the locomotive along a set of railroad rails and a fuel cell power plant for charging the set of batteries and driving the electric traction motors. The fuel cell power plant includes at least one fuel cell power module for generating electrical current by reacting hydrogen fuel and oxygen from intake air, the amount of electrical current being proportional to an air mass flow of the intake air. An air system selectively provides an air mass flow to the fuel cell module to generate an amount of electrical current required for corresponding operating conditions of the locomotive. A cooling system cools the at least one fuel cell power module in response to the amount of current being generated.

Abstract: A cooling system for a hydrogen hybrid locomotive having a set of electric traction motors and a hydrogen fuel cell system for providing electric power for driving the traction motors includes a radiator for extracting heat from cooling fluid circulated through the hydrogen fuel cell system by a circulation system. The circulation system includes a bypass valve for bypassing a selected amount of the cooling fluid around the radiator and a radiator output valve for controlling an amount of the cooling fluid passed to the hydrogen fuel cell system from the radiator. A fan system provides air flow across the radiator. A control system selectively sets a position of the radiator output valve and a position of the bypass valve and selectively controls a speed of the fan, as required to control cooling of the hydrogen fuel cell system.

Abstract: A system is provided for retrofitting an electrically propelled vehicle. The vehicle has an engine-driven generator, and at least a first traction motor and a second traction motor coupled to the generator. The system includes an energy storage device capable of being coupled to at least the first traction motor; and a control system operable to control a distribution of propulsive power between the first traction motor and the second traction motor. An associated method and a retrofit kit are provided, also.

Abstract: An electrical energy capture system, as may be carried on a hybrid energy, electro-motive, self-powered traction vehicle, is provided. The system may be used for storing electrical power generated on the vehicle and for discharging the stored electrical power for use on the vehicle. The system includes circuitry connected to a plurality of electrical energy storage devices connected in parallel circuit to one another. The circuitry may be configured to establish a respective circuit path for charging and discharging electrical energy from each energy storage device with respect to a DC bus. The circuitry is further configured to block a flow of electrical current from any one of the storage devices to any of the other storage devices, thereby avoiding flow of currents that could otherwise circulate among the electrical energy storage devices due to electrical imbalances that may occur in one or more of the electrical energy storage devices.

Abstract: A method of propelling a mobile machine is disclosed. The mobile machine may have a plurality of DC traction motors, including a first DC traction motor and a second DC traction motor. The method may include driving a first traction device with the first DC traction motor, the first DC traction motor including a first field coil and a first armature electrically connected in series. The method may also include driving a second DC traction device with the second DC traction motor electrically connected in series with the first DC traction motor, the second DC traction motor including a second field coil and a second armature electrically connected in series. Additionally, the method may include, in response to slippage of the first traction device, bypassing at least a portion of electric current flowing through the first field coil around the first armature. The method may also include directing at least a portion of the bypassed electric current through the second field coil and the second armature.

Abstract: [Problem] To propose a control apparatus for an electric train, in which the regenerative energy of a DC power feed circuit can be consumed without disposing the brake chopper or electric-double-layer capacitor of the DC power feed circuit. [Means] A control apparatus for an electric train according to this invention includes an AC electric motor which drives the electric train, and a variable-voltage variable-frequency inverter which controls the AC electric motor, and further includes an auxiliary power source device connected to a DC power feed circuit, and load control means for controlling a load connected to the auxiliary power source device, wherein the load control means receives an inverter state signal representative of an operation state of the variable-voltage variable-frequency inverter from the it, and the load control means controls the load in accordance with the inverter state signal.

Abstract: A method and apparatus for swapping functionality of a lead unit and an end-of-train remote unit on a distributed power railroad train. The communications system comprises a swap function that executes through a plurality of process steps to swap the functionality of the lead unit and the end-of-train remote unit. The train operating conditions must first be determined to ensure that the swap function can be executed. The communications system is placed in an idle mode and brakes and safety locks applied to ensure against train movement. Each remote locomotive in the train is commanded to a transition stage and reconfigured to receive commands and messages from the new lead unit. Once the train operator has relocated from the old lead unit to the new lead unit, the old lead unit transitions to remote status and the new lead unit commands an end to the transition period.

Abstract: A consist controller is provided that enables an operator to take advantage of all horsepower combinations for locomotives in a consist. The consist controller provides a fractional increase option and a fractional decrease option that enables the operator to increase or decrease horsepower output with finer adjustments. In a preferred implementation, the fractional increases and decreases are used in conjunction with a fuel optimization routine such that the target setpoint, from which a range of horsepower values is computed, can be increased or decreased in steps that are less than a full notch increase or decrease.

Abstract: An electrical energy capture system, as may be carried on a hybrid energy, electro-motive, self-powered traction vehicle, is provided. The system may be used for storing electrical power generated on the vehicle and for discharging the stored electrical power for use on the vehicle. The system includes circuitry connected to a plurality of electrical energy storage devices connected in parallel circuit to one another. The circuitry may be configured to establish a respective circuit path for charging and discharging electrical energy from each energy storage device with respect to a DC bus. The circuitry is further configured to block a flow of electrical current from any one of the storage devices to any of the other storage devices, thereby avoiding flow of currents that could otherwise circulate among the electrical energy storage devices due to electrical imbalances that may occur in one or more of the electrical energy storage devices.

Abstract: An electric car control apparatus with which it is possible to make the size of equipment small. The control apparatus includes current detectors for respectively detecting currents flowing through collector shoes mounted on a leading car; a no-current indicator for outputting a no-current signal when the currents detected by these current detectors are zero; a no-current train line for transmitting the no-current signal to the following car; and disconnection timer mounted on each of the cars for, when inputting a speed signal and a no-current signal, in correspondence with the speed of the cars outputting a disconnection signal for causing a connector to disconnect after a predetermined time such that it is possible to determine that there is a dead section or gap.

Abstract: A computerized system for use in connection with a hybrid energy off highway vehicle system of a off highway vehicle. The hybrid energy off highway vehicle system includes an off highway vehicle, a primary power source, and an off highway vehicle traction motor propelling the off highway vehicle in response to the primary electric power, and an energy capture system for storing and/or transferring electrical power. An energy management processor carried on the off highway vehicle controls transmission of electrical power among the primary electric power generator, the vehicle propulsion system, an electrical energy capture system, and each of the plurality of dynamic braking resistance grid circuits during motoring, operating and braking the travel of the off highway vehicle.

Abstract: A system and method for retrofitting a propulsion circuit of an existing Off Highway Vehicle to enable the propulsion circuit to operate as a hybrid energy Off Highway Vehicle propulsion circuit. The hybrid propulsion circuit includes a primary power source, and a traction motor for propelling an Off Highway Vehicle in response to the primary electric power. The traction motor has a motoring mode of operation and a power dissipation mode of operation. The traction motor generates dynamic braking electrical power in the power dissipation mode of operation. An electrical energy storage system includes a chopper circuit coupled to an energy storage device. The storage device is responsive to the chopper circuit to selectively store electrical energy generated in the power dissipation mode. The storage system selectively provides secondary electric power from the storage device to traction motor to assist in propelling the Off Highway Vehicle during the motoring mode.

Abstract: A hybrid propulsion system. The system comprises one or more hybrid propulsion traction drives having an electric motor operable to produce mechanical power for propulsion. A hybrid propulsion traction drive is operable to receive power from an on-board power generation system. The electric motor is operable to receive power from an energy storage unit and operable to supply power to the energy storage unit. The energy storage unit may be coupled to the electric motor via a switch.

Abstract: A system and method for retrofitting a propulsion circuit of an existing Off Highway Vehicle to enable the propulsion circuit to operate as a hybrid energy Off Highway Vehicle propulsion circuit. The hybrid propulsion circuit includes a primary power source, and a traction motor for propelling an Off Highway Vehicle in response to the primary electric power. The traction motor has a motoring mode of operation and a power dissipation mode of operation. The traction motor generates dynamic braking electrical power in the power dissipation mode of operation. An electrical energy storage system includes a chopper circuit coupled to an energy storage device. The storage device is responsive to the chopper circuit to selectively store electrical energy generated in the power dissipation mode. The storage system selectively provides secondary electric power from the storage device to traction motor to assist in propelling the Off Highway Vehicle during the motoring mode.

Abstract: A system and method for managing electrical power generated by an engine for use in connection with operating a hybrid energy off highway vehicle load control system. A load control circuit determines a current operating condition of the Off Highway Vehicle, and determines a corresponding target operating condition of the Off Highway Vehicle The load control system determines a difference between the current operating condition and a target operating condition to identify transients. The load control system delivers power from the power source to a energy storage for an initial period after a transient condition is identified and then delivers power from the power source to source to the traction motors to propel the Off Highway Vehicle. The load control system also retrieves to power from the energy storage to assist in propelling the Off Highway Vehicle.

Abstract: A system for controlling, a response to an operator, a consist of at least first and second locomotives having discrete operating modes. The system comprises an operator control, a first controller, a second controller, and a communication link. Alternatively, the system and method includes control modules which may be retrofitted to an existing consist control. The power operating modes of the locomotives within a consist are selected to optimize the operation of the consist. The operation of the consist may be optimized for any number of factors including optimizing for braking capacity, as a function of the location, base on a performance parameter which is a function of a performance profile or the location of a crew member.

Abstract: The present invention is directed to a locomotive comprising energy storage units, such as batteries, a prime energy source, such as a diesel engine, and an energy conversion device, such as a generator. The locomotive comprises one or more of the following features: a separate chopper circuit for each traction motor and a controller operable to control separately and independently each axle/traction motor.

Abstract: An electrical energy capture system for use in connection with a hybrid energy off highway vehicle system of a off highway vehicle. The hybrid energy off highway vehicle system includes an off highway vehicle, a primary power source, and an off highway vehicle traction motor propelling the off highway vehicle in response to the primary electric power. The off highway vehicle traction motor has a dynamic braking mode of operation generating electrical energy. The electrical energy capture system includes an energy management processor carried on the off highway vehicle. The capture system also includes an off highway vehicle electric generator connected to and driven by the primary power source for selectively supplying primary electric power, wherein the generator is responsive to said processor. An electrical energy storage device is carried on a off highway vehicle and is in electrical communication with the off highway vehicle traction motor.

Abstract: A system and method for controlling, a response to an operator, a consist of at least first and second locomotives having discrete operating modes. The system and method comprises an operator control, a first controller, a second controller, and a communication link. Alternatively, the system and method includes control modules which may be retrofitted to an existing consist control. The power operating modes of the locomotives within a consist are selected to optimize the operation of the consist. The operation of the consist may be optimized for any number of factors including optimizing for braking capacity, as a function of the location, base on a performance parameter which is a function of a performance profile or the location of a crew member.

Abstract: A model train operating, sound and control system that provides a user with increased operating realism. A novel remote control communication capability between the user and the model trains. This feature is accomplished by using a handheld remote control on which various commands may be entered, and a Track Interface Unit that retrieves and processes the commands. The Track Interface Unit converts the commands to modulated signals in the form of data bit sequences (preferably spread spectrum signals) which are sent down the track rails. The model train picks up the modulated signals, retrieves the entered command, and executes it through use of a processor and associated control and driver circuitry. A speed control circuit located inside the model train that is capable of continuously monitoring the operating speed of the train and making adjustments to a motor drive circuit, as well as a novel smoke unit.

Abstract: A hybrid energy locomotive system having an energy storage and regeneration system. In one form, the system can be retrofitted into existing locomotives, or installed as original equipment. The energy storage and regeneration system captures dynamic braking energy, excess motor energy, and externally supplied energy and stores the captured energy in one or more energy storage subsystems, including a flywheel, a battery, an ultra-capacitor, or a combination of such subsystems. The energy storage and regeneration system can be located in a separate energy tender vehicle. The separate energy tender vehicle is optionally equipped with traction motors. An energy management system is responsive to power storage and power transfer parameters, including data indicative of present and future track profile information, to determine present and future electrical energy storage and supply requirements. The energy management system controls the storage and regeneration of energy accordingly.

Abstract: An exemplary embodiment of the invention is a method for detecting a potentially locked axle on a vehicle propelled by an AC motor. The method includes conducting a speed test by estimating axle speed and comparing estimated axle speed to measured vehicle speed. The existence of a potential locked axle condition is determined based on the comparing of estimated axle speed to measured vehicle speed. Additional tests are disclosed for determining a potential locked axle condition and a sensor fault condition.

Abstract: A method for the drive coordination of a rail-guided vehicle with individual-wheel drive traveling on straight track, including the steps of determining a differential speed (&Dgr;n) of opposite track wheels and a control value (&Dgr;M) by a controller as a function of a set point, whereby the set point is ideally zero and the frequency and the damping of the control value (&Dgr;M) can be dynamically adjusted by controller parameters. The invention further comprises a method for the drive coordination of a rail-guided vehicle with individual-wheel drive, in particular when the vehicle is traveling over curves, in which at least one axle is fastened so that it can rotate with respect to the underbody, whereby the angular position (&ggr;st) of the axle with respect to the underbody is regulated so that the track wheels are tangential to the rail by setting the angular position (&ggr;sl) of the axle by means of the torque set points (MSet,l MSet,r) of the individual wheel drives.

Abstract: Automatic control of the temperature of the inlet air being supplied to the engine (12) of a locomotive (10) in order to optimize the performance of the engine (12) under a variety of ambient air temperatures and pressures. One or more valves (38) is utilized to control the flow of warm air from the engine compartment (14) into the air inlet path (20). The position of valve (38) is controlled by controller (42) in response to at least one of an ambient air temperature signal TA, an ambient atmospheric pressure signal PA, and an inlet air temperature signal TI. The temperature of the air flowing through the warm air flow path 28 may be controlled by selecting from among a plurality of possible inlets (30, 32, 50). By varying the volume and temperature of the air flowing through the warm air flow path (28), the temperature and density of the air supplied at the engine inlet (18) may be moderated across a broad range of ambient air temperatures and pressures.

Abstract: Prior battery-powered electric locomotives have used multiple diesel engines to charge the batteries and have not been commercially accepted. The present invention provides a yard switcher which combines battery storage with a gas microturbine generator to provide an effective fuel-efficient and environmentally friendly locomotive. locomotive.

Abstract: The two axle locomotive of this invention includes a diesel engine directly coupled to a generator for generating power to a single electrical traction motor. Preferably, the drive motor is an AC traction motor which drives both axles of the locomotive using a single drive shaft assembly with a drive shaft affixed to an armature of the AC traction motor. Power to the AC traction motor is controlled by using a variable frequency alternating current control system. Auxiliary equipment power is also provided by the AC generator. In addition, by reversing the current in the AC traction motor the motor becomes an AC braking motor. Changes in the traction ability of each axle resulting from weight transfer between the two axles is automatically compensated for by the single drive shaft assembly. The suspension system includes a locomotive frame supported by the pair of axles using elastomeric springs, which also provides dynamic damping to limit the motion of the locomotive.

Abstract: A laboratory refrigerator, in particular a refrigerated incubator, in which an inner basin surrounding the useful storage volume is surrounded by an outer basin. The air in the useful storage volume is circulated via a chamber formed between the inner basin and the outer basin and re-enters the useful storage volume via apertures in the side walls of the inner basin. Heating elements are provided in the chamber for controlling the temperature of the circulating air and labyrinthine plate evaporators are provided on the outside of the side walls of the outer basin.

Abstract: In an electronically controlled RAILWAY locomotive throttle controller system having a central processor unit and a plurality of trainlines, such trainlines carrying binary voltage signals derived from corresponding binary signals in such central processor unit, a method for transmitting, for a group of said trainlines, herein numbered as NT, the binary voltage signals back to such central processor unit for diagnostic purposes. Such method includes the steps of applying, for the group of NT trainlines, their binary voltage signals to a frequency generator which will generate a signal having a frequency characteristic of such binary voltage signals. The frequency having a different value for every possible combination of binary signals from such trainlines.

Abstract: An electrically controlled railway locomotive throttle controller including a power source connected to a central processing unit disposed on such locomotive. An encoder device is disposed on such locomotive for providing at least one electrical signal to such central processing unit. This at least one electrical signal being at least one of a signal indicative of a throttle position, a signal indicative of dynamic braking and a signal indicative of a reverser. A digital control device is disposed on such locomotive and is connected to receive a signal from such central processing unit to provide a digital control signal that controls the voltage being applied to a trainline. An analog control device is also disposed on such locomotive and is connected to receive a signal from such central processing unit to provide an analog control signal that controls a dynamic brake reference voltage being applied to such trainline.

Abstract: A method of diagnostic testing and taking appropriate corrective action on an electronically controlled throttle controller which includes scanning inputs from at least one of the throttle handles and a remote host. Communicating information from such throttle handles and/or remote host to a diagnostic testing device. Performing a check of such information fed to such diagnostic testing device to determine if the system is functioning properly and/or if corrective action is required. Taking appropriate corrective action if such corrective action is indicated. Calculating trainline outputs to be used when at least one of such appropriate corrective action is completed and/or it has been determined that such system is functioning properly. Communicating such trainline outputs calculated to such trainline. Communicating a feedback of such trainline outputs being communicated to a diagnostic testing device and reading such feedback of such trainline outputs.

Abstract: A locomotive traction motor control system includes a traction motor suspended by traction motor suspension bearings, such as roller bearings in a bearing assembly, and traction motor suspension bearing temperature sensors, such as thermistors, for sensing a temperature of the traction motor suspension bearings. A controller, such a microprocessor based controller, receives a hot bearing indication from a hot bearing detection unit (HBDU) connected to the suspension bearing temperature sensors. The controller generates a warning indication based on the temperature sensed by the suspension bearing temperature sensors when the HBDU detects an improper bearing temperature. The control system also facilitates detection and warning of an improper stretch braking condition and subsequently limits current to the traction motors in response to detecting the improper stretch braking condition.

Abstract: For the drive of a vehicle having at least one driven axle, in particular a rail vehicle, a secondarily controlled hydrostatic drive is provided which is connected to a pressure network with impressed pressure. The respective travelling direction and the acceleration and retardation is set at a desired value pickup or generator which is part of a speed control circuit. The circuit arrangement according to the invention solves the problem of avoiding slipping of the drive wheels on acceleration and retardation. In addition, the determined acceleration and retardation values can be superimposed to avoid inadmissible wheel slip and obtain optimum accelerations and retardation operations. For this purpose the circuit arrangement employs a ramp former to which as control voltage various voltages proportional to different operating parameters are supplied, in particular a voltage dependent on the speed of rotation.

Abstract: A conveyor system (10) is disclosed comprised of a plurality of vehicles (12), propelled about a guide track (14) by a D.C. motor (54) and battery (52), featuring an on-board control (40) in which signals from fore and aft and side mounted photosensors (32,34,36,38) are processed by a microprocessor (42), to generate control signals for pulse width modulated control of the power to the D.C. motor (54). The control signals are applied to a motor driver circuit (50), including an H-bridge of MOSFET switching components (Q1,Q2 A ramping or progressive variation of the power applied to the motor (54) is carried out to provide gradual acceleration or deceleration, and the fore and aft photo-detectors (32,34) are triggered by the approach of another vehicle (12) at a substantial distance, to accommodate the distance required for gradual deceleration when the vehicles (12) are being queued at points along the track (14).

Abstract: An improved strain sensor is disclosed utilizing a linear variable displacement transducer (LVDT) to precisely output the linear strain over a structural member. The LVDT is mounted utilizing a position apparatus having a similar coefficient of thermal expansion as the structural member, and effectively integrates the strain over the entire longitudinal dimension of the member by precisely measuring displacement under load. This assembly is readily incorporated in locomotive couplers and crane structures having a void or hollow coinciding with the neutral bending axis of the member being tested, as well as over relatively large spans, in pairs or singly, having bending moments present. A locomotive control system for increasing the strain on a locomotive coupler by monitoring the draw bar force with an associated generator speed and maximizing the draw bar force by manipulating the generator speed.

Abstract: A train having at least a pair of control cabs spaced along the train interconnected electrically. Electric signals transmitted between the control cabs allows for fluid braking signals to be propagated from both control cabs toward each other. Each car of the train includes a device for modifying a test signal transmitted between the control cabs in response to a specified condition. The signal modify device can be a tuned circuit and may indicate brake status or a hot journal.

Abstract: A brake control system for a railway car having a primary electric brake and a secondary friction brake that supplements the electric brake as the electric brake effectiveness fades. The secondary friction brake is normally applied in accordance with a first supplementary control signal provided by an electrical component, such as an operational amplifier, the output of which is the difference between a brake command signal and the actual braking produced by the electric brake. A second supplementary control signal corresponding to the brake command signal is effective to control the secondary friction brake, in response to either anomalies in the power supply or failure of the operational amplifier. A switch connects the brake command signal to an electric-pneumatic converter to provide pneumatic pressure to the friction brake corresponding to the brake command, and to concurrently terminate operation of the electric brake, when either one or both of the foregoing abnormalities are detected.

Abstract: An electronic fuel conserving control system for multiple unit locomotive consists. The control system varies the throttle settings of the individual locomotive units among full power, half power and minimal power settings to operate the consist in a fuel efficient manner while maintaining the desired speed. Special features include automatic dropping of the locomotive to full power reduction when the air brakes have been applied for 30 seconds, a 90 second manual override period which is initiated when the dynamic brake is released after having been applied for 30 seconds, dip switch selection of the number of units available for dynamic brake loading, a power reduction button for quickly reducing power, minimum and maximum speed limit switches which establish a speed range in which the control system operates the train, and a solid state control circuit for controlling the governor solenoids of the locomotives in the fuel save mode of operation.

Abstract: A radio communication control system for a lead unit and a plurality of remote units is disclosed. The system has a protocol for establishing a communication link between the lead unit and the one or more remote units in the system which prevents any of the units in that system from processing messages or commands from other units in other train systems or processing messages or commands originating from units within a train system which are addressed to other units within the system. The communication system also includes a communications channel contention system for minimizing the probability of multiple units transmitting on the common communication channel at the same time and for insuring that the highest priority communications in each train are transmitted first in time measured from the end of the latest transmission on the radio communications channel.

Abstract: A radio communication control system for a lead unit and a plurality of remote units is disclosed. The system has a protocol for establishing a communication link between the lead unit and the one or more remote units in the system which prevents any of the units in that system from processing messages or commands from other units in other train systems or processing messages or commands originating from units within a train system which are addressed to other units within the system. The communication system also includes a communications channel contention system for minimizing the probability of multiple units transmitting on the common communication channel at the same time and for insuring that the highest priority communications in each train are transmitted first in time measured from the end of the latest transmission on the radio communications channel.

Abstract: A mobile track working machine arranged for intermittent advancement along the track comprises a drive, a brake for braking the driven wheels at respective working sites between the intermittent advancement of the machine, a speedometer generating a signal indicating the speed of advancement and a device generating a signal indicating the peripheral speed of the driven wheels. A fully electronically operated control arrangement for avoiding spinning of the driven wheels at the start of the advancement of the machine and locking of the wheels at braking includes a circuit having an input receiving the signals and an output connected to the drive and brake for constantly maintaining the nominal desired value of the drive and brake moments and for reducing the traction and brake forces in dependence on any drive or brake slippage.

Abstract: An electronic control system for automatically controlling the locomotive units of a multiple unit locomotive consist in a manner to maintain a selected speed of the consist with minimum fuel consumption. The control system includes a microprocessor and related hardware for each unit in the consist. Control and acknowledgement signals are transmitted among the locomotive units along a single train line wire to vary the output power of each unit among full power, half power and idle speed settings while maintaining the consist at the desired set speed. The hardware is arranged to direct the control and acknowledgement signals to the proper locomotive units while transmitting in both directions along the train line wire. The software for the microprocessors takes into account the acceleration and deceleration of the consist in adjusting the power output of the locomotive units.

Abstract: The number of on-line locomotives of a consist is either reduced or increased by a manual control system that conserves fuel by throttling back trailing locomotives and operating the remaining locomotives of the consist at the most efficient throttle position. A control unit in the lead locomotive is operated by the engineer to command control units in equipped trailing locomotives of the consist. Each time the engineer depresses a "subtract power" push button, one trailing locomotive is throttled back; conversely, each time an "add power" push button is depressed, a trailing locomotive is returned on line by advancing its throttle to the most efficient position. A cutout control signal, which is generated in the lead locomotive and transmitted to trailing units in serial order (front to rear) by a single spare trainline wire, has voltage levels that progressively decrease or increase in response to the subtract or add power commands.

Abstract: The apparatus includes a master control unit associated with a first locomotive and a slave control unit associated with a second locomotive. Each of the control units is identically constructed to include an electronic processor and memory. The memory includes a program which is also identical for both units. Each of the units is connected to at least a portion of a train line extending between the locomotives, and inter-unit communications are accomplished over only a single spare line within the train line. Under control of the program the control units detect the setting of the throttle in the first locomotive, and in response thereto the control units operate the throttle of the second locomotive so that the combined operation of the first and second locomotives functions at an optimum power output-to-fuel consumption ratio within a predetermined range of power levels for each setting of the throttle in the first locomotive.

Abstract: A microcomputer-operated air brake control system for controlling the air brakes of a railroad car in a train is disclosed. The system includes a plurality of pressure sensors pneumatically connected to various points in the air brake system of the car and electrically connected to the input of the microcomputer. An ultrasonic height sensor for load compensation and detection of railroad derailments may also be connected to the input of the microcomputer. The output of the microcomputer is electrically connected to a plurality of electropneumatic valves for controlling the flow of compressed air to the brake cylinder of the car. The system also includes a radio transceiver electrically connected to the microcomputer for both receiving braking commands from a central control unit in the locomotive and transmitting feedback information from the air brake system back to the central control unit.

Abstract: The devices for transmitting a traction force to the middle truck apply the force at a theoretical point of attack at a height (h) above the rails so as to have a moment exerted on the middle truck during traction which relieves the load on the leading axle of the middle truck by an amount equal to the relief force on each axle of the leading truck. Likewise, a load is added to the trailing axle of the middle truck equal to the force added to each axle of the trailing truck. This height is defined as ##EQU1## where a and b are the spacings between the axles and H is the height of the draw hook above the rails.

Abstract: A system for controlling tractive effort in diesel electric locomotives when train hauling requirements are such that multiple locomotives are required. Equipment and method of operation disclosed provides individual control of lead and trailing units, utilizing relatively simple, reliable and inexpensive equipment which operates in conjunction with existing train controls. Operation of multiple locomotive trains at reduced horsepower settings per trailing loads will provide maximum fuel economy for varying track conditions.

Abstract: A method is described for the automatic addressing of several mobile substations arranged in series from a central station. A two-wire line transmits information in two frequency channels, this line remaining open for direct current. Means are provided for determining the location of the central station with respect to the substation. The method can be used in connection with train sets.

Abstract: A universal directional reference for trailing locomotives and railroad cars employs a two wire mating connector for each end of the car or locomotive, each wire having a male contact at one end and a female contact at the opposite end and in a sense opposite to the other wire. A positive polarity established on one conductor having its male contact at the leading end of the controlling locomotive causes the same polarity to appear on the female contact at the rear end of said locomotive which is connected to the male contact of the next car or locomotive thereby sustaining the pattern throughout the train. Reverse orientation of any trailing unit automatically swaps the internal polarity of its trainline wires to compensate for the otherwise reverse direction of travel.