MXPA99011468A - Multi-function end of train device for electrically controlled pneumatic freight brake system - Google Patents

Abstract

A multi-function EOT, or universal EOT (UEOT), may function conventionally for those trains not equipped with an ECP power line transceiver but which can automatically change its mode of operation to the ECP EOT function when mounted on trains so equipped. The UEOT may be an integrated unit manufactured for the purpose or it may be implemented as an adapter that converts a conventional two-way end of train unit (EOT) to a UEOT that operates in both standard and ECP modes.

Description

DEVICE FOR MULTIPLE TRAIN END FUNCTIONS FOR BRAKE SYSTEMS LOAD PNEUMATICS AND ELECTRICALLY CONTROLLED CROSS REFERENCE OF THE RELATED APPLICATION This application is a continuation in part of the Application with Serial No. 08 / 816,527 filed on March 13, 1997, whose benefits from the filing date are claimed for this matter in the common exposition .

DESCRIPTION BACKGROUND OF THE INVENTION FIELD OF THE INVENTION The present invention relates in a general manner, with communications between trains to implement brakes for rail freight train Electrically Controlled Tires (ECP Electrically Controlled Pneumatic), and more particularly, with a multi-function device of Extremo Train (EOT - End Of Train) operating in a standard mode where the EOT operates as a normal EOT, in an ECP mode that provides ECP functionality in an EOT device type of the ECP type, or in an emulation mode in where the EOT has 74V electric train power but that, on the other hand P1733 / 99MX way, it works like a normal EOT.

BACKGROUND DESCRIPTION The End of Train monitoring and signaling (EOT) equipment is currently widely used in place of the cabins, to meet the operation and safety requirements of the railways. The information monitored by the EOT normally includes the air pressure of the brake line, the battery conditions and the movement of the train. A warning light is incorporated into the EOT housing, and the operation of this warning light is also monitored. This information is transmitted to the personnel in the locomotive by means of a telemetric transmitter energized by battery. The original EOT telemetric systems were one-way systems; that is, the data was periodically transmitted from the EOT to a Locomotive Control Unit (LCU), sometimes called the Train Head unit (HOT - Head of Train), mounted on the locomotive where the information was unfolded The latest systems are two-way systems where transmissions are also made by means of LCU to the EOT. In a specific application, the EOT controls an air valve in the train brake line that can be controlled by a transmission from the LCU. In a one-way system, P1733 / 99MX The emergency and service brake application starts at the locomotive and continues along the brake pipe to the end of the train. This process can take significant time in a long train, and if there is a restriction in the brake line, the brakes can not be operated beyond the restriction. With a two-way system, emergency braking can be initiated at the end of the train regardless of the initiation of emergency braking at the head of the train, and the process or application of the brake can be reduced considerably. As will be appreciated by those skilled in the art, for an LUC to communicate emergency orders to an associated EOT, it is desirable that the EOT be "armed"; that is, authorized by the railroad personnel. It is desirable to prevent the LCU from being operated emergency brakes on another train either by mistake or by malice. For this purpose, the LCU includes a non-volatile memory in which a unique code identifying an EOT unit can be stored. The LCU also has a row of thumb wheel switches that allows manual entry of codes. Additional background in EOT systems may be had by reference to U.S. Patent Nos. 5,374,015 and 5,377,938, both by Bezos et al., And assigned to the assignee of this application.

P1733 / 99MX The Federal Communications Commission (FCC) assigns radio frequency blocks for rail communications. The Association of Railroads of America (AAR Association of American Railroads) then assigns additional frequencies on a channel basis, which are then used by communication systems between trains based on radio. The AAR develops standards for the railroad industry for, among other things, communications between trains. More recently, the AAR is considering a communications system between trains where all the cars together have a good electrical installation. In such a system, energy is provided to the EOT and communications with it, by a cable that extends along the train. To this end, the AAR has promulgated the draft specifications for Electrically Controlled Pneumatic Cargo Brake Systems (ECP), revision # 9, November 27, 1996, which requires a special EOT device, hereinafter referred to as a EOT ECP, as specified on page 2, paragraph 2.1.6. As specified in that paragraph, this special EOT ECP will contain a "neuron" chip (a commercially available integrated circuit chip (IC)), a brake line pressure transducer, and a battery that will be discharged from the power cord voltage of the train.

P1733 / 99MX Presumably, this EOT ECP will also need a standard marker warning light, although the specifications do not mention this. Since freight trains may be one mile or more in length, the AAR has determined that the voltage in the cable must be 230 VDC to provide adequate power to the EOT ECP. To be sure of the safety of the personnel and the continuity of the cable, it is necessary to transmit status signals from the EOT ECP to a Head End Unit (HEU - Head End Unit) (as distinguished from an LCU in EOT systems that do not they are ECP). First, before the 230 VDC power can be turned on, it is necessary to be sure of the safety of the personnel to make sure that the cable has been properly terminated in the EOT ECP and that there is no danger of collision. When the cable has been properly terminated, the EOT ECP, under battery power, hears a beacon coming from the HEU and, upon detecting a beacon, communicates this to the HEU via the 230 VDC power lines, confirming the continuity of the the 230 VDC power lines and allowing the machine to turn on the 230 VDC power or allowing the HEU to turn on the 230 VDC power automatically. In addition, since the 230 VDC line could be interrupted either intentionally or accidentally, the ECP EOT must periodically transmit a status message to ensure the P1733 / 99HX continuity (that is, without interruptions) of the 230 VDC cable connection, thus ensuring, in this way, the safety of the personnel. The specifications of the AAR suggest that the EOT ECP should be a different unit of the standard two-way EOT currently manufactured, which partly belongs to the specification for the "neuron" microprocessor and for the power line modem transceiver and fact that the cable interface eliminates the need for a high-capacity rechargeable battery to power the EOT. However, the railroads that use this equipment want to standardize the equipment to minimize the logistics of their inventory and maintenance. The equipment manufacturers also want to standardize their products to improve quality and make savings.

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a multi-function EOT, or a universal EOT (EUOT), which can operate in a conventional manner for those trains not equipped with the ECP 230 VDC power line but they can automatically change their operating mode to the EOT ECP function, as defined by the AAR when mounted on trains equipped in this way.

P1733 / 99MX It is another object of the invention to provide an UEOT with the intelligence necessary to be able to conform automatically, to the multiple functionality required, when necessary without operator intervention. In accordance with the invention disclosed in copending application Serial No. 08 / 816,527, an electronic package or adapter is provided that conforms to the dimensions of the standard EOT battery pack. This adapter plugs into the standard EOT battery compartment, making connections with a connector in the battery compartment. When this package is plugged into the battery compartment, the EOT function is changed to conform to the EOT ECP function defined by the AAR. This adapter includes a standard ECP connector connected via a cable to the adapter and extending outward from the adapter when mounted in the battery compartment. A DC to DC converter reduces a high voltage from the cable to a low voltage and supplies the low voltage to a battery charger that holds a charge in a small rechargeable battery. A "neuron" transceiver connected to the cable and energized by the power supply detects when the messages are received. The microprocessor electronics connected to the "neuron" transceiver and energized by the supply Power P1733 / 99MX responds to the detection of the "neuron" transceiver by transmitting information to the EOT to transmit a message status of the detection to the HEU via the "neuron" transceiver. The firmware of the EOT microprocessor is modified to support the ECP function. The functionality of the EOT ECP adapter is extended in accordance with another aspect of the invention. This extended functionality is implemented in an integrated Universal EOT, in an EUOT or in an EUOT adapter that, like the EOT ECP adapter, is designed to be mounted in the battery compartment of a standard EOT. When the EUOT is mounted, the EOT processor is activated. The EOT processor sends a signal to turn on a separate microcontroller which, in turn, turns on the "neuron" microprocessor for a first predetermined period of time. The "neuron" microprocessor "hears" the HEU during this time and if the HEU beacon is received, the EOT starts transmitting once per second for a second predetermined period of time. If the HEU receives the EOT transmissions for a predetermined third period of time, it applies train line power. After this initial energy sequence, the UEOT operates in one of a plurality of modes, which include: the standard mode, the ECP mode and a 74V emulation mode.

P1733 / 99MX In standard mode, the UEOT operates as a normal EOT with additional activation of the ECP microcontroller and with periodic activation of the "neuron" microprocessor and periodic transmissions of the train's electrical cable to the HEU. This is the default mode; that is, the UEOT processor enters the standard mode when energized and remains in standard mode until it receives either a voltage or a HEU beacon on the train's electrical cable, at which point the unit switches to ECP mode. The UEOT will return to the standard mode only if there is no voltage from the train's power cord and no HEU beacons are received for a predetermined period of time. In the ECP mode, the UEOT provides the ECP train end state transmissions at a predetermined speed on the train electrical cable. These state transmissions contain the prescribed train electrical cable voltage, the marker status, the train end brake pipe pressure, and the battery capacity information for the UEOT processor. If no HEU beacons are received but train voltage is detected in the 74V range, the UEOT enters the 74V emulation mode where the UEOT monitors the fault messages from the wagons and retransmits these messages to the HEU via radio communications. While in emulation mode, the UEOT P1733 / 99MX continues to monitor the power of the train's electrical cable, and if the power of the train's electrical cable in the 74V interval is not detected for a predetermined period of time, the UEOT reverts to the standard mode and listens to the beacons again HEU.

BRIEF DESCRIPTION OF THE DRAWINGS The above and other objects, aspects and advantages will be better understood from the following detailed description of a preferred embodiment of the invention, with reference to the drawings, in which: Figure 1 is an elevation view of a two-way EOT that shows the location of the battery compartment; Figures 2A and 2B are, respectively, rear and front views of the adapter that plugs directly into the battery compartment of the standard two-way EOT to convert the standard two-way EOT into the EOT ECP specifications of the AAR; Figure 3 is a block diagram of the EOT ECP adapter circuitry shown in Figure 2; Figure 4 is a flow chart showing the modification of the firmware for the EOT microprocessor; P1733 / 99MX Figure 5 is an elevation view of the EOT in accordance with an aspect of the invention; Figure 6 is a block diagram of the UEOT circuitry according to the invention; Figure 7 is a flow chart showing the operation of the UEOT shown in Figure 6; and Figure 8 is a flow diagram, similar to the flow chart of Figure 7, showing the operation of the UEOT adapter.

DESCRIPTION OF THE PREFERRED MODALITIES OF THE INVENTION Referring to the drawings and, more particularly to Figure 1, an elevation view of the standard two-way EOT 10 currently manufactured and widely used in the railroad industry is shown. The illustrated EOT is manufactured by WABCO Railway Electronics (formerly Pulse Electronics, Inc.), but is also representative of two-way EOTs from other manufacturers. The EOT 10 is designed to be mounted on the trailer coupler of the last car in the train and is equipped with telemetric circuitry and pressure monitoring. The assembly is made by means of a hook coupling mount 11 which engages a coupler and which is held in place by means of a handle 12 to hold the coupler assembly. A hose 13 is connected between the brake pipe of the train P1733 / 99MX and the EOT unit so that the air pressure of the brake pipe at the end of the train can be monitored. As shown and described in more detail in U.S. Patent Nos. 5,374,015 and 5,377,938, the EOT includes a microprocessor control circuit and a non-volatile memory wherein the control program for the microprocessor controller and A unique identifier code of the particular EOT are stored. The EOT communicates with a radio transceiver of the driving locomotive by means of its own radio transceiver, the antenna 14 for the radio is installed in the upper part of the EOT. This transceiver and antenna is operational only when the EOT is used as a standard two-way EOT or in emulation mode. The EOT is also provided with a warning light 15 which flashes periodically and which is monitored by the EOT microprocessor. A carrier handle 16 is provided to allow rail personnel to move and mount the EOT 10. A battery compartment 17 houses a battery pack (not shown) that plugs into the battery compartment. The battery pack includes a high-power rechargeable battery, such as a lead acid battery or a nickel cadmium battery, and when plugged in, P1733 / 99MX is retained by staples or fasteners. As shown in Figure 1, there is an electrical connector 18 at the rear of the battery compartment. This connector 18 includes energy contacts to which the battery pack is connected when the battery pack is plugged into the battery compartment. The connector 18 also includes additional locks for interconnect signal lines between the adapter and the EOT electronics. The specification for the EOT ECP of the AAR states that the EOT must be connected to the network and that it must be transmitting status messages to the HEU before the energy of the train's power cable can be energized. Thus, by implication, the EOT ECP must have its own power source (eg, a battery) to transmit status messages before the 230 VDC power is turned on. The adapter set forth in the copending application Serial No. 08 / 816,527 is shown in Figures 2A and 2B. Figure 2A shows the rear part of the adapter 20 and the coupling connector 21 that plugs into the connector 18 at the rear of the battery compartment 17. A flange 23 surrounding the front face of the battery pack is used to secure the battery pack in the battery compartment 16. Figure 2B shows the front of the adapter 20.

P1733 / 99MX cable 24 emanates from faceplate 25 and terminates in a 26 230 VDC connector that is designed to be coupled with a corresponding connector on the cable installed in the rail car. Figure 3 is a block diagram of the adapter electronics. On the outside, connector 26 ECP 230 VDC is connected via cable 24 to the circuitry of the adapter. The cable 24 provides a 230 VDC connection to a DC to DC converter 31. The cable 24 is also connected, via a communication isolation 27, to a transceiver 32 communicating with a "neuron" microprocessor 33, as specified by the AAR. The transceiver 32 and the "neuron" microprocessor conform to the specifications of the Echelon Corporation and are comprised of two commercially available components. The first is the "neuron" chip which is a very large scale integrated device (VLSI - Very Large Scale Integrated) that incorporates support for communications, control, programming and for input / output (I / O). The neuron chip allows the devices to communicate with each other using the LonTalk Echelon ™ protocol that supports peer-to-peer, distributed communication. The neuron chips, models number 3120 and 3150, are manufactured and distributed worldwide by Motorola and Toshiba. The second component is the PLT-10 power line transceiver module, model P1733 / 99MX 50080, which supports Echelon Lon Works ™ power line communication technology. The DC to DC converter 31 provides a reduced voltage output to maintain a slow charge in the rechargeable 12V battery 34. The charging of the battery 34 by the converter 31 CC to DC is controlled by the microcontroller 35. Since batteries are inherently a component that does not have high reliability, it is desirable to maintain double batteries. This redundancy increases both reliability and capacity. An energy converter 37 energized by the battery (or batteries) 34 produces voltages required to energize the transceiver 32 and the "neuron" microprocessor 33. The DC to DC converter 31 also supplies voltage from the train's electrical cable to a microcontroller 35. The Schotky diode 36 isolates the battery 34 so that a battery short circuit fault can not affect the operation of the EOT ECP when the EOT ECP is in ECP mode, energized by the train electrical cable via the DC / DC converter 31. The battery 34 also provides 12V power to the EOT microprocessor via the connector lock 40. When the adapter is removed from the battery compartment, the battery 34 can be charged by a separate battery charger so that the adapter will be completely ready for the way when it is plug in the EOT. When you finish charging the battery 34, the P1733 / 99MX battery charger reset the meter 39 battery capacity. As with a standard EOT, the EOT ECP adapter batteries must be fully charged before the adapter is installed in an EOT that is to be installed at the end of an ECP train. The reason is that the ECP functionality needs battery backup and since one does not know how long the train's electrical cable will be "off" before the output, the only safe way to operate is to start with fully charged batteries. There are two ways to charge the batteries of the adapters. The main method to charge the adapter's batteries is to use a standard charger that connects to the adapter's 40 lock. This technique is preferred because operators are familiar with the equipment that provides the operator with an indication of when the batteries are fully charged. The second method to charge the batteries is via the train's electrical cable. A disadvantage of this technique is that it takes a longer time to change the batteries. The connection between the "neuron" microprocessor 33 and the microcontroller 35 is a parallel input / output (I / O) connection. The microcontroller 35 communicates with the transceiver 38, which provides the communication link with the P1733 / 99MX EOT processor and the related circuitry, by means of a serial connection. This serial connection complies with an industry regulation, such as the RS232 regulation. A battery capacity meter 39 monitors the change in the battery 34 and is controlled by the microcontroller 35 to provide data to the EOT processor and to the respective circuitry. The functions of the battery capacity meter 39 can be incorporated into the microcontroller 35 by means of the appropriate firmware. The connections between the transceiver 38 and the battery capacity meter 39 and the EOT are made by coupling the connectors 18 and 21 (Figures 1 and 2). The modified EOT processor firmware makes the EOT conform to multiple functionality. Specifically, when the adapter is plugged into the battery compartment, the connection provides the channel for the adapter to notify the EOT processor of the presence of the adapter. This notification causes the EOT firmware to shift the EOT operation of a standard two-way EOT function to the EOT ECP function. That is, the EOT stops transmitting via its radio transceiver and provides the pressure data of the brake pipe by means of the communication isolation connection 27 while maintaining the functionality of the marking light. Of course, when the EOT does not receive the appropriate orders via the connection, the EOT P1733 / 99MX works as a two-way EOT. The modified EOT firmware is illustrated in Figure 4 and described below. The transceiver 32 detects that the 230 VDC cable of the train has been connected to the EOT on a safe and appropriate termination of the 230 VDC cable. This is communicated to the microcontroller 35 which communicates with the EOT processor via the transceiver 38. In response to the detected connection to the 230 VDC cable, the microcontroller 35 notifies the EOT processor which, in turn, causes the status messages to be transmitted. to the HEU via the transceiver 32. Only after receiving the status message that the EOT is connected and that the 230 VDC cable terminates properly, the HEU causes the 230 VDC power to turn on. Once the 230 VDC power is turned on, the EOT continues to operate as an EOT ECP. The main piece of information that the EOT ECP needs and that the standard EOT has is the brake pipe pressure. The adapter, in accordance with the invention, communicates with the standard EOT via the RS232 serial connection and extracts this information from the EOT microprocessor. The extreme reliability of the EOT ECP is an important aspect of the invention. The reason is that an ECP train can not operate without an EOT ECP running. A failure of the EOT ECP function will give P1733 / 99MX results in a train stop and then train operation below 30 MPH until the EOT ECP is repaired. Several features have been incorporated into the EOT ECP adapter to address the reliability aspect. These include the following: • Even if the EOT function fails and the ECP adapter can not obtain pressure information, the EOT ECP adapter remains in operation since the pressure itself is not a critical parameter in the sense that the train You can continue to run even if the EOT pressure is not available to the extent that the EOT ECP communication function can be maintained. • The battery failure will not affect the EOT ECP operation as long as there is 230 VDC power. The diode 36 prevents a short circuit of the battery from affecting the operation of the EOT ECP adapter. Figure 4 is a flowchart illustrating the logic of the modified EOT firmware. The process starts either by a standard battery pack or by plugging the ECP adapter into the EOT battery compartment. The energy for the EOT microprocessor is turned on either by the act of plugging into the standard battery pack or the ECP adapter or by additionally turning on a power switch. In any case, the EOT microprocessor goes through its initialization P1733 / 99MX usual energization in the function block 41. Then, in the decision block 42, the EOT microprocessor determines whether it will operate in the ECP mode. Otherwise, the firware goes, by default, to the standard two-way EOT processing in the function block 43. Even after the default addressing to the standard two-way EOT processing, if an ECP mode command is received, as per detected in decision block 44, the process will loop back to decision block 42. If the EOT microprocessor will operate in ECP mode, the process goes to function block 45 where the radio transceiver in the EOT it goes off but the marker light continues to operate. In addition, the brake pressure data is supplied to the adapter. A test is carried out in decision block 46 to determine if periodic ECP mode commands are being received from the adapter. If so, the process continues to loop back to function block 45 to maintain the EOT in ECP mode. If not, the process loops back to decision block 42 to determine if the EOT should bypass the standard two-way EOT method. When in ECP mode, the EOT microprocessor obtains a current reading of the brake line pressure and transmits this information to the microcontroller 35 P1733 / 99MX shown in Figure 3. A dedicated microprocessor in the microcontroller 35 formats a message that includes both the cable connection state and the pressure of the brake line. The formatted message is then transmitted by the microcontroller 35 for modulation and transmission on the 230 VDC line by means of the neuron microprocessor 33 and by the transceiver 32. The continuity must be interrupted, then no additional status messages will be formatted or transmitted to the HEU. In that case, a time-out function in the HEU would detect this condition and provide a warning for the machine. If it is also possible to provide an additional function in the EOT that, when the continuity of the 230 VDC cable is lost, it will reactivate the radio transceiver of the EOT and transmit this information to the HEU. The concept of a multi-function EOT is further enhanced by a Universal EOT (UEOT). The UEOT monitors the train's electrical cable and automatically determines its mode of operation. Figure 5 is an elevation view of the UEOT, in accordance with this aspect of the invention. This integrated unit incorporates all the electronics and firmware to operate as a multi-function EOT without needing an adapter. The UEOT is similar in appearance to the standard EOT shown in Figure 1. A battery access door 19 covers P1733 / 99MX the battery compartment. Built in UEOT is a connector 22 to make the connection to the ECP 230 VDC line. Figure 6 is a block diagram of the UEOT electronics that is similar to that shown in Figure 3 with the addition of the EOT electronics in a unified package. The converter 31 DC to DC is a double voltage unit that can be connected to a 230VDC ECP train electrical cable or to a 74VDC non-ECP train electrical cable. The converter 31, in any case, produces a 12 VDC output. In Figure 6, the EOT electronics includes a microprocessor control circuit 61 and a non-volatile memory 62 wherein the control program for the microprocessor controller and a unique identifier code of the particular UEOT are stored. The microprocessor control circuit 61 also has inputs from a motion detector 63, a manually activated arm switch 64 and a transducer 65 responsive to the brake pressure and an output to an emergency brake control unit 66 coupled to the brake pipe 67. The EOT electronics, when in the emulation or standard modes, communicate via the transceiver 68. In all modes, the EOT electronics maintains the marking light function 69. The control circuit 61 driven by the microprocessor includes its own supply of P1733 / 99MX energy that receives energy from the battery 34 and energy from the power converter 31 CC to CC. In this way, there is an accumulated redundancy in the energy supplies to further improve the reliability of the unit. This redundancy could be omitted, with the consequent elimination of the reliability sustained by it, and the power for the microprocessor-driven control circuit could be derived only from the power converter 37. The transceiver 38 (Figure 3) is not needed in this unit integrated, and communications between the microcontroller 35 and the microprocessor-driven control circuit 61 are via a microprocessor switch. The clock input in the battery capacity meter 39 is supplied by the microprocessor driven control circuit 61, and the data of the battery capacity meter 39 is supplied to the microprocessor driven control circuit 61. The man-machine UEOT operation remains the same as the standard EOT with the addition of an ECP status message. The operator mounts the UEOT in a vertical position that powers the EOT processor. The microprocessor-driven control circuit 61 sends a signal to the microcontroller 35. The microcontroller 35, in turn, turns on the "neuron" microprocessor 33 and the P1733 / 99MX transceiver 32 that then "listens" the beacon of the HEU. If the UEOT "hears" the beacon of the HEU within a first predetermined time period, the UEOT responds at a predetermined interval for a second predetermined time period. If the HEU receives the EOT response during this second predetermined period of time, it applies the 230 VDC power of the train electrical cable. If the UEOT does not "hear" the HEU beacon, the microcontroller 35 will turn off the microprocessor 33"neuron" for a predetermined period of time and then the on / listen cycle will be repeated. This is an optional technique for energy saving. The operator observes the activated marker for a predetermined period of time, the brake pipe pressure displayed, and the ECP message displayed. The standard arming procedure is initiated by an operator in the UEOT by pressing a test / armed button, and the machine can then arm the UEOT for emergency operation within a predetermined window. After this initial power-up sequence, UEOT operates in one of three modes: standard, ECP or 74V emulation. The UEOT automatically switches to the appropriate mode of operation, as described below. In the standard mode, the UEOT functions as a normal EOT with the additional activation of the microcontroller 35 and with the periodic activation of the P1733 / 99MX microprocessor 33"neuron", as described above to hear beacons from the HEU. While in standard mode, EOT radio transmissions are sent to the HEU periodically. The microprocessor-driven control circuit 61 enters the standard mode upon power up and remains in the standard mode until it receives a predetermined message sequence within a predetermined period of time from the microcontroller 35. This message sequence indicates that the HEU beacons are being sent in ECP mode. In the ECP mode, the UEOT provides ECP train end state transmissions at a predetermined interval in the train electrical cable. These transmissions contain information on the prescribed voltage of the train's electrical cable, the marker status, the brake pipe pressure and the battery capacity from the EOT processor. The UEOT enters the ECP mode when the "neuron" microprocessor communications are established with the HEU or when the standard ECP level power cable power is turned on. The UEOT will continue in the ECP mode to the extent that power is applied to the train's electric cable or that beacons are received from the HEU. The EOT radio transmissions to the HEU are suspended by the time the EOT is in the ECP mode. The UEOT will return to the standard mode if both the cable power P1733 / 99MX electric train like HEU beacons are not detected after a time interval. The return to standard mode includes monitoring the power of the train electrical cable and cyclically monitoring the HEU beacons. The UEOT radio transmissions to the HEU start again once the HEU beacons cease. In the 74V emulation mode, the UEOT monitors fault messages from the cars and forwards them to the HEU via radio communications. Entry in this mode can be controlled either by radio or by ECP commands from the HEU. Figure 7 is a flow chart illustrating the UEOT firmware logic, the process begins with an ignition initialization in the function block 17, which occurs when the UEOT is mounted vertically. This initialization includes turning on the microcontroller 35 and, in turn, the "neuron" microprocessor 33. After the initialization of the ignition, the UEOT enters the default standard mode in the function block 72. A test is carried out in the block. decision 74 to determine if the UEOT hears the HEU beacon. If so, the UEOT responds to the HEU via the transceiver 32 in the function block 75 and enters the ECP mode in the function block 76. As described above, entering the EDP mode includes: (1) P1733 / 99MX turn off the radio transceiver, (2) maintain the marking light function, and (3) send pressure information via the microcontroller 35 and the transceiver 32. While in the ECP mode, a series of tests are carried out to determine if the UEOT should remain in the ECP mode. The first of these in decision block 77 is to determine if the HEU beacons are being received. If so, the UEOT remains in the ECP mode. If the beacons of the HEU have not been received for a predetermined period of time, an additional test is carried out in the decision block 78 to determine if the electric power of the train in the range of 100 to 240 VDC is still being applied. . If so, the UEOT remains in the ECP mode. If no HEU beacons are detected and insufficient energy is detected from the train's power cable, an additional test is performed in decision block 79 to determine if a predetermined time interval has expired. If so, the process loops back to the function block 72 where the UEOT enters the default standard mode again where a test is carried out in the decision block 74 to determine if the HEU beacons are detected. If this is not the case, a test is carried out in decision block 80 to determine if 74 VDC electric train power is detected. The power train 74 VDC electric wire is detected when P1733 / 99MX energy in the range of 30 to 100 VDC is detected. If not, the process loops back to function block 72; otherwise, the UEOT enters the emulation mode 74V in the function block 81. The emulation mode of 74V is for the case where the UEOT is connected to a train not equipped with the ECP 230 VDC energy. In this mode the UEOT takes its power from the train electrical cable but operates in another way, in the standard mode. While in the 74V emulation mode, the UEOT continues to test the train's electrical cable for 74 VDC train electrical cable power in the decision block 82. If the power of the 74 VDC train electrical cable is not detected by more than a predetermined time period as determined in decision block 83, the process loops back to function block 72 where the UEOT enters the default standard mode again. By combining the teachings of the first and second aspects of the invention, an adapter can be provided that converts a standard EOT into an UEOT. This adapter is mounted in the standard EOT battery compartment, but instead of converting the standard EOT into an EOT ECP, the adapter converts the standard EOT into an UEOT, which provides all the functionality of the UEOT, as described above. The block diagram for the UEOT adapter is basically the same as the P1733 / 99MX adapter diagram shown in Figure 3 with the difference in functionality in the adapter firmware. As with the UEOT, the DC to DC converter 31 is a double voltage unit that can be connected to a 230VDC ECP train electrical cable or to a train electrical cable that is not 74VDC ECP so that the 74V emulation is also supported by the adapter. Figure 8 is a flow diagram showing the process implemented in the UEOT adapter. This process is essentially identical to that of UEOT, as shown and described with respect to Figure 7 with the addition of the decision block 73 inserted between the function block 72 and the decision block 74. After entering the standard mode by By default, a test is carried out in decision block 73 to determine if any orders of the serial connection ECP adapter (eg, RS232) have been received. This test is an aggregate test for the purpose of communication between the UEOT adapter and the standard EOT microprocessor via the transceiver 38 (Figure 3). While the invention has been described in terms of the preferred embodiments, those skilled in the art will recognize that the invention can be practiced with modifications within the spirit and scope of the appended claims.

P1733 / 99MX

Claims (15)

1. NOVELTY OF THE INVENTION Having described the present invention, it is considered as a novelty and, therefore, the content of the following CLAIMS t 1 is claimed as property. A multi-function train end unit having multiple modes of operation between the which include: at least one standard mode and an electrically controlled pneumatic mode for use in load-braking systems comprising: an electrically controlled pneumatic connector at the train end and adapted for connection to an electric train wire of a power train system; electrically controlled pneumatic brake; a processor at the end of the train on ignition that monitors a beacon transmitted by means of a head end unit on the train electrical cable; a transceiver controlled by the processor for transmitting an electrically controlled pneumatic train end state message to the head end unit by the train electrical cable upon detection of the beacon of the head end unit, the processor switches to the mode electrically controlled tire and from there it monitors the train electrical cable of the beacons and the energy of the end unit of P1733 / 99MX head and if both the power and beacons of the head end unit are not detected in the train electrical cable for a predetermined period of time, it automatically switches to standard mode, the processor while in the mode standard continues to monitor the beacons of the head end unit on the train electrical cable.
2. 2. The multi-function train end of claim 1, wherein the multiple operation modes further include an emulation mode, the processor switches to the emulation mode when the beacons of the head end unit are not detected and a voltage in the train electric cable is in a predetermined range different from the defined electrically controlled pneumatic voltage range.
3. 3. The multi-function train end of claim 2, wherein while the processor is in the emulation mode it continues to monitor the voltage in the predetermined range in the train electrical cable and if the voltage in the predetermined interval is not detected for a predetermined period of time, the processor switches back to standard mode. The multi-function train end of claim 1, further comprising: P1733 / 99MX an energy converter that receives energy from the train electrical cable and generates operating voltages for the multi-function train end; and a battery to supply power to the train end of multiple functions where there is no power in the train electrical cable. The multi-function train end of claim 4, further comprising a diode for isolating the multi-function train end of the battery in the event of short-circuit battery failure. 6. The multi-function train end of claim 4, wherein the battery is a dual battery that provides redundancy in battery power and improved unit reliability. The multi-function train end of claim 1, wherein the electrically controlled pneumatic connector, the processor and the transceiver are implemented in an adapter for mounting in a battery compartment of a two-way train end unit for forming the unit for use in electrically controlled pneumatic charge brake systems further comprising an interface for communicating with a microprocessor at the train end. P1733 / 99MX 8. A universal train end having multiple modes of operation, among which are included: a standard mode, an electrically controlled pneumatic mode and an emulation mode for use in charge brake systems, comprising: an electrically controlled pneumatic connector in the universal train end and adapted for connection with an electric train wire of an electrically controlled pneumatic brake system; microcontroller means communicating via a transceiver connected to the train electrical cable, the microcontroller means monitors the train electrical cable by beacons transmitted by a head end unit; the train end processor means communicates with the microcontroller means and, when turned on, enters the standard mode and if a predetermined message is received from the microcontroller means indicating that a head end unit beacon has been received, it switches towards the electrically controlled pneumatic mode, but if a predetermined message is received from the microcontroller means indicating that no beacon has been received from the head end unit but that a voltage on the train electrical wire is in a predetermined interval different from the pneumatic voltage range electrically P1733 / 99MX controlled defined, switches to emulation mode. 9. The universal rail end of claim 8, wherein the microcontroller means and the train end processor means are implemented with a single microprocessor. The universal rail end of claim 8, wherein the microcontroller means and the train end processor means are implemented with separate microprocessors that provide additional reliability through redundancy. The universal train end of claim 8, wherein the train end processor while in the emulation mode, continues to monitor the train electrical cable by voltage in the predetermined range and if the voltage in the train is not detected. the predetermined interval for a predetermined period of time, the train end processor switches back to the standard mode. 12. The universal train end of claim 8, further comprising: an energy converter that receives energy from the train electrical cable and generates operating voltages for the universal train end, the power converter accepts input power in two intervals; Y P1733 / 99MX a battery to supply power to the universal train end when there is no power in the train electrical cable. 13. The universal rail end of claim 11, further comprising a diode isolating the universal rail end of the battery in case of battery failure by short circuit. 14. The universal train end of claim 11, wherein the battery is a dual battery that provides redundancy in the battery power and improved reliability of the unit. The universal rail end of claim 8, wherein the electrically controlled pneumatic connector, the microcontroller and the transceiver are implemented in an adapter for mounting in a battery compartment of a two-way train end unit to conform the unit for use in electrically controlled pneumatic charge brake systems further comprising an interface for communication between the microcontroller and the train end processor. P1733 / 99 X