Method and System of Leveraging Onboard Positive Train Control Equipment

Abstract

A system of a leading locomotive with a reduced complement of onboard Positive Train Control (PTC) equipment leveraging a full complement of PTC equipment in a trailing locomotive, while operating in a PTC territory. The system can be applied to a push-pull passenger train, wherein the cab car has the reduced complement of onboard PTC equipment and the locomotive has the full complement, whereby the train is operable in both directions in a PTC territory. The system can also serve as an expedient repair of a leading locomotive with failed onboard PTC equipment by leveraging the functional PTC equipment in another locomotive in the consist. The same leveraging principle can allow a PTC-equipped locomotive to operate in a non-interoperable PTC territory. Considerable cost savings are achieved compared to the prior art practice of fully equipping all locomotives and cab cars with a full PTC installation.

I claim: 
     
         1 . A system for leveraging onboard positive train control equipment in a consist of at least two locomotives, said system comprising:
 a) a multiple unit trainline that operatively connects all locomotives in said consist to coordinate the application of power, the application of dynamic braking, and the direction of movement;   b) a full complement of onboard positive train control equipment installed within a host locomotive in a trailing position in the consist, said full complement comprising at least:
 i) an onboard computer configured to enforce train movement by selectively initiating a penalty application or an emergency application of the train brakes, and 
 ii) an emergency solenoid valve that initiates said emergency application, upon actuation by said onboard computer, and 
 iii) at least one GPS receiver and GPS antenna that provides precise geo-location data, corrected within said onboard computer for the distance from the antenna to the front coupler of the leading locomotive of said consist; and 
   c) a reduced complement of onboard positive train control equipment installed within a remote locomotive in the leading position of the consist and configured as the controlling locomotive of the consist, said reduced complement comprising:
 i) an interactive cab display, operatively connected to said onboard computer in said host locomotive through a cab display data link, and 
 ii) a penalty solenoid valve that said onboard computer in said host locomotive actuates through a penalty signal link, 
 whereby an automatic brake valve in said remote locomotive responds to actuation of said penalty solenoid valve by making a penalty application of the train brakes, and whereby a group of operating controls, including a pneumatic control switch, upon detecting either a penalty application or an emergency application of the train brakes, cancels throttle and generator field signals imposed on said multiple unit trainline, thereby causing all engines in said consist to drop to idle speed and all traction power to be removed. 
   
     
     
         2 . The system in  claim 1  further comprising:
 a) a first auxiliary signal link that communicates the state of said pneumatic control switch in said remote locomotive to said onboard computer in said host locomotive; 
 b) a pressure switch in said remote locomotive that indicates whether said automatic brake valve in said remote locomotive is configured for operation in a leading position or a trailing position; and 
 c) a second auxiliary signal link that communicates the state of said pressure switch to said onboard computer in said host locomotive. 
 
     
     
         3 . The system in  claim 1 , wherein:
 a) said cab display data link between said interactive cab display in said remote locomotive and said onboard computer in said host locomotive is a data cable; and   b) said penalty data link between said penalty solenoid valve in said remote locomotive and said onboard computer in said host locomotive is a signal cable with at least two conductors, where spare conductors of the trainline may comprise a part of their length.   
     
     
         4 . The system in  claim 1 , wherein said cab display data link and said penalty signal link are aggregated within said remote locomotive by a remote terminal, and are thence communicatively coupled with said onboard computer in said host locomotive through an aggregated data link. 
     
     
         5 . A system for leveraging onboard positive train control equipment in a push-pull passenger train comprising a locomotive at one end and a cab car at the other end, such that the train may operate in both directions, said system comprising:
 a) a multiple unit trainline that operatively connects said cab car and said locomotive, such that said cab car, while in the leading position of the train, controls said locomotive in the application of power, the application of dynamic braking, and the direction of movement;   b) a full complement of onboard positive train control equipment installed within said locomotive, said full complement comprising at least:
 i) an onboard computer configured to enforce train movement by selectively initiating a penalty application or an emergency application of the train brakes, and 
 ii) an emergency solenoid valve that initiates said emergency application, upon actuation by said onboard computer, and 
 iii) at least one GPS receiver and GPS antenna that provides precise geo-location data, corrected within said onboard computer for the distance from the antenna to the front coupler of the leading vehicle of said push-pull passenger train; and 
   c) a reduced complement of onboard positive train control equipment installed within said cab car, which may be operated as the controlling vehicle of the train, said reduced complement comprising:
 i) an interactive cab display, operatively connected to said onboard computer in said locomotive through a cab display data link, and 
 ii) a penalty solenoid valve that said onboard computer in said locomotive that actuates through a penalty signal link, 
   whereby an automatic brake valve in said cab car responds to actuation of said penalty solenoid valve by making a penalty application of the train brakes, and whereby a group of operating controls, including a pneumatic control switch, upon detecting either a penalty application or an emergency application of the train brakes, cancels throttle and generator field signals imposed on said multiple unit trainline, thereby causing the engine in said locomotive to drop to idle speed and traction power to be removed.   
     
     
         6 . The system in  claim 5  further comprising:
 a) a first auxiliary signal link that communicates the state of said pneumatic control switch in said cab car to said onboard computer in said locomotive; 
 b) a pressure switch in said cab car that indicates whether said automatic brake valve in said cab car is configured for operation in a leading position or a trailing position; and 
 c) a second auxiliary signal link that communicates the state of said pressure switch to said onboard computer in said locomotive. 
 
     
     
         7 . The system in  claim 5 , wherein:
 a) said cab display data link between said interactive cab display in said cab car and said onboard computer in said locomotive is a data cable; and   b) said penalty data link between said penalty solenoid valve in said cab car and said onboard computer in said locomotive is a signal cable with at least two conductors, where spare conductors of the trainline may comprise a part of their length.   
     
     
         8 . The system in  claim 5 , wherein said cab display data link and said penalty signal link are aggregated within said cab car by a remote terminal, and are thence communicatively coupled with said onboard computer in said locomotive through an aggregated data link.