Europäisches Patentamt *EP000829404B1* (19) European Patent Office

Office européen des brevets (11) EP 0 829 404 B1

(12) EUROPEAN PATENT SPECIFICATION

(45) Date of publication and mention (51) Int Cl.7: B60T 13/66, B60T 17/22 of the grant of the patent: 14.05.2003 Bulletin 2003/20

(21) Application number: 97115898.5

(22) Date of filing: 12.09.1997

(54) control unit with dynamic brake interlock Lokomotive- Bremssteuereinheit mit dynamischer Bremsverriegelung Ensemble de commande de frein d’une locomotive muni de verrouillage dynamique de freinage

(84) Designated Contracting States: • Root, Kevin B. DE FR GB IT SE Black River, New York 13612 (US)

(30) Priority: 13.09.1996 US 26039 P (74) Representative: Specht, Peter, Dipl.-Phys. et al Loesenbeck, Stracke, Loesenbeck, (43) Date of publication of application: Patentanwälte, 18.03.1998 Bulletin 1998/12 Jöllenbecker Strasse 164 33613 Bielefeld (DE) (73) Proprietor: New York Corporation Watertown, New York 13601 (US) (56) References cited: US-A- 5 048 569 US-A- 5 137 455 (72) Inventors: US-A- 5 172 316 US-A- 5 301 717 • Newton, Ronald O. Adams, New York 13605 (US)

Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention). EP 0 829 404 B1

Printed by Jouve, 75001 PARIS (FR) 1 EP 0 829 404 B1 2

Description auxiliary reservoir in response to the actuating, or 13-pipe. The dead-in-tow triple valve also includes a BACKGROUND AND SUMMARY OF THE INVENTION double check valve which provides the higher value of the 16-pipe or brake signal pipe and the independent [0001] The present invention relates generally to 5 application release pipe, or 20-pipe as the triple valve computer controlled railroad locomotive brake equip- or back-up brake signal to the 16 portion of the main ment and more specifically to a locomotive brake control manifold. unit with dynamic brake interlocks. [0006] Depending upon whether a resetting or non- [0002] The availability of computer controlled railroad resetting dynamic brake interlock is required, a second brake equipment includes the CCB equipment available 10 dynamic brake interlock valve is provided in the dead- from New York Air Brake Corporation. The CCB loco- in-tow triple valve. For the resetting dynamic brake in- motive brake control equipment is described in U.S. Pat- terlock, the magnetic valve disconnects the 16-pipe con- ent 5,172,316. The numbers used throughout this appli- nection to the double check valve, which provide the tri- cation correspond to that used in this patent for sake of ple valve output or back-up brake signal to the manifold. clarity and consistency. 15 For the non-resetting in the dynamic brake interlock, an [0003] With the addition of electropneumatic braking electromagnetic valve provides a 16-pipe signal as the and other electric subsections, there has been a prolif- control input for the bailoff pilot valve to the double check eration of new on board locomotive subsystems. Since valve having its other input from the 13-pipe. This bailoff the interconnection of these various subsystems have valve is connected to the auxiliary reservoir to bleed the been added one by one, it has increased the complexity 20 auxiliary reservoir and a back-up brake signal reservoir of their interconnection and their weight. The manifold connected to the dead-in-tow triple valve through oper- is complex and wiring must be connected to each of the ation of the triple valve. A brake signal or 16 reservoir individual electrical valves and transducers. There are is bled using the electropneumatic controls or the port thirty-four line replaceable units mounted to the CCB of the back-up brake signal. For both types of dynamic manifold. To provide , the manifold 25 brake interlock, the first dynamic valve was to discon- would have to be modified to include a dynamic braking nect the emergency operation of the brake during inter- unit. The location of the modification will depend upon lock. whether a resetting or non-resetting dynamic brake re- [0007] Thus, there exists a need for a locomotive sponse was desired. Adaptor plates were used to incor- brake control system capable of being operated with porate the dynamic brake interlock valves to the mani- 30 setting or non-resetting dynamic brake interlocks and fold and the separate dead-in-tow valves. without dynamic brake interlocks without modification of [0004] Dynamic brake interlock is where the locomo- the manifold. tive application resulting from the automatic [0008] A locomotive brake control unit, according to brake handle or train braking is disabled or released dur- the present invention, includes a manifold having a ing dynamic braking. In a resetting dynamic brake inter- 35 brake cylinder module for controlling pressure at the lock, the automatic brake application is reapplied once brake cylinder port in response to at least train braking the dynamic braking is terminated. In a non-resetting dy- signals and first and second ports on the control unit for namic brake interlock, the automatic brake application receiving electropneumatic resetting and non-resetting is released and is not reapplied after the termination of dynamic brake interlocks respectively to control the train the dynamic brake. This protocol is defined by the end 40 braking signals during dynamic braking, if an interlock user and their preference for dynamic brake operation. module is present in one of the interlock ports. The first [0005] A typical example of prior art devices is the port on the control unit for the resetting interlock pre- CCB I available from New York Air Brake Corporation. vents the brake cylinder from applying the brakes during The main manifold includes a first dynamic interlock dynamic braking in response to train braking signals and valve connected between the main reservoir and a pilot 45 permits the brake cylinder module to reapply the brakes valve which provides one of the inputs to a double check after dynamic braking in response to a train braking sig- valve whose output is the control signal for the brake nal present before, during and after the dynamic brak- cylinder relay. The pilot valve is piloted by the actuating ing. The second port on the control unit for a non-reset- pipe known as the 13-pipe. The other input to the double ting dynamic brake interlock module prevents the brake check valve is the automatic or train brake signal. A sep- 50 cylinder from applying the brakes during dynamic brak- arate dead-in-tow triple valve not mounted on the man- ing in response to train braking signals and also pre- ifold, provides a triple valve or back-up brake signal to vents the brake cylinder module from reapplying the the manifold for a brake cylinder control and is connect- brakes after the dynamic braking in response to train ed to the independent application and release pipe, or braking signals present before, during and after the dy- the 20-pipe, the brake pipe and the actuating pipe, or 55 namic braking. The brake cylinder' module controls 13-pipe. The dead-in-tow triple valve structure includes pressure at the brake cylinder port during dynamic brak- a triple valve which controls an auxiliary reservoir as a ing in response to train braking signals and absence of function of the brake pipe. A pilot valve also controls the dynamic brake interlock modules in neither of the first

2 3 EP 0 829 404 B1 4 or second ports. of the bailoff valve and the EP brake signal and selects [0009] The manifold includes an independent brake one of the inputs as an output which is the train brake port and the brake cylinder module controls pressure at signal connected to the first select valve. A train brake the brake cylinder port also in response to pressure at signal reservoir port is connected to the output of the the independent brake port including during dynamic 5 second select valve. braking. The brake cylinder module includes the relay [0013] A resetting electropneumatic dynamic brake valve having a control input and a select valve for se- interlock valve is connected between the train brake sig- lecting the higher pressure of the train braking signals nal and the first select valve. During dynamic brake in- and the independent brake port pressure as a control terlock, it disconnects the train brake signal from the first port for the relay. The first or resetting dynamic interlock 10 select valve and therefore only the independent brake brake port is on the brake cylinder module between the signal controls the brake relay valve. For non-resetting train braking signal and the select valve. a dynamic brake interlock, a third select valve is provid- [0010] The manifold also includes an actuating port ed having a pair of inputs connected respectfully to the and the brake cylinder module overrides the train brak- actuating port and a dynamic brake interlock signal and ing signal to release the brakes in response to pressure 15 having an output which is the larger of the two inputs. at the actuating port. A control reservoir is connected to This output is connected to the control input of the bailoff the manifold and the pressure of the control reservoir is valve. A non-resetting electrodynamic brake interlock the train braking signal. A bailoff valve responsive to a valve is connected and provides a dynamic brake inter- signal on its control input connects the control reservoir lock signal to the third select valve. During dynamic to exhaust. The second or non-resetting dynamic brake 20 brake interlock, the non-resetting dynamic brake inter- interlock port is connected to the supply port and a se- lock valve operates the bailoff valve to disconnect the lector valve selects the higher value of the actuating port back-up brake signal from the downstream circuit and pressure and the pressure from the non-resetting dy- exhausts or empties the back-up brake signal reservoir. namic brake interlock module in the second port as the The output of the bailoff valve or control of the EP brake control input to the bailoff valve. 25 signal also empties or exhausts the train brake signal [0011] The brake control unit also includes an elec- reservoir. tropneumatic brake signal module mounted on the man- [0014] Other objects, advantages and novel features ifold for providing the train braking signals to the brake of the present invention will become apparent from the cylinder module except when receiving a dynamic brake following detailed description of the invention when con- interlock signal. The first and second ports for the dy- 30 sidered in conjunction with the accompanying drawings. namic brake interlocks are on modules on the manifold versus the manifold itself. The control unit includes a BRIEF DESCRIPTION OF THE DRAWINGS pneumatic dead-in-tow module mounted on the mani- fold which provide a backup pneumatic train brake sig- [0015] nal to the brake cylinder module. The second or non- 35 resetting dynamic brake interlock is on the dead-in-tow Figure 1 is a block diagram of the locomotive brake module and connects the brake signal module and the control unit for use with the present invention. actuating port. Figure 2 is a plan view of the electropneumatic con- [0012] The circuitry of the locomotive brake control trol unit incorporating the principles of the present unit has also been changed to allow incorporation of the 40 invention. dynamic brake interlock with a minimum number of Figure 3 is a perspective view of the brake cylinder parts. The unit includes the brake relay valve having an control portion of Figure 2. output connected to the brake cylinder port and having Figure 4 is a perspective view of the triple valve con- a control input, a first select valve has a pair of inputs trol portion of Figure 2. connected respectively to the independent brake port 45 Figure 5 is a block diagram of the brake cylinder and a train brake signal. The first select valve also has control portion for a resetting dynamic brake ac- an output which is the greater of the inputs and is con- cording to the principles of the present invention. nected to the control input of the brake relay valve. A Figure 6 is a block diagram of the triple valve control triple valve is connected to and responsive to the auxil- portion for a non-resetting dynamic brake according iary reservoir and brake pipe ports to interconnect an 50 to the principles of the present invention. auxiliary reservoir and the brake pipe ports and to pro- Figure 7 is a schematic diagram of the brake cylin- vide a back-up brake signal. A bailoff valve selectively der and triple valve control portions with no dynamic connects the backup brake signal or exhaust to its out- brake interlock. put in response to signals from the actuating port on its Figure 8 is a schematic diagram of the brake cylin- control input. A back-up brake signal reservoir port is 55 der and triple valve control portions with a resetting connected to the output of the bailoff valve. An electrop- dynamic brake interlock. neumatic valve provides an EP brake signal. A second Figure 9 is a schematic diagram of the brake cylin- select valve having a pair of inputs receives the output der and triple valve control portions with a non-re-

3 5 EP 0 829 404 B1 6

setting dynamic brake interlock. node of the EBV and an automatic emergency signal Figure 10 is a block diagram of the train brake signal MV53 to the EPCU to initiate the venting of brake pipe. or 16 pipe control portion. [0019] The electropneumatic control unit EPCU man- Figure 11 is a block diagram of the actuating or 13 ages the pneumatic interface between the brake sys- pipe control portion. 5 tem, the locomotive and the train. It controls the loco- motive brake cylinders, brake pipe, independent appli- DETAILED DESCRIPTION OF THE DRAWINGS cation and release pipe and the actuating pipe. The electropneumatic control unit EPCU includes the brake [0016] An overview of the locomotive brake control pipe control module BPCP, an equalization reservoir unit for use with the present invention is illustrated in 10 control portion ERCP, a dead-in-tow triple valve DBTV, Figure 1. The brake control unit includes an integrated a train brake signal or 16 pipe control portion 16CP, an processor module IPM, electronic brake valve EBV and independent or 20 pipe portion 20CP, a brake cylinder an electropneumatic control unit EPCU. It should be not- control portion BCCP, an actuating pipe or 13 pipe con- ed that in the Figures the fluid lines of the pneumatic trol portion 13CP and a power supply and junction box system will be illustrated by thick lines whereas the elec- 15 PSJB. trical interconnections will be illustrated by thin lines. [0020] Each of the portions includes electronics and Wherever possible, the elements in the Figures will have which combined into an integral line re- the same numbers as those of the prior art described in placeable units or modules. Each line replaceable unit US Patent 5,172,316. All modifications will have a ref- reflects basic operational entity within the system and erence number in the 100s. 20 can be ready-track replaced. As can be seen from Fig- [0017] An integrated processor module IPM is the ures 1 and 2, the electropneumatic control unit EPCU host computer for an electronic air brake system. The includes only seven replaceable units in addition to the IPM manages the electrical interfaces between the power supply and junction box PSJB as compared to brake system, the locomotive and the train. It commu- the thirty-four of the prior art. All of the required filters nicates with integrated locomotive controls and interfac- 25 67 are also directly mounted to the manifold 104. A sin- es electrical trainlines. The IPM can communicate with gle sized fastener 102 is used to connect each of the a portable testing unit for running system diagnostic line replaceable units to the manifold 104. tests and trouble shooting. It also has the ability to han- [0021] The different portions of the locomotive control dle and/or include distributed power with the appropriate unit are interconnected by an Echelon LonWorks Net- hardware and software upgrades. The IPM provides 30 work (registered trademark), although other networks high level brake control logic, locomotive system inte- may be used. This not only interconnects the modules gration communication or interfacing. The integrated of the EPCU, but also connects the EPCU to the IPM, processor module IPM is shown connected to an inte- EBV and an EP router. grated locomotive computer ILC, and to a portable test [0022] The individual line replacement units or mod- unit PTU by an RS 232 connection. The other inputs to 35 ules interconnected by a wire harness 100 are illustrated the IPM are from the propulsion and dynamic braking in Figure 2. The wire harness 100 includes all of the elec- controller. It should be noted that a preferred distributor trical interconnection between the individual line re- system is LOCOTROL (registered trademark) Distribut- placement units or modules with each other and to out- ed Power Control available from GE-Harris (registered side control signals via the power supply and junction trademark). 40 box PSJB. One of the signals received by PSJB is the [0018] The electronic brake valve EBV which serves dynamic brake begin signal BG on train line TL21. The as the input portion through the human-machine inter- wire harness 100 defines a path shown as a closed loop face. The electronic brake valve EBV includes the au- with a plurality of harness connectors 114 positioned tomatic brake handle 31 and an independent brake han- along the path to mate with device connectors of the in- dle 32 with a bailoff switch and provides output signals 45 dividual line replacement units or modules. All of the indicating the position of the handles and control signals connections to all of the electrical or electropneumatic as a function of the position of the handle. As a failsafe components, including electropneumatic valves, electri- feature, the electric brake valve EBV operates a direct cal sensors and other electronic elements within the acting emergency venting of the brake pipe. The inde- modules are through the single device connector and pendent brake handle 32 provides electrical signals 50 its mating harness connector 114. through to the control node of the EBV used for locomo- [0023] Besides the single portion connection or con- tive braking. The electronic bailoff signal from the inde- nector for all of the electrical wires using the wiring har- pendent handle portion 32 provides a first bail-off signal ness 100, each of the line replaceable modules include to the control node and a second bailoff signal as an the appropriate test points TP physically on the module. output signal BOBU as a bailoff signal to the bailoff por- 55 Similarly, each of the modules include the required pres- tion of the EPCU. The bailoff signal initiates release of sure transducers to be used by their local control node an automatic or train braking on the locomotive. The au- or microprocessor and connection as well as through tomatic handle 31 provides train braking to the control the wiring harness.

4 7 EP 0 829 404 B1 8

[0024] The brake control unit as illustrated in Figures signal or the 20-pipe or locomotive brake signal to con- 1 and 2 include the capacity of operating with no dynam- trol the brake cylinder relay 37 which controls the brake ic brake interlock, with a resetting brake interlock or a cylinder port BC using pressure from the main reservoir non-resetting brake interlock. The seven line replacea- part MR. ble units are designed to provide this triple option with- 5 [0029] The port P1 is provided on the brake cylinder out modification. Appropriate ports on the line replace- control portion BCCP to receive a resetting dynamic able units are capped or plugged for operating without brake interlock DBI-1 as illustrated in Figure 3. If the dy- dynamic brake interlock, or receive an appropriate dy- namic brake interlock DBI1 is not provided in the port, namic interlock module in the ports to provide resetting the port is capped and there is a direct connection be- or non-resetting dynamic brake interlocks. For sake of 10 tween the 16 pipe input and the double check valve illustration only, a resetting dynamic brake interlock DBI- DCV11. If a dynamic brake interlock DBI1 is provided, 1, is shown mounted in a port P1 on the brake cylinder it is under the control of the control node in response to control portion BCCP in Figures 2 and 3. A non-resetting the dynamic brake begin signal TL 21, and will allow re- dynamic brake interlock DBI-2 is shown mounted to a setting of the pneumatic brake control after the dynamic port P2 on the dead-in-tow triple valve DBTV line replac- 15 braking is terminated. ing unit in Figures 2 and 4. Although both interlocks are [0030] The triple valve module of Figure 6 includes a shown on the EPCU, it is not required to provide both control node connected to the LON Network and re- interlocks simultaneously in the electropneumatic con- ceives a 24 volt power supply. As with the brake cylinder trol unit EPCU. Also, there is a danger that the wrong control portion, a dynamic brake signal TL 21 (BG) is one will be connected electrically. Thus, it is preferred 20 provided to the control node to control a dynamic brake that only a single dynamic brake interlock module be ap- interlock DBI-2. If a control node is not provided, then plied at a time. the signal may be connected directly to the dynamic [0025] The brake cylinder control portion module BC- brake interlock. The dynamic brake interlock DBI-2, CP is illustrated in Figure 3 as including a brake cylinder shown in phantom, is received in a port P2 in the control relay BC relay, a double check valve DCV11 and a dy- 25 in the triple valve control module, as shown in Figure 4, namic brake interlock DBI-1, in port P1. If the dynamic between the main reservoir MR and a double check brake interlock DBI-1 is removed, port P1 is plugged or valve DCV12 in port P4. The dynamic brake interlock capped. DBI-2 is a non-resetting interlock. When the dynamic in- [0026] The dead-in-tow triple valve DBTV control por- terlock DBI-2 is not present, the main reservoir MR is tion is illustrated in Figure 4 as including the triple valve 30 blocked and the 13 pipe is connected directly to the bail- DBTV and a dynamic brake interlock DBI-2 mounted in off valve BO. As an alternative, the double check valve port P2. A port P3 is shown to receive the bailoff valve DCV12 may be part of the DBTV module even if the dy- BO and a port P4 shown to receive a double check valve namic brake interlock DBI-2 is removed. The second in- DCV12. As will be explained below with respect to the put to the double check valve is the 13 pipe. Higher of diagrams of schematics of Figures 6-9, the double 35 the two signals is provided to the control input of a pneu- check valve DCV12 in port P4 is part of the dynamic matic bailoff valve BO as well being fed back to the 13 brake interlock and port P4 is covered as is port P2 when portion. the dynamic brake interlock DBI-2 and double check [0031] A triple valve DBTV is responsive to the differ- valve DCV12 are removed. ence in the brake pipe and an auxiliary reservoir pres- [0027] It should be noted that although the ports P1 40 sure to charge an auxiliary reservoir AUX from the brake and P2 for the dynamic brake interlocks and DBI-1 and pipe BP and to provide an output signal to the bailoff DBI-2 are shown specifically on the brake cylinder con- valve B0. The output of the bailoff valve is provided as trol portion BCCP and the dead-in-tow control portion a pneumatic secondary or back-up train brake signal at DBTV, they may have provided on other modules or line output 16 TV to the 16 control portion. replacement units. The example shown was because 45 [0032] The detailed schematic of the brake cylinder the available space on these line replacement units se- control portion BCCP and the dead-in-tow portion DBTV lected and the availability of the appropriate pneumatic without dynamic brake interlock is illustrated in Figure connection. 7. As previously discussed, the higher of the two signals [0028] The brake cylinder control portion BCCP, as il- from the 16 portion or the 20 portion is provided by the lustrated in Figure 5, includes a control node connected 50 double check valve DCV11 as the control input to the to the LON Network (registered trademark) and receive brake cylinder relay 37 which controls the brake cylinder a 24 volt power supply. The other input to the control BC using pressure from the main reservoir MR. The node is the dynamic brake begin signal BG from trainline dead-in-tow control portion DBTV includes a bailoff TL 21. Preferably, a control node is provided, but if the valve BO which is a pneumatic valve receiving a control control node is not provided, then the TL21 wire is con- 55 signal from the 13 portion or actuating port to control the nected directly to the dynamic brake interlock DBI-1 il- connection of the backup control signal 16TV as a train lustrated in dash lines. A double check valve DCV11 brake control signal from the dead-in-tow DBTV valve. provides the higher of either the 16 pipe or train brake The bailoff control signal is also provided to the 16 con-

5 9 EP 0 829 404 B1 10 trol portion via port 13/BO. The bailoff valve BO controls braking signal for the 16 portion and connects the 16TV the pressure in reservoir #3 vol. or back up brake signal port and reservoir #3 vol. to exhaust. reservoir. The schematic as illustrated in Figure 7 is [0037] Thus, any back-up braking signal provided by shown with neither of the dynamic brake interlock mod- the DBTV valve and maintained by the #3 vol. is re- ules or the second double check valve DCV2 inserted 5 moved. As will be seen in the discussion of the 16 control in either of these line replacement unit or modules. portion of Figure 10, the removing of the 16TV signal [0033] To provide a resetting dynamic brake interlock, will also drain the control reservoir 65 of the output of the dynamic brake interlock module DBI-1 is provided the 16 control portion and thus, remove any braking sig- in the port P1 of the brake cylinder control portion BCCP nal that existed before or during dynamic braking. as illustrated in the schematic Figure 8. The port places 10 [0038] When dynamic braking is terminated, and the it between the receipt of the train brake control signal bailoff valve BO returns to its shown position, there is from the 16 portion and the double check valve DCV11. no brake signal on the 16TV port to the 16 portion or on In its unactuated position or when there is no dynamic port 16 from the 16 portion. Thus, the train brake signal braking, the dynamic brake interlock valve DBI-1 is in which was applied before or during the dynamic braking the position shown connecting the train brake signal 15 will not reactuate the locomotive brake cylinder using from the 16 portion to the double check valve DCV1. the 16 control portion. Thus, the dynamic brake interlock The larger of the two signals is provided as a control DBI-2 prevents the brake cylinder module BCCP from signal to the brake cylinder relay 37. reapplying the brakes after dynamic braking. [0034] Once dynamic braking begins, the dynamic [0039] As previously discussed, although the ports for brake interlock DBI-1 is activated, disconnecting the 20 the dynamic brake interlocks are provided on the brake train control signal of the 16 portion from the double cylinder control portion BCCP and the brake-in-tow por- check valve DCV11. Thus, the only control signal to the tion DBTV, they may be provided at other places on oth- brake cylinder relay is from the independent brake or 20 er modules. For example, they may both be provided portion. Once the dynamic brake is terminated, the dy- directly on the 16 control portion module 16CP. In the namic brake interlock DBI-1 will return to its position 25 present design, the 16 control portion did not have avail- shown connecting the output from the 16 portion to the able real estate for this porting. brake cylinder relay 37 via double check valve DCV11. [0040] To further understand the operation of the non- Thus, if a train brake signal was produced by control por- resetting dynamic brake interlock, a brief description of tion 16 before the dynamic braking and is not released the 16 control portion 16CP and the actuating or 13 con- during or after the termination of the dynamic braking, 30 trol portion 13CP will be described with respect to Fig- the brake signal from control portion 16 is available to ures 10 and 11. reapply the brakes. The train brake signal from the con- [0041] The 16 pipe control portions 16CP or brake sig- trol portion 16 is maintained in a control or train brake nal portion includes a control node connected to the signal reservoir 65 shown in Figure 10. LON (registered trademark) works and receives the 24 [0035] If no independent brake signal is available from 35 volt power as shown in Figure 10. The dynamic brake the control portion 20, the activation of the dynamic begin signal TL21 is also provided to the control node brake interlock DBI-1 will provide no signal to the brake to provide a pneumatic brake and release signal using cylinder relay 37 and the brakes will be fully released valves AW4. The brake cylinder is monitored by brake during dynamic braking. If a locomotive braking signal cylinder transducer 73 and also includes a brake cylin- is available from the 20 or independent control portion, 40 der test point TPBC. The main reservoir MR is connect- then this control signal will apply the value of the inde- ed to the control reservoir pressure controller 91 which pendent brake signal on the locomotive brake and not include apply and releases valves under the control of any train brake signal available from the 16 portion. the control node with their output monitored by the 16 [0036] A modification of the schematics of Figure 7 pipe transducer 74. The output of the control reservoir showing the insertion of the non-resetting dynamic 45 pressure controller 91, which is a brake signal, is pro- brake interlock DBI-2 and the double check valve vided to electromagnetic MV 16 under the control of the DCV12 is illustrated in Figure 9. The dynamic brake control node whose output is connected to a control res- valve DBI-2 is shown in its non-dynamic braking condi- ervoir select valve PVTV 192. The other input to the con- tion connecting one input to the double check valve trol reservoir select valve 192 is a control reservoir back- DCV-12 to exhaust. Thus, the output of double check 50 up signal 16TV from the triple valve. valve DCV12, which is the control input to the bailoff [0042] In normal operations, the select valve 192 se- valve BO, is from the actuating or 13 control portion. Up- lects the output of the control reservoir pressure control- on receipt of the electrical dynamic braking signal, the ler 91 and provides its output to a double check valve dynamic brake interlock DBI-2 is actuated connecting 96. The other input of the double check valve 96 is from the double check valve DCV12 to the main reservoir. 55 an emergency valve PVE 95 which receives its control This is the predominant signal which is provided as the input from a double check 94 which selects the higher control signal to the bailoff valve BO. This disconnects of the brake pipe pressure BP or the actuating pipe pres- the triple valve DBTV from the 16TV or backup train sure 13. A regulator valve ELV connects the main res-

6 11 EP 0 829 404 B1 12 ervoir to the emergency valve 95. The output of the dou- tion and the 20 portion, provides the output 16 TV to the ble check valve DCV2 is the train brake signal number 16 portion. For resetting a dynamic brake interlock, it 16 stored in control reservoir 65. also had a second magnetic valve similar to DB11 in Fig- [0043] The electromagnetic valve MV16 controls the ure 8 connected between the 16 input to the double select valve PVTV 192 to connect to the double check 5 check valve DCV11. Thus, as previously described, the valve 96 either the signal 16 TV from the triple valve or output would be connected back to the 16 portion of the the output of the electropneumatic valves AW4. If it se- manifold and not directly to the brake control valve BC- lects the input from 16 TV, it is connected to exhaust and CP 37. For the non-resetting of the dynamic brake in- therefore exhausts the control reservoir 65. If it selects terlock, the relation of the dynamic brake interlock mag- the output of the electromagnetic valve AW4, it is con- 10 netic valve DB12 and the bailoff pneumatic valve, was trolled to activate the release valve which again, will con- connected to the auxiliary reservoir and not to the output nect the control reservoir 65 to exhaust. It should also of the triple valve DBTV. be noted that the bailoff signal 13 BO is provided as a [0047] Thus, it can be seen, by the specific connection high signal to the double check valve DCV1 which pro- of the output of the double check valve DCV11 as a con- vides the input to the emergency valve PVE 95 to pro- 15 trol input to the brake cylinder relay BCCP, the reconfig- vide an exhaust input to the double check valve DCV2. uration of the bailoff valve BO and its connection to the Thus, during dynamic braking, an emergency condition 16 portion, only a single electromagnetic relay is re- in the train brake pipe will not activate the locomotive quired for either of the dynamic brake interlocks to pro- brakes. vide the appropriate controls and empty the reservoirs [0044] The 16 control portion also includes a second 20 as required. brake pipe transducer 71'. The output of the control res- [0048] Although the present invention has been de- ervoir pressure controller 91 is provided as a pneumatic scribed and illustrated in detail, it is to be clearly under- signal 16 ERBU to an equalization reservoir back-up stood that the same is by way of illustration and example electropneumatic valve ERBU 181 which is controlled only, and is not to be taken by way of limitation. The by the electrical signal 16 ERBU SELECT from the con- 25 brake cylinder control portion BCCP is to be considered trol node of the 16 control portion at connector P170. only a portion of the brake cylinder module as used in The equalization reservoir back-up valve 181, as illus- the claims. The brake cylinder module includes the trated in Figure 12, is located in the 13 control portion, brake cylinder control portion BCCP, 16 control portion transmits the 16 ERBU signal under the control of the 16CP and at least the bailoff valve BO if not all of the electric 16 ERBU SELECT signal as the equalization 30 dead-in-tow control portion DBTV. The spirit and scope reservoir back-up signal ERBU to the equalization res- of the present invention are to be limited only by the ervoir select valve in the equalization reservoir control terms of the appended claims. portion ERCP. [0045] The 13 control or actuating pipe control portion 13CP as illustrated in Figure 12 includes a control node 35 Claims receiving the LON Network (registered trademark) and a 24 volt power line. It also receives an electrical input 1. A locomotive brake control unit comprising: signal MV 13 which is an electrical bailoff signal from the electric brake valve EBV the power supply and junc- a manifold (104) having at least brake pipe, tion box of PSJB. The control module 13CP controls the 40 brake cylinder, and supply ports; 13 pipe by an actuating pressure controller 99 which in- a brake pipe module (BCCP) on said manifold cludes an electropneumatic supply valve MV 13S, a and controlling pressure at said brake pipe port; pneumatic cut-off valve 13 CO and an electropneumatic a brake cylinder module (BCCP) on said man- vent valve MV 13E. A 13 transducer 76 is connected to ifold and controlling pressure at said brake cyl- the control node and a pressure test point TP13 is also 45 inder port to apply and release locomotive provided in the 13 control portion. brakes in response at least to a train braking [0046] The prior art system of the CCB I would de- signals; scribe with respect to Figures 7-10. As previously dis- a brake signal module (16 CP) mounted on said cussed, a first magnetic valve would be positioned in the manifold and providing the train braking signal 16 portion of Figure 10 between the regulator valve ELV 50 to said brake cylinder module characterized and the emergency valve PVE 95. Also, the output of by; the double check valve 96 in Figure 10 would be con- a first port (P1) on said modules for receiving a nected directly as an input to the brake cylinder valve resetting dynamic brake interlock module (DBI- BCCP 37 in Figures 7-9. The 16 TV signal would be pro- 1) prevents said brake cylinder module (BCCP) vided as an input to the magnetic valve 194, whose out- 55 from applying said brakes during dynamic brak- put would be connected directly to the double check ing in response to said train braking signal and valve 96. With respect to Figures 7-9, the double check permitts said brake cylinder module (BCCP) to valve DCV11 which compares the input from the 16 por- reapply said brakes after said dynamic braking

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in response to a train braking signal present be- 1, including an actuating port on said manifold fore, during and after said dynamic braking; (104); and wherein said brake cylinder module (BC- a second port (P2) on said modules for receiv- CP) over rides said train braking signal to release ing a non-resetting dynamic brake interlock said brakes in response to pressure at said actuat- module (DBI-2) prevents said brake cylinder 5 ing port. module (BCCP) from applying said brakes dur- ing dynamic braking in response to said train 9. A locomotive brake control unit according to Claim braking signal and prevents said brake cylinder 8, including an actuating module (13 CP) on said module (BCCP) from reapplying said brakes af- manifold (104) and controlling pressure at said ac- ter said dynamic braking in response to a train 10 tuating port. braking signal present before, during and after said dynamic braking; and 10. A locomotive brake control unit according to Claim said brake cylinder module (BCCP) controlling 8, including a control reservoir connected to said pressure at said brake cylinder port during dy- manifold (104) and whose pressure is said train namic braking in response to said train braking 15 braking signal; including a bail-off valve (BO) re- signal in absence of said dynamic brake inter- sponsive to a signal on its control input for connect- lock modules in either of said first or second ing said control reservoir to exhaust; wherein said ports. second port (P2) is connected to said supply port; and including a select (DCV 12) valve for selecting 2. A locomotive brake control unit according to Claim 20 the higher pressure of said actuating port pressure 1, including an independent brake port; and wherein and pressure from a second dynamic brake inter- said brake cylinder module (BCCP) controls pres- lock module (DBI-2) in said second port as said con- sure at said brake cylinder port also in response to trol input to said bail-off valve. pressure at said independent brake port including during dynamic braking . 25 11. A locomotive brake control unit according to Claim 1, including an electropneumatic brake signal mod- 3. A locomotive brake control unit according to Claim ule (16 CP) on said manifold (104) and providing a 2 including an independent brake module (20 CP) train braking signal to said brake cylinder module on said manifold (104) and controlling pressure at (BCCP) except when receiving a dynamic brake in- said independent brake port. 30 terlock signal.

4. A locomotive brake control unit according to Claim 12. A locomotive brake control unit according to Claim 2, wherein said brake cylinder module (BCCP) in- 1, including a pneumatic dead-in-tow module cludes a relay valve (37) having a control input and (DBTV) to said manifold (104) and providing back- a select valve (DCV 11)selecting the higher pres- 35 up pneumatic brake signals to said brake cylinder sure of said train braking signal and independent module. brake port pressure as said control input to said re- lay valve (37). 13. A locomotive brake control unit according to Claim 12, wherein said dead-in-tow module includes said 5. A locomotive brake control unit according to Claim 40 second port (P2) for said non resetting dynamic 4, wherein said first port is on said brake cylinder brake interlock (DBI-2) which connects said brake module (BCCP) between said train braking signal signal module and said actuating port on the man- and said select valve (DCV 11). ifold (104).

6. A locomotive brake control unit according to Claim 45 14. A locomotive brake control unit according to Claim 1, wherein said brake cylinder module (BCCP) in- 12, wherein said brake cylinder module (BCCP) in- cludes a relay valve (37) having a control input; and cludes a pneumatic relay valve (37) responsive to said first port is between said train braking signal control pressure to control said brake cylinder port and said control input. and includes said first port (P1) for said resetting 50 dynamic brake interlock (DBI-1) which connects 7. A locomotive brake control unit according to Claim said brake signal module (16 CP) as control pres- 2, including an actuating port on said manifold sure to said relay valve (37). (104); and wherein said brake cylinder module (BC- CP) over rides said train braking signal to release 15. A locomotive brake control unit according to Claim said brakes in response to pressure at said actuat- 55 1, including: ing port. an actuating port, independent brake port, aux- 8. A locomotive brake control unit according to Claim iliary reservoir port and brake signal reservoir

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port; nung; a brake relay valve (37) having an output con- nected to the brake cylinder port and having a ein Bremszylindermodul (BCCP) an dem Ver- control input; teiler und Steuerdruck an der Bremszylinderöff- a first select valve (DCV 11) having a pair of 5 nung, um Lokomotivbremsen als Reaktion auf inputs connected respectively to the independ- mindestens ein Zugbremssignal zu betätigen ent brake port and a train brake signal and hav- und zu lösen; ing an output which is the larger of the two in- puts and is connected to the control input of the ein Bremssignalmodul (16 CP), das an dem brake relay valve (37); 10 Verteiler befestigt ist und dem Bremszylinder- a triple valve (DBTV) connected to and respon- modul das Zugbremssignal bereitstellt, da- sive to the reservoir and brake pipe ports to in- durch gekennzeichnet, dass: terconnect the auxiliary reservoir and the brake pipe ports and provide a back-up brake signal; eine erste Öffnung (P1) an den Modulen a bail-off valve (BO) selectively connecting the 15 zum Empfang eines rücksetzenden dyna- back-up brake signal or exhaust to its output in mischen Bremsverriegelungsmoduls (DBI- response to signals from the actuating port on 1) verhindert, dass das Bremszylindermo- its control input; dul (BCCP) während dynamischen Brem- an electropneumatic valve (91) providing an EP sens als Reaktion auf das Zugbremssignal brake signal; 20 die Bremsen betätigt, und ermöglicht, dass a back-up brake signal reservoir port connect- das Bremszylindermodul (BCCP) nach ed to the output of the bail-off valve (BO); dem dynamischen Bremsen als Reaktion a second select valve (DCV 2) having a pair of auf ein Zugbremssignal, das zuvor vorhan- inputs receiving the output of the bail-off valve den war, die Bremsen während und nach (BO) and EP brake signal and selecting one of 25 dem dynamischen Bremsen erneut betä- the inputs as an output which is the train brake tigt; signal connected to the first select valve (DCV 11); eine zweite Öffnung (P2) an den Modulen a train brake signal reservoir port connected to zum Empfang eines nicht-rücksetzenden the output of the second select valve (DCV 2) 30 dynamischen Bremsverriegelungsmoduls the first port for receiving the resetting dynamic (DBI-2) verhindert, dass das Bremszylin- brake interlock module (DBI-1) and connected dermodul (BCCP) die Bremsen während between the train brake signal and the first se- des dynamischen Bremsens als Reaktion lect valve (DCV 11); and auf das Zugbremssignal betätigt, und ver- a third select valve (DCV 12) having a pair of 35 hindert, dass das Bremszylindermodul inputs connected respectively to the actuating (BCCP) die Bremsen nach dem dynami- port and a dynamic interlock signal and having schen Bremsen als Reaktion auf ein Zug- an output which is the larger of the two inputs bremssignal, das zuvor vorhanden war, and is connected to the control input of the ball- während und nach dem dynamischen off valve (BO); and 40 Bremsen erneut betätigt; und the port for receiving the non-resetting dynamic brake interlock module (DBI-2) which provides das Bremszylindermodul (BCCP) den the dynamic interlock signal to the third select Druck an der Bremszylinderöffnung wäh- valve (DCV 12) and the port being connected rend des dynamischen Bremsens als Re- between the automatic brake signal and the 45 aktion auf das Zugbremssignal in Abwe- first select valve (DCV 11). senheit der dynamischen Bremsverriege- lungsmodule in der ersten oder der zweiten Öffnung steuert. Patentansprüche 50 2. Lokomotivbremssteuereinheit nach Anspruch 1, die 1. Lokomotivbremssteuereinheit, die umfasst: eine unabhängige Bremsöffnung umfasst; und wo- bei das Bremszylindermodul (BCCP) den Druck an einen Verteiler (104) mit mindestens einer der Bremszylinderöffnung ebenfalls als Reaktion Bremsleitung, einem Bremszylinder und Zu- auf den Druck an der unabhängigen Bremsöffnung fuhröffnungen; 55 steuert, einschließlich während dynamischen Bremsens. ein Bremsleitungsmodul (BCCP) an dem Ver- teiler und Steuerdruck an der Bremsleitungsöff- 3. Lokomotivbremssteuereinheit nach Anspruch 2, die

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ein unabhängiges Bremsmodul (20 CP) an dem ein elektropneumatisches Bremssignalmodul (16 Verteiler (104) umfasst und den Druck an der unab- CP) an dem Verteiler (104) umfasst und dem hängigen Bremsöffnung steuert. Bremszylindermodul (BCCP) ein Zugbremssignal bereitstellt, außer bei Empfang eines dynamischen 4. Lokomotivbremssteuereinheit nach Anspruch 2, 5 Bremsverriegelungssignals. wobei das Bremszylindermodul (BCCP) ein Relais- ventil (37) mit einem Steuereingang und ein Aus- 12. Lokomotivbremssteuereinheit nach Anspruch 1, die wahlventil (DCV 11) umfasst, das aus dem Zug- ein pneumatisches passiv gekoppeltes Modul bremssignal und dem Druck der unabhängigen (DBTV) an dem Verteiler (104) umfasst und dem Bremsöffnung den höheren Druck als Steuereinga- 10 Bremszylindermodul pneumatische Sicherheits- be an das Relaisventil (37) auswählt. bremssignale bereitstellt.

5. Lokomotivbremssteuereinheit nach Anspruch 4, 13. Lokomotivbremssteuereinheit nach Anspruch 12, wobei die erste Öffnung sich an dem Bremszylin- wobei das passiv gekoppelte Modul die zweite Öff- dermodul (BCCP) zwischen dem Zugbremssignal 15 nung (P2) für die nicht-rücksetzende dynamische und dem Auswahlventil (DCV 11) befindet. Bremsverriegelung (DBI-2) umfasst, die das Bremssignalmodul und die Betätigungsöffnung an 6. Lokomotivbremssteuereinheit nach Anspruch 1, dem Verteiler (104) verbindet. wobei das Bremszylindermodul (BCCP) ein Relais- ventil (37) mit einem Steuereingang umfasst und 20 14. Lokomotivbremssteuereinheit nach Anspruch 12, sich die erste Öffnung zwischen dem Zugbremssi- wobei das Bremszylindermodul (BCCP) ein pneu- gnal und dem Steuereingang befindet. matisches Relaisventil (37) umfasst, das auf Steu- erdruck reagiert, um die Bremszylinderöffnung zu 7. Lokomotivbremssteuereinheit nach Anspruch 2, die steuern, und das die erste Öffnung (P1) für die rück- eine Betätigungsöffnung an dem Verteiler (104) um- 25 setzende dynamische Bremsverriegelung (DBI-1) fasst, wobei das Bremszylindermodul (BCCP) das umfasst, die das Bremssignalmodul (16 CP) als Zugbremssignal umgeht, um die Bremsen als Re- Steuerdruck mit dem Relaisventil (37) verbindet. aktion auf Druck an der Betätigungsöffnung zu lö- sen. 15. Lokomotivbremssteuereinheit nach Anspruch 1, die 30 umfasst: 8. Lokomotivbremssteuereinheit nach Anspruch 1, die eine Betätigungsöffnung an dem Verteiler (104) um- eine Betätigungsöffnung, eine unabhängige fasst, wobei das Bremszylindermodul (BCCP) das Bremsöffnung, eine Zusatzbehälteröffnung Zugbremssignal umgeht, um die Bremsen als Re- und eine Bremssignalbehälteröffnung; aktion auf Druck an der Betätigungsöffnung zu lö- 35 sen. ein Bremsrelaisventil (37) mit einem Ausgang, der mit der Bremszylinderöffnung verbunden 9. Lokomotivbremssteuereinheit nach Anspruch 8, die ist, und mit einem Steuereingang; ein Betätigungsmodul (13 CP) an dem Verteiler (104) umfasst und den Druck an der Betätigungs- 40 ein erstes Auswahlventil (DCV 11) mit einem öffnung steuert. Paar von Eingängen, die jeweils mit der unab- hängigen Bremsöffnung und einem Zugbrems- 10. Lokomotivbremssteuereinheit nach Anspruch 8, die signal verbunden sind, und mit einem Ausgang, einen Steuerbehälter umfasst, der mit dem Verteiler der der größere der beiden Eingänge ist und (104) verbunden ist und dessen Druck das Zug- 45 mit dem Steuereingang des Bremsrelaisventils bremssignal ist; die ein Öffnungsventil (BO) um- (37) verbunden ist; fasst, das auf ein Signal an seinem Steuereingang reagiert, um den Steuerbehälter mit dem Auslass ein Dreifachventil (DBTV), das mit der Behäl- zu verbinden; wobei die zweite Öffnung (P2) mit der teröffnung und der Bremsleitungsöffnung ver- Versorgungsöffnung verbunden ist; und die ein 50 bunden ist und auf diese reagiert, um die Zu- Auswahlventil (DCV 12) umfasst, um aus dem Be- satzbehälteröffnung und die Bremsleitungsöff- tätigungsöffnungsdruck und dem Druck von einem nung zu verbinden und ein Sicherheitsbrems- zweiten dynamischen Bremsverriegelungsmodul signal bereitzustellen; (DBI-2) in der zweiten Öffnung den höheren Druck als Steuereingabe an das Öffnungsventil auszu- 55 ein Öffnungsventil (BO), das das Sicherheits- wählen. bremssignal oder den Auslass als Reaktion auf Signale von der Betätigungsöffnung an seinem 11. Lokomotivbremssteuereinheit nach Anspruch 1, die Steuereingang selektiv mit seinem Ausgang

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verbindet; les freins de locomotive en réponse à au moins un signal de freinage de train ; ein elektropneumatisches Ventil (91), das ein - un module de signal de freinage (16 CP) monté EP-Bremssignal bereitstellt; sur ledit collecteur et fournissant le signal de 5 freinage de train audit module de cylindre de eine Sicherheitsbremssignalbehälteröffnung, frein ; die mit dem Ausgang des Öffnungsventils (BO) verbunden ist; caractérisée par le fait que :

ein zweites Auswahlventil (DCV 2) mit einem 10 - un premier orifice (P1) sur lesdits modules pour Paar von Eingängen, die die Ausgabe des Öff- recevoir un module de réinitialisation d'interblo- nungsventils (BO) und des EP-Bremssignals cage dynamique de frein (DBI-1) empêche ledit empfangen und eine dieser Eingaben als eine module de cylindre de frein (BCCP) d'appliquer Ausgabe auswählen, die das Zugbremssignal lesdits freins lors d'un freinage dynamique en ist, das mit dem ersten Auswahlventil (DCV 11) 15 réponse audit signal de freinage de train et per- verbunden ist; met audit module de cylindre de frein (BCCP) de réappliquer lesdits freins après ledit freinage eine Zugbremssignalbehälteröffnung, die mit dynamique en réponse à un signal de freinage dem Ausgang des zweiten Auswahlventils de train présent avant, pendant et après ledit (DCV 2) verbunden ist; 20 freinage dynamique ; - un second orifice (P2) sur lesdits modules pour die erste Öffnung zum Empfang des rückset- recevoir un module de non réinitialisation d'in- zenden dynamischen Bremsverriegelungsmo- terblocage dynamique de frein (DBI-2) empê- duls (DBI-1), die zwischen dem Zugbremssi- che l'orifice ledit module de cylindre de frein gnal und dem ersten Auswahlventil (DCV 11) 25 (BCCP) d'appliquer lesdits freins lors d'un frei- angeschlossen ist; und nage dynamique en réponse audit signal de freinage de train et empêche ledit module de ein drittes Auswahlventil (DCV 12) mit einem cylindre de frein (BCCP) de réappliquer lesdits Paar von Eingängen, die jeweils mit der Betä- freins après ledit freinage dynamique en répon- tigungsöffnung und einem dynamischen Ver- 30 se à un signal de freinage de train présent riegelungssignal verbunden sind, und mit ei- avant, pendant et après ledit freinage nem Ausgang, der der größere der beiden Ein- dynamique ; et gänge ist und mit dem Steuereingang des Öff- - ledit module de cylindre de frein (BCCP) com- nungsventils (BO) verbunden ist; und mande la pression sur ledit orifice de cylindre 35 de frein lors d'un freinage dynamique en répon- die Öffnung zum Empfang des nicht-rückset- se audit signal de freinage de train en l'absence zenden dynamischen Bremsverriegelungsmo- desdits modules d'interblocage dynamique de duls (DBI-2), das dem dritten Auswahlventil frein dans un quelconque desdits premier ou (DCV 12) das dynamische Verriegelungssignal second orifices. bereitstellt, wobei die Öffnung zwischen dem 40 automatischen Bremssignal und dem ersten 2. Unité de commande de frein de locomotive selon la Auswahlventil (DCV 11) angeschlossen ist. revendication 1, comprenant un orifice de frein in- dépendant et dans laquelle ledit module de cylindre de frein (BCCP) commande la pression sur ledit ori- Revendications 45 fice de cylindre de frein en réponse, de même, à une pression sur ledit orifice de frein indépendant y 1. Unité de commande de freinage de locomotive, compris pendant un freinage dynamique. comprenant : 3. Unité de commande de frein de locomotive selon la - un collecteur (104) possédant au moins une 50 revendication 2, comprenant un module de frein in- conduite de frein, un cylindre de frein et des ori- dépendant (20 CP) sur ledit collecteur (104) et com- fices d'alimentation ; mandant la pression sur ledit orifice de frein indé- - un module de conduite de frein (BPCP) sur ledit pendant. collecteur commandant la pression sur ledit ori- fice de conduite de frein ; 55 4. Unité de commande de frein de locomotive selon la - un module de cylindre de frein (BCCP) sur ledit revendication 2, dans laquelle ledit module de cy- collecteur commandant la pression sur ledit ori- lindre de frein (BCCP) comprend une soupape de fice de cylindre de frein pour appliquer et libérer relais (37) possédant une entrée de commande et

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une soupape de sélection (DCV 11) sélectionnant neumatique de signal de freinage (16 CP) sur ledit la plus haute pression dudit signal de freinage de collecteur (104) et fournissant un signal de freinage train et la pression de l'orifice de frein indépendant de train audit module de cylindre de frein (BCCP) comme ladite entrée de commande de ladite sou- sauf lors de la réception d'un signal d'interblocage pape de relais (37). 5 dynamique de frein.

5. Unité de commande de frein de locomotive selon la 12. Unité de commande de frein de locomotive selon la revendication 4, dans laquelle ledit premier orifice revendication 1, comprenant un module pneumati- se trouve sur ledit module de cylindre de frein (BC- que de locomotive remorquée (DBTV) connecté CP) entre ledit signal de freinage de train et ladite 10 audit collecteur (104) et fournissant des signaux de soupape de sélection (DCV 11). freinage pneumatique d'assistance audit module de cylindre de frein. 6. Unité de commande de frein de locomotive selon la revendication 1, dans laquelle ledit module de cy- 13. Unité de commande de frein de locomotive selon la lindre de frein (BCCP) comprend une soupape de 15 revendication 12, dans laquelle ledit module de lo- relais (37) possédant une entrée de commande et comotive remorquée comprend ledit second orifice ledit premier orifice se trouve entre ledit signal de (P2) pour ledit module d'interblocage dynamique de freinage de train et ladite entrée de commande. frein de non réinitialisation (DBI-2) connectant ledit module de signal de freinage et ledit orifice d'action- 7. Unité de commande de frein de locomotive selon la 20 nement sur le collecteur (104). revendication 2, comprenant un orifice d'actionne- ment sur ledit collecteur (104) et dans laquelle ledit 14. Unité de commande de frein de locomotive selon la module de cylindre de frein (BCCP) surpasse ledit revendication 12, dans laquelle ledit module de cy- signal de freinage de train pour libérer lesdits freins lindre de frein (BCCP) comprend une soupape en réponse à une pression sur ledit orifice d'action- 25 pneumatique de relais (37) sensible à une pression nement. de commande pour commander ledit orifice de cy- lindre de frein et comprend ledit premier orifice (P1) 8. Unité de commande de frein de locomotive selon la pour ledit module d'interblocage dynamique de frein revendication 1, comprenant un orifice d'actionne- d'initialisation (DBI-1) connectant ledit module de ment sur ledit collecteur (104) et dans laquelle ledit 30 signal de freinage (16 CP) comme pression de com- module de cylindre de frein (BCCP) surpasse ledit mande pour ladite soupape de relais (37). signal de freinage de train pour libérer lesdits freins en réponse à une pression sur ledit orifice d'action- 15. Unité de commande de frein de locomotive selon la nement. revendication 1, comprenant : 35 9. Unité de commande de frein de locomotive selon la - un orifice d'actionnement, un orifice de frein in- revendication 8, comprenant un module d'actionne- dépendant, un orifice de réservoir auxiliaire et ment (13 CP) sur ledit collecteur (104) et comman- un orifice de réservoir de signal de freinage ; dant la pression sur ledit orifice d'actionnement. - une soupape de relais de frein (37) possédant 40 une sortie connectée à l'orifice de cylindre de 10. Unité de commande de frein de locomotive selon la frein et possédant une entrée de commande ; revendication 8, comprenant un réservoir de com- - une première soupape de sélection (DCV 11) mande raccordé audit collecteur (104) et dont la possédant une paire d'entrées respectivement pression est ledit signal de freinage de train, com- connectées à l'orifice de frein indépendant et à prenant une soupape d'écopage(BO) sensible à un 45 un signal de freinage de train, et possédant une signal sur son entrée de commande pour raccorder sortie qui est la plus grande des deux entrées ledit réservoir de commande à l'échappement, dans et qui est connectée à l'entrée de commande laquelle ledit second orifice (P2) est connecté audit de la soupape de relais de frein (37) ; orifice d'alimentation, et comprenant une soupape - une triple soupape (DBTV) connectée à et sen- de sélection (DCV 12) pour sélectionner la plus 50 sible aux orifices de réservoir et de conduite de haute pression parmi ladite pression d'orifice d'ac- frein pour interconnecter le réservoir auxiliaire tionnement et la pression à partir d'un second mo- et les orifices de conduite de frein et pour four- dule d'interblocage dynamique de frein (DBI-2) sur nir un signal de freinage d'assistance ; ledit second orifice comme ladite entrée de com- - une soupape d'écopage (BO) connectant, de mande vers ladite soupape d'écopage. 55 façon sélective, le signal de freinage d'assis- tance ou l'échappement à sa sortie en réponse 11. Unité de commande de frein de locomotive selon la à des signaux de l'orifice d'actionnement sur revendication 1, comprenant un module électrop- son entrée de commande ;

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- une soupape électropneumatique (91) fournis- sant un signal de freinage EP ; - un orifice de réservoir de signal de freinage d'assistance raccordé à la sortie de la soupape d'écopage (BO) ; 5 - une seconde soupape de sélection (DCV 2) possédant une paire d'entrées recevant la sor- tie de la soupape d'écopage (BO) et un signal de freinage EP, et sélectionnant une des en- trées comme une sortie constituant le signal de 10 freinage de train connecté à la première sou- pape de sélection (DCV 11); - un orifice de réservoir de signal de freinage de train connecté à la sortie de la seconde soupa- pe de sélection (DCV 2) ; 15 - le premier orifice étant prévu pour recevoir le module d'interblocage dynamique de frein de réinitialisation (DBI-1) et étant connecté entre le signal de freinage de train et la première sou- pape de sélection (DCV 11) ; 20 - une troisième soupape de sélection (DCV 12) possédant une paire d'entrées respectivement connectées à l'orifice d'actionnement et à un si- gnal d'interblocage dynamique, et possédant une sortie qui est la plus grande des deux en- 25 trées et est connectée à l'entrée de commande de la soupape d'écopage (BO); et - l'orifice étant prévu pour recevoir le module d'interblocage dynamique de frein de non réi- nitialisation (DBI-2) fournissant le signal d'inter- 30 blocage dynamique à la troisième soupape de sélection (DCV 12) et étant connecté entre le signal de freinage automatique et la première soupape de sélection (DCV 11). 35

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