Note: Descriptions are shown in the official language in which they were submitted.
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INTEGRATED TRAIN CONTROL
BACKGROUND AND SUMMARY OF THE INVENTION
The present invention relates generally to train control and more
specifically to an integrated train control which integrates existing train
control systems.
The various train control systems are available. For example, New
York Air Brake Corporation (NYAB) offers products which enhance both
information and productivity including EP-60~ System, (Electronically
Controlled Pneumatic Brake - ECP), CCBII~ System (Computer Controlled
Brake), Wired Distributed Power, Smart Car and LEADER~ System. Each
product alone offers value in both providing information and improving
operational performance. Integrating the products together creates a complete
train control system with synergistic value beyond the capability of any
product alone.
To develop a complete integrated system for total train management,
four basic functions are required. They being:
Man-Machine Interface - provides the mechanism to receive train
control commands and provide system status feedback
D Enabler - provides the pathway and mechanism to control a
function of the train
D Actuator - provides the means to physically create action within
the train
On-Board Intelligence - provides the decision making and
information handling fiu~ction for managing a train.
By establishing the EP-60 System as the foundation of the Integrated
Train Control System, each system can be used as a unique building block.
The Electronically Controlled Pneumatic System (ECP) provide the needed
functionality for the ITC Network integrity, pertinent vehicle information,
and
gateway for trainline information transfer. With this, the backbone for
Integrated Train Control System is established, providing the intelligence and
enabler functions for the system.
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Integrating EP-60 System with CCBII System creates a "Dual Mode"
tramline brake control system for ECP or conventional pneumatic equipped
rail cars, all through a common brake controller, operator display and local
brake cylinder control devices. The CCBII function provides the man-machine
interface and locomotive actuator functions for the Integrated Train Control
System.
Wired DP integration provides a simplified distributed power system
utilizing the existing EP-60 brake functions. System requirements, such as,
tramline integrity, communications validation, and trainline brake control is
provided by the EP-60 function. With this, distributed power's primary
responsibility is to provide locomotive propulsion control while providing the
man-machine interface and actuator functions of the integrated system.
Smart Car integration improves the train brake control through
electronic on-car load sensing and brake effort monitoring. In this way, the
car's brake control can be adjusted to achieve the desired brake rate. By
utilizing the ITC Network, Smart Car also provides the capability for unique
car control commands (i.e. automated handbrake, dumper control, etc.)
LEADER System becomes the system enabler to control and monitor
the complete train. LEADER System adds the intelligence to each individual
sub-system to achieve total train management. LEADER System interacts with
the EP-60 and WDP systems to calculate a brake setting for each car and brake
and throttle setting for each locomotive with in a train based on the
geography
of the situation to optimize train handling and fuel efficiency. The
integrated
system is also enhanced by LEADER System's interaction with Smart Car as a
man-machine interface, as well as a communications platform. Based on
information received from Smart Car, LEADER System acquires information
of the conditions on the cars and provides the ability to alert the Locomotive
Engineer and recommend a course of action related to the event. LEADER
System also provides the means to relay the Smart Car information to a remote
Base Station for further disposition.
An integrated train control system according to the present invention
includes a wire tramline and a brake pipe extending through each car on the
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train. An electropneumatic brake controller controls the brake pipe and
provides electropneumatic brake signals. The propulsion controller provides
electrical propulsion signals. An operator interface is connected to the
bralce
controller and the propulsion controller. An electropneumatic brake system in
each of the cars in the train is connected to the tramline and brake pipe.
Propulsion systems on the locomotive in the train are also connected to the
trainline. A master controller determines the conditions for each car and
locomotive in the train and as a function of predetermined conditions
transmits
over the tramline individualized brake signals to each car and locomotive and
individualized propulsion signals to each locomotive.
The master controller determines the location of each car and
locomotive on a track profile and determines the conditions of the cars and
locomotives from the position on the track profile. The master controller also
determines anticipated conditions of each car and locomotive based on
upcoming track profiles and individualized the transmitted signals as a
function of the anticipated conditions. The car brake controller and
propulsion
controller include sensors and the brake controller and the propulsion
controller determines conditions from the sensor and transmits the
predetermined condition to the master controller. The determined conditions
could include one or more of hot bearings, stuck hand brakes, flat wheel,
wheel off rail, etc. They may also include one or more of car load, braking
effort, draw bar/draft gear forces, impact detection, etc. The brake
controller
uses the locally determined conditions. Wherein the car and locomotives
includes auxiliary equipment connected to the brake controller or propulsion
controller, the master controller transmits individual signals for the
auxiliary
equipment.
The resulting benefit of integrating these systems within a single
system is well beyond the sum of their individual benefits alone. Additional
performance and informational benefits are created.
Other objects, advantages and novel features of the present invention
will become apparent from the following detailed description of the invention
when considered in conjunction with the accompanying drawings.
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BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a diagram showing the building blocks in an integrated
train control.
Figure 2 shows a schematic representation of an EP-60 brake control
system.
Figure 3 is a schematic representation of a CCBII brake controller.
Figure 4 shows a schematic representation of a wire distributive power
system.
Figure 5 shows a schematic representation of a LEADER system.
Figure 6 shows a schematic representation of the integrated train
controller according to the principles of the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
The building blocks for the integrated train control system of the
present invention is illustrated in Figure 1. Each of the subsystems will be
described in detail and followed by the integration using the map of Figure 1.
EP-60 System
The EP-60~ System is a communications network based electronic-
pneumatic train brake control system and is illustrated in Figure 2.
The EP-60 system consists of locomotive equipment, car braking
equipment, an auxiliary end-of train device, and a power/communications
distribution system. The locomotive equipment collectively referred to as the
Head-End-Unit (HEU), consists of a Tramline Power Supply (TPS), Tramline
Communications Controller (TCC), Brake Controller and an Operator
Interface Unit (OIU). The car equipment consists of the Car Control Device
(CCD). Each locomotive and car also include an Identification Module (IDM).
The following block diagram depicts the EP-60 system architecture. The car
control device is described in U.S. Patent 5,967,620 to Truglio et al. and
U.S.
Patent 6,049,296 to Lumbis, et al.
The locomotive head-end unit (HEU) supplies power to and
communicates with each of the car control devices (CCD) via the Intra-Train
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Communications (ITC) Network. The auxiliary end-of train device (AED)
provides termination of the communication line and transmits an end-of train
message back to the HEU for establishing tramline integrity. Tramline power
and communications are transmitted on a single set of wires. The tramline
communications network is based upon the Echelon Corporation's
LonWorks~ network technology.
Power to the car equipment is provided from the tramline power
supply via tramline wires. Power from the tramline is used to charge on-car
batteries, which in turn supply power for the brake control electronics and
other car functions. A tramline network interface provides the communication
link between the car and the rest of the train
In ECP operation, brake pipe is not modulated for train brake control,
but acts only as the air supply source to the train. The locomotive HEU
interprets the Locomotive Engineer's actions and provides braking commands
to each car via the ITC network. This network is also used for reporting car
exceptions, status information, and diagnostics. The OIU provides train
control status information.
The CCD provides normal EP service and emergency brake control.
An emergency portion and/or vent valve is included for propagation of brake
pipe pressure and brake cylinder (BC) control during a pneumatic initiated
emergency brake. With special software, the CCD can be made to emulate the
functions of the service portion (i.e. respond to conventional brake pipe
control). In this mode, assuming that an on-board power source is available,
the CCD will operate normally in a conventional train.
CCBII~ System
The CCBII~ brake control system is a network-based, 26L
compatible, electro-pneumatic air brake system designed for main line freight
and passenger locomotives. Figure 3 depicts the CCBII architecture.
The CCBII system consists of three primary components. They are the
Electronic Brake Valve (EBV), the Integrated Processor Module (IPM), and
the Electro-Pneumatic Control Unit (EPCU). The EBV provides the man-
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machine interface to the automatic and independent brake controls. The
automatic handle controls the automatic (train) brake and the independent
handle controls the independent (locomotive) brake. The IPM is the brake
system's central computer. The IPM manages the electronic interfaces
between the brake system and the Locomotive Engineer's display, other
locomotive on-board sub-systems (i.e. alerter, cab signal, etc.) and general
locomotive inputs and outputs. The EPCU manages the locomotive pneumatic
interfaces. These interfaces include the locomotive's brake cylinders, brake
pipe, independent application and release pipe, and the actuating pipe. CCBII
System is described in U.S. Patent 6,098,006 to Sherwood, et al.
Wired Distributed Power System
The Wired Distributed Power (WDP) system is a remote locomotive
control system, which utilizes the ITC network as the communications
medium, as shown in figure 4. This is the same communications network as
used by the EP-60~ (cable based) system. Utilizing the wire technology to
replace the traditional radio as the communication medium provides a more
reliable link to the remote locomotives. WDP takes advantage of the already
established EP-60 brake control system for head of train to end of train
beacons to provide tramline brake control and to verify the tramline
integrity.
The Locomotive Engineer is provided the ability to control multiple
remote locomotives located remotely in the train. The designation "remote
unit" applies to the controlling locomotive unit in a remote locomotive
consist.
Remote consists are located in different parts of the train and are controlled
by
commands from the lead locomotive. Locomotives connected through the MU
lines for multiple unit service (lead or remote unit) are called trail
locomotives. Figure 4 depicts the WDP system architecture.
The remote locomotive can be controlled synchronous (MU operation)
to the lead locomotive or independent of the lead locomotive. Independent
operation can be further divided into individual or group control of
locomotives. The WDP provides the capability to control the remote
locomotive air brake, throttle, dynamic brake, auxiliary controls, and
critical
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monitoring functions.
The WDP system's primary component is the Locomotive Control
Module (LCM). The LCM is an intelligent device that interfaces with the
existing on-board locomotive sub-systems (i.e. brake, propulsion, etc.). The
LCM provides the ability to control locomotives not connected directly in
consist in a similar manner as in multiple unit (M~ operation. The LCM
provides the mean to control these remote units by managing the command
signals transmitted via the ITC Network. The primary LCM responsibilities to
provide the man-machine interface to control and monitor remote locomotives
and to provide the interface to the locomotive sub-systems.
Smart Car
Smart Car applies on-car sensors and/or actuators to freight railway
cars for the purpose of providing defect detection, monitoring of car
operating
status, car location tracking and automated car sub-system control.
Early detection/correction of failures or impending failures provides a
distinct advantage to railroads, car builders and shippers by helping to
prevent
equipment damage, lading damage and derailments. The Locomotive
Engineer and/or other personnel can be notified immediately of car defects
such as a hot bearing, flat-wheel or wheel off rail. Other operating
parameters
can be monitored, recorded and/or reported for the purpose of determining car
equipment performance. With the addition of GPS, the location of the car can
be tracked at any time. In addition to sensing functions, Smart Car also
provides the capability of controlling car level functions such as automated
handbrake and dumper control.
The Smart Car system includes a power source, central intelligence and
communications interface such as radio, satellite link or the wire-based ITC
network. Depending on the level of functionality desired, a number of sensors
and/or actuators can be added to the base system.
Smart Car provides the following informational benefits:
Car Diagnostics
Stuck Handbrake Detection
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Hot Bearing Detection
Off Rail Detection
Bad Wheel Detection
D Slack Adjuster Failure
~ Car Operational/Status Monitoring
Car Load
Braking Effort
Draw Bar/Draft Gear Force
Impact Detection
~ Refrigeration System Monitoring
Door, Hatch And Gate Position Monitoring
Car Location
Smart Car provides the following performance benefits:
Automated Control
~ Auto Engage/Disengage of Handbrake
Auto Door, Hatch And Gate Actuation
LEADER~ System
The LEADER~ System is a real-time data collection, processing,
storage and reporting system. The power of LEADER System lies in its
ability to collect all data necessary to create a real-time, animated display
of
train dynamics in the cab for the Locomotive Engineer. Leader also provides
the ability to recreate any run ever made for general or detailed post-
analysis.
LEADER System is a powerful new in-cab instrument, capable of
providing detailed feedback to the Locomotive Engineer. Graphical, animated
train dynamics are shown in real time. A view of the track profile two to nine
miles ahead of current location is displayed. The Locomotive Engineer now
knows the current state of the train; grades and curves occupied, slack state
of
the couples, air brake status, speed, acceleration, position, and what to
expect
over the next few miles, all with a single glance. By making subtle changes in
train-handling technique through the LEADER Display, significant
performance improvements are achieved. Figure 5 depicts the LEADER
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system architecture.
The LEADER System consists of on and off board equipment.
Onboard, the LEADER Display is a flat panel Liquid Crystal Display (LCD)
containing a Single Board Computer (SBC) and communication electronics.
The display is the interface for the Locomotive Engineer providing a touch
screen display and key board for input. The I/O Concentrator is a modified,
enhanced event recorder which collects and reports sensor data to the SBC.
The system includes a GPS System and a Radio Communication System
whose antenna are installed on the roof of the locomotive. The power supply
conditions the raw 74 volt battery power for the display.
Off board, the Base Station acts as a Data Server collecting and storing
log files from the locomotive and a Playback Station providing a terminal for
analysis. The Base Station includes a data radio for communication with the
locomotives and is generally located at a fixed position. The Portable
Playback Stations are laptop computers with playback capability and generally
access log files through a LAN or via cable onboard the locomotive.
The LEADER system provides the following informational benefits:
Detailed, Real-Time View To Train Dynamics
Currently Occupied Grades And Curves
~ Slack State Of All Couplers In Train
Air Brake Status Of Train
Speed, Acceleration, And Position Of Train
Complete Recording And Storage Of All Data Necessary To Recreate Any
Run At Any Time
D Automatic Radio Download Of Log Files For Analysis
Automatic Or Manual Operational Analysis
Proactive Exception Reporting Via E-Mail
Flexible User Interface To Customize Analysis
By Segment
~ By Dates
By Engineer
~ By Exception
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Or By Any Combination Of The Above
Asset Tracking
Precise On-Board Tracking Of Locomotive Location
Equipment Malfunction Alerts
Integrated Train Control
As illustrated in figure 6,The EP-60~ system provides the platform for
building a complete integrated train control and information system. With the
advent of ECP brakes comes the key to train level systems integration via the
ITC network. Until ECP braking emerged, the focus on systems integration
has been primarily at the locomotive level. The ECP based ITC network
forms the backbone for enabling both car and locomotive systems to operate
together to provide enhanced train wide information and performance benefits.
The EP-60 system provides the backbone for the communications network and
intelligent train braking as the initial building block to achieve integrated
train
control. The following features of the EP-60 system provide valued benefits to
be built upon for additional levels of system integration.
D Intra-Train Communications Network - The ITC network provides the
communications path for the addition of Wired Distributed Power, Smart
Car and LEADER~ System.
D Intelligent Car Level Braking - This provides the basis for improved
braking performance with the addition of Smart Car sensing for real-time
feedback of car operating conditions and LEADER System for better train
handling.
~ Automatic Train Consist Identification - When the train is initialized,
the EP-60 Head End Unit establishes a train consist database which
contains information on each car and locomotive such as reporting mark,
vehicle length, vehicle weight and other parameters. This information is
available for Wired Distributed Power, LEADER System and other
systems.
D Vehicle Sequencing and Orientation - During train initialization, the
EP-60 system also establishes the sequence and orientation of each vehicle
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in the train. This information is provided to the WDP system for
automating the setup process and to LEADER System for automated train
control.
D External Sensor Interface - The EP-60 Car Control Device provides a
local power and commuiucations network interface which provides for
add-on capability of Smart Car
The addition of CCBII~ System to the EP-60~ system provides the
added benefit of a shared man-machine interface and pneumatic brake control.
The integrated system provides single handle control of the ECP tramline and
pneumatic brake pipe via the CCBII electronic brake valve. The integrated
package also combines the system feedback, set-up functions and diagnostic
logging via a common operator display module. Additionally, the CCBII
interprets the ECP tramline brake command to control the locomotive brake
cylinder pressure locally. By combining an EP-60 TCC and TPS with a CCBII
conventional brake control system, a locomotive can be fitted for "Dual
Mode" ECP and conventional pneumatic train and locomotive brake control.
The system architecture uses a direct communications link between the
EP-60 and CCBII systems. This link manages the complete brake control
interface between the two systems. Separate (LSI) communication links are
provided to interface the EP-60 and CCBII systems to the ILC System for set-
up, system status, and event/diagnostic logs.
The integrated system shares functional responsibilities between the
EP-60 and CCBII Systems. The system architecture establishes the CCBII
system as the brake control interface layer to the locomotive and operator.
The
CCBII system manages all high level brake control inputs and local brake
control outputs to the locomotive, as well as, charging the brake pipe and
handling any locomotive application specific requirement. The EP-60 System
manages the core ECP tramline control functionality as governed by the
American Association of Railroads (AAR). The integrated system provides the
capability to command tramline service, penalty and emergency brake
applications while maintaining a fully charged brake pipe. To control the
locomotive brake cylinder pressure in response to the ECP tramline brake
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command, the integrated system has the capability to read the ITC tramline
directly. In addition, CCBII System modulates the independent application
and release pipe pressure in response to the ECP tramline command to control
the brake cylinder pressure on non-ECP equipped trailing (M~ locomotives.
As a result, the added benefits of the integrating the CCBII with the
EP-60 system include,
The shared integration of the Man-Machine Interface minimizes the
brake control operational differences when in ECP and conventional
pneumatic mode.
~ The EP-60 and CCBII Systems share common locomotive inputs and
outputs, which eliminate installation requirements for dual wiring and
piping to both systems.
D Locomotive brake cylinder control is provided without additional
control valves for ECP equipped lead locomotives and non-ECP
equipped trail locomotive.
The system easily transitions from pneumatic tramline brake pipe
reductions for service, penalty and emergency brake applications to
ECP electronic commands when ECP mode is selected.
The addition of Wired Distributed Power (WDP) to the EP-60~ and
CCBII~ systems provide the added benefit of controlling remote locomotives
via the ITC network. By using the already established ITC/ECP tramline
communications and brake platform, the complexity of adding distributed
power is significantly reduced. This results in increased communications
reliability and performance, as compared to other forms of communications.
The WDP system shares functional responsibilities with the EP-60 and
CCBII Systems. The system architecture establishes the WDP system as the
high level remote locomotive controller for both brake and propulsion. The
WDP system manages all high level remote locomotive commands, set-up and
information feedback. The WDP system relies on the EP-60/CCBII system to
provide the brake control and ITC network communications management.
Issues such as communications loss and End-Of Train (EOT) terminations are
handled by the EP-60 System reducing the WDP functional requirements. The
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EP-60 train make-up and sequencing process provides an automated means to
identify pertinent locomotive information (such as locomotive type, location
and direction) significantly reducing manual DP set-up requirements.
The system architecture utilizes a direct communications link between
the EP-60 and Wired DP systems. This link handles the interaction of remote
locomotive brake control, as well as providing the DP gateway to the ITC
network. Separate (LSI) communication links are provided for the EP-60 and
WDP systems to the ILC System for system set-up, system status, and
event/diagnostic logging.
By integrating WDP with EP-60/CCBII Systems, a fully integrated
platform for complete train control and information is established. The ITC
network provides the gateway necessary for the introduction of additional
intelligent systems to improve overall train control performance and
management. Systems such as LEADER System and Smart Car are now
possible, where communications to all cars and locomotives is essential.
As a result, the added benefits of integrating the Wired DP with the
EP-60/CCBII system include,
Utilization of the EP-60 tramline communications controller.
Shared brake control functional responsibilities reduce implementation
complexity.
Establish a train wide communication network to each locomotive and
rail car for propulsion and brake control and information in
combination with LEADER System.
Several advantages are achieved when the Smart Car system is
integrated into an EP-60~ equipped rail car. The key advantages are the
elimination of an on-board power source, improved brake control with
electronic on-car load sensing and brake effort monitoring, captive
communications to the lead locomotive via the ITC network and increased
intelligence/decision making capability through the combination of ECP car
control electronics, Smart Car equipment and locomotive equipment.
The Smaxt Car system interfaces to the EP-60 Car Control Device
(CCD) for communications and power. The CCD includes an intelligent
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power management function for controlling power for brake control and Smart
Car functions. It also includes a local communication network interface,
which provides the gateway to the ITC network. This allows for the
transmission of exception reports and other important car operating
information to the lead locomotive and Locomotive Engineer. In addition,
transmitting commands from the lead locomotive can provide features such as
automated hand brake and dumper control. Integrating Smart Car with EP-60
System also provides additional braking performance capability with the
addition of electronic load sensing and/or brake effort monitoring. The CCD
can use this information to adjust the local brake control of the car to
achieve
the desired brake rates. In addition, operating parameters such as actual car
weight, car brake effort and draw bar/draft gear force provides information to
the lead locomotive that can be used for achieving better train control.
LEADER~ System adds the intelligence to each individual system to
arrive at Integrated Train Control. With LEADER System, the integrated
system will know the dynamic state of the train at each instant in time
including location, slack state, propulsion system status and brake systems
status. What's more, LEADER System has the ability to look ahead and
create what-if scenarios, searching for the best course of action to achieve
the
railroad's goals.
Train control decisions can be made on a car by car aald locomotive-
by-locomotive basis. LEADER can calculate a brake setting for each car
based on the geography of the situation keeping the train stretched or benched
to dramatically reduce, nearly eliminating in-train forces. Train-handling
challenges are greatest when the train is experiences multiple grade change
points across the train's length. In these situations, the best strategy is to
apply brake effort only on the cars which require brake to maintain a stretch
or
bunch condition. LEADER System uses sophisticated algorithms to
determine which cars should brake and EP-60~ System provides the
technology to make it happen, car-by-car.
Similarly, independent control of remote locomotives inherently
provides for the best control to move today's long trains. By understanding
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the current geography of the train and what grades lie ahead, LEADER System
will calculate the throttle setting to smoothly, efficiently vary the power
settings on each locomotive to optimize train-handling. The ITC network
provides the communication medium to the remote locomotives and Wired
Distributed Power provides the actuator to make it happen.
LEADER System acts as both a man-machine-interface platform and a
communication platform for Smart Car. Smart Car reports status and
exception information to the ITC network, which is forwarded to LEADER.
The LEADER System brings the issue to the attention of the Locomotive
Engineer and provides a recommended course of action based on its complete
knowledge of the state of the train. All Smart Car reports are also included
in
the LEADER log file such that when the log file is reported to the Base
Station, the Smart Car alert is brought to the attention of the appropriate
individual via e-mail.
Much as in conventional pneumatic brake systems, LEADER System
allows the Locomotive Engineer to better understand the state of the
pneumatic brake system controlled by CCBII~ System and therefore make
better, safer braking decisions. LEADER System provides information about
the charged state of the brake system, knows how much retarding force is
available from the system and can make recommendations on brake settings.
And because CCBII System is electronic based, LEADER System can make a
direct communication link and issue commands to achieve a desired goal.
The CCBII System is an electropneumatic brake controller controlling
the brake pipe and providing electropneumatic brake signals. The wire
distributive power system includes a propulsion controller which provides
electrical propulsion signals. An operator interface is the control stand
which
is connected to the brake controller and the propulsion controller. The CCD is
an example of an electropneumatic brake system in the cars of the train that
are connected to the tramline and the brake pipe. Additional locomotives
include propulsion systems on the locomotives connected to the tramline in
the wired distributive power system. LEADER System is an example of a
master controller which determines the conditions for each car and locomotive
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of the train and as a function of the determined condition, it transmits over
the
tramline individualized brake signals to each car and locomotive and
individualized propulsion signals to each locomotive.
Further novel features are described in the appended Claims.
Although the particular products of New York Air Brake Corporation
are mentioned herein, equivalent products by competitors may also be used in
the integrated train control system.
