Abstract:
An ID module and terminal block for use in a train that includes at least one locomotive and a plurality of cars, each car being serially connected into a network by a power and communication trainline to an adjacent car. Each car is equipped with a local communication node connected to a car control device and to the network. A common housing, preferably made of a non-conductive material, encloses a circuit module and includes a second communication node and a current sensor. A terminal block is formed on the housing, and a plurality of stud terminals extend through apertures in the terminal block to electrically contact a circuit board, which is part of the circuit module. The novel arrangement of electronics and terminals and a connector cap allows one to perform tests of the power and communication trainline without having to mechanically disconnect the car communication device or the circuit module; rather, the connector caps electrically are configured to allow electrical isolation of the circuit board from the power and communication trainline. Additionally, the system includes a mating plug enabling disconnection of the car control device from the power and communication trainline without disturbing the leads connected to the terminal block.

Description:
BACKGROUND AND SUMMARY OF THE INVENTION 
     The present invention relates generally to the automatic identification of rail cars, and more specifically to an integrated identification module and terminal block for rail cars equipped with electro-pneumatic brakes. 
     With the addition of electro-pneumatically operated train brakes to railway freight cars, comes a need to be able to automatically identify the types, weights and braking ratios of the individual cars in the train. Present systems address this by requiring that serial numbers of the cars as well as other related information be entered into a data file in the locomotive controller. This method does provide the information necessary to properly identify each car in the train; however, it is very time consuming when dealing with long trains (for example, one hundred cars or more), and must be manually updated every time a train adds or drops off cars or locomotives. Moreover, manually entering the data increases the opportunity for error. 
     A system for automatic identification of railcars is disclosed in U.S. Pat. No. 5,967,465 to Lumbis, et al. Lumbis &#39;465 discloses an automatic identification of EP braked equipped railcars having a storage device or ID module permanently mounted on the car, including the car identification data. The prior art ID module is connected to the local communication node, which communicates with the locomotive and a network for reading the identification data stored in the storage device. The local communication node then communicates the identification data to a controller at the locomotive. Preferably, the ID module is a subsidiary communication node controlled by the local communication node and activated by the local communication node when it requires information. Lumbis also shows a terminal block for connecting the local node and current sensor separate from the ID module, and interconnected by wires. 
     The presently configured integrated identification module for ECP brake applications improves upon the prior art as disclosed in &#39;465 by integrating the wires, terminal block, and ID module into a common housing. 
     The novel arrangement of the terminals, housing, and a circuit module comprising sensors, wires, and a circuit board simplifies the electric connection, and further provides a more durable, solid-state arrangement that reduces the risk of failure. Additionally, the arrangement simplifies the process of testing the brake and communication systems by allowing an operator to electrically isolate the electronics and/or the car control device without physically removing leads from the terminals. 
     The present ID module is for use in a train that includes at least one locomotive and a plurality of cars, each car being serially connected into a network by a power and communication trainline to an adjacent car. Each car is equipped with a local communication node connected to a car control device and to the network. 
     The invention comprises a common housing, preferably made of a nonconductive material. A circuit module is enclosed within the housing and includes a second communication node and a current sensor. A terminal block is formed on the housing, and a plurality of stud terminals extend through apertures in the terminal block such that a first end of each stud terminal is outside the housing and a second end of each stud terminal is inside the housing. Selected stud terminals contact the circuit module at their respective second ends. 
     At least two input leads comprising an input from a power and communication trainline are connected to the first end of selected stud terminals such that each input lead from the trainline is connected to its own stud terminal. An equal number of electrical output leads comprising an output of the power and communication trainline are connected to the first ends of another set of selected stud terminals such that each output electrical lead to the trainline extends from the first end of its own stud terminal. 
     A jumper wire in the circuit module passes through the current sensor and interconnects the second ends of a selected input power and communication trainline lead to a selected power and communication trainline output lead. 
     A shield input from the power and communication trainline is connected to the first end of a distinct, selected terminal; a shield output from the power and communication trainline is connected to the first end of another distinct stud terminal. These two selected shield terminals are connected at their first ends by a conductive strip. Preferably, the second end of at least one of these shield terminals is connected to the ground of the circuit module. 
     The power and communication trainline preferably comprises two power carrying lines and at least one shield line. Thus, a total of at least three input terminals is needed. As mentioned earlier, one set of power and input communication trainline terminals are electrically connected by a jumper wire extending inside the housing. The other pair of stud terminals is connected at the first ends by a conductive strip. In order to make this discourse easier to follow, the terminals will be given numbers. The first pair of terminals, which connect the input and output leads from one line of the power and communication trainline, shall be labeled the first and second terminals. The second pair of terminals, which are connected at their second ends by the jumper wire, and which connect input and output leads from a second line from the power and communication trainline, will be called the third and fourth terminals. In like manner, the terminals receiving the shield input and output will be called the fifth and sixth terminals, respectively 
     The terminal block further includes seventh, eighth, ninth, and tenth stud terminals. The seventh and eighth terminals have second ends connected to supply input ports of the circuit module. Leads connect the first ends of the seventh and eighth stud terminals to supply output ports of the car control device. The ninth and tenth stud terminals are connected inside the housing by their second ends to communication ports of the circuit module. Leads connect the first ends of the ninth and tenth stud terminals to the communication ports of the car control device. 
     The housing includes eleventh and twelfth stud terminals, each connected at their second ends in series with a load and a switch. The first ends of the eleventh and twelfth stud terminals are connected to the first ends of one of the first and second stud terminals, and one of the third and fourth stud terminals, respectively; and the second communication node controls the switch. 
     The terminal block has first, second and third channels wherein the apertures for the terminals are formed in each of the channels. The first ends of first, second, and eleventh terminals are spaced apart in the first channel. A first conductive strip lies in the first channel to electrically connect the first ends of the first, second and eleventh termninals. 
     The first ends of the fifth and sixth terminals are spaced apart in the second channel; a second conductive strip lies in the second channel to electrically connect the first ends of the fifth and sixth terminals. 
     The first ends of the third, twelfth, and fourth terminals are spaced apart in the third channel. A third conductive strip lies in the channel to electrically connect the first ends of the third and twelfth terminals. A dividing structure lies in the third channel between the twelfth and fourth terminals in order to prevent the third conductive strip from creating electrical contact between the first ends of the fourth and twelfth terminals. 
     The car control device must also be in electric communication with the power and communication trainline. In that regard, at least two leads connect power and communication trainline ports of the car control device to the first end of one of the first and second stud terminals and one of the third and fourth stud terminals, respectively. 
     The circuit module includes electronics mounted to a circuit board, which is displaced from the housing and mounted to the second ends of a plurality of the stud terminals. A space is thereby formed between the circuit board and the housing. Preferably, the space between the circuit board and the housing and the circuit board is potted. The current sensor is mounted to the circuit board and is potted. 
     Each of the terminals may be threaded to receive a cap. The cap on each of the eleventh and twelfth terminals, however, is a specially designed electrically-conducting connector cap. Each electrically-conducting connector cap has an engaging section that threadedly engages a portion of the first end of each of the eleventh and twelfth terminals, and an extending section extending from the engaging section toward the conducting strip. The connector cap on the eleventh terminal is threadedly adjustable between a connected position, wherein the extending contacts the first conducting strip, and a disconnected position wherein the extending section does not contact the first conducting strip. Likewise, the connector cap on the twelfth terminal is threadedly adjustable between a connected position wherein the extending section contacts the third conducting strip, and a disconnected position wherein the extending section does not contact the first conducting strip. This structure allows electrical isolation without physical disconnection of the trainline leads. 
     Preferably, the second ends of terminals five through ten are electrically affixed to the circuit board. This attachment may be accomplished either by electrically conductive bolts or by soldering. In contrast, the second ends of terminals eleven and twelve are electrically connected to the circuit board by an electrical lead extending from the circuit board to the second end of the respective terminal. Moreover, the second ends of terminals one through four do not make electrical contact with the circuit board. 
     There are two distinct embodiments for attachment of the jumper wire to the second end of the second and fourth terminals. In a first embodiment, terminals one through four are bolted to the circuit board. The jumper wire is electrically connected to the second ends of termninals two and four by bolts which create mechanical but not electrical contact with the circuit board. The jumper wire passes through the current sensor between the two bolted ends. 
     In a second embodiment, the second ends of terminals two and four extend through apertures in the circuit board. Bolts engage an internally threaded portion of the second end of each of the second and fourth terminals to attach jumper wire. The apertures in the circuit module are formed significantly large to prevent contact between the terminals and the circuit board. Any open space inside the housing is preferably filled by potting. 
     The second embodiment is preferred because the ID module may be exposed to extreme heat and cold as the train travels through various climates. Consequently, the materials will naturally expand and contract. In order to prevent material failure due to the strains and stresses of expansion, the apertures allow the board to expand or contract more freely. 
     The housing is preferably bolted to a junction box. 
     All told, three pair of leads extend from the terminals to the car control device. These leads are formed into a single cable that terminates with a six-prong, military style plug. The plug connects to a female plugs that leads to the car control device. Thus, the car control device may be disconnected from the power and communication trainline by removing the connection between these mating plugs 
     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. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a plan view of an integrated module and terminal block incorporating the principles of the present invention. 
     FIG. 2 is a side-view cut out of the integrated module, as seen from plane II—II. 
     FIG. 2A is a side view cut out of the integrated module, as seen from plane II—II. 
     FIGS. 3 and 3A present close-up views of terminal caps in the closed and open positions, respectively, as viewed from plane III—III. 
     FIG. 4 is a close-up view of the interconnection of the circuit module and current sensor, as seen from plane IV—IV. 
     FIG. 5 is a perspective drawing of the integrated module bolted to a junction box. 
     FIG. 6 is an electrical diagram of the circuitry. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     FIGS. 1 and 2 depict an integrated identification module  13  comprising a housing  120  with a terminal block  14  on the housing  120 . A plurality of stud terminals  1 - 12  extend through apertures  18  in the terminal blocks  14 . For reasons that will become apparent later in this discussion, it is necessary to construct the terminal blocks  14  from a non-electrically conductive material, such as plastic. The housing and the terminal blocks could be formed from a monolithic, one piece structure, but need not be. 
     A plurality of stud terminals  1 - 12  extend through apertures  18  in the terminal block  14  such that a first end of each stud terminal  1 - 12  is outside the housing  120  and a second end of each stud terminal is inside the housing  120 . As illustrated in FIG. 2, the second ends of a selected plurality of stud terminals will make contact with the circuit module  19 . 
     The circuit module  19  includes a current sensor  22  in the housing as well as other portions of the ID module including a second communication node, shown in detail in FIG.  6 . 
     At least two electrical leads  32 ,  34 , comprise the power and communication trainline  38 . The trainline  38  also comprises a shield  36  for the trainline leads  32 , 34 . Input leads are denoted with the subscript I whereas output leads are denoted with the subscript O. Therefore, leads  32   I ,  34   I , comprise the input of power and communication trainline  38 , whereas  32   O ,  34   O  comprise the output of power and communication trainline  38 . A conductive strip connects the first ends of terminals  1  and  3 , creating electrical connection between leads  32   I , and  32   O  when attached to terminals  1  and  3 , respectively. 
     Each of the input electrical leads  32   I ,  34   I , are connected to the first end of stud terminals  1 , and  2 , respectively, such that each input electrical lead  32   I ,  34   I , from the train power line  38  is connected to its own stud terminal. 
     An equal number of electrical output leads  32   O    34   O  comprising the output of power and communication trainline  38  is connected to the stud  3 , 4 , respectively, such that each output electrical lead  32   O,    34   O  is connected to its own terminal. 
     In like manner, the shield input lead  36   I , is connected to the first end of terminal  5 , and the shield output lead  36   O , is connected to the first end of terminal  6 . A conductive strip  42  connects the first ends of terminals  5  and  6 , creating an electrical connection between shield lines  36   I  and  36   O  when attached to the terminals  5  and  6  respectively. In order to provide a more effective shield for the trainline  38 , at least one of the terminals  5 , 6  that receive the shield leads  36   I ,  36   O  is connected to a ground  90 . 
     As seen in FIG. 5, the terminal block  14  comprises first  1 C, second  2 C and third  3 C channels wherein the apertures  18  for the terminals  1 - 4 , 11 , 12  are formed in each of the channels  1 C, 2 C, 3 C. See, FIG.  5 . The first ends of terminals  1 , 3 , and  11  are spaced apart in the first channel  1 C. A first conductive strip  41  lies in the first channel to electrically connect the first ends of terminals  1  and  3  and selectively to terminal  11 . 
     The first ends of terminals  5  and  6  are spaced apart in the second channel  2 C. A second conductive strip  42  lies in the second channel  2 C to electrically connect the first ends of shield terminals  5  and  6 . 
     As shown in FIG. 1, the first ends of terminals  2 , 4  and  12  are spaced apart in the third channel  3 C. A third conductive  43  strip lies in the third channel  3 C to electrically connect the first ends of terminals  2  and selectively to terminal  12 . However, a dividing structure  47  is formed between terminals  12  and  4  to prevent the third conductive strip  43  from creating electrical contact between the first end of terminal  4  to the first end of terminals  12  and  2 . 
     A conductive strip  41  connects the first ends of terminals  1 ,  11 , and  3 , thereby creating an electrical connection between lines  32   I  and  32   O  when the leads  32   I ,  32   O  are fastened to the terminals  1  and  3  respectively. A conductive strip  43  connects the first ends of terminals  2  and  12 . However, terminals  11  and  12  each bear a special connector cap  50  that enables one to selectively connect and disconnect the electrical connections between terminal  11  and terminal  1  and between terminal  12  and terminal  2 . Consequently terminals  11  and  12  may be referred to hereinafter as switch terminals  11  and  12 . The detail of this connector cap  50  will be described with respect to FIGS. 3 and 3A. 
     The dividing structure  47  prevents conductive strip  43  from extending to connect the first ends of terminals  2  and  4 . Rather than being connected at the first ends by conductive strips, however, a jumper wire  40  passing through a hole  39  in current sensor  22  inside the housing interconnects the second ends of terminals  2  and  4 , as shown in FIGS. 2 and 4. The jumper wires  40  forms the only connection between the train lines  34   I  and  34   O . 
     There are two distinct embodiments for attachment of the jumper wire to the second ends of terminals  2  and  4 . One such embodiment is shown in FIG.  2 . In this embodiment, the jumper wire  40  is electrically connected to the second end terminal  2  with a bolt  115 . It is important to note that the circuit board  20  is configured such that the bolt  115  makes mechanical contact, but not electrical contact, with the circuit board  20 . The jumper wire  40  passes through the hole  39  in the current sensor  22 , preferably twice, then connects to a bolt  115  that is electrically connected to terminal  4  and mechanically contacts, but does not electrically contact, the circuit board  20 . In this embodiment, however, extra caution should be exercised to make sure the bolt  115  cannot electrically contact any of the board&#39;s circuitry. 
     A second embodiment for the attachment of the jumper wire to the second end of the terminals  2  and  4  is depicted in FIG.  4 . In this embodiment, the second end of terminals  2  and  4  extend through apertures  122  in the circuit board  20 . Bolts  115  engage an internally threaded portion of the second end of each of the respective terminals to attach jumper wire  40 . The apertures  122  in the circuit board  20  may be formed significantly large to prevent contact between the terminals  2  and  4  and the circuit board  20 . This embodiment is used for making the ground connection from the second end of terminal  5  to the circuit board  20  via jumper wire  40 . 
     Any open space inside the housing  120  is preferably filled by potting (not shown). The latter design for the jumper-wire terminals is preferred because the ID module may be exposed to extreme heat and cold as the train travels through various climates. Consequently, the materials will naturally expand and contract. In order to prevent material failure due to the strains and stresses of expansion, it is preferred to introduce apertures  122  that allow the board to move more freely as the board and potting material expands or contracts. 
     Regardless of which embodiment is chosen, it is important that the second end stud terminals  1 - 4  do not make electrical contact with the circuit board  20 . 
     In contrast to terminals  1 - 4 , the second ends of terminals  5 - 12  are electrically connected to the circuit board  20 . As set forth above, the first ends of terminals  5  and  6  receive the input and output, respectively, of the trainline shield. The second ends at least one of the terminals  5  and  6  are electrically connected to the circuit board  20 , preferably the ground  90  of the circuit module  19 . As shown in FIG. 2, the second ends of terminals  11 ,  12  may be attached to the circuit board  20  by a pair of leads. Alternately, the second ends of terminals  11 , 12 , may be attached to the circuit board  20  by bolts  117  extending through apertures  124 , or by soldering  77 . 
     The housing  120  further includes apertures  18  for seventh  7  and eighth  8  stud terminals, each having second ends connected to supply input ports of the circuit module  19 . A pair of leads  27  connect the first ends of the seventh and eighth stud terminals to supply output ports of the car control device CCD. 
     The housing  120  further includes apertures  18  for ninth  9  and tenth  10  stud terminals, each having second ends connected to communication ports of the circuit module  19 . Leads  28  connect the first ends of the ninth  9  and tenth  10  stud terminals to the car control device CCD. 
     The second ends of terminals  7 - 10  are affixed to the circuit board by bolt  117  which extends through apertures  124  in the circuit board  20 . The second ends of terminals  7 - 10  do not extend through the circuit board  20 , but make make connection to the circuit board  20 . Alternatively, the second ends of terminals  7 - 10  may be attached to the circuit board by soldering  77 , as shown in FIG.  2 A. Either of these configurations provides an effective electrical shield as well as firm support for the circuit board, which is suspended by the terminals in a spaced apart relation to the housing  120 . 
     As aforementioned, there is a significant difference between bolts  115  and  117 . Bolts  115  attach the circuit module to the second ends of respective terminals (i.e., terminals  1 - 4 ) in a place that will not create electrical contact between the circuit board  20  and the respective terminal; in contrast, bolts  117  fasten the circuit board  20  to the second ends of respective terminals (i.e., terminals  5 - 10 ) in such a way that will establish electrical contact with the circuit board  20 . 
     As seen in FIG. 6, the second end of switch terminals  11 ,  12  electrically communicate to the circuit board  20  by means of an electrical lead  59  that connects the second end of the terminal to the circuit module  19 . The circuit module  19  includes a load  156  and a switch  154  connected in series to second ends of eleventh  11  and twelfth  12  stud terminals. The second communication node  67  controls the switch  154  via neuron chip  60 . 
     Typically, the second end of each switch terminal  11 , 12  is internally threaded to receive a bolt  63 . Each lead  59  connects the second end of terminal  11 , 12  to the circuit board  20 . The leads  59  are fastened at one end by the bolt  63  and at the other end by a solder joint  61 . See, FIG.  3 . 
     The first ends of each terminal  1 - 12  should be threaded to receive a cap or nut  96 . The first ends of switch terminals  11 , 12 , however, receive special connector caps  50 , which is shown in detail in FIGS. 3 and 3A. The electrically conducting connector cap  50  has an engaging section  54  that threadedly engages the first end of each of the eleventh  11  and twelfth  12  terminals. The connector cap  50  also has an extending section  56  extending from the engaging section  54  toward the conducting strip  41 ,  42 . 
     In particular, the connector cap  50  on the eleventh terminal is threadedly adjustable between a connected position, wherein the extending section  56  contacts the conducting strip  41 , as shown in FIG. 3, and a disconnected position wherein the extending section  56  of the connector cap  50  does not make contact with the conducting strip  41 , as shown in FIG.  3 A. 
     Similarly, the connector cap  50  on the twelfth terminal  12  is threadedly adjustable between a connected position wherein the extending section  56  contacts conducting strip  42 , and a disconnected position wherein the extending section  56  connector cap  50  does not make contact with the conducting strip  42 . Although the connector caps  50  are shown as threaded onto the terminals, other adjustable interconnections can be used. 
     An extending ring  114  extends from the top face of the housing  120  to electrically isolate the conductive strips  41  and  42  from the conductive termninals  11  and  12 . Although shown as an integral part of the housing  120 , the extending ring may be a separate sleeve of insulative material. 
     FIGS. 3 depicts a close-up of the connecting caps  50  in the closed position. Note that an additional standard nut  57  may be turned onto the terminal in order to stabilize the connector cap  50  and prevent the connector cap from migrating due to vibration. 
     As a result, moving the connector cap  50  of terminal  11  to the closed position, as shown in FIG. 3, will create electrical connection of line  32   I  to the circuit board  20 . Analogously, closing the connector cap of terminal  12  will create electrical connection of the line  34   I  to the circuit board  20 . 
     In contrast, FIG. 3A shows connector caps  50  in the open position. The open position creates a gap G between the surface of the connecting strips  41 , 43  and the extending portion  56  of the connecting cap  50 . Therefore, no current flows from the conducting strips  41 , 43  to the terminals  11 , 12  (and consequently to the circuit board  20 ) when the connector caps  50  are in the open position. 
     When the connector caps  50  are in the open position (as in FIG.  3 A), current will flow directly from terminals  32   I  and  34   I  to  32   O  and  34   O , respectively. Opening the connector caps  50  allows one to isolate the electronics comprising the circuit module  19  so that the power and communication trainline  38  may be tested. The voltages necessary to perform tests on the trainline are very high when compared to the voltage tolerances of the electronics of the circuit module  19 . Exposure to current at high voltages would likely cause serious damage to the circuit module  19 , so it is necessary to isolate the circuit module  19  for testing. 
     The novel combination and configuration of the integrated ID module allows one to isolate the electronics for the test, then re-connect the system after the test is complete without the arduous task of dismantling and re-wiring the system. Rather, the system can be tested and re-connected with the easy turn of the connector cap  50 . 
     A voltage source V, preferably a 12-Volt battery, is electrically connected by a first pair of electrical leads  26  directly to the car control device CCD. The CCD includes various electronics that will communicate with the circuit module  19 . The configuration of the circuitry is set forth in FIG.  6 . 
     FIG. 6 is an electrical diagram of the ID Module. The circuitry of the ID Module is very similar to the circuitry set forth in U.S. Pat. Nos. 6,012,681 and 5,966,084 issued to Lumbis et al. These two patents are incorporated into this disclosure by reference. 
     Note that terminals  1  and  2  receive trainline inputs  32   I  and  34   I  respectively, and terminals  5  and  6  comprise the shield. The shield is preferably connected to the ground  90  of the circuit module  19 . The connection between terminals  1 , 11 , and  3  is accomplished by means of a conducting strip. As discussed before, in the event connector caps  50  on switch terminals  11 ,  12  are left open, current will flow directly from the input to the output without ever entering the electronics on the circuit board  20 . For illustration purposes, the electronics on the circuit module  19  are shown within a bound region. 
     Opening of the connector caps  50  on each of the switch terminals  11 , 12  prevents current from entering the circuit module  19  from the trainline  38 ; in short, backing off the connector caps  50  isolates the circuit module  19 , from the trainline  38 . 
     The circuit module  19  includes a voltage regulator  58  connected to terminals  7  and  8  by leads  27  to the supply output ports of the car control device CCD. The voltage regulator  58  is also in electric communication with the current sensor  22 , the neuron chip or ID module  60 , and a field effect transistor  62 . 
     As seen in FIG. 6, the circuit module  19 , and preferably the circuit board  20 , also includes a pair of 470 uH Choke  64 , each electrically connected directly to the second end of terminals  11 , 12 . Current is directed from the Choke  64  to a full wave bridge  66 , which is in series with a field effect transistor  154  and a load resistor  156 . 
     A neuron chip or ID module  60  controls the field effect transistor  154  in response to signals from the car control device CCD at terminals  9  and  10  and leads  28  via transceiver  67 . Optical couplers isolate the neuron chip or ID module  60  and related circuitry from the field effect transistor  154 , load resistor  156 , etc. 
     The Car Control Device CCD must be connected to both the circuit module  19  and the trainline  38 . Thus, the CCD must be connected across the train lines  32 , 34 . To accomplish this, a pair of electronic leads  29  extend from selected trainline terminals to the CCD. This may be done by attaching one lead  29  to the first end of either the first or second terminal  1  or  3 . A second lead  29  is attached to the first end of either terminal  2  or  4 . Each lead, of course, is then connected to the car control device CCD. 
     All told, a total of at least three pair of leads (total of six leads) extend from the integrated ID module to the CCD. As shown in FIG. 5, the leads  27 , 28 , 29  are formed into a cable  100  leading to a six-contact, military style plug  99 . The plug  99  connects to a male receptacle  102 ; a wire harness  103  extends from receptacle  102  and leads to the CCD electronics. Thus, the CCD may be disconnected from the power and communication trainline  38  by removing the connection between plug  99  and receptacle  102 . This allows disconnecting of the car control device CCD from the trainline during testing without removal of the leads from the terminal block. 
     The assembly of the integrated module is relatively simple and straightforward. First, conductive strips  41 , 42 , 43  are set into terminal blocks  14  on the housing  120 . Then, the stud terminals  1 - 12  are installed into the housing. Leads  59  are attached at one end by solder joint  61  to the circuit board  20 . Before installing the circuit board, the other ends of the leads  59  are attached to the second ends of switch terminals  11  and  12 . Once the switch connections are made, a first face of the circuit board, preferably the face having circuitry printed thereon, is matched to the second ends of the selected termninals  5 - 10 . These terminals are bolted to secure the circuit board to these terminals. 
     Preferably, terminals  2  and  4  will protrude through apertures  18  in the circuit board  20  such that the ends of terminals  2  and  4  are displaced from the second face of the circuit board  20 . The current sensor  22  is mounted to the second face of the circuit board  20  in proximity to the second ends of terminals  2  and  4 , such that a jumper wire  40  passing through the current sensor may interconnect terminals  2  and  4 . The housing  120  is preferably mounted to a junction box  97  by bolts  98  that extend through apertures  107  on a perimeter of the housing  120 . 
     Although the present invention has been described and illustrated in detail, it is to be clearly understood that the same is by way of illustration and example only, and is not to be taken by way of limitation. The spirit and scope of the present invention are to be limited only by the terms of the appended claims.