Patent Document

CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application claims the benefit of U.S. provisional application Ser. No. 61/166,163, filed Apr. 2, 2009, entitled System for Vital Brake Interface with Real-Time Integrity Monitoring (Attorney Docket 711-264us), which is also incorporated by reference. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present invention relates to railroads in general, and, more particularly, to railroad braking systems. 
       BACKGROUND OF THE INVENTION 
       [0003]    In the early days of railroads, train brakes were operated by brakemen who would manually activate and deactivate the brakes on the train. This added to the expense of operating the train and ultimately led to the development of air brakes. 
         [0004]    In an air brake system, pressurized air is distributed via an air brake pipe system to each brake cylinder on a train. The brake calipers are designed so that the brake shoes engage the train wheel to stop the train if the pressurized air flow is disrupted. These systems typically include what is referred to as a “P2A” valve, which is used for a “penalty” braking. Penalty braking, which is distinct from emergency braking, is the activation of the train&#39;s brakes to stop the train when the train is operating, or about to be operated, in an unsafe manner. A penalty brake application “penalizes” a train engineer for operating the train in such a manner. 
         [0005]    The typical P2A valve is connected to the brake pipe and typically provides for a full service application of the brakes at the service rate when opened. The P2A valve is electrically controlled, usually employing a solenoid. This allows the P2A valve to be controlled by an over-speed signal from a speed indicator connected to the train&#39;s axle drive tachometer, by a penalty brake signal from a cab signal system, or by an alerter. These air brake systems that include a P2A valve are failsafe or “vital” (i.e., safety critical) in that any loss of air pressure in the brake lines or any disruption in power to the P2A valve results in brake activation and the train being brought to a stop safely. 
         [0006]    More recently, electronic braking systems have appeared. These systems electronically control the application of the brakes. These systems are required to be failsafe; that is, loss of power to the electronic braking system must result in the train brakes activating to stop the train. 
         [0007]    In addition to electronic braking systems, train control systems are also known in the art. Train control systems are systems that control the movement of a train by controlling the locomotive&#39;s engine/motor and brakes to ensure that the train is operated safely. These systems can be either “active” or “passive.” In active systems, the system itself is primarily responsible for controlling movement of the train. In passive control systems, a human operator is primarily responsible for controlling movement of the train. The passive control system only assumes control if the operator attempts to operate the train in an unsafe manner, such as by exceeding a maximum allowable speed, entering an occupied block, etc. Exemplary train control systems include “Cab Signal,” “Positive Train Control,” and “Positive Train Stop.” 
         [0008]    In order for a train control system of any type to be capable of stopping a train, it must be capable of controlling the train&#39;s braking system. These electronic braking systems are typically integrated, sealed units that are not readily modified. As a consequence, it has typically been necessary to enlist the assistance of the manufacturer of the electronic braking system to modify the electronic braking system to permit a penalty application of the brakes by a train control system. Actions/inaction that might give rise to a penalty brake application include, for example, failing to periodically give an indication of alertness, operating or operating the train in excess of a safe limit. 
         [0009]    Typical electronic braking systems provide an interface (e.g., RS-232, etc.) through which a train control system can send a request to activate the brakes. But as presently implemented, these systems are not failsafe. For example, if the connection between the train control system and the interface is broken, or the interface on the electronic braking system fails, a brake activation request message from the train control system to the electronic braking system will not be received by the electronic braking system. The brakes will not, therefore, activate. This can lead to a potentially dangerous situation. 
       SUMMARY OF THE INVENTION 
       [0010]    The present invention provides a train control system with automatic train protection functionality that is capable of stopping the train safely through the use of a vital braking system. This protection functionality would activate, for example, when speed limits or movement authorities are violated. 
         [0011]    In accordance with the illustrative embodiment, a vital command interface or “brake interface unit” is disposed between the train control processors and the braking system. This vital braking interface enables real-time verification without actually applying the train&#39;s brakes. The brake interface unit ensures that any failure in the control processors or interface is detectable and the system will fail safely. 
         [0012]    In accordance with the illustrative embodiment, the train&#39;s brakes are maintained in a “released” (i.e., not applied) state only when a single AC signal that is generated by two control processors is received. If the AC signal is not received, or a component fails, the brakes will be applied. In some embodiments, the brake interface unit uses only passive discrete components and is both optically and inductively isolated from the actual brake circuit. 
         [0013]    The brake interface unit comprises four circuits. In the illustrative embodiment, those circuits control four solid-state relays. The relays are optically isolated from the penalty brake circuit. In the illustrative embodiment, the relays are configured in two parallel banks or paths. Each of the two train control processors controls two of the solid-state relays, one in each bank. 
         [0014]    Two of the solid-state relays must be “open” (one in each leg) in order to apply the brakes. The solid-state relays are held “closed” by receiving the AC signal from a driver in each of the two train control processors as well as by receiving a third and fourth AC signal from a third driver. The receipt of any DC signal, or a component failure in the brake interface unit, causes the solid-state relays to “open”. Current flow in each of the penalty brake circuit legs are monitored by current sensors (e.g., Hall Effect sensors, etc.), which are inductively isolated from the penalty brake circuit. 
         [0015]    At some periodic rate, each of the four solid-state relays are tested without applying the brakes. Current sensors in both paths inform the processors as to the status of the relays in each path. 
         [0016]    Advantages of the illustrative embodiment include, among others:
       passive circuit design such that no power supplies are required;   fail-safe design to ensure safety;   two independent means to activate braking; and   self tests periodically verify circuit operations to provide continuous monitoring of redundant braking and test signals without brake application.       
 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0021]      FIG. 1  depicts a train control system including a brake interface unit in accordance with the illustrative embodiment of the present invention. 
           [0022]      FIG. 2  depicts a schematic diagram of the salient components of brake interface unit (BIU)  130 . 
           [0023]      FIG. 3  depicts a schematic diagram of the salient components of vital positive train control (V-PTC)  110 . 
           [0024]      FIG. 4  depicts a schematic diagram of the salient components of failure detection processor  220 . 
           [0025]      FIG. 5  depicts a schematic diagram of the salient components of brake application circuitry (BAC)  230 . 
           [0026]      FIG. 6A  depicts a schematic diagram of the salient logic components of the train control system of  FIG. 1 . 
           [0027]      FIG. 6B  depicts a schematic diagram of the salient hardware components of the train control system of  FIG. 1 . 
           [0028]      FIG. 7  depicts a schematic diagram of an exemplary relay. 
           [0029]      FIG. 8  depicts a schematic of brake interface circuit (BIC)  510 - i.    
           [0030]      FIG. 9  depicts a schematic diagram of a circuit that is used in the illustrative embodiment of the present invention to filter the output of sensors  514  and  523 . 
           [0031]      FIG. 10  depicts a flowchart of the execution of the salient tasks that are performed by failure detection processor  220 . 
           [0032]      FIG. 11  depicts a flowchart of the execution of the salient sub-tasks associated with detecting a failure in brake interface unit (BIU)  130 . 
           [0033]      FIG. 12  depicts a flowchart of the execution of the salient sub-tasks associated with detecting a failure in brake interface unit (BIU)  130  as performed by another illustrative embodiment of the present invention. 
           [0034]      FIG. 13  depicts a flowchart of the execution of the salient sub-tasks associated with a first diagnostic routine that is performed by failure detection application  440 . 
           [0035]      FIG. 14  depicts a flowchart of the execution of the salient sub-tasks associated with a second diagnostic routine that is performed by failure detection application  440 . 
           [0036]      FIG. 15  depicts a flowchart of the execution of the salient sub-tasks associated with a third diagnostic routine that is performed by failure detection application  440 . 
           [0037]      FIG. 16  depicts a flowchart of the execution of the salient sub-tasks associated with task  1040 . 
       
    
    
     DETAILED DESCRIPTION 
       [0038]      FIG. 1  depicts a train control system including a brake interface unit in accordance with the illustrative embodiment of the present invention. The train control system comprises, vital positive train control (V-PTC)  110 , brake interface unit (BIU)  130 , and train brake system  140 . 
         [0039]    Brake interface unit (BIU)  130  is interface for engaging the brakes on a train. It is connected to at least one train control processor that is in control of a train&#39;s braking. In accordance with the illustrative embodiment of the present invention, brake interface unit (BIU)  130  performs one or more of the following six (6) functions:
       (1) carry instructions of a train control processor to apply the brakes on a train;   (2) detect a failure in the train control processor;   (3) detect a failure in its own circuitry;   (4) apply the brakes when a failure is found;   (5) perform self diagnostics; and   (6) perform any other action that is specified in the remainder of this disclosure.       
 
         [0046]    Specifically, brake interface unit (BIU)  130  is designed to maintain a short between the two wires—wire A and wire B—that connect it to train braking system  140 . The wires connect to a train&#39;s electronic braking system or MagValve, depending on the design of the locomotive on which the present invention is used. When a short between wire A and wire B is maintained, the train brakes are in the “released” state. When the short is lost, the brakes are applied. For the purposes of this disclosure, when the brakes of train brake system  140  are applied, the braking system is said to be “engaged” or in “an engaged state.” 
         [0047]    Vital positive train control (V-PTC)  110  is a system for monitoring and controlling train movements. It is equipment that is carried on board of trains which enforces speed limits, automatically applies brakes, and performs other functions. In accordance with the illustrative embodiment of the present invention vital positive train control (V-PTC)  110  comprises two processors: train control processor  310  and train control processor  320  (See, e.g.,  FIG. 2-3 , etc.). Each processor executes logic for determining when the penalty braking on a train should be applied. The logic is denoted penalty brake application  340 - 1  and  340 - 2 . (See, e.g.,  FIG. 3 , etc.). The logic of the penalty brake applications determines what signals are provided to brake interface unit (BIU)  130  and when. It depends on these signals whether brake interface unit (BIU)  130  applies the brakes of train brake system  140 . 
         [0048]    Two types of signals are used by vital positive train control (V-PTC) to manipulate the operation of brake interface unit (BIU)  130 : AC signals and High-Low signals. The AC signals energize switching devices (e.g., relays, etc.) that are used to maintain the short between wire A and wire B. The High-Low signals cause brake interface unit (BIU)  130  to generate additional AC signals. The additional AC signals also energize switching devices (e.g., relays, etc.) that are used to maintain the short between wire A and wire B. 
         [0049]    In addition to the AC and High-Low signals, vital positive train control (V-PTC)  110  is capable exchanging data with brake interface unit (BIU)  130  via network  120 . Network  120  is an Ethernet network. However, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which the data communication between the train control processors is implemented in alternative means (e.g., universal serial bus, controller area network (CAN-bus), etc.). 
         [0050]    The capability to receive and send data to vital positive train control (V-PTC)  110  further increases the functionality of the present invention. Nevertheless, it should be noted that network  120  is dispensable. Those skilled in the art will readily recognize, after reading this disclosure, that alternative embodiments of the present invention can be devised in which vital positive train control (V-PTC) and brake interface unit (BIU)  130  exchange the AC signals only. 
         [0051]    In accordance with the illustrative embodiment of the present invention, vital positive train control (V-PTC) generates two AC signals. However, those skilled in the art will readily recognize, after reading this disclosure, that any number of AC signals can be used by vital positive train control (V-PTC)  110  to manipulate the operation of brake interface unit (BIU)  130  (e.g., 1, 3, 5, 10, etc.). 
         [0052]    Furthermore, in accordance with the illustrative embodiment, brake interface unit (BIU)  130  is an interface for the engaging of the penalty brakes of a train. However, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiment of the present invention in which brake interface unit (BIU)  130  is an interface between the brake a system of a train and any part of a train control system (e.g., positive train separation system, etc.). 
         [0053]      FIG. 2  depicts a schematic diagram of the salient components of brake interface unit (BIU)  130 . Brake interface unit (BIU)  130  comprises brake application circuitry (BAC)  230  and failure detection processor  220 . 
         [0054]    Brake application circuitry (BAC)  220  is circuitry comprising at least one switching device and at least one sensor that is capable of providing information about a state of the at least one of the switching device(s). In the illustrative embodiment, brake interface unit  220  comprises four relays, four relay drivers, and two current flow sensors. The relays are used to maintain and/or interrupt the short between wire A and wire B. When wire A is disconnected from wire B, the brakes of train brake system  140  become applied. 
         [0055]    The switching devices in brake application circuitry (BAC)  230  are energized by signals (i.e., the AC signals, etc.) provided by both vital positive train control (V-PTC)  110  and failure detection processor  220 . However, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiment of the present invention, in which only one of vital positive train control (V-PTC)  110  and failure detection processor  220  provides the signal(s) that energize the switching devices inside brake application circuitry (BAC). 
         [0056]    In addition to generating AC signals, vital positive train control (V-PTC)  110  provides High-Low signals to failure detection processor  220 . The manner in which the High-Low signals are used is further described in the discussion with respect to  FIG. 4 . 
         [0057]    Failure detection processor  220  comprises circuitry and logic for detecting failures in at least one of brake application circuitry (BAC)  230 , train control processor  310 , and train control processor  320 . Failure detection processor  220  detects failures on the basis of feedback from at least one sensor that forms part of brake application circuitry (BAC)  230  and/or the High-Low signals that are provided by the train control processors. Details about the structure and operation of failure detection processor  220  are provided in the discussion with respect to  FIG. 4  and  FIG. 6B . 
         [0058]      FIG. 3  depicts a schematic diagram of the salient components of vital positive train control (V-PTC)  110 . Vital positive train control (V-PTC)  110  comprises train control processor  310  and train control processor  320 . 
         [0059]    Train control processor  310  is hardware and software capable of controlling the operation of a train. Specifically, it comprises hardware and software for operating the penalty braking system of a train. In the illustrative embodiment of the present invention, train control processor  310  produces one (1) AC signal and one (1) High-Low signal. The AC signal is fed to brake application circuitry (BAC)  230  and the High-Low signal is fed to failure detection processor  220 . 
         [0060]    Train control processor  310  operates driver  370 - 1 . Driver  370 - 1  is circuitry for the generation of the AC signal. Driver  370 - 1  contains dual circuits, only one of which is used. In the illustrative embodiment of the present invention, driver  370 - 1  is a Dual High Speed Low-Side Power MOSFET Driver which produces a 9.6 KHz, 5V AC current. Driver  370 - 1  is capable of producing and removing the AC signal in response to the receipt of signals from CPU  360 - 1 . 
         [0061]    In accordance with the illustrative embodiment of the present invention, driver  370 - 1  is a serial port. However, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which driver  370 - 1  is any other circuitry that is capable of generating a signal on behalf of train control processor  310  (e.g, another type of port, a custom circuit for producing AC or other signals, etc.). 
         [0062]    Train control processor  310  comprises CPU  360 - 1  and penalty brake application  340 - 1 . CPU  360 - 1  is a central processing unit that executes penalty brake application  340 - 1 . In addition, CPU  360 - 1  controls the operation of driver  370 - 1 . It is capable of causing driver  370 - 1  to generate an AC signal as well as remove an AC signal that is being generated. In accordance with the illustrative embodiment of the present invention, the central processing unit (CPU) is 600 MHz, ROM-less unit. 
         [0063]    Penalty brake application  340 - 1  is software for applying the penalty brakes on a train. It is capable of determining when a train is operated or about to be operated in an unsafe manner and correspondingly applying the brakes of the train. It applies the brakes by removing the AC signal that is produced by driver  370 - 1 , as well as setting the High-Low signal that is sent to failure detection processor  220  to Low. The Low signal causes failure detection processor  220  to remove the AC signal generated by driver  370 - 3 . Penalty brake application  340 - 1  is executed by CPU  360 - 1 . 
         [0064]    In accordance with the illustrative embodiment of the present invention, the High-Low signal is output by an I/O pin on CPU  360 - 1 . However, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which the High-Low Signal is produced a peripheral device or additional circuitry that is in communication with CPU  360 - 1 . 
         [0065]    Train control processor  320  is hardware and software which, together with train control processor  310 , in a redundant fashion, controls the operation of a train. Train control processor  320  comprises hardware and software for operating the penalty braking system of a train. In the illustrative embodiment, train control processor  320  produces one (1) AC signal and one (1) high-low signal. The AC signal is fed to brake application circuitry (BAC)  230  and the high-low signal is fed to failure detection processor  220 . 
         [0066]    Train control processor  320  operates driver  370 - 2 . Driver  370 - 2  is circuitry for the generation of the AC signal. Driver  370 - 2  is identical to driver  370 - 1 . 
         [0067]    In accordance with the illustrative embodiment of the present invention, driver  370 - 2  is a serial port. However, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which driver  370 - 2  is any other circuitry that is capable of generating a signal on behalf of train control processor  320  (e.g, another type of port, a custom circuit for producing AC streams or other signals, etc.). 
         [0068]    Train control processor  320  also comprises CPU  360 - 2 . CPU  360 - 2  is a central processing unit that executes penalty brake application  340 - 2 . In addition, CPU  360 - 2  controls the operation of driver  370 - 2 . It is capable of causing driver  370 - 2  to generate an AC signal as well as remove an AC signal that is being generated. CPU  360 - 2  is identical to CPU  360 - 1 . 
         [0069]    Penalty brake application  340 - 2  is software for applying the penalty brakes on a train. It is capable of determining when a train is operated or about to be operated in an unsafe manner and correspondingly applying the train&#39;s penalty brakes. It applies the penalty brakes by removing the AC signal that is produced by driver  370 - 2 , as well as setting the High-Low signal that is sent to failure detection processor  220  to Low. The Low signal causes failure detection processor  220  to remove the AC signal generated by driver  370 - 4 . Penalty brake application  340 - 2  is executed by CPU  360 - 2 . 
         [0070]    In accordance with the illustrative embodiment of the present invention, the High-Low signal is output by an I/O pin on CPU  360 - 2  itself. However, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which the High-Low Signal is produced a peripheral device or additional circuitry that is in communication with CPU  360 - 2 . 
         [0071]    Although not depicted in  FIG. 3 , train control processor  310  and/or train control processor  320  comprise additional hardware such as memory, input and output ports. It will be clear to those skilled in the art how to make and use embodiments of the present invention in which train control processor  310  and/or train control processor  320  comprise additional hardware elements that are necessary for the performance of their functions (e.g., I/O ports, memory, etc.). 
         [0072]    The functions of the train control processors are not limited to running the penalty brake system of a train. In the illustrative embodiment of the present invention, train control processor  310  and train control processor  320 , operate in a redundant fashion all systems that comprise vital positive train control (V-PTC)  110 . Examples of such systems include movement planning systems, positive train separation systems, etc. For the purposes of clarity, however, this disclosure focuses on the operation of vital positive train control (V-PTC)  110  of the penalty brake system of a train. 
         [0073]      FIG. 4  depicts a schematic diagram of the salient components of failure detection processor  220 . Failure detection processor  220  comprises FPGA  420 , driver control application  430 , and failure detection application  440 . 
         [0074]    Failure detection processor  220  performs two salient functions:
       (A) it applies the brakes of train brake system  140  when it detects a failure; and   (B) it detects failures in brake interface unit (BIU)  130 , train control processor  310 , and train control processor  320 .       
 
         [0077]    In relation to the detection of failures, failure detection processor  220  receives four (4) signals—two (2) High-Low signals from application processors  310  and  320 , respectively; and two (2) sensor signals. The High-Low signals, among other uses, are used in detecting failures in application control processors  310  and  320 . The sensor signals provide information about state(s) of components of brake application circuitry (BAC)  230 . The manner in which failure detection is performed is further described in the discussions with respect to  FIG. 11 . 
         [0078]    Failure detection processor  220  is implemented with a field programmable gate array (FPGA) processor—FPGA  420 . The FPGA is configured to execute penalty driver control application  430  and failure detection application  440 . Although not depicted in  FIG. 4 , failure detection processor  220  comprises additional hardware such as memory, input and output ports. It will be clear to those skilled in the art, after reading this disclosure, how to make and use embodiments of the present invention in which failure detection processor  220  includes additional hardware elements that are necessary for the performance of the functions of driver control application  430  and failure detection application  440  (e.g., I/O ports, memory, etc.). 
         [0079]    Driver control application  430  is logic for applying the brakes of train brake system  140 . Driver control application is programmed directly onto FPGA  420 . Driver control application  430  is applies the brakes of train brake system  140  in response to signal from: (i) positive train control (V-PTC)  110  or (ii) failure detection application  440  or (iii) both i and ii. Driver control application  430  applies the brakes of train brake system  140  by setting drivers  370 - 3  and  370 - 4  to stop generating AC signals. When the AC signals produced by the two drivers are removed, the short between wire A and wire B is interrupted and the brakes of train brake system  140  are applied. 
         [0080]    The use of a High-Low signals allows train control processors  310  and  320  to add diversity to the manner in which they operate the relays of brake application circuitry (BAC)  230 . As noted, driver  370 - 1  and  370 - 2  are serial ports on the boards used by train control processor  310  and train control processor  320 . In the event of a failure of the serial ports, (e.g., problems with the software drivers for the ports, etc.), the train processors can use the High-Low signals to open the relays of brake application circuitry (BAC)  230  and interrupt the short between wire A and wire B which connect brake interface unit (BIU)  130  to train control system  140 . When short is interrupted, the brakes of train brake system  140  are applied. 
         [0081]    Driver control application  430  operates drivers  370 - 3  and  370 - 4 . Both drivers are identical to driver  370 - 1 . They are capable of producing (and removing) AC signals in response to the receipt of signals from driver control application  430 . 
         [0082]    In accordance with the illustrative embodiment of the present invention, drivers  370 - 3  and  370 - 4  are programmable pins on FPGA  420 . However, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which drivers  370 - 3  and  370 - 4  are any other circuitry that is capable of generating a signals on behalf of failure detection processor  220 . 
         [0083]    The High-Low signals fed into failure detection processor  220  determine whether drivers  370 - 3  and  370 - 4  are set to output AC signals. Driver control application  430  outputs an AC signal from driver  370 - 3  when it is fed a High signal from train control processor  310 . When it receives a Low signal from train control processor  310 , driver control application  430  removes the AC signal that is output by driver  370 - 3 . Similarly, driver control application  430  outputs an AC signal from driver  370 - 4  when it is fed a High signal from train control processor  320 . When it receives a Low signal from train control processor  320 , driver control application removes the AC signal that is output by driver  370 - 4 . 
         [0084]    Additionally, driver control application  430  is capable of receiving and executing instructions (or signals) from failure detection application  440  to engage the brakes of train brake system  140 . When such instructions are received, driver control application  430  removes the AC signals that are output by drivers  370 - 3  and  370 - 4 . 
         [0085]    Failure detection application  440  is logic for detecting failures. In the illustrative embodiment of the present invention, failure detection application  440  is programmed directly onto FPGA  420 . The tasks performed by failure detection application  440  are further described in the discussion with respect to  FIGS. 10-13 . 
         [0086]    Although, in accordance with the illustrative embodiment of the present invention, failure detection application  440  is executed by failure detector  220 , it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which failure detection application  440  is executed by at least one of train control processor  310  and train control processor  320 . In the alternative embodiments, at least one sensor signal from brake application circuitry (BAC)  230  is fed into the train control processor(s) that executes failure detection application  440 . The sensor signal is used by failure detection application  440  in detecting failures. 
         [0087]    Furthermore, in accordance with the illustrative embodiment of the present invention, driver control application  430  and failure detection application  440  are programmed directly onto FPGA  420 . However, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which the applications are implemented in software and executed by a general purpose CPU. 
         [0088]      FIG. 5  depicts a schematic diagram of the salient components of brake application circuitry (BAC)  230 . Brake unit comprises brake interface circuit (BIC)  510 - i , relay  520 - i , sensor  514 , and sensor  523 , where i∈{1, 2, 3, 4}. 
         [0089]    Brake application circuitry (BAC)  230  is circuitry for applying the brakes of train brake system  140 . When the wires that connect application circuitry (BAC)  230  to train brake system  140  are shorted, the brakes of train brake system  140  are in the “released” state. When the short between the wires is removed, the brakes of train brake system  140  are in the “applied” state. 
         [0090]    As shown, brake application circuitry (BAC)  230  comprises two circuit legs. The first leg consists of relay  520 - 1  and  520 - 4  and the other leg consists of relay  520 - 2  and  520 - 3 . Sensor  514  measures current flow across the first circuit leg, and sensor  523  measures the current flow across the second circuit leg. When the first circuit leg is closed, sensor  514  transmits sensor signal to failure detection processor  220  indicating that current is flowing through it. Similarly, when the first leg is closed, sensor  523  transmits sensor signal to failure detection processor  220  indicating that current is flowing through it. Failure detection processor  220  uses the signals from the sensors for testing purposes. 
         [0091]    In normal operation, when all relays are energized, both legs will have current flowing and this current flow is an indication that the brake interface is operational. Periodically, during normal operation, application processors  310  and  320  and failure detection processor  220  stop generating their AC signals; only 1 signal at a time is stopped. This will cause its respective relay to open. The appropriate current sensor (sensor  514  or  523 ) will then indicate the absence of current flow. In this manner, the operation of each of the four solid state relays can be checked. Since only one relay at a time is open, the other circuit leg will maintain the short that is needed to prevent application of the brakes. As a consequence, this method of testing can be performed during normal operation without actually applying the train brakes. 
         [0092]    Brake interface circuit (BIC)  510 - i  is a driver for relay  520 - i . Brake interface circuit  510 - i  receives AC signal as input and converts it to a DC signal. The DC signal is used to drive relays  520 - i.    
         [0093]      FIG. 8  depicts a schematic of brake interface circuit (BIC)  510 - i . The input from the Driver is an AC signal. Diodes D 1  and D 2  rectify this signal to DC which is then filtered by C 2 , R 3  and R 4 . This smoothed DC then drives the LED in relays  520 - i  which, in turn, causes photovoltaic diodes in relays  520 - i  to generate a voltage sufficient to turn on power MOSFETs in relays  520 - i  which causes the relays to conduct. 
         [0094]    It is notable that the AC signal must be continuously present to keep relays  520 - i  energized. Capacitor C 2  will discharge in a few milliseconds if the AC input ceases. R 1  is an input load resistor and C 1  provides AC coupling. If the AC input is lost or becomes DC, no output will be produced and the relay will become de-energized. The appropriate current sensor will detect this fault and any other fault, causing a relay to become de-energized. 
         [0095]    In the illustrative embodiment, the AC signal received by the brake interface circuits (BIC)  510 - i  from drivers  370 - i  is 5 volts, 9.6 kHz/50%, and: 
         [0096]    R 1 : 10 kohm, 1/16 watt, 1%; 
         [0097]    R 2 : 10 ohms, 1 watt, 5%; 
         [0098]    R 3 : 1 kohm, 1/8 watt, 1%; 
         [0099]    R 4 : 27 ohms, 1/4 watt, 1%; 
         [0100]    C 1 : 4.7 μfarads, 16 volts, ceramic, 20%; 
         [0101]    C 2 : 47 μfarads, 25 volts, ceramic, 20%; 
         [0102]    D 1  and D 2 : BAT54 (Schottky barrier diodes), 20V, 300 mwatt. 
         [0103]    Relay  520 - i  is a solid state relay. In accordance with the illustrative embodiment of the present invention, relay  520 - i  is a MOSFET N/O SPST Photovoltaic AC-DC Relay.  FIG. 7  depicts a schematic diagram of a relay from the type that is used in the illustrative embodiment of the present invention. As shown, the relay comprises a light emitting diode (LED) which when energized turns on power MOSFETs in the relay which causes the relay to conduct. 
         [0104]    In the illustrative embodiment of the present invention, solid state relays are used to close short the wires that connect brake interface unit (BIU)  130  to train brake system  140 . However, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which other switching devices are used (e.g., magnetic relays, transistors, etc.). 
         [0105]    Although, in the illustrative embodiment of the present invention four (4) relays are used, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which brake application circuitry (BAC)  230  comprises any number of relays (e.g., 1, 5, 7, 10, 16, etc.). Furthermore, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which the relays are connected in a non-redundant fashion. 
         [0106]    Sensor  514  is a Hall Effect-based linear current sensor. Sensor  514  detects current flowing across relays  520 - 1  and  520 - 4  and generates sensor signal that is proportional to the current flowing. Sensor  514  is inductively isolated from the other components of brake application circuitry (BAC)  230 . 
         [0107]    In the illustrative embodiment of the present invention, the feedback from sensor  514  is sent to failure detection processor  220  which uses it for testing purposes. In the alternative embodiments of the present invention where failure detection application  400  is executing on one of the train control processors, the signal from sensor  514  is sent to the train control processor which executes failure detection application  400 . 
         [0108]    Sensor  514  uses the circuit shown in  FIG. 9 . Capacitor C 3  of that circuit acts as a noise filter for the DC power to the sensor while capacitor C 4  is part of an internally connected RC filter that reduces noise on the sensor output. 
         [0109]    In the illustrative embodiment, the specifications of capacitors C 1  and C 2  are, and:
       C 3 : 0.1 μfarads, ceramic, 25 volts, X7R 0603;   C 4 : 0.1 μfarads, ceramic, 25 volts, X7R 0603;       
 
         [0112]    Sensor  523  is a Hall Effect-based linear current sensor. Sensor  523  detects current flowing across relays  520 - 2  and  520 - 3  and generates sensor signal that is proportional to the current flowing. Sensor  523  is inductively isolated from the other components of brake application circuitry (BAC)  230 . The feedback from sensor  523  is sent to failure detection processor  220  which uses it for test purposes. Sensor  523  also uses the circuit depicted in  FIG. 9 . 
         [0113]    In the illustrative embodiment of the present invention, the feedback from sensor  514  is sent to failure detection processor  220  which uses it for testing purposes. In the alternative embodiments of the present invention where failure detection application  400  is executing on one of the train control processors, the signal from sensor  514  is sent to the train control processor which executes failure detection application  400 . 
         [0114]    Furthermore, in the illustrative embodiment, the current sense connection to each current sensor is a copper conductor which is inductively coupled to the rest of the sensor. As a consequence, loss of DC power to the current sensor does not affect the ability of the Brake Interface Unit to cause brake application. 
         [0115]    Although, in the illustrative embodiment of the present invention, brake interface unit (BIU)  230  uses current sensors to provide information about its state to failure detection processor  220 , it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which other types of sensors are used (e.g., humidity sensors, temperature sensors, etc.). 
         [0116]    Furthermore, although the illustrative embodiment of the present invention two (2) sensors are used, it will be clear to those skilled in the art after reading this disclosure, how to make and use alternative embodiments of the present invention in which any number of sensors is used (e.g., 1, 3, 10, 15, etc.). In these embodiments, the sensors can be configured to provide information about groups of components that comprise brake interface unit (BIU)  230  (as is the case in the illustrative embodiment), or the sensors can be configured to provide information about individual components. 
         [0117]      FIG. 6A  depicts a schematic diagram of the salient logic components of the train control system of  FIG. 1 . 
         [0118]    Penalty brake application  340 - 1  of train control processor  310  is used to drive a first relay in brake application circuitry (BAC)  230 , while penalty brake application  340 - 2  of train control processor  320  is used to drive a second relay. Driver control application  430  of failure detection processor  220  is used to drive a third and fourth relays. The three applications drive their respective relays by controlling the generation of electric signals that are used for energizing the relays (i.e., the AC signals in the illustrative embodiment, etc.). 
         [0119]    The three applications are capable of applying the brakes of train brake system  140 . The penalty braking applications apply the brakes of train brake system  140  by removing the signals that energize the relays in brake application circuitry (BAC)  230 . Driver control application  430  applies the brakes of train brake system  140  by removing the AC signals that are generated by drivers  370 - 3  and  370 - 4 . 
         [0120]    Failure detection application  440  detects the presence of a failure in one of train control processor  310 , train control processor  320 , and brake interface unit (BIU)  130 . It performs its failure-detecting functions on the basis of at least one sensor signal from brake application circuitry (BAC)  230  and/or the High-Low signals received from train control processor  310  and train control processor  320 . 
         [0121]    Brake application circuitry (BAC)  230  facilitates the operation of failure detection application  440  by feeding it at least one sensor signal. The at least one sensor signal is indicative of the state of at least one component of brake application circuitry (BAC)  230 . The information contained in the sensor signal is used by the logic of failure detection application  440  to determine whether a component of penalty brake interface  130  has failed. 
         [0122]      FIG. 6B  depicts a schematic diagram of the salient hardware components of the train control system of  FIG. 1 . 
         [0123]    Vital positive train control (V-PTC)  110  comprises CPU board  610  and CPU board  620 , and I/O board  630 . Each CPU board is computer hardware (e.g., processor, memory, network adapter, etc.) that controls the operation of a train. The two CPU boards are the computer hardware that constitutes train control processor  310  and train control processor  320 . In the illustrative embodiment of the present invention, train control processor  310  is implemented on CPU board  610  and train control processor  320  is implemented on CPU board  620 . 
         [0124]    CPU  360 - 1  and CPU  360 - 2  are in electrical communication, via CPU board  610  and CPU board  620  with drivers  370 - 1  and  370 - 2 . The two drivers comprise circuitry which is capable of generating an AC signal. The AC signal is used to energize one or more relays inside brake application circuitry (BAC)  230 . CPUs  360 - 1  and  360 - 2  control the operation of drivers  370 - 1  and  370 - 2 , respectively; they can cause the drivers to output or remove the AC signals which they are responsible for producing. 
         [0125]    I/O board  630  is an expansion board which performs A/D conversion of signals that are input to vital positive train control (V-PTC)  110 . Additionally, in the illustrative embodiment, I/O board  630  formats the signals that are input and forwards these signals to train control processor  310  and  320 . 
         [0126]    FPGA  420 —which implements failure detection application  440 —is mounted directly on the I/O board. FPGA  420 , via I/O board  630 , is in electrical communication with drivers  370 - 3  and  370 - 4 . The two drivers comprise circuitry which is capable of generating an AC signal. The AC signal is used to energize one or more relays inside brake application circuitry (BAC)  230 . FPGA  420  controls the operation of drivers  370 - 3  and  370 - 4 ; it can cause the drivers to output or remove the AC signals which they are responsible for producing. Although, in the illustrative embodiment of the present invention FPGA  420  is mounted on an I/O board, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which FPGA  420  is mounted on any board that forms part of the train control system (e.g., CPU board  610 , CPU board  620 , other peripheral boards, etc.). 
         [0127]    Drivers  370 - 1 ,  370 - 2 ,  370 - 3 , and  370 - 4  contain dual circuits, but only one of them is used. In accordance with the illustrative embodiment of the present invention drivers  370 - 1 ,  370 - 2  are ports on CPU Board  610 , CPU Board  620 , while drivers  370 - 3  and  340 - 4  are programmable pins on FPGA  420 . However, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which the drivers are physically separate from CPU Board  610 , CPU Board  620 , and FPGA  420 . 
         [0128]      FIG. 10  depicts a flowchart of the execution of the salient tasks that are performed by failure detection processor  220 . It will be clear to those skilled in the art, after reading this disclosure, how to perform the tasks associated with  FIG. 10  in a different order than represented or to perform one or more of the tasks concurrently. Furthermore, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention that omit one or more of the tasks. 
         [0129]    At task  1010 , failure detection application  440  detects a failure in one of brake interface unit (BIU)  130 , train control processor  310 , and train control processor  320 , based on a signal from a sensor that provides information about a state of a component of brake application circuitry (BAC)  230 . Task  1011  is further described in the discussion with respect to  FIG. 11  and  FIG. 12 . 
         [0130]    At task  1020 , failure detection application  440  detects a failure in one of train control processor  310  and train control processor  320 . The failure is detected on the basis of the High-Low signals that are fed into failure detection processor  220  by the two train control processors. When the two signals are different (i.e., one is High and the other is Low, etc.) failure detection application  440  concludes that one of train control processor  310  and train control processor  320  has failed. 
         [0131]    At task  1030 , failure detection application  440  performs periodic diagnostics of penalty brake interface  130 . Although, in the illustrative embodiment of the present invention, the diagnostics are performed periodically (e.g., every 1 second) it will be clear to those skilled in the art, after reading this disclosure, how to perform the diagnostics sporadically or just once. 
         [0132]    In accordance with the illustrative embodiment of the present invention, the diagnostics are preformed in real-time, without disturbing the normal operation of brake interface unit (BIU)  130 . Furthermore, in accordance with the illustrative embodiment of the present invention, three types of diagnostics are performed. The three types of diagnostics are described in the discussion with respect to  FIGS. 13-15 . 
         [0133]    At task  1040 , failure detection application  440  takes action when a failure is detected. Task  1040  is further described in the discussion with respect to  FIG. 16 . 
         [0134]      FIG. 11  depicts a flowchart of the execution of the salient sub-tasks associated with detecting a failure in brake interface unit (BIU)  130 . 
         [0135]    At task  1110 , failure detection application  440  determines that at least one of relays  520 - 1  and  520 - 4  is open. The determination is made on the basis of signal from current sensor  514 . Although, in accordance with the illustrative embodiment of the present invention, relays  520 - 1  and  520 - 4  are monitored, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which relays  520 - 2  and  520 - 3  are monitored instead. The monitoring of relays  520 - 3  and  520 - 4  is performed in accordance with the methods described in relation to relays  520 - 1  and  520 - 4 . 
         [0136]    At task  1120 , failure detection application  440  determines whether AC signals are supplied to relays  520 - 1  and relay  520 - 4 . In accordance with the illustrative embodiment of the present invention, failure detection application  440  determines whether AC signal is supplied to relay  520 - 4  by communicating with driver control application  430 . 
         [0137]    Furthermore, failure detection application  440  determines whether AC signal is supplied to relay  520 - 1  by train control processor  310  on the basis of the High-Low signal which is fed to failure detection processor  220  by train control processor  310 . If train control processor  310  feeds a High signal to failure detection processor  220 , this is an indication that train control processor  310  is supplying AC signal to relay  520 - 1 . Conversely, if a Low signal is received from train control processor  310 , this is an indication that train control processor  310  has removed the AC signal for relay  520 - 1 . 
         [0138]    In alternative embodiments of the present invention in which failure detection application  440  is executing on one of train control processor  310 , failure detection application  440  determines whether and AC signal is supplied to relay  520  by communicating with penalty brake application  340 - 1  or by monitoring the state of driver  370 - 1 . Furthermore, in the alternative embodiments, failure detection application determines whether AC signal is supplied to relay  520 - 4  by monitoring whether a High-Low signal is output by CPU- 360 - 1  to failure detection processor  220 . 
         [0139]    At task  1130 , failure detection application  440  determines whether a failure has occurred. The determination is based on the information obtained in at least one of tasks  1110  and  1120 . If AC signals are supplied to both relays  520 - 1  and  520 - 4 , and yet, current is not flowing through current sensor  514 , failure detection application  440  determines that at least one of brake interface unit (BIU)  130  and train control processor  310  has failed. Conversely, when one of relays  520 - 1  and  520 - 4  is not supplied with AC signal, and yet, current is flowing through it, failure detection application  440  also determines that at least one of brake interface unit (BIU)  130  and train control processor  310  has failed. 
         [0140]      FIG. 12  depicts a flowchart of the execution of the salient sub-tasks associated with detecting a failure in brake interface unit (BIU)  130  or train control processor  310  as performed by another illustrative embodiment of the present invention. 
         [0141]    At task  1210 , failure detection application  440  determines that the current flow measured by one of current sensors  514  and  523  is incorrect. An incorrect current flow, is current flow is outside of predetermined bounds. 
         [0142]    At task  1220 , failure detection application  440  deduces that a failure has occurred in brake interface unit (BIU)  130  based on the information obtained at task  1210 . In particular, when failure detection application  440  receives signal from one of sensors  514  and  523  that is outside of predetermined bounds, it determines that a failure has occurred. 
         [0143]      FIG. 13  depicts a flowchart of the execution of the salient sub-tasks associated with a first diagnostic routine that is performed by failure detection application  440 . 
         [0144]    At task  1310 , failure detection application  440  instructs train control processor  310  to remove to set the High-Low signal to Low. In accordance with the illustrative embodiment of the present invention, the instruction is submitted in the form of a message that is transmitted over network  120 . 
         [0145]    At task  1320 , failure detection application  440  determines whether train control processor  310  has failed based on the response of train control  310  to the instruction transmitted at task  1310 . If the high signal is not removed, despite the instruction, failure detection application  440  determines that train control processor  310  has failed and is non-responsive. 
         [0146]      FIG. 14  depicts a flowchart of the execution of the salient sub-tasks associated with a second diagnostic routine that is performed by failure detection application  440 . 
         [0147]    At task  1410 , failure detection application  440  removes one of the AC signals generated by train control processor  310  and train control processor  320 . It should be noted that only one of the AC signals generated by train control processor  310  and  320  is removed. This allows brake interface unit (BIU)  130  to continue operating uninterrupted. 
         [0148]    In accordance with the illustrative embodiment of the present invention, failure detection application  440  removes the AC signal that is generated by train control processor  310 . It removes the signal by instructing train control processor  310  to remove the AC signal that is output from driver  370 - 1 . The instruction is submitted in the form of a message that is transmitted over network  120 . 
         [0149]    In the alternative embodiments of the present invention in which failure detection application  440  is executed by train control processor  310 , failure detection application  440  uses internal means of communication (e.g., inter-process communication techniques, etc.) to instruct penalty brake application  340 - 1  to remove the AC signal that is produced by AC driver  370 - 1 . 
         [0150]    At task  1420 , failure detection module determines whether a failure has occurred based on the response of train control processor  310  to the instruction transmitted at task  1410 . If the AC signal is not removed, failure detection module determines that train control processor  310  has failed. Whether the AC signal is removed is determined by using the signal from sensor  514 . If sensor  514  indicates that current is flowing through it, that means that both relays  520 - 1  and  520 - 2  are energized which leads to the conclusion that either the AC signal is not removed (or relay  520 - 1  is stuck). 
         [0151]    In accordance with the illustrative embodiment of the present invention, the train control processors remove their respective AC signals in response to instructions from train control application  440 . However, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention in which train control processors  310  and  320  remove their AC signals automatically for the purposes of performing self-diagnostics. In these embodiments, only one AC signal at a time is turned off automatically by the train control processors. 
         [0152]    In these embodiments, at task  1420 , failure detection application  440  monitors the signal from sensors  514  and  523  to determine whether relays periodically become open in response to the turning off of the AC signals by train control processor  310  and train control processor  320 . 
         [0153]      FIG. 15  depicts a flowchart of the execution of the salient sub-tasks associated with a third diagnostic routine that is performed by failure detection application  440 . 
         [0154]    At task  1510 , failure detection application  440  instructs driver control application  430  to remove one of the AC signals that are output from drivers  370 - 3  and  370 - 4 . It should be noted that only one of the AC signals generated by driver control application  430  is removed by failure detection application  440 . This allows brake interface unit (BIU)  130  to continue operating uninterrupted. 
         [0155]    In accordance with the illustrative embodiment of the present invention, failure detection application  440  instructs driver control application  430  to remove the AC signal that is produced by driver  370 - 4  by using inter-process communication techniques. In the alternative embodiments of the present invention in which failure detection application  440  is executed by train control processor  310 , failure detection application  440  uses internal means of communication (e.g., interposes communication techniques, etc.) to instruct penalty brake application  340 - 1  to remove the High-Low signal that is fed to failure detection processor  220 . 
         [0156]    At task  1520 , failure detection module determines whether a failure has occurred based on the signal from sensor  514 . If sensor  514  continues to indicate that current is flowing though it after the AC signal is removed, failure detection application  440  determines that brake interface unit (BIU)  130  has failed. 
         [0157]      FIG. 16  depicts a flowchart of the execution of the salient sub-tasks associated with task  1040 . It will be clear to those skilled in the art, after reading this disclosure, how to perform the tasks associated with  FIG. 16  in a different order than represented or to perform one or more of the tasks concurrently. Furthermore, it will be clear to those skilled in the art, after reading this disclosure, how to make and use alternative embodiments of the present invention that omit one or more of the tasks. 
         [0158]    At task  1610 , failure detection application  440  activates the brakes of train brake system  140 . In accordance with the illustrative embodiment of the present invention, failure detection application  440  instructs driver control application  430  and/or penalty brake applications  340 - 1  and  340 - 2  to remove the AC signals produced by drivers  370 - 1  through  370 - 4 . The removal of the AC signals results in the relays being de-energized which, in turn, results in the application of the train brakes. 
         [0159]    At task  1620 , failure detection application  440  transmits an indication to vital positive train control (V-PTC)  110  that a failure has occurred in penalty brake interface  130 . In accordance with the illustrative embodiment of the present invention, the indication is transmitted over network  120 . 
         [0160]    It is to be understood that the types and parameters of the signals used by the present invention are provided for illustrative purposes only. It will be clear to those skilled in the art, after reading this disclosure, that a number of embodiments of the present invention can be devised in which the different signals are used to control brake application circuitry (BAC)  230 . 
         [0161]    Furthermore, it is to be understood that the parameters for the components of the present invention (e.g., CPUs, capacitors, resistors, etc.) are provided for illustrative purposes only. It will be clear to those skilled in the art, after reading this disclosure, that a number of embodiments of the present invention can be devised in which different components and/or components with different parameters are used. 
         [0162]    In any event, it is to be understood that the disclosure teaches just one example of the illustrative embodiment and that many variations of the invention can easily be devised by those skilled in the art after reading this disclosure and that the scope of the present invention is to be determined by the following claims.

Technology Category: 7