Portable Pneumatic Brake Control With Remote Train Warning Signals
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Solution Overview
Problem
There is a need for a safety device that provides visual and audible warnings and can remotely control the air brake system of a train, especially when the locomotive is not at the leading end, to ensure worker safety during shoving movements and emergency stops.
Innovation Solution
A safety device with a pneumatic conductor and valve connected to the air brake system, equipped with a remote controller for activating/deactivating the brakes, visual and audio outputs, and a briefcase-style enclosure for easy maintenance, allowing remote control of visual and audio warnings and brake application/release.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a crewmember is stationed on the leading end of the train during shoving movements, then worker safety is improved through direct observation and communication, but the crewmember lacks protection from visible or audible warning signals that would normally be provided by the locomotive
Solution Approach 1:
The patent extracts the warning signal functions (lights, horn, bell) from the locomotive and places them on a portable safety device that can be positioned at the leading end of the train during shoving movements. This allows the crewmember to have access to warning signals without being attached to the locomotive.
Solution Approach 2:
The portable safety device acts as an intermediary between the locomotive and the crewmember at the leading end. It receives power and control signals from the locomotive via the conductor and provides warning signals independently, bridging the gap between the locomotive's capabilities and the crewmember's needs.
2Reliability
If the locomotive provides all safety functions including headlights, auxiliary lights, bell, horn, and braking equipment, then comprehensive safety protection is achieved, but there is no device available to allow a crewmember to remotely activate these safety devices or stop the train when communication is lost
Solution Approach 1:
The patent segments the safety functions into two parts: the locomotive provides the primary safety systems, while the portable safety device provides remote activation capability and backup functions. This segmentation allows independent operation of the portable device to control lights, horn, bell, and emergency braking.
Solution Approach 2:
The portable safety device incorporates a feedback mechanism where the crewmember can see and hear the warning signals being activated, and the device provides visual and audible confirmation that emergency functions have been engaged. This feedback loop ensures the crewmember knows the safety systems are active.
3Reliability
If the safety device includes multiple visual and audible warning outputs as well as emergency brake control, then worker protection and emergency response capabilities are enhanced, but the device complexity increases
Solution Approach 1:
The portable safety device is designed as a multi-functional unit that combines headlight, auxiliary light, horn, bell, and emergency brake control in a single device. This universal design consolidates multiple safety functions into one portable unit rather than requiring separate devices for each function.
Solution Approach 2:
The patent merges the control functions for multiple safety systems (lights, horn, bell, brakes) into a single portable device that can be held and operated by one crewmember. This combining of functions reduces the number of separate controls and simplifies the user interface despite the complexity of the underlying systems.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enhances railroad safety by providing remote control over train brakes, visual, and audio warnings, improving worker protection and emergency response capabilities.
Implementation Method 1
a pneumatic conductor 12 and a pneumatic valve 16, the pneumatic conductor 12 configured to be connected at a first end of the pneumatic conductor 12 to the pneumatic valve 16 and the pneumatic conductor 12 configured to be connected at a second end to a second valve 14, wherein the second valve 14 is configured to be pneumatically connected to an air brake system
Data Source
AI summary
A safety device including a pneumatic conductor and a pneumatic valve, the pneumatic conductor configured to be connected at a first end of the pneumatic conductor to the pneumatic valve and the pneumatic conductor configured to be connected at a second end to a second valve, wherein the second valve is configured to be pneumatically connected to an air brake system, wherein the pneumatic valve is opened to activate the air brake system and closed to de-activate the air brake system.