BACKGROUND OF THE INVENTION

[0001] Field of the Invention

[0002] The present invention relates to a method of controlling a train equipped with an electronically controlled pneumatic (ECP) braking system particularly when the train is operating outside a main line i.e., when the train is moved into a restricted area for specific purposes of storage, loading of cargo or unloading of cargo. One particular instance of such an application is the process of loading or unloading of cargo from a freight train within the private yard of a customer or storage facility or delivery site.

[0003] Description of Related Art

[0004] A traditional train braking system uses pneumatic valves to control and generate brake applications on the rail cars along the length of the train. In general, this traditional system consists of a brake pipe that runs the entire length of the train and which supplies air to air reservoirs mounted on each of the rail cars. When the engineer needs to make a brake application, control valves in the locomotive reduce the brake pipe air pressure. As the brake pipe pressure reduces, the service portion on each rail car divert air from their air reservoirs to their brake cylinders. This causes the brakes to become active. In order to release the brakes, the engineer charges the brake pipe with air generated by the air compressor located in the locomotive.

[0005] One of the weakness of this air brake system is the reaction time. It can take up to two minutes or more for a brake application command to propagate from the locomotive to the tail end of a train. This results in rail cars applying brakes at different point in time. This uneven braking can cause significant forces to build up between the rail cars in a train.

[0006] In contrast, ECP braking uses electronic controls which make it possible to activate air-powered brakes on the cars significantly faster and synchronously. On an ECP-equipped train, the rail cars are equipped with a trainline (a communication cable) that runs parallel to the brake pipe down the length of the train. This trainline is used to (a) supply power to the electronic components installed on the cars and (b) to send commands from the locomotive and receive feedback from the rail cars and the End of Train (EOT) device.

[0007] ECP provides many benefits over the traditional braking system. For example, since all the cars receive the brake command at the same time, the brakes are applied uniformly and substantially instantaneously. This provides much better train braking control, shortens the stopping distance, and leads to a lower risk of derailment or of coupling breakage.

[0008] Further, since the cars can also send their status to the locomotive at the front, the engineer can monitor the state of the train and know at any given time the braking capabilities available.

[0009] During typical operation, the ECP brakes on a train are required to be operated in accordance with an ECP braking mode of operation governed by the Association of American Railroads (AAR) S-4200 standard braking requirements. In accordance with the S-4200 standard, the brakes of all of the rail cars of the train are controlled during operation of the train to the same percentage of braking during braking operations of the train.

[0010] For example, in accordance with the S-4200 standard, a head end unit (HEU) in the train locomotive can output a braking command on a trainline, e.g., a 30% braking command, which braking command is received by a controller of each rail car of the train communicatively coupled to the trainline. In response to receiving this braking command, the controller of each rail car causes its brakes to be set to the commanded value, in this example 30% of full braking. In this manner, the brakes of all of the cars of the train can be commanded to be set to the same percentage or level of braking at the same time, thereby reducing and/or minimizing the levels of in-train forces on the couplers of the train that are used to connect the locomotive and the rail cars of the train that would appear on the couplers if the brakes of the rail cars were applied at different times.

[0011] In contrast to the ECP braking mode in accordance with the S-4200 standard used during normal operation of the train, during indexed or stepped movement of the train during, for example, unloading/loading operations of the rail cars of the train, the ECP braking mode in accordance with the S-4200 standard is disabled, whereupon the brakes of the rail cars are completely released, and all movement and stops of the rail cars are controlled by an external movement means, e.g., an indexer, which indexes or steps all the rail cars in one or more discrete increments.

[0012] Such indexed or stepped movement of the rail cars, however, has been observed to produce undesirable levels of in-train forces and wear on the couplers of the train due to the indexed or stepped starting and stopping of the train during, for example, an unloading/loading operation.

[0013] It would, therefore, be desirable to provide a new braking solution for specific operating conditions such as loading or unloading of cargo from a train that overcomes as least some of the above challenges and makes the process of unloading/loading of rail cars more efficient.

SUMMARY OF THE INVENTION

[0014] Generally, provided are an improved system, method, and computer readable medium for determining controlling braking one or more rail cars of a train.

[0015] According to one preferred and non-limiting embodiment or aspect, provided is a method of controlling braking one or more rail cars in a train consist positioned for operation during an act of unloading/loading of cargo, wherein the train consist comprises a designated head-end and a tail-end, and wherein each of the one or more rail cars is equipped with an electronic braking system in a communication link to a central control via a communication network spanning across the train consist. The method includes the steps of: setting a dynamic unloading/loading braking profile on at least one electronic braking system on at least one rail car; and performing the act of unloading/loading of the cargo from one or more rail cars in the train consist while controlling the braking on at least one of the rail cars in the train consist via the dynamic unloading/loading braking profile.

[0016] In one preferred and non-limiting embodiment or aspect, the dynamic unloading/loading braking profile can allow the electronic braking systems on two or more of the rail cars in the train consist to be set to different braking values.

[0017] In one preferred and non-limiting embodiment or aspect, the braking values set by the electronic braking systems on two or more of the rail cars can be different by an amount equal to or greater than 5% of the braking values, wherein the % braking value on each rail car can be varied in each rail car independent of each other rail car in 1% increments between 0% braking value, or no braking (full brake release), 100% braking value (i.e., maximum service level braking), and 120% braking (i.e., emergency braking).

[0018] In one preferred and non-limiting embodiment or aspect, the method can include storing information about the train consist at a first locomotive connected to either the headend or the tail-end of the train consist.

[0019] In one preferred and non-limiting embodiment or aspect, the method can include positioning the train consist in a designated area for unloading/loading prior to start of the unloading/loading operation from the one or more rail cars in the train consist.

[0020] In one preferred and non-limiting embodiment or aspect, the method can include transferring the information about the train consist between the first locomotive and a second locomotive that will be coupled to the train consist in lieu of the first locomotive; and connecting the second locomotive to either the head-end or the tail-end of the train consist, wherein the second locomotive is now configured to control the electronic braking systems in the one or more rail cars in the train consist.

[0021] In one preferred and non-limiting embodiment or aspect, the method can include remotely controlling the electronic braking system on at least one rail car of the train consist in coordination with operation of an automated movement system situated in proximity to the train consist. The step of remotely controlling can optionally occur via the first locomotive or the second locomotive.

[0022] In one preferred and non-limiting embodiment or aspect, the method can include allowing the electronic braking system in each of the rail cars to continue to operate in the unloading/loading braking profile upon detecting a disruption in the communication network.

[0023] In one preferred and non-limiting embodiment or aspect, the method can include allowing the electronic braking system in each of the rail cars in the train consist to go to a full release condition (0% braking) upon detecting a disruption in the communication network.

[0024] In one preferred and non-limiting embodiment or aspect, the method can include altering configuration of the electronic braking system in each rail car in the train consist to the dynamic unloading/loading braking profile.

[0025] In one preferred and non-limiting embodiment or aspect, the method can include selecting one or more groups of rail cars in the train consist, and setting one or more dynamic unloading/loading operation braking profiles for the one or more groups of rail cars in the train consist.

[0026] In one preferred and non-limiting embodiment or aspect, the method can include selecting a continuous (or discrete) group of rail cars from the train consist as the one or more groups of the rail cars in the train consist.

[0027] In one preferred and non-limiting embodiment or aspect, the method can include dynamically altering at least one of composition of the rail cars within the one or more groups of rail cars and/or the unloading/loading braking profiles for one or more rail cars within each of the one or more groups of the rail cars. In an example, the dynamically altering of the composition of the rail cars and/or the unloading/loading braking profiles for one or more rail cars within each of the one or more groups of the rail cars can be based on the progression of the train through a loading/unloading process, upon changes to the loading/unloading system capability (for example, an indexer or rotary dumper operating at less than optimum performance), upon changes to the environment (for example, weather conditions including moisture, temperature, wind, etc.), and/or upon any other external change that can impact the loading/unloading process.

[0028] In one preferred and non-limiting embodiment or aspect, the method can include synchronizing movement of the train consist and the unloading/loading movement of an automated unloading/loading system.

[0029] In one preferred and non-limiting embodiment or aspect, the method can include synchronizing braking status of the one or more rail cars in the train consist based on movement of the train consist.

[0030] In one preferred and non-limiting embodiment or aspect, the method can include configuring a standard/uniform braking profile in the electronic braking system in each of the rail cars in the train consist upon completion of the act of unloading/loading of the train consist.

[0031] In one preferred and non-limiting embodiment or aspect, the method can include positioning of the train consist in relation to an automated unloading/loading system. The positioning of the train consist can be done optionally by one of the first locomotive or the second locomotive.

[0032] In one preferred and non-limiting embodiment or aspect, the method can include logging status of all activity between positioning of the train consist prior to the unloading/loading and completion of the unloading/loading.

[0033] According to one preferred and non-limiting embodiment or aspect, provided is a computer readable medium including program instructions for controlling the braking of one or more rail cars in a train consist positioned for an act of unloading/loading of cargo, wherein execution of the program instructions by one or more processors of a computer system causes the one or more processors to carry out the steps of: setting a dynamic unloading/loading braking profile on at least one electronic braking system on at least one rail car; and in response to the act of unloading/loading of the cargo from one or more rail cars in the train consist, controlling the braking on at least one of the rail cars in the train consist via the dynamic unloading/loading braking profile.

[0034] In one preferred and non-limiting embodiment or aspect, the computer readable medium can further include program instructions to carry out the step of storing information about the train consist at a first locomotive connected to either the head-end or the tail-end of the train consist.

[0035] In one preferred and non-limiting embodiment or aspect, the computer readable medium can further include program instructions to carry out at least one of the steps of: controlling the electronic braking system in at least one rail car in the train consist in coordination with operation of an automated movement system situated in proximity to the train consist; allowing the electronic braking system in each of the cars to continue to operate in the unloading/loading braking profile upon detecting a disruption in the communication network; and allowing the electronic braking system in each of the rail cars in the train consist to go to full release condition (0% braking) upon detecting a disruption in the communication network.

[0036] In one preferred and non-limiting embodiment or aspect, the computer readable medium can further include program instructions to carry out the steps of: selecting a first group of rail cars from the train consist and setting a first dynamic unloading/loading operation braking profile for the first group; and selecting a second group of rail cars different from the first group of rail cars and setting a second dynamic unloading/loading braking profile for the second group, wherein the second dynamic unloading/loading braking profile is different from the first dynamic unloading/loading braking profile.

[0037] In one preferred and non-limiting embodiment or aspect, the dynamic unloading/loading braking profile means that the brakes of at least one rail car of the train consist are able to be set dynamically to a percent braking level different than the brakes of at least one other rail car of the train consist.

[0038] In one preferred and non-limiting embodiment or aspect, the dynamic unloading/loading braking profile means that the percent braking level of each rail car can be set and controlled or varied independently of the percent braking level of each other car.

[0039] In one preferred and non-limiting embodiment or aspect, the computer readable medium can further include program instructions to carry out at least one of the steps of: selecting a continuous (or discrete) group of rail cars from the train consist for the creation of either the first group or the second group; and dynamically altering composition of the rail cars in at least one of the first group or the second group of rail cars.

[0040] In one preferred and non-limiting embodiment or aspect, the computer readable medium can further include program instructions to carry out at least one of the steps of: configuring a standard braking profile in the electronic braking system in each of the rail cars in the train consist upon completion of the act of unloading/loading of the train consist; and logging status of activity between positioning of the train consist prior to the unloading/loading and completion of the unloading/loading.

[0041] According to one preferred and non-limiting embodiment or aspect, provided is a system for controlling braking of one or more rail cars in a train consist positioned for an act of unloading/loading of cargo, each of the one or more rail cars equipped with an electronic braking system and a link to a central control via a communication network spanning the train consist, the system comprising: a programmable electronic braking system having an initial braking profile in each of the rail cars in the train consist, the programmable electronic braking system configurable to alter braking profiles that are designated for the programmable electronic braking systems to adhere during operation; a communication network linking each of the programmable electronic braking systems in each of the rail cars; and a control unit in communication with each of the programmable electronic braking systems via the electronic communication network, the control unit configurable to perform at least one or more of the following tasks: configure one or more alternate braking profiles in lieu of the initial braking profile in one or more of the programmable electronic braking system in the train consist; and monitor functioning of the programmable electronic braking system in each of the rail cars.

[0042] According to one preferred and non-limiting embodiment or aspect, provided is a method of controlling braking of a plurality of rail cars of a train consist that includes a processor onboard a locomotive of the train consist in communication with a processor of each rail car of the train consist. The method comprises: (a) storing in a memory associated with the locomotive processor a unique data address of each rail car processor; (b) providing via the locomotive processor data regarding a first percentage of braking to each rail car processor of a first subset of the rail cars using the using the data address of each rail car of the first subset of the rail cars; and (c) providing via the locomotive processor data regarding a second percentage of braking to each rail car processor of a second subset of the rail cars using the using the data address of each rail car of the second subset of the rail cars. The rail cars of each subset of rail cars is unique. The data regarding the first percentage of braking includes data for the brakes of each rail car of the first subset of the rail cars to be set to a first percentage of braking. The data regarding the second percentage of braking includes data for the brakes of each rail car of the second subset of the rail cars to be set to a second percentage of braking different from the first percentage of braking. Implementation in time of the first percentage of braking of the first subset of the rail cars at least partially overlaps implementation in time of the second percentage of braking of the second subset of the rail cars, e.g., the first percentage of braking of the first subset of the rail cars and the second percentage of braking of the second subset of the rail cars occurs at least partially at the same time.

[0043] The first subset of rail cars can include one or two or more rail cars and the second subset of rail cars can include one or two or more rail cars. At least one of the subsets of rail cars can be continuous and/or discrete. [0044] The method can further include: (d), following steps (b) and (c), providing via the locomotive processor data regarding a third percentage of braking to each rail car processor of the first subset of the rail cars using the using the data address of each rail car of the first subset of the rail cars. The data regarding a third percentage of braking includes data for the brakes of the each rail car of the first subset of the rail cars to be set to a third percentage of braking different from the first percentage of braking, the second percentages of braking, or both the first and second percentages of braking.

[0045] At least one of the subsets of rail cars can be defined by a virtual zone.

[0046] The method can further include, in response to disruption of communication between a rail car processor and the locomotive processor, the rail car processor maintaining the percentage of braking of its rail car.

[0047] The method can further include dynamically altering the rail car(s) and/or the braking profiles of the rail car(s) forming at least one of the first and second subsets of rail cars.

[0048] According to one preferred and non-limiting embodiment or aspect, provided is a method of controlling braking of a plurality of rail cars of a train consist, wherein each rail car includes a rail car processor that is operative for controlling the brakes of the rail car. The method comprises: (a) in response to receiving at each rail car processor of a first subset of the rail cars data regarding a first percentage of braking, the brakes of the rail cars of the first subset of the rail cars being set to the first percentage braking; and (b) in response to receiving at each rail car processor of a second subset of the rail cars data regarding a second percentage of braking, the brakes of the rail cars of the second subset of the rail cars being set to the second percentage braking, wherein the rail cars of each subset of rail cars is unique.

[0049] Implementation of the first percentage of braking is desirably partially or fully concurrent with implementation of the second percentage of braking.

[0050] In response to the first or second subset of the rail cars receiving data regarding a third percentage of braking, the brakes of the rail cars of the first or second subset of the rail cars being set to the third percentage braking. The first subset of rail cars can include one or two or more rail cars and the second subset of rail cars can include one or two or more rail cars. At least one of the subsets of rail cars can be continuous and/or discrete.

[0051] The method can further include: following at least one of steps (a) and (b), in response to disruption of a rail car processor receiving data, the rail car processor maintaining the percentage braking of its rail car.

[0052] The method can further include: dynamically altering the rail car(s) and/or the braking profiles of the rail car(s) forming at least one of the first and second subsets of rail cars. [0053] According to one preferred and non-limiting embodiment or aspect, provided is a method comprising: (a) providing via a locomotive processor to each rail car processor of first and second subsets of rail cars data regarding respective first and second percentages of braking; (b) receiving at each rail car processor of the first subset of rail cars the data regarding the first percentage of braking; (c) receiving at each rail car processor of the second subset of rail cars the data regarding the second percentage of braking; (d) processing by each rail car processor of the first subset of rail cars the data regarding the first percentage of braking; (e) processing by each rail car processor of the second subset of rail cars the data regarding the second percentage of braking; (f) setting via each rail car processor of the first subset of rail cars the brakes of the first subset of rail cars to the first percentage of braking; and (g) setting via each rail car processor of the second subset of rail cars the brakes of the second subset of rail cars to the second percentage of braking, wherein the first and second percentages of braking are different.

[0054] The first subset of rail cars can include one or two or more rail cars and the second subset of rail cars can include one or two or more rail cars. At least one of the subsets of rail cars can be continuous and/or discrete.

[0055] The method can further include: in response to disruption in a communication path between the locomotive processor and at least one rail car processor, the rail car processor maintaining the percentage braking of its rail car.

[0056] Further preferred and non-limiting embodiments or aspects are set forth in the following numbered clauses.

[0057] Clause 1 : A method of controlling braking of one or more rail cars in a train consist positioned for operation during an act of unloading/loading of cargo, wherein the train consist comprises a designated head-end and a tail-end, and wherein each of the one or more rail cars is equipped with an electronic braking system in a communication link to a central control via a communication network spanning across the train consist, the method comprising the steps of: setting a dynamic unloading/loading braking profile on at least one electronic braking system on at least one rail car; and performing the act of unloading/loading of the cargo from one or more rail cars in the train consist while controlling the braking on at least one of the rail cars in the train consist via the dynamic unloading/loading braking profile.

[0058] Clause 2: The method of clause 1, further comprising storing information about the train consist at a first locomotive connected to either the head-end or the tail-end of the train consist. [0059] Clause 3 : The method of clause 1 or 2, further comprising positioning the train consist in a designated area for unloading/loading prior to start of the unloading/loading operation from the one or more cars in the train consist.

[0060] Clause 4: The method of any one of clauses 1-3, further comprising: transferring the information about the train consist between the first locomotive and a second locomotive that will be coupled to the train consist in lieu of the first locomotive; and connecting the second locomotive to either the head-end or the tail-end of the train consist, wherein the second locomotive is now configured to control the electronic braking system in the one or more rail cars in the train consist.

[0061] Clause 5: The method of any one of clauses 1-4, further comprising remotely controlling the electronic braking system on at least one rail car of the train consist in coordination with operation of an automated movement system situated in proximity to the train consist. The step of remotely controlling can optionally occur via the first locomotive or the second locomotive.

[0062] Clause 6: The method of any one of clauses 1-5, further comprising allowing the electronic braking system in each of the rail cars to continue to operate in the unloading/loading braking profile upon detecting a disruption in the communication network. In an example, the unloading/loading braking profile can include a non-emergency brake application, full brake release, or both.

[0063] Clause 7: The method of any one of clauses 1-6, further comprising allowing the electronic braking system in each of the rail cars in the train consist to go to a full release condition upon detecting a disruption in the communication network.

[0064] Clause 8: The method of any one of clauses 1-7, further comprising altering configuration of the electronic braking system in each rail car in the train consist to the dynamic unloading/loading braking profile.

[0065] Clause 9: The method of any one of clauses 1-8, further comprising: selecting one or more groups of rail cars in the train consist; and setting one or more dynamic unloading/loading operation braking profiles for the one or more groups of rail cars in the train consist.

[0066] Clause 10: The method of any one of clauses 1-9, further comprising selecting a continuous (or discrete) group of rail cars from the train consist as the one or more groups of the rail cars in the train consist.

[0067] Clause 11 : The method of any one of clauses 1-10, further comprising dynamically altering at least one of composition of the rail cars within the one or more groups of rail cars and/or the unloading/loading braking profiles for one or more rail cars within each of the one or more groups of the rail cars. In an example, the dynamically altering of the composition of the rail cars and/or the unloading/loading braking profiles for one or more rail cars within each of the one or more groups of the rail cars can be based on the progression of the train through a loading/unloading process, upon changes to the loading/unloading system capability (for example, the indexer or rotary dumper operating at less than optimum performance), upon changes to the environment (for example, weather conditions including moisture, temperature, wind, etc.), and/or upon any other external change that can impact the loading/unloading process.

[0068] Clause 12: The method of any one of clauses 1-11, further comprising synchronizing movement of the train consist and the unloading/loading movement of an automated unloading/loading system.

[0069] Clause 13: The method of any one of clauses 1-12, further comprising synchronizing braking status of the one or more rail cars in the train consist based on the movement of the train consist.

[0070] Clause 14: The method of any one of clauses 1-13, further comprising configuring a standard/uniform braking profile in the electronic braking system in each of the rail cars in the train consist upon completion of the act of unloading/loading of the train consist.

[0071] Clause 15: The method of any one of clauses 1-14, further comprising positioning of the train consist in relation to an automated unloading/loading system. The positioning of the train consist can be done optionally by one of the first locomotive or the second locomotive.

[0072] Clause 16: The method of any one of clauses 1-15, further comprising logging status of all activity between positioning of the train consist prior to the unloading/loading and completion of the unloading/loading.

[0073] Clause 17: A computer readable medium including program instructions for controlling the braking of one or more rail cars in a train consist positioned for an act of unloading/loading of cargo, wherein execution of the program instructions by one or more processors of a computer system causes the one or more processors to carry out the steps of: setting a dynamic unloading/loading braking profile on at least one electronic braking system on at least one rail car; and in response to the act of unloading/loading of the cargo from one or more rail cars in the train consist, controlling the braking on at least one of the rail cars in the train consist via the dynamic unloading/loading braking profile.

[0074] Clause 18: The computer readable medium of clause 17, further comprising program instructions to carry out the step of storing information about the train consist at a first locomotive connected to either the head-end or the tail-end of the train consist. [0075] Clause 19: The computer readable medium of clause 17 or 18, further comprising program instructions to carry out at least one of the steps of: controlling the electronic braking system in at least one rail car in the train consist in coordination with operation of an automated movement system situated in proximity to the train consist; allowing the electronic braking system in each of the rail cars to continue to operate in the unloading/loading braking profile upon detecting a disruption in the communication network; and allowing the electronic braking system in each of the rail cars in the train consist to go to full release condition upon detecting a disruption in the communication network.

[0076] Clause 20: The computer readable medium of any one of clauses 17-19, further comprising program instructions to carry out the steps of: selecting a first group of rail cars from the train consist and setting a first dynamic unloading/loading operation braking profile for the first group; and selecting a second group of rail cars different from the first group of rail cars and setting a second dynamic unloading/loading braking profile for the second group, wherein the second dynamic unloading/loading braking profile is different from the first dynamic unloading/loading braking profile.

[0077] Clause 21: The computer readable medium of any one of clauses 17-20, further comprising program instructions to carry out at least one of the steps of: selecting a continuous (or discrete) group of rail cars from the train consist for the creation of either the first group or the second group; and dynamically altering composition of the rail cars in at least one of the first group or the second group of rail cars.

[0078] Clause 22: The computer readable medium of any one of clauses 17-21, further comprising program instructions to carry out at least one of the steps of: configuring a standard braking profile in the electronic braking system in each of the rail cars in the train consist upon completion of the act of unloading/loading of the train consist; and logging status of activity between positioning of the train consist prior to the unloading/loading and completion of the unloading/loading.

[0079] Clause 23 : A system for controlling braking of one or more rail cars in a train consist positioned for an act of unloading/loading of cargo, each of the one or more rail cars equipped with an electronic braking solution and a link to a central control via a communication network spanning the train consist, the system comprising: a programmable electronic braking system having an initial braking profile in each of the rail cars in the train consist, the programmable electronic braking system configurable to alter braking profiles that are designated for the programmable electronic braking systems to adhere during operation; a communication network linking each of the programmable electronic braking systems in each of the rail cars; and a control unit in communication with each of the programmable electronic braking systems via the electronic communication network, the control unit configurable to perform at least one or more of the following tasks: configure one or more alternate braking profiles in lieu of the initial braking profile in one or more of the programmable electronic braking systems in the train consist; and monitor functioning of the programmable electronic braking system in each of the rail cars.

[0080] Clause 24. A method of controlling braking of a plurality of rail cars of a train consist that includes a processor onboard a locomotive of the train consist in communication with a processor of each rail car of the train consist, the method comprising: (a) storing in a memory associated with the locomotive processor a unique data address of each rail car processor; (b) providing via the locomotive processor data regarding a first percentage of braking to each rail car processor of a first subset of the rail cars using the using the data address of each rail car of the first subset of the rail cars; and (c) providing via the locomotive processor data regarding a second percentage of braking to each rail car processor of a second subset of the rail cars using the using the data address of each rail car of the second subset of the rail cars, wherein: the rail cars of each subset of rail cars is unique; the data regarding a first percentage of braking includes data for the brakes of each rail car of the first subset of the rail cars to be set to the first percentage of braking; the data regarding the second percentage of braking includes data for the brakes of each rail car of the second subset of the rail cars to be set to a second percentage of braking different from the first percentage of braking; and implementation in time of the first percentage of braking of the first subset of the rail cars at least partially overlaps implementation in time of the second percentage of braking of the second subset of the rail cars.

[0081] Clause 25. The method of clause 24, wherein: the first subset of rail cars can include one or more rail cars; and the second subset of rail cars can include one rail or more rail cars.

[0082] Clause 26. The method of clause 24 or 25, wherein: the first subset of rail cars can include two or more rail cars; and the second subset of rail cars can include two or more rail cars.

[0083] Clause 27. The method of any one of clauses 24-26, wherein at least one of the subsets of rail cars can be continuous and/or discrete.

[0084] Clause 28. The method of any one of clauses 24-27 can further comprise: (d) following steps (b) and (c), providing via the locomotive processor data regarding a third percentage of braking to each rail car processor of the first subset of the rail cars using the using the data address of each rail car of the first subset of the rail cars, wherein the data regarding a third percentage of braking includes data for the brakes of the each rail car of the first subset of the rail cars to be set to a third percentage of braking different from the first percentage of braking, the second percentages of braking, or both the first and second percentages of braking.

[0085] Clause 29. The method of any one of clauses 24-28, wherein at least one of the subsets of rail cars can be defined by a virtual zone.

[0086] Clause 30. The method of any one of clauses 24-29 can further comprise: in response to disruption of communication between a rail car processor and the locomotive processor, the rail car processor maintaining the percentage of braking of its rail car.

[0087] Clause 31. The method of any one of clauses 24-30 can further comprise dynamically altering the rail car(s) and/or the braking profiles of the rail car(s) forming at least one of the first and second subsets of rail cars.

[0088] Clause 32. A method of controlling braking of a plurality of rail cars of a train consist, wherein each rail car includes a rail car processor that is operative for controlling the brakes of the rail car, the method comprising: (a) in response to receiving at each rail car processor of a first subset of the rail cars data regarding a first percentage of braking, the brakes of the rail cars of the first subset of the rail cars being set to the first percentage braking; and (b) in response to receiving at each rail car processor of a second subset of the rail cars data regarding a second percentage of braking, the brakes of the rail cars of the second subset of the rail cars being set to the second percentage braking, wherein the rail cars of each subset of rail cars is unique.

[0089] Clause 33. The method of clause 32, wherein implementation of the first percentage of braking can be partially or fully concurrent with implementation of the second percentage of braking.

[0090] Clause 34. The method of clause 32 or 33 can further include, in response to the first or second subset of the rail cars receiving data regarding a third percentage of braking, the brakes of the rail cars of the first or second subset of the rail cars being set to the third percentage braking.

[0091] Clause 35. The method of any one of clauses 32-34, wherein: the first subset of rail cars can include one or more rail cars; and the second subset of rail cars can include one rail or more rail cars.

[0092] Clause 36. The method of any one of clauses 32-35, wherein: the first subset of rail cars can include two or more rail cars; and the second subset of rail cars can include two or more rail cars. [0093] Clause 37. The method of any one of clauses 32-36, wherein at least one of the subsets of rail cars can be continuous and/or discrete.

[0094] Clause 38. The method of any one of clauses 32-37 can further comprise: following at least one of steps (a) and (b), in response to disruption of a rail car processor receiving data, the rail car processor can maintain the percentage braking of its rail car.

[0095] Clause 39. The method of any one of clauses 32-38 can further comprise dynamically altering the rail car(s) and/or the braking profiles of the rail car(s) forming at least one of the first and second subsets of rail cars.

[0096] Clause 40. A method comprising: (a) providing via a locomotive processor to each rail car processor of first and second subsets of rail cars data regarding respective first and second percentages of braking; (b) receiving at each rail car processor of the first subset of rail cars the data regarding the first percentage of braking; (c) receiving at each rail car processor of the second subset of rail cars the data regarding the second percentage of braking; (d) processing by each rail car processor of the first subset of rail cars the data regarding the first percentage of braking; (e) processing by each rail car processor of the second subset of rail cars the data regarding the second percentage of braking; (f) setting via each rail car processor of the first subset of rail cars the brakes of the first subset of rail cars to the first percentage of braking; and (g) setting via each rail car processor of the second subset of rail cars the brakes of the second subset of rail cars to the second percentage of braking, wherein the first and second percentages of braking are different.

[0097] Clause 41. The method of clause 40, wherein: the first subset of rail cars can include one or more rail cars; and the second subset of rail cars can include one rail or more rail cars.

[0098] Clause 42. The method of clause 40 or 41, wherein: the first subset of rail cars can include two or more rail cars; and the second subset of rail cars can include two or more rail cars.

[0099] Clause 43. The method of any one of clauses 40-42, wherein at least one of the subsets of rail cars can be continuous and/or discrete.

[00100] Clause 44. The method of any one of clauses 40-43 can further comprise, in response to disruption in a communication path between the locomotive processor and at least one rail car processor, the rail car processor can maintain the percentage braking of its rail car.

[00101] The physical high in-train forces that this invention addresses is described in the paper by Shamdani et al., "OPTIMISATION OF PRODUCTION THROUGHPUT FOR HEAVY HAUL TRAINS IN A CAR DUMPER", IHHA 2015 conference. The paper, which is incorporated herein by reference, describes current methods for mitigating these in-train forces on trains that are going through the dumper while in conventional braking mode.

[00102] The present invention disclosed herein identifies how trains that are equipped for ECP operation can employ an alternative use of their ECP componentry to further minimize the in-train forces when going through the dumping operation.

[00103] The AAR S-4200 specification only identifies two ECP modes (ECP SWITCH and ECP RUN) where train movement is permitted. The S-4200 defines the exact steps that need to be followed to enter and exit these two modes, and the exact manner in which the ECP- equipped wagons (cars) and ECP locomotives need to respond to both normal and fault conditions.

[00104] The present invention provides for the addition of a completely new ECP Dumper Braking mode, on top of (or as an alternative to) ECP modes, that is defined to only be used during slow speed rotary dumping operation.

[00105] Although ECP Dumper Braking will utilize the existing S-4200 compliant car and locomotive equipment, it operationally goes outside of the S-4200 performance requirements. The performance and fault responses of the ECP cars and ECP locomotives, when in ECP Dumper Braking mode, will not follow the S-4200 standard in several significant ways in order to provide significant new features that are not currently available:

[00106] a) The capability to have some of the car brakes applied and some released, at the same time, all under control of the lead ECP locomotive.

[00107] b) The capability of the car and locomotives to not enforce an ECP emergency when sensing a critical loss of HEU beacon fault condition.

[00108] c) The capability to quickly transition into ECP Dumper Braking mode and to resume ECP RUN operation when exiting ECP Dumper Braking mode, using the consist information that was in place when ECP Dumper Braking was first initiated. This will be accomplished without performing a lengthy ECP setup, and potentially using a different locomotive as the ECP lead.

[00109] ECP Dumper Braking can be tied into a railroad's automated dumping system in order to allow the speed characteristics of the Indexer to be maximized, to optimize the braking for different track profiles leading up to the dumper, to minimize the total duration of the train dumping operation, and to communicate ECP Dumper Braking progress status and fault issues to the railroad's rotary dumper operating personnel.

[00110] There is a need for a new system to be provided that will eliminate the current use of compressor braking cars, and that will allow dumping operations to occur quicker and more efficiently. The current solutions are limited to what can be done when staying within the S- 4200 ECP performance standard. The present invention goes outside the S-4200 performance standard and provides new features that are expected to be advantageous to dumping operations.

[00111] The new ECP Dumper Braking could be used as an can provide a technical advantage over the use of the S-4200 performance standard during dumping operations.

[00112] Generally, the following is one preferred and non-limiting example description of what may occur on an ECP train configured with ECP Dumper mode:

[00113] 1. A loaded ECP train in ECP Dumper Braking mode arrives at the rotary dumper, and the first car is positioned appropriately at the indexer.

[00114] 2. The lead ECP locomotive may potentially be removed for servicing and a new ECP locomotive brought in to lead the train through the ECP dumper mode process. The new lead locomotive may be placed at the same end or may be placed at the opposite end of the train, depending on the railroad's track configuration at the dumper. If a lead locomotive is switched out, then the consist information (sequence of cars, locos, including unique ID's and other static Info parameters) can be electronically transferred to the new lead locomotive. The new lead will insert itself into the proper sequential spot in the train, remove the old lead locomotive from the roster, and reverse the consist order If necessary. The new lead locomotive will not need to restart ECP RUN mode and will not need to reacquire the train.

[00115] 3. The desired braking profile for the specific rotary dumper that will be used will be downloaded to the lead locomotive via local radio or cell network.

[00116] 4. ECP Dumper Braking mode will only be initiated by the lead ECP HEU, subject to confirmed authorization from any ATP system, when at zero speed, and when at a position within a designated geo-fence "dumper mode startup" area (this is an example of the type of criteria that may be used, but that may change based upon customer requirements and FMEA results). All cars of the train enter ECP Dumper Braking mode when commanded by the lead locomotive and begin to process non-S-4200 ECP Dumper Braking commands.

[00117] 5. Individual cars in the train apply and/or release their brakes to varying application levels, under command from the lead ECP HEU, based upon the desired braking profile that was downloaded at startup in #3 above, and based upon the current progression of the train through the dumping process. This will require new proprietary messages on the ECP trainline to communicate between the rail car processors and the locomotive processor.

[00118] 6. If the ECP trainline becomes snagged and happens to come apart during the rotary dumping process (this has been observed to happen occasionally), the cars and locomotives desirably do not apply their brakes in a penalty (100%) as would be the standard normal ECP response. When in ECP Dumper Braking mode, a car that loses communications from the ECP lead locomotive can continue to follow the current downloaded braking profile while operating on battery power.

[00119] 7. The braking status of the train may be communicated to the railroad's automated dumping system to allow the speed of the rotary dumper and indexer system to be optimized.

[00120] 8. Upon completion of the dumping operation, either under command from a remote railroad operator, or upon arrival at a position within a designated geo-fence "ECP Dumper Braking exit" area, the lead locomotive can exit ECP Dumper Braking mode and resume standard S-4200 ECP operation.

[00121] 9. New log entries can be generated that detail when ECP Dumper Braking mode has been started, and when it has been exited, along with any irregularities that may have been encountered when running ECP Dumper Braking mode.

[00122] The ECP Dumper Braking mode enable use of the ECP trainline in a non-standard manner as described in items 5 & 6 above.

[00123] The steps of setting up and exiting ECP Dumper Braking Mode, as described in items 4, 7 & 8 can be important, but can be accomplished in other ways besides what is described in 4,7 & 8.

[00124] The ability to transfer a train configuration from one locomotive to another, as described in item 2, is optional to a railroad's operation, and is something that could be considered separately outside of an ECP Dumper Braking mode. In some instances this capability is required, but it is not essential that it be included in every instance of ECP Dumper Braking mode.

BRIEF DESCRIPTION OF THE DRAWINGS

[00125] Fig. 1 is a schematic illustration of an example train that includes a locomotive and X rail cars;

[00126] Fig. 2 is a schematic illustration of example elements, e.g., a processor or controller and memory, comprising the HEU of the locomotive and the ECP controller of each rail car shown in Fig. 1 , and including an optional remote RF transceiver for communicating with an optional RF transceiver of the HEU;

[00127] Figs. 3-7 are schematic illustrations of the sequential stepping or indexing of the rail cars of an example train through a stationary rotary dumper via an optional automated movement system; Fig. 8 is a flow diagram of an example method of controlling the brakes of multiple subsets of rail cars of an example train during a stepped or indexed unloading/loading operation;

[00128] Fig. 9 is a flow diagram of an example method of a locomotive processor providing data regarding first and second percentages of braking to respective first and second subsets of rail car processors and, optionally, providing data regarding a third percentage of braking to the first subset of rail car;

[00129] Fig. 10 is a flow diagram of an example method of first and second subsets of rail cars setting their brakes to first and second, different percentages in response to each rail car processor of the first and second subsets of rail cars receiving data regarding the first and second percentages of braking, respectively; and

[00130] Fig. 11 is a flow diagram of an example method of a locomotive processor providing to processors of first and second subsets of rail cars respective data regarding first and second percentages of braking and the processors of the rails cars processing the data and setting the brakes of the first and second subsets of rail cars to the respective first and second percentages of braking.

DESCRIPTION OF THE INVENTION

[00131] Various non-limiting examples will now be described with reference to the accompanying figures where like reference numbers correspond to like or functionally equivalent elements.

[00132] For purposes of the description hereinafter, the terms "end," "upper," "lower," "right," "left," "vertical," "horizontal," "top," "bottom," "lateral," "longitudinal," and derivatives thereof shall relate to the example(s) as oriented in the drawing figures. However, it is to be understood that the example(s) may assume various alternative variations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific example(s) illustrated in the attached drawings, and described in the following specification, are simply exemplary examples or aspects of the invention. Hence, the specific examples or aspects disclosed herein are not to be construed as limiting.

[00133] With reference to Fig. 1, a train 14 includes a locomotive 16 and a number of cars 18-1 - 18-X, where "X" can be any whole number > 2. In an example to be discussed hereinafter, train 14 will be described as including ten cars 18-1 - 18-10. However, this is not to be construed in a limiting sense.

[00134] Locomotive 16 includes a compressor 20 which operates in a manner known in the art to supply pressurized air to a brake pipe 32 which in turn supplies pressurized air to an air tank 22 in locomotive 16 and in each car 18 in a manner known in the art. The pressurized air stored in each air tank 22 is utilized to control the braking of locomotive 16 and each car 18 of train 14 in a manner discussed hereinafter. Locomotive 16 includes an electronically controlled pneumatic (ECP) head-end-unit (HEU) 26. HEU 26 is coupled via an ECP trainline 28 to an ECP controller 30 in each car 18.

[00135] In an example, ECP trainline 28 acts in the nature of a communication network, such as, for example, without limitation, a local area network (LAN), between at least each ECP controller 30 and HEU 26. More specifically, in response to brake command signals provided by HEU 26 to each ECP controller 30 via trainline 28, each ECP controller 30 controls the pressure of pressurized air supplied from its air tank 22 to the pneumatic brakes of its car in accordance with the brake command signals, thereby controlling the percent braking of the car 18.

[00136] In a ECP braking mode of operation, the brakes of the train are controlled in accordance with the Association of American Railroads (AAR) S-4200 standard braking profile known in the art. In accordance with the S-4200 standard, in response to HEU 26 outputting a train brake command of, for example, 20% braking on ECP trainline 28, each ECP controller 30 causes the brakes of its corresponding car 18 to be set to 20% of full braking. In another example, in response to HEU 26 outputting a 50% train brake command (50% braking), each ECP controller 30 causes the brakes of its corresponding car 18 to be set to 50% of full braking. In yet another example, in response to HEU 26 outputting a 100% train brake command (100% braking), each ECP controller 30 causes the brakes of its corresponding car 18 to be set to 100% braking, or full braking. For emergency braking, HEU 26 outputs a 120% train brake command.

[00137] As can be seen, each ECP controller 30 acts on train brake commands output by HEU 26 in the same manner, namely, the brakes of each car 18 are set to the same percentage of full braking. Hence, in accordance with the S-4200 standard, and except for minor pneumatic and mechanical variations between the pneumatic brakes of each car 18, in response to a train brake command the brakes of each car 18 respond in the same manner, i.e., the brakes of each car 18 are set to the same percentage of braking as the brakes of each other car 18.

[00138] Also, the brakes of locomotive 16 can be controlled in a similar manner by HEU 26. Namely, in response to outputting a 20%, 50%, or 100% train brake command to ECP trainline 28, HEU 26 also causes the brakes of locomotive 16 to assume the same percentage of braking as the cars 18 of train 14. Hence, by way of the S-4200 standard, the brakes of locomotive 16 and each car 18 of train 14 can be set to the same percentage of braking, thereby minimizing or avoiding undue stress on the mechanical couplers 60 that couple each pair of cars 18 and couple locomotive 16 and car 18-1.

[00139] With reference to Fig. 2, in an example, HEU 26 and each ECP controller 30 includes a processor or controller 34 communicatively coupled to ECP trainline 28 and a memory 36 coupled to processor or controller 34 and operative for storing software control program(s). For example, the memory 36 of HEU 26 stores a first HEU software control program that, when executed by the processor or controller 34 of HEU 26, implements the HEU 26 part of the S-4200 standard braking profile while the memory 36 of each ECP controller 30 stores a first ECP software control program that, when executed by the processor or controller 34 of the ECP controller 30, implements the ECP controller 30 part of the S-4200 standard braking profile for controlling the braking of the corresponding car 18 in response to command signals received by the ECP controller 30 from HEU 26 operating under the control of the first HEU software control program. The first HEU software control program stored in memory 36 of HEU 26 is configured to control the operation of the pneumatic brakes of each car 18 via the corresponding ECP controller 30 and to control the brakes of locomotive 16, all in a manner known in the art.

[00140] Each memory 36 can include dynamic, volatile memory, e.g., RAM, that loses program code and data stored therein when power to the memory 36 is lost or when overwritten by the corresponding processor or controller 34, and a non-volatile memory, e.g., ROM, flash memory, and the like, the latter of which (non-volatile memory) can store, at least, an embedded operating system for use by the corresponding HEU 26 or ECP controller 30 in the presence or absence of power applied to the non-volatile memory of the corresponding processor or controller 34.

[00141] In normal operation, each ECP controller 30 receives electrical power for its operation via ECP trainline 28. Each ECP controller 30 can also include a battery 38 that provides electrical power to the corresponding processor or controller 34 and memory 36 in the event power on ECP trainline 28 is lost, e.g., due to a separation of the part of the trainline 28 joining said ECP controller 30 to HEU 26.

[00142] HEU 26 receives electrical power for its operation from a battery or generator of locomotive 16. HEU 26 can also include a battery 38 that provides electrical power to processor or controller 34 and memory 36 of HEU 26 in the event no electrical power is being provided by the battery or generator of locomotive 16

[00143] During the formation of the train 14, consist information, including the sequence of cars, locomotives, unique car and locomotive IDs, and other static information parameters regarding train 14 is acquired by HEU 26 and stored in memory 36 thereof. This consist information includes the identification of locomotive 16 and each car 18 of train 14 as well as their positions within train 14. For example, where train 14 includes a lead locomotive 16 and cars 18-1 - 18-X as shown in Fig. 1, the consist information will include data identifying locomotive 16 as the first vehicle of the consist; car 18-1 as the second car of the consist that is positioned between locomotive 16 and car 18-2; that car 18-2 as the third car of the consist that is positioned between cars 18-1 and 18-3; and so forth including that car 18-X is the final car of the consist.

[00144] The normal ECP mode of braking provided by the S-4200 standard braking profile is satisfactory for modes of operation where movement of the consist is controlled by one or more locomotives 16 in the manner discussed above. However, where the consist is, for example, an ore train or a coal train, and the ECP braking mode has been disabled for a unloading/loading operation, e.g., a dumping operation, (whereupon the brakes of the rail cars are completely released, and all movement and stops of the rail cars are controlled by, for example, an indexer) it has been found that undesirably high in-train coupler 60 forces can be produced throughout the train during stepped or indexed movement associated with the unloading/loading operations, e.g., rotary dumping, of the cars 18 of train 14 when the train is brought into a yard, i.e., off the mainline, for transfer of its cargo from the train to outside the train.

[00145] Accordingly, disclosed herein is an ECP dumper mode braking profile that can be used in lieu of the S-4200 standard braking profile during slow speed stepped or indexed rotary dumping operation within a secure and/or off-the-mainline location, such as a storage yard or processing yard. As will be described hereinafter, the ECP dumper mode braking profile goes outside of the S-4200 standard braking profile requirements and changes the performance and fault responses of the ECP controller 30 of each car 18 and HEU 26 when operating in the ECP dumper mode braking profile. More specifically, when HEU 26 and each ECP controller 30 is operated in the ECP dumper mode braking profile, HEU 26 and each ECP controller 30 will not follow the S-4200 standard braking profile in several ways in order to provide one or more new features that are currently not available. These features can include, for example: the capability to have the brakes of each car 18 applied the same or differently, independently or in groups (continuous or discrete), fully or partially, with some brakes released, at the same time, all under the control of HEU 26; the capability of each car 18 and HEU 26 to not enforce an emergency braking condition, for example, 120% braking upon a separation of the ECP trainline 28 between said car 18 and locomotive 16; and the capability to quickly transition into ECP dumper mode braking profile and to resume ECP braking mode (in compliance with the AAR S-4200 standard) when exiting the ECP dumper mode braking profile using the consist information that was in place when the ECP dumper mode braking profile was first initiated or a revised consist information. In an example, this can be accomplished without having to perform a lengthy ECP setup or initialization where the consist information is generated and stored in memory 36 of HEU 26.

[00146] Moreover, in an example, the ECP dumper mode braking profile of train 14 can be tied to a railroad's automated dumping system, involving an indexer, in order to allow the speed characteristics of the indexer to be maximized; to optimize braking for different track profiles leading up to or away from the dumper station, to minimize the total duration of train 14 in the dumping operation; and to communicate ECP dumper mode braking profile progress, status, and fault issues to operating personnel. In an example, a communication of ECP dumper mode braking profile progress status and fault issues can occur wirelessly between HEU 26 and one or more portable devices available to operating personnel of a dumping system, e.g., a rotary dumper. An example of the ECP dumper mode braking profile will now be described with reference to a rotary dumper and an indexer. Rotary dumpers and indexers are well known in the art and will not be described herein in detail for simplicity.

[00147] The example ECP dumper mode braking profile shown in Figs. 3-7 illustrate the sequential stepping or indexing of the cars 18 of an example train 14 through a stationary rotary dumper 40, wherein the cars 18 are stepped through the rotary dumper via an automated movement system, hereinafter, indexer 42. In Figs. 3-7, it is to be appreciated that rotary dumper 40 and indexer 42 are stationary and that the cars 18 of train 14 are stepped or indexed (to the left in Figs. 3-7) through stationary rotary dumper 40 via indexer 42 which is positioned proximate rotary dumper 40.

[00148] In this example, train 18 includes locomotive 16 and a set of cars 18-1 - 18-10. Rotary dumper 40 is configured to perform a rotary dumping operation on subsets or groups of cars 18 - one subset or group of cars 18 at a time. Herein "subset" or "group" means "a set consisting of elements of a given set that can be the same as the given set or smaller".

[00149] In an example, rotary dumper 40 can be configured to perform a rotary dumping operation on any number of cars, such as, without limitation, one car 18, two cars 18, three cars 18, or more. For the purpose of describing the examples herein, rotary dumper 40 will be described as performing a sequential rotary dumping operation on a first subset or group of cars 44-1 (18-1, 18-2), then a second subset or group of cars 44-2 (18-3, 18-4), then a third subset or group of cars 44-3 (18-5, 18-6), then a fourth subset or group of cars 44-4 (18-7, 18- 8), and finally on a fifth subset or group of cars 44-5 (18-9, 18-10). Moreover, for the purpose of description, the brakes of each car 18 will be described as being operated under the control of HEU 26, which operates as a central control of a locomotive. However, this is not to be construed in a limiting sense since it is envisioned that the brakes of each car can be operative in any suitable and/or desirable manner, including, without limitation, via a wireless communication link 50 (Fig. 2) between a remote RF transceiver 52 and an RF transceiver 24 (Fig. 2) of HEU 26. In this example, RF transceiver 24 and HEU 26 operate in the nature of a RF repeater between remote RF transceiver 52 and each ECP controller 30. In an example, remote RF transceiver 52 can be operated in coordination with the operation of indexer 42 to step or index train 14 in concert with the setting of brake values on one or more cars (via one or more ECP controllers 30).

[00150] ECP dumper mode braking profile will now be described.

[00151] In an example, under the control of locomotive 16, train 14 moves from a position to the right of rotary dumper 40 to the position shown in Fig. 3 with the first subset of cars 44- 1 in rotary dumper 40. In this position, the brakes of the second through fifth subset of cars 44-2 - 44-5 can all be set to a single value, e.g., 10% braking. In another example, the second and third subset of cars 44-2 and 44-3 can be set to a first braking value, e.g., 10% braking, while the fourth and fifth subset of cars 44-4 and 44-5 can be set to a second, different braking value, e.g., 20% or 30% braking. In another example, the first subset of cars 44-1 can be set at the same braking value as a second subset of cars or can be set to a different braking value, e.g., 0% braking.

[00152] After the rotary dumping operation has been performed on the first subset of cars 44-1, indexer 42 steps or indexes train 14 to the left until the second subset of cars 44-2 are positioned at rotary dumper 40 as shown in Fig. 4. In preparation for this movement, the brakes of the first subset of cars 44-1 can be set to 0% braking value (if not already set to this value) and can remain at 0% braking for the remainder of this example.

[00153] When train 14 is in a position shown in Fig. 4 with the second subset of cars 44-2 positioned at rotary dumper 40, the brakes of the third through fifth subset of cars 44-3 - 44-5 can be set to the same braking value, e.g., 10% braking, or multiple values, e.g., the third subset of cars 44-3 can be set at 10% braking and the fourth and fifth subset of cars 44-4 and 44-5 can be set at 20% or 30% braking. In another example, the third and fourth subset of cars 44-3 - 44-4 and can be set to 10% braking and the fifth subset of cars can be set to 20% or 30% braking. In this manner, as cars 18 approach and enter rotary dumper 40, the percent braking on said cars 18 can be changed, e.g., reduced or increased, as desired. Once inside rotary dumper 40, the braking level can remain at the same braking setting value before the cars are moved into the rotary dumper 40 or can be set or changed to a different braking value, e.g., 0% braking.

[00154] Once the rotary dumping operation has been completed for the second subset of cars 44-2, indexer 42 steps or indexes train 14 to the left until the third subset of cars 44-3 are positioned at rotary dumper 40 as shown in Fig. 5. Prior to this movement, the brakes on the first and second subsets of cars 44-1 and 44-2 can be set to 0% braking.

[00155] Once the third subset of cars 44-3 are positioned in rotary dumper 40, the brakes of the fourth and fifth subset of cars 44-4 and 44-5 can be set to the same braking value, e.g., 10% braking, or to different braking values, e.g., the fourth subset of cars 44-4 can be set to 10% braking and the fifth subset of cars 44-5 can be set to 20% or 30% braking. Hence, as can be seen, the brakes of cars exiting rotary dumper 40 can have their brakes set to 0% braking since these cars are now empty and the forces produced by indexer 42 on the couplers 60 at the locomotive 16 end of train 14 are less compared to the forces produced on the couplers 60 connecting one or more cars 18 containing material to be unloaded or dumped by rotary dumper, e.g., ore or coal.

[00156] In this example, the brakes of the third subset of cars 44-3 in rotary dumper 40 can be set at the same brake level that said brakes were set prior to entering rotary dumper 40 or can be set to 0% braking.

[00157] Once the rotary dumping operation of the third subset of cars 44-3 is complete, train 14 is stepped or indexed to the left via indexer 42 until the fourth subset of cars 44-4 are positioned in rotary dumper 40 as shown in Fig. 6. Prior to this movement, the brakes on the third subset of cars 44-3 can be set to 0% braking.

[00158] In this position, the first through third subset of cars 44-1 - 44-3 can have their brakes set at 0% braking, the fifth subset of cars 44-5 can have their brakes set at 10% braking, and the fourth subset of cars 44-4 can have their brakes set at either the same brake level that said brakes were set prior to entering rotary dumper 40 or at 0% braking.

[00159] Upon completion of the rotary dumping operation of the fourth subset of cars 44-4, train 14 is stepped or indexed to the left by indexer 42 until the fifth subset of cars 44-5 are positioned at rotary dumper 40 as shown in Fig. 7. During this movement, the cars positioned between rotary dumper 40 and locomotive 16 can have their brakes set to 0% braking while the fifth subset of cars 44-5 either have their brakes set to 0% braking or to the level of braking prior to movement into rotary dumper 40. [00160] Upon completion of the rotary dumping operation on the fifth subset of cars 44-5, train 14 is moved to the left away from the rotary dumper 40, e.g., via locomotive 16.

[00161] By changing the braking profiles (percent braking) of one or more of the cars 18 prior to entering rotary dumper 40, the in-train forces on the couplers 60 of said cars can be reduced over operating said brakes in full release mode (0% braking).

[00162] In the foregoing example, the cars exiting the rotary dumper 40 were described as having their brakes set at 0% braking. However, this is not to be construed in a limiting sense since it is envisioned that the cars 18 exiting rotary dumper 40 can have their brakes set at one or more levels that help avoid undesirable in-train forces on the couplers 60 joining said cars 18. Moreover, the different percentages of braking of each car or each subset of cars described above (before entering or after exiting rotary dumper 40) is not to be construed in a limiting sense since it is envisioned that any combination of percent braking that permits movement of the cars in a manner described above while minimizing or avoiding undesirable in-train forces on the couplers 60 can be used. In an example, with reference to Fig. 3, prior to entering rotary dumper 40, each car 18-3 - 18-10 can have a different brake setting as deemed suitable or desirable. For example, car 18-3 can have a 5% brake setting, car 18-4 can have a 10% brake setting, car 18-5 can have a 15% brake setting, and so forth, with car 18-10 having a 40% brake setting.

[00163] With reference to Fig. 8, an example method of ECP dumper mode operation begins at Start step 70 and advances to step 72 wherein train 14 with Y subset of rail cars 18 is provided, and Y > 2. The method then advances to step 74 where the value of a variable X is set equal to 1 and the ECP dumper mode braking profile is started (and operation in accordance with the S-4200 standard braking profile is suspended).

[00164] The method then advances to step 76 where the brakes of each of the Y subsets of rail cars is set to a different percent braking value, e.g., a first subset of rail cars (e.g., 44-2) is set to first percentage braking and a second subset of cars (e.g., 44-3 or 44-4) is set to a second percentage braking. The method then advances to step 78 where a loading or unloading operation is performed on subset X of the rail cars.

[00165] The method then advances to step 80 where the percent braking on at least one of the subset of rail cars is changed. If, in decision step 82, it is determined X≠ Y, the method advances to step 84 where the value of X is increased by one (X = X + 1). Thereafter, steps 78, 80, 82, and 84 are repeated until, in an instance of step 82, it is determined that X = Y whereupon the method advances to Stop step 86 and terminates, whereupon train 14 reverts to operating in accordance with the S-4200 standard braking profile. [00166] In the various example ECP dumper mode braking profiles described herein, the memory 36 of HEU 26 can also store a second HEU software control program that implements the HEU 26 part of the ECP dumper mode braking profile and the memory 36 of each ECP controller 30 can also store a second ECP software control program that implements the ECP controller 30 part of the ECP dumper mode braking profile for controlling the braking of the corresponding car 18 in response to command and control signals received by the ECP controller 30 from HEU 26 operating under the control of the second HEU software control program.

[00167] In an example, the second HEU software control program and the second ECP software control program can permanently reside in non-volatile parts of memory 36 of HEU 26 and each ECP controller 30, respectively. In another, more desirable, example, the second HEU software control program and the second ECP software control program can be download into dynamic parts of memory 36 of HEU 26 and each ECP controller 30, respectively, when it is desired to implement the ECP dumper mode braking profile. In a non-limiting example, the second HEU software control program and the second ECP software control program can be downloaded into the memories 36 of HEU 26 and each ECP controller 30 via the wireless communication link 50 (Fig. 2) with RF transceiver 24 of HEU 26.

[00168] In an example, memory 36 of HEU 26 can include an embedded HEU operating system program, e.g., stored in the non-volatile part of memory 36 of HEU 26, that can cause the second HEU software control program downloaded via wireless communication link 50 to be stored in dynamic part of memory 36 of HEU 26. In another example, the embedded HEU operating system program of HEU 26 can also cause the second ECP software control program downloaded via wireless communication link 50 to be stored in the dynamic part of memory 36 of each ECP controller 30 via ECP trainline 28. In this latter example, non-volatile part of memory 36 of each ECP controller 30 can include an embedded ECP operating system program that cooperates with the embedded HEU operating system program to store the second ECP software control program in the dynamic part of the memory 36 of the ECP controller 30.

[00169] An advantage of storing the second HEU software control program and each instance of the second ECP software control program in a dynamic part of memory is that these programs can be readily erased from dynamic memory by cycling power to HEU 26 and the ECP controllers 30, and/or by causing the controllers 34 of HEU 26 and the ECP controllers 30 to overwrite the dynamic memories of the memories 36 thereof, thereby avoiding inadvertent execution of one or both of these second programs when train 14 is being operated in the S-4200 standard braking profile. [00170] In an example, prior to the rotary dumping operation described above, an original locomotive 16 used to initially position cars 18 for the rotary dumping operation can be removed for servicing and replaced with a new locomotive 16a or 16b brought in for the stepping (or indexing) of cars 18 through the rotary dumper 40. As shown in Fig. 3, in an example, new locomotive 16a can be placed at the same end of train 14 as the original locomotive 16 removed for servicing. In Fig. 3, HEU 26a, compressor 20a, and air tank 22a of new locomotive 16a are used in replacement of HEU 26, compressor 20, and air tank 22 of the original locomotive 16 removed for servicing. In another example, the new locomotive 16b can be placed at the opposite end of the train 14, as shown in phantom in Fig. 3. New locomotive 16b can include HEU 26b, compressor 20b, and air tank 22b in replacement of HEU 26, compressor 20, and air tank 22 of the original locomotive 16 removed for servicing.

[00171] If the original locomotive 16 is switched for a new locomotive 16a or 16b (at the same end or the opposite end of train 14), the consist information (sequence of cars, locomotives, including unique IDs and other static information parameters) can be electronically transferred to the new locomotive 16a or 16b in any suitable and/or desirable manner. In an example, the consist information can be downloaded to the HEU 26a or 26b of new locomotive 16a or 16b from the HEU 26 of the original locomotive 16 via wireless communication link 50, e.g., a local radio or cell network. In another example, the new locomotive 16a or 16b can be coupled to the ECP trainline 28 before the original locomotive 16 is removed from the train and the consist information can be downloaded from the HEU 26 of the original locomotive 16 to be removed from the consist to the HEU 26a or 26b of the new locomotive via the ECP trainline 28. Thereafter, the original locomotive 16 can be removed from the consist.

[00172] One advantage of the consist including a locomotive, e.g., locomotive 16, is that the HEU 26 of said locomotive can enable the ECP dumper mode braking profile in each car 18, e.g., in the manner described in the above examples, and can aid in maintaining the ECP dumper mode braking profile in each car 18 during the rotary dumping operation. For example, HEU 26 and each ECP controller 30 can be configured such that HEU 26 occasionally or periodically outputs to each ECP controller 30 via ECP trainline 28 a signal that causes the ECP controller 30 to remain in the ECP dumper mode braking profile. In an example, if an ECP controller 30 of a car 18 does not receive this signal a predetermined time after entering the ECP dumper mode braking profile or a predetermined time after receiving a prior signal, the ECP controller 30 can execute a suitable fault or emergency condition, e.g., cause the brakes of the car 18 to be set to 100% braking. [00173] Once the consist information has been downloaded into the HEU 26a or 26b of the new locomotive 16a or 16b, said HEU can amend the consist information by inserting itself in the proper sequential location in the train, removing the original locomotive 16 from the consist information, and reverse the consist order if necessary, e.g., when the new locomotive 16b is placed at the other end of the train than the original locomotive 16. It is envisioned that the HEU 26a or 26b of the new locomotive 16a or 16b may not need to restart the ECP dumper mode braking profile already executing and/or may not need to reacquire the train consist information. However, this is not to be construed in a limiting sense.

[00174] As mentioned above, the ECP dumper mode braking profile can be downloaded to any locomotive coupled to train 14 via wireless communication link 50, e.g., a local radio or cell network. The desired braking profile utilized in the ECP dumper mode braking profile can be generic or can be unique to a specific rotary dumper 40. In an example, the ECP dumper mode braking profile described above in connection with Figs. 3-7 can be a generic braking profile used when the terrain that train 14 travels on to and from the rotary dumper is flat or essentially flat. In another example, where the path of train 14 leading to the rotary dumper slopes downward toward rotary dumper 40, the percentage of braking on one or more of the cars prior to entering the rotary dumper 40 can be increased to account for the slope.

[00175] For example, with reference to Fig. 3, for flat terrain leading to rotary dumper 40, the braking of cars 18-3 - 18-6 can, in an example, be set at 10% braking while the braking of cars 18-7 - 18-10 can be set at 20% braking. In another example, where the path that train 14 traverses leading to rotary dumper 40 slopes downward toward rotary dumper 40, the brakes of cars 18-3 - 18-6 can be set at 10% braking while the brakes of cars 18-7 - 18-10 can be set at 30% or 40% braking. In another example, where the path of train 14 leading to rotary dumper 40 slopes upward toward rotary dumper 40, the brakes of cars 18-3 - 18-10 can be set to a single braking value, such as 10% braking, or multiple braking values, e.g., cars 18-3 - 18-6 can be set at 30% or 40% braking while the brakes of cars 18-7 - 18-10 can be set at 10% braking. In the foregoing examples, it is envisioned that the cars 18 exiting rotary dumper 40 can have their brakes set at 0% braking. However, this is not to be construed in a limiting sense since it is envisioned that the cars 18 exiting rotary dumper 40 have their brakes set at any suitable and/or desirable percent braking as determined by the application to avoid or minimize undue forces on the couplers 60.

[00176] The foregoing examples, however, are not to be construed in a limiting sense since it is envisioned that the percent braking of each car 18 of train 14 can be set individually to any suitable and/or desirable percent braking value as deemed suitable and/or desirable for a specific rotary dumper 40 and/or the path of the terrain leading to and/or from said rotary dumper 40.

[00177] In another example, virtual zones 46 can be established along the path of train 14 on one or both ends of rotary dumper 40, e.g., virtual zones 46 can be established via GPS coordinates or via communication via wireless communication link 50. As cars 18 enter and exit each virtual zone 46, the braking value of each car 18 can be adjusted to a % braking level established for said virtual zone 46. For example, a first virtual zone 46-1 can be established in the path of cars 18 exiting rotary dumper 40. This first virtual zone 46-1 can have associated with it a first percentage braking desired for each car 18 in the first virtual zone 46. This first percentage braking can, in an example, be 0% or 5% braking. A second virtual zone 46-2 can be established for a predetermined number of cars 18 proximate to and about to enter rotary dumper 40. Second virtual zone 46-2 can have associated therewith a second percentage braking, e.g., 10% braking, for cars 18 in said second virtual zone 46-2. Further, a third virtual zone 46-3 can be established for cars 18 on the side of the second virtual zone 46-2 opposite rotary dumper 40. This third virtual safety zone can have associated therewith a third braking percentage, e.g., 20% braking, for cars 18 in the third virtual zone 46-3.

[00178] As cars 18 enter each virtual zone 46, the percent braking for the car can be adjusted dynamically based upon the percent braking established for said virtual zone. In an example, as car 18-6 moves from the third virtual zone 46-3 into the second virtual zone 46-2, the percent braking of car 18-6 can be changed from 20% braking (established for the third virtual zone 46-3) to 10% braking (established for the second virtual zone 46-2).

[00179] The foregoing example of three virtual zones is not to be construed in a limiting sense since it is envisioned that any number of virtual zones can be established in the path of the train 14 entering rotary dumper 40 or exiting rotary dumper 40 as deemed and/or desirable for the application. For example, a single virtual zone 46 on either side of rotary dumper 40 may be sufficient. In another example, three or more virtual zones 46 can be established in the path of the train entering rotary dumper 40.

[00180] In the foregoing examples, each subset 44 of rail cars 18 was described as being a continuous group of rail cars 18. However, this is not to be construed in a limiting sense it is also or alternatively envisioned that each subset or group 44 of cars 18 can be continuous and/or discrete. For example, cars 18-3 and 18-5 can comprise a first subset of cars operating in accordance with a first brake setting while cars 18-4 and 18-6 can comprise a second subset of cars operating under a second, different braking setting. Accordingly, each subset of cars can be constituted in any suitable and/or desirable manner that facilitates the rotary dumping operation performed by rotary dumper 40 while minimizing or avoiding undesirable in-train forces on the couplers.

[00181] In another example, one or more subset of cars 18 set at the same percent braking can be continuous and/or discrete. In an example, in the position of train 14 shown in Fig. 3, for example, a first subset or group of cars can include cars 18-3, 18-5, 18-7, and 18-9 set at, for example, 20% braking, and a second subset or group of cars that can include cars 18-4, 18- 6, 18-8, and 18-10 set at, for example, 0% or 10% braking. The first and second groups of cars in this example can be dynamically altered as the train 14 is stepped or indexed through the rotary dumper 40. For example, with train 14 in the position shown in Fig. 4, the first subset or group of cars can be dynamically altered to include cars 18-5, 18-7, and 18-9 set at, for example, 20% braking, and the second subset or group of cars can be dynamically altered to include cars 18-6, 18-8, and 18-10 set at, for example, 0% or 10% braking. A third subset of cars 18-1 and 18-2 in Fig. 2 can be dynamically altered to include cars 18-1, 18-2, 18-3, and 18-4 in Fig. 4.

[00182] In another example with reference to the position of train 14 shown in Fig. 3, for example, a first subset or group of cars can include cars 18-3 and 18-8 set at, for example, 20% braking; a second subset or group of cars can include cars 18-4 and 18-7 set at, for example, 10% braking; and a third subset or group of cars can include cars 18-5 and 18-6 set at, for example, 0% or 5% braking. These examples of continuous and/or discrete subsets or groups of cars 18 set at the same percent braking, however, are not to be construed in a limiting sense.

[00183] In an example, the composition of the rail cars and/or the unloading/loading braking profiles for one or more rail cars within each of the one or more groups of the rail cars can be the dynamically altered based on the progression of the train through a loading/unloading process, upon changes to the loading/unloading system capability (for example, an indexer or rotary dumper operating at less than optimum performance), upon changes to the environment (for example, weather conditions including moisture, temperature, wind, etc.), and/or upon any other external change that can impact the loading/unloading process.

[00184] In an example, ECP dumper mode braking profile is launched by the HEU 26 coupled to ECP trainline 28 when train 14 is at zero speed. In another example, ECP dumper mode braking profile can also or alternatively be initiated only when train 14 is within a designated geographical area relative to rotary dumper 40, e.g., as determined by (1) GPS locations of HEU 26 and rotary dumper 40, or (2) the wireless communication link 50 established between RF transceiver 24 of HEU 26 and the remote RF transceiver 52, the latter of which can be located proximate rotary dumper 40. [00185] In an example, and as discussed above, the software code for implementing the ECP dumper mode of operation can be downloaded to an HEU 26 via wireless communication link 50. The software code segments that control the operation of each ECP controller 30 can be downloaded thereto from HEU 26 via ECP trainline 28. The ECP dumper mode braking profile code utilized by HEU 26 to communicate percent braking commands to each ECP controller 30 is retained in the memory 36 of HEU 26 at least during the time the ECP dumper mode braking profile is in use. In an example, each ECP controller 30 enters the ECP dumper mode braking profile when commanded by HEU 26 and begins to process ECP dumper mode braking profile commands in the manner discussed above.

[00186] In an example, individual cars 18 of train 14 can apply and/or release their brakes to varying application or percent of full braking levels, under command from HEU 26, based upon the ECP dumper mode braking profile that was downloaded into the ECP controller 30, and based upon the current progression of the rail cars 18 of train 14 through rotary dumper 40.1n an example, if ECP trainline 28 happens to separate when HEU 26 and the ECP controller 30 of each car 18 is in the ECP dumper mode braking profile, it can be desirable that the cars 18 and locomotive 16 not apply their brakes at, for example, 120% braking as would occur if the S-4200 standard were in use. The S-4200 standard is specific in that 120% (i.e. emergency) braking occurs in the cars 18 and locomotive 16 in the event of a break in the ECP trainline. Rather, in this example, the ECP controller 30 of one or more cars 18 that lose communication from HEU 26 can continue to follow the current braking profile (or percent braking) or go to 0% braking (also known as a full release condition), while operating on battery power if necessary. Also or alternatively, is HEU 26 loses communication with one or more ECP controller 30, HEU 26 can cause the brakes of locomotive 16 to continue to follow the current braking profile (or percent braking) or go to 0% braking (also known as a full release condition), while operating on battery power if necessary. In this manner, there is no disruption of the rotary dumping operation of the cars of train 14 in the event of the ECP trainline 28 coming apart. By not going to emergency braking, the operator is able to save time in reinitialization of the train, the trainline and the braking system, which would cause a delay in the loading / unloading time.

[00187] In another example, the time that each ECP controller 30 (and optionally HEU 26) continues to follow the current braking profile for ECP dumper mode braking profile after a loss of communication from HEU 26, e.g., due to break in the ECP trainline 28 between said ECP controller 30 and HEU 26, can be limited to a predetermined period of time, e.g., 15 seconds, 30 seconds, 1 minute, 2 minutes, 3 minutes, etc., whereafter the ECP controller 30 sets the brakes of its car to, for example, 100% braking. This delay in setting the brakes to 100% braking after a break in the ECP trainline 28 provides time for the break to be repaired without disrupting the ECP dumper mode of operation. In an example, a separation of ECP trainline 28 can be sensed by HEU 26 when HEU 26 falls out of communication with an ECP end of train unit (not shown) coupled in communication with HEU 26 via ECP trainline 28. However, this is not to be construed in a limiting sense since it is envisioned that a separation of ECP trainline 28 can also or alternatively be sensed by ECP trainline 28 falling out of communication with one or more ECP controllers 30.

[00188] In an example, the braking status of train 14, e.g., each rail car 18 and/or locomotive 16 of train 14, can be communicated via the wireless communication link 50 from HEU 26 to the remote RF transceiver 52, e.g., positioned proximate rotary dumper 40. This information can be used manually or in an automated manner to allow the speed of the rotary dumper 40 and indexer 42 to optimize the throughput of train 14 through rotary dumper 40.

[00189] Upon completion of the rotary dumping operation, locomotive 16 can exit the ECP dumper mode braking profile and can resume braking in accordance with S-4200 standard. In an example, completion of the dumping operation can be signaled to HEU 26 wirelessly or can be determined when HEU 26 is greater than a predetermined distance away from rotary dumper 40, e.g., as determined by the GPS coordinates of HEU 26 and rotary dumper 40. In an example, memory 36 of HEU 26 can store details each time the ECP dumper mode braking profile of operation has been started and exited, along with any irregularities that may have been encountered when executing the ECP dumper mode braking profile.

[00190] As can be seen, the ECP dumper mode braking profile can be used for braking cars 18 in a non-standard manner as described above. In an example, the transfer of a train configuration from one locomotive 16 to another locomotive is optional.

[00191] It is to be appreciated that, in the examples described above, during the rotary dumping operation, and unless described otherwise, during each act of each stepping or indexing of train 14, the brakes of the rail cars 18 in the above examples remain at the percent braking value(s) that the brakes were set prior to stepping or indexing.

[00192] While the foregoing examples have been described with reference to a rotary dumping operation, it is envisioned that the ECP dumper mode braking profile described above can be utilized in other applications of loading and/or unloading cargo to and/or from cars 18 of train 14. Accordingly, the foregoing examples describing the operation of the ECP dumper mode braking profile in connection with a dumping operation performed by a rotary dumper are not to be construed in a limiting sense. [00193] With reference to Fig. 9 and with reference back to Fig. 1-7, in a general method (from the perspective of the locomotive 16 (or HEU 26) processor 34) of controlling the braking of a plurality of rail cars 18 of train 14 that includes processor 34 onboard locomotive 16 in communication with a processor 34 of each rail car 18 of the train 14, the method initially advances from start step 90 to step 92 wherein a unique data address of each rail car 18 processor 34 is stored in memory 36 associated with the locomotive 16 processor 34. The method advances to step 94 wherein the locomotive 16 processor 34 provides, via ECP trainline 28, data regarding a first percentage of braking to each rail car processor 34 of a first subset, e.g., 44-3, of rail cars 18 using the using the data address of each rail car 18 of the first subset of the rail cars. The method advances to step 96 wherein the locomotive 16 processor 34 provides, via ECP trainline 28, data regarding a second percentage of braking to each rail car processor 34 of a second subset, e.g., 44-4, of rail cars 18 using the using the data address of each rail car 18 of the second subset of the rail cars.

[00194] The method then advances to decision step 98. If, in decision step 98, it is decided (NO) to NOT change the percentage braking on the first subset of rail cars, e.g., 44-3, the method advances to stop step 102.

[00195] If, however, in decision step 98, it is decided (YES) to change the percentage braking on the first subset of rail cars, e.g., 44-3, the method advances to step 100 wherein the locomotive 16 processor 34 provides data regarding a third percentage of braking to each rail car 18 processor 34 of the first subset, e.g., 44-3, of the rail cars using the using the data address of each rail car 18 of the first subset, e.g., 44-3, of the rail cars 18. The data regarding a third percentage of braking includes data for the brakes of the each rail car of the first subset, e.g., 44-3, of the rail cars to be set to a third percentage of braking different from the first percentage of braking, the second percentages of braking, or both the first and second percentages of braking. This change in the percentage of braking of the first subset, e.g., 44-3, of the rail cars 18 from the first percentage of braking to the third percentage of braking can occur in response to stepped or indexed movement of train 14 in the manner discussed above. Following step 100, the method advances to stop step 102.

[00196] In the method of controlling braking of a plurality of rail cars 18 of train 14 disclosed in the flow diagram of Fig. 9 the rail cars of each subset of rail cars is unique. The data regarding a first percentage of braking includes data for the brakes of each rail car of the first subset of the rail cars to be set to the first percentage of braking. The data regarding a second percentage of braking includes data for the brakes of each rail car of the second subset of the rail cars to be set to the second percentage of braking different from the first percentage of braking. Implementation in time of the first percentage of braking of the first subset of the rail cars can at least partially overlap implementation in time of the second percentage of braking of the second subset of the rail cars, e.g., the first percentage of braking of the first subset of the rail cars and the second percentage of braking of the second subset of the rail cars occurs (at least partially) at the same time.

[00197] At least one of the subsets of rail cars can be continuous and/or discrete. At least one of the subsets of rail cars can be defined by a virtual zone. In response to disruption of communication between a rail car processor and the locomotive processor, the rail car processor can maintain the percentage of braking of its rail car. The rail car(s) forming at least one of the first and second subsets of rail cars can be dynamically altered, e.g., as each subset of rail cars enters a virtual zone 46.

[00198] With reference to Fig. 10 and with reference back to Fig. 1-7, in a general method (from the perspective of rail car 18 (or ECP controllers 30) processors 34) of controlling braking of a plurality of rail cars 18 of a train 14, wherein each rail car 18 includes a rail car 18 processor 34 that is operative for controlling the brakes of the rail car, the method advances from start step 110 to step 112. In step 112, in response to receiving at each rail car 18 processor 34 of a first subset, e.g., 44-2, of the rail cars 18, via ECP trainline 28, data regarding a first percentage of braking, the brakes of the rail cars 18 of the first subset of the rail cars being set to the first percentage braking. The method then advances to step 114, wherein, in response to receiving at each rail car 18 processor 34 of a second subset, e.g., 44-3, of the rail cars data regarding a second percentage of braking, the brakes of the rail cars 18 of the second subset of the rail cars being set to the second percentage braking, wherein the rail cars of each subset of rail cars is unique. The method then advances to decision step 116.

[00199] Implementation of the first percentage of braking is desirably partially or fully concurrent (partially or fully at the same time) with implementation of the second percentage of braking.

[00200] If, in decision step 116, it is decided to NOT change the percent braking of as least one of the subsets of rail cars, the method advances to stop step 118.

[00201] If, however, in decision step 116, it is decided to change the percent braking of as least one of the subsets of rail cars, the method advances to step 117, wherein, in response to the first or second subset of the rail cars receiving data regarding a third percentage of braking, the brakes of the rail cars of the first or second subset of the rail cars being set to the third percentage braking. The method advances to stop step 118 [00202] The first subset of rail cars can include one or two or more rail cars and the second subset of rail cars can include one or two or more rail cars. At least one of the subsets of rail cars can be continuous and/or discrete.

[00203] The method can further include: following at least one of steps 112 and 114, in response to disruption of a rail car processor receiving data, the rail car processor maintaining the percentage braking of its rail car.

[00204] The method can further include: dynamically altering the rail car(s) and/or the braking profiles of the rail car(s) forming at least one of the first and second subsets of rail cars.

[00205] With reference to Fig. 11 and with reference back to Fig. 1-7, in a general method (from the perspective of the interaction of processors 34 of the locomotive and two-subsets of rail cars) the method advances from start step 120 to step 122. In step 122, the locomotive processor provides to each rail car processor of first and second subsets of rail cars data regarding respective first and second percentages of braking. In step 124, each rail car processor of the first subset of rail cars receives the data regarding the first percentage of braking and each rail car processor of the second subset of rail cars receives the data regarding the second percentage of braking. In step 126, each rail car processor of the first subset of rail cars processes the data regarding the first percentage of braking and each rail car processor of the second subset of rail cars processes the data regarding the second percentage of braking. In step 128, in response to the processing by the processors of the first and second subsets of rail cars, each rail car processor of the first subset of rail cars sets the brakes of the first subset of rail cars to the first percentage of braking and each rail car processor of the second subset of rail cars sets the brakes of the second subset of rail cars to the second, different percentage of braking. The method then advances to stop step 130.

[00206] The first and second percentages of braking can be different. The first subset of rail cars can include one or two or more rail cars and the second subset of rail cars can include one or two or more rail cars. At least one of the subsets of rail cars can be continuous and/or discrete.

[00207] Finally the method can further include: in response to disruption in a communication path between the locomotive processor and at least one rail car processor, the rail car processor maintaining the percentage braking of its rail car.

[00208] The general methods of controlling braking of a plurality of rail cars 18 of train 14 disclosed in the flow diagram of Fig. 9, 10, and 11, and discussed above, are only for the purpose of illustration and is not to be construed in a limiting sense since it is envisioned that one skilled in the art can expand each method or combine the methods as needed to implement the ECP dumper mode described above.

[00209] As can be seen, disclosed herein is a method of controlling braking one or more rail cars in a train consist positioned for operation during an act of unloading/loading of cargo, wherein the train consist comprises a designated head-end and a tail-end, and wherein each of the one or more rail cars is equipped with an electronic braking system in a communication link to a central control (HEU 26) via a communication network spanning across the train consist. The method includes the steps of: setting a dynamic unloading/loading braking profile on at least one electronic braking system on at least one rail car; and performing the act of unloading/loading of the cargo from one or more rail cars in the train consist while controlling the braking on at least one of the rail cars in the train consist via the dynamic unloading/loading braking profile.

[00210] The dynamic unloading/loading braking profile can allow the electronic braking systems on two or more of the rail cars in the train consist to be set to different braking values. In an example, the braking values set by the electronic braking systems on two or more of the rail cars can be different by an amount equal to or greater than 5% of the braking values, wherein the % braking value on each rail car can be varied in each rail car independent of each other rail car in 1% increments between 0% braking value, or no braking (full brake release), 100% braking value (i.e., maximum service level braking), and 120% braking (i.e., emergency braking). The method can include storing information about the train consist at a first locomotive connected to either the head-end or the tail-end of the train consist.

[00211] The method can include positioning the train consist in a designated area for unloading/loading prior to start of the unloading/loading operation from the one or more rail cars in the train consist.

[00212] The method can include transferring the information about the train consist between the first locomotive and a second locomotive that will be coupled to the train consist in lieu of the first locomotive; and connecting the second locomotive to either the head-end or the tail- end of the train consist, wherein the second locomotive is now configured to control the electronic braking systems in the one or more rail cars in the train consist.

[00213] The method can include remotely controlling at least one of movement of the train consist and/or the electronic braking system on at least one rail car of the train consist in coordination with operation of an automated movement system situated in proximity to the train consist via the first locomotive or the second locomotive. [00214] The method can include allowing the electronic braking system in each of the rail cars to continue to operate in the unloading/loading braking profile upon detecting a disruption in the communication network.

[00215] The method can include allowing the electronic braking system in each of the rail cars in the train consist to go to a full release condition (0% braking) upon detecting a disruption in the communication network.

[00216] The method can include altering configuration of the electronic braking system in each rail car in the train consist to the dynamic unloading/loading braking profile.

[00217] The method can include selecting one or more groups of rail cars in the train consist, and setting one or more dynamic unloading/loading operation braking profiles for the one or more groups of rail cars in the train consist.

[00218] The method can include selecting a continuous (or discrete) group of rail cars from the train consist as the one or more groups of the rail cars in the train consist.

[00219] The method can include dynamically altering at least one of composition of the rail cars within the one or more groups of rail cars and/or the unloading/loading braking profiles for one or more rail cars within each of the one or more groups of the rail cars. In an example, the dynamically altering of the composition of the rail cars and/or the unloading/loading braking profiles for one or more rail cars within each of the one or more groups of the rail cars can be based on the progression of the train through a loading/unloading process, upon changes to the loading/unloading system capability (for example, the indexer or rotary dumper operating at less than optimum performance), upon changes to the environment (for example, weather conditions including moisture, temperature, wind, etc.), and/or upon any other external change that can impact the loading/unloading process.

[00220] The method can include synchronizing movement of the train consist and the unloading/loading movement of an automated unloading/loading system.

[00221] The method can include synchronizing the movement of the train consist based on braking status of the one or more rail cars in the train consist.

[00222] The method can include configuring a standard/uniform braking profile in the electronic braking system in each of the rail cars in the train consist upon completion of the act of unloading/loading of the train consist.

[00223] The method can include positioning of the train consist in relation to an automated unloading/loading system by one of the first locomotive or the second locomotive.

[00224] The method can include logging status of all activity between positioning of the train consist prior to the unloading/loading and completion of the unloading/loading. [00225] Also disclosed is a computer readable medium including program instructions for controlling the braking of one or more rail cars in a train consist positioned for an act of unloading/loading of cargo, wherein execution of the program instructions by one or more processors of a computer system causes the one or more processors to carry out the steps of: setting a dynamic unloading/loading braking profile on at least one electronic braking system on at least one rail car; and in response to the act of unloading/loading of the cargo from one or more rail cars in the train consist, controlling the braking on at least one of the rail cars in the train consist via the dynamic unloading/loading braking profile.

[00226] The computer readable medium can further include program instructions to carry out the step of storing information about the train consist at a first locomotive connected to either the head-end or the tail-end of the train consist.

[00227] The computer readable medium can further include program instructions to carry out at least one of the steps of: controlling the electronic braking system in at least one rail car in the train consist in coordination with operation of an automated movement system situated in proximity to the train consist; allowing the electronic braking system in each of the cars to continue to operate in the unloading/loading braking profile upon detecting a disruption in the communication network; and allowing the electronic braking system in each of the rail cars in the train consist to go to full release condition (0% braking) upon detecting a disruption in the communication network.

[00228] The computer readable medium can further include program instructions to carry out the steps of: selecting a first group of rail cars from the train consist and setting a first dynamic unloading/loading operation braking profile for the first group; and selecting a second group of rail cars different from the first group of rail cars and setting a second dynamic unloading/loading braking profile for the second group, wherein the second dynamic unloading/loading braking profile is different from the first dynamic unloading/loading braking profile.

[00229] As used herein, dynamic unloading/loading braking profile means that the brakes of at least one rail car of the train consist are able to be set dynamically to a percent braking level different than the brakes of at least one other rail car of the train consist. Stated differently, dynamic unloading/loading braking profile means that the percent braking level of each rail car can be set and controlled or varied independently of the percent braking level of each other car.

[00230] The computer readable medium can further include program instructions to carry out at least one of the steps of: selecting a continuous (or discrete) group of rail cars from the train consist for the creation of either the first group or the second group; and dynamically altering composition of the rail cars in at least one of the first group or the second group of rail cars.

[00231] The computer readable medium can further include program instructions to carry out at least one of the steps of: configuring a standard braking profile in the electronic braking system in each of the rail cars in the train consist upon completion of the act of unloading/loading of the train consist; and logging status of activity between positioning of the train consist prior to the unloading/loading and completion of the unloading/loading.

[00232] Also disclosed herein is a system for controlling braking of one or more rail cars in a train consist positioned for an act of unloading/loading of cargo, each of the one or more rail cars equipped with an electronic braking system and a link to a central control via a communication network spanning the train consist, the system comprising: a programmable electronic braking system having an initial braking profile in each of the rail cars in the train consist, the programmable electronic braking system configurable to alter braking profiles that are designated for the programmable electronic braking systems to adhere during operation; a communication network linking each of the programmable electronic braking systems in each of the rail cars; and a control unit in communication with each of the programmable electronic braking systems via the electronic communication network, the control unit configurable to perform at least one or more of the following tasks: configure one or more alternate braking profiles in lieu of the initial braking profile in one or more of the programmable electronic braking system in the train consist; and monitor functioning of the programmable electronic braking system in each of the rail cars.

[00233] Also disclosed herein is a method of controlling braking of a plurality of rail cars of a train consist that includes a processor onboard a locomotive of the train consist in communication with a processor of each rail car of the train consist. The method comprises: (a) storing in a memory associated with the locomotive processor a unique data address of each rail car processor; (b) providing via the locomotive processor data regarding a first percentage of braking to each rail car processor of a first subset of the rail cars using the using the data address of each rail car of the first subset of the rail cars; and (c) providing via the locomotive processor data regarding a second percentage of braking to each rail car processor of a second subset of the rail cars using the using the data address of each rail car of the second subset of the rail cars. The rail cars of each subset of rail cars is unique. The data regarding the first percentage of braking includes data for the brakes of each rail car of the first subset of the rail cars to be set to a first percentage of braking. The data regarding the second percentage of braking includes data for the brakes of each rail car of the second subset of the rail cars to be set to a second percentage of braking different from the first percentage of braking. Implementation in time of the first percentage of braking of the first subset of the rail cars at least partially overlaps implementation in time of the second percentage of braking of the second subset of the rail cars, e.g., the first percentage of braking of the first subset of the rail cars and the second percentage of braking of the second subset of the rail cars occurs at least partially at the same time.

[00234] The first subset of rail cars can include one or two or more rail cars and the second subset of rail cars can include one or two or more rail cars. At least one of the subsets of rail cars can be continuous and/or discrete.

[00235] The method can further include: (d), following steps (b) and (c), providing via the locomotive processor data regarding a third percentage of braking to each rail car processor of the first subset of the rail cars using the using the data address of each rail car of the first subset of the rail cars. The data regarding a third percentage of braking includes data for the brakes of the each rail car of the first subset of the rail cars to be set to a third percentage of braking different from the first percentage of braking, the second percentages of braking, or both the first and second percentages of braking.

[00236] At least one of the subsets of rail cars can be defined by a virtual zone.

[00237] The method can further include, in response to disruption of communication between a rail car processor and the locomotive processor, the rail car processor maintaining the percentage of braking of its rail car.

[00238] The method can further include dynamically altering the rail car(s) and/or the braking profiles of the rail car(s) forming at least one of the first and second subsets of rail cars.

[00239] Also disclosed herein is a method of controlling braking of a plurality of rail cars of a train consist, wherein each rail car includes a rail car processor that is operative for controlling the brakes of the rail car. The method comprises: (a) in response to receiving at each rail car processor of a first subset of the rail cars data regarding a first percentage of braking, the brakes of the rail cars of the first subset of the rail cars being set to the first percentage braking; and (b) in response to receiving at each rail car processor of a second subset of the rail cars data regarding a second percentage of braking, the brakes of the rail cars of the second subset of the rail cars being set to the second percentage braking, wherein the rail cars of each subset of rail cars is unique.

[00240] Implementation of the first percentage of braking is desirably partially or fully concurrent with implementation of the second percentage of braking. [00241] In response to the first or second subset of the rail cars receiving data regarding a third percentage of braking, the brakes of the rail cars of the first or second subset of the rail cars being set to the third percentage braking. The first subset of rail cars can include one or two or more rail cars and the second subset of rail cars can include one or two or more rail cars. At least one of the subsets of rail cars can be continuous and/or discrete.

[00242] The method can further include: following at least one of steps (a) and (b), in response to disruption of a rail car processor receiving data, the rail car processor maintaining the percentage braking of its rail car.

[00243] The method can further include: dynamically altering the rail car(s) and/or the braking profiles of the rail car(s) forming at least one of the first and second subsets of rail cars.

[00244] Also disclosed herein is a method comprising: (a) providing via a locomotive processor to each rail car processor of first and second subsets of rail cars data regarding respective first and second percentages of braking; (b) receiving at each rail car processor of the first subset of rail cars the data regarding the first percentage of braking; (c) receiving at each rail car processor of the second subset of rail cars the data regarding the second percentage of braking; (d) processing by each rail car processor of the first subset of rail cars the data regarding the first percentage of braking; (e) processing by each rail car processor of the second subset of rail cars the data regarding the second percentage of braking; (f) setting via each rail car processor of the first subset of rail cars the brakes of the first subset of rail cars to the first percentage of braking; and (g) setting via each rail car processor of the second subset of rail cars the brakes of the second subset of rail cars to the second percentage of braking, wherein the first and second percentages of braking are different.

[00245] The first subset of rail cars can include one or two or more rail cars and the second subset of rail cars can include one or two or more rail cars. At least one of the subsets of rail cars can be continuous and/or discrete.

[00246] The method can further include: in response to disruption in a communication path between the locomotive processor and at least one rail car processor, the rail car processor maintaining the percentage braking of its rail car.

[00247] Although the invention has been described in detail for the purpose of illustration based on what is currently considered to be the most practical and preferred embodiments, it is to be understood that such detail is solely for that purpose and that the invention is not limited to the disclosed embodiments, but, on the contrary, is intended to cover modifications and equivalent arrangements that are within the spirit and scope of the appended claims. For example, it is to be understood that the present invention contemplates that, to the extent possible, one or more features of any embodiment can be combined with one or more features of any other embodiment.