РЕГИСТРАТОР ДЛЯ ДАВЛЕНИЯ ТОРМОЗНОГО ИСПОЛНИТЕЛЬНОГО УСТРОЙСТВА, А ТАКЖЕ СПОСОБ РЕГИСТРИРОВАНИЯ ДАВЛЕНИЯ ТОРМОЗНОГО ИСПОЛНИТЕЛЬНОГО УСТРОЙСТВА

Группа изобретений относится к области рельсовых транспортных средств. Регистратор для тормозного устройства рельсового транспортного средства, включающего приводимое в действие давлением тормозное исполнительное устройство с расположенным перед ним устройством распределительного клапана. Регистратор выполнен с возможностью на основе данных давления и данных управления осуществлять оценку давления исполнительного устройства, прикладываемого к тормозному исполнительному устройству. Данные давления представляют давление, существующее выше по потоку устройства распределительного клапана, и данные управления представляют управление устройства распределительного клапана. Тормозное устройство содержит регистратор. Рельсовое транспортное средство содержит тормозное устройство. Достигается упрощение способа определения или оценки давления в тормозном исполнительном устройстве таком, как тормозной цилиндр. 4 н. и 6 з.п. ф-лы, 4 ил.

ТОРМОЗНАЯ СИСТЕМА С ИНТЕЛЛЕКТУАЛЬНЫМ ИСПОЛНИТЕЛЬНЫМ МЕХАНИЗМОМ ДЛЯ ТОРМОЖЕНИЯ РЕЛЬСОВОГО ТРАНСПОРТНОГО СРЕДСТВА

Группа изобретений относится к области машиностроения, а именно к тормозным системам рельсовых транспортных средств. Исполнительный механизм содержит средства для создания тормозного движения прижимной части с тормозным усилием, снабжающий интерфейс для соединения исполнительного механизма с блоком накопителя энергии, управляющий интерфейс для присоединения линии передачи данных и соединенный с управляющим интерфейсом блок логики. Блок логики выполнен с возможностью регулирования тормозного усилия в зависимости от передаваемого по линии передачи данных управляющего сигнала тормозного управляющего устройства. Исполнительный механизм как единое целое выполнен с возможностью монтажа на поворотной тележке рельсового транспортного средства. Исполнительный механизм выполнен с возможностью запуска аварийного торможения. Исполнительный механизм выполнен с возможностью установки тормозного усилия при аварийном торможении на максимальное значение, зависящее от информации загрузки из преобразовательного ...

ЖЕЛЕЗНОДОРОЖНАЯ ТОРМОЗНАЯ СИСТЕМА ДЛЯ ЖЕЛЕЗНОДОРОЖНОГО ТРАНСПОРТНОГО СРЕДСТВА И СПОСОБ ТОРМОЖЕНИЯ ЖЕЛЕЗНОДОРОЖНОГО ТРАНСПОРТНОГО СРЕДСТВА, СОДЕРЖАЩЕГО ТАКУЮ СИСТЕМУ

Объектом изобретения является железнодорожная тормозная система (1), содержащая первое пневматическое распределительное устройство (51), которое образовано первым распределителем, имеющим единственное входное отверстие (54а,b), соединенное с источником (73) питания пневматическими рабочими средами, и единственное выходное отверстие (55а,b), соединенное с камерой (25) стояночного тормоза для питания или отключения питания стояночного тормоза (7) второй пневматической рабочей средой с целью его приведения соответственно в нерабочую и рабочую конфигурации, и второе пневматическое распределительное устройство (61), которое образовано вторым распределителем, имеющим единственное входное отверстие (64а,b), соединенное с упомянутым источником (73) питания, и единственное выходное отверстие (65а,b), соединенное с камерой (13) давления рабочего тормоза для питания рабочего тормоза (6) третьей пневматической рабочей средой, имеющей определенное значение давления, чтобы создавать определенное тормозное ...

СХЕМА И РАСПРЕДЕЛИТЕЛЬНЫЙ БЛОК И ОБРАЗОВАННОЕ ИМИ УСТРОЙСТВО УПРАВЛЕНИЯ ТОРМОЗАМИ РЕЛЬСОВЫХ ТРАНСПОРТНЫХ СРЕДСТВ, А ТАКЖЕ РАСПРЕДЕЛИТЕЛЬНЫЙ КОМПЛЕКТ ДЛЯ КОНФИГУРИРОВАНИЯ И СПОСОБ ФОРМИРОВАНИЯ УСТРОЙСТВА УПРАВЛЕНИЯ ТОРМОЗАМИ

Изобретение относится к схеме (S1), содержащей флюидную магистральную матрицу (L1) и подключенные к флюидной магистральной матрице (L1) тормозные компоненты (11, 12, 13, 14, 15; 11, 12, 13, 14, 16), причем предусмотрено, по меньшей мере, одно устройство сопряжения (S1R, S1Y, S1Cv, S1X) для подключения распределительного блока (Ri, Yj, Cvk, Xl). Устройство сопряжения (S1R, S1Y, S1Cv, S1X) выполнено таким образом, что за счет подключения или замены распределительного блока (S1R, S1Y, S1Cv, S1X) можно выполнять конфигурацию (K.Ri,Yj,Cvk,Xl) флюидной магистральной матрицы. Изобретение относится также к распределительному блоку (Ri, Yj, Cvk, Xl), который за счет подключения, по меньшей мере, к одному устройству сопряжения (S1R, S1Y, S1Cv, S1X) схемы (S1) предназначен для выполнения конфигурации (K.Ri,Yj,Cvk,Xl) флюидной магистральной матрицы (L1) схемы (S1). Обеспечивается простая адаптация щита элементов управления тормозами и электропневматических тормозных модулей. 6 н. и 9 з.п. ф-лы, 11 ...

РАСПРЕДЕЛИТЕЛЬНАЯ КЛАПАННАЯ СИСТЕМА ДЛЯ ЖЕЛЕЗНОДОРОЖНОГО ТРАНСПОРТНОГО СРЕДСТВА И СПОСОБ ТОРМОЖЕНИЯ ЖЕЛЕЗНОДОРОЖНОГО ТРАНСПОРТНОГО СРЕДСТВА С ИСПОЛЬЗОВАНИЕМ РАСПРЕДЕЛИТЕЛЬНОЙ КЛАПАННОЙ СИСТЕМЫ

Группа изобретений относится, в общем, к тормозной системе для железнодорожного транспортного средства, более конкретно к распределительной клапанной системе для железнодорожного транспортного средства и способу торможения с использованием указанной системы. Распределительная клапанная система для железнодорожного транспортного средства содержит тормозную магистраль; переключающий клапан; запасной резервуар в линии между тормозной магистралью и переключающим клапаном для осуществления сообщения по текучей среде между тормозной магистралью и переключающим клапаном; и тормозной цилиндр, сообщающийся по текучей среде с переключающим клапаном. Переключающий клапан имеет множество положений, соответствующих разным количествам сжатого воздуха, подаваемого в тормозной цилиндр. Переключающий клапан включает в себя множество камер, которые соответствуют множеству положений и заполнены сжатым воздухом в соответствии с весом железнодорожного транспортного средства. Способ торможения железнодорожного ...

ТЕРМИЧЕСКИ ОПТИМИЗИРОВАННАЯ ТОРМОЗНАЯ СИСТЕМА ЖЕЛЕЗНОДОРОЖНОГО ТРАНСПОРТНОГО СРЕДСТВА

Группа изобретений относится к области железнодорожного транспорта. Тормозная система включает в себя переключающие клапаны в электрическом сообщении друг с другом и в сообщении по текучей среде с тормозной магистралью, блоки фрикционного тормоза в сообщении по текучей среде с каждым переключающим клапаном и по меньшей мере один блок электрического тормоза в электрическом сообщении с каждым переключающим клапаном. При неисправности одного из блоков электрического тормоза переключающий клапан в сообщении с неисправным блоком электрического тормоза отправляет сигнал другому переключающему клапану для обеспечения текучей среды под давлением к блокам фрикционного тормоза в сообщении по текучей среде с другим переключающим клапаном. Переключающие клапаны могут включать в себя встроенные электрические переключающие клапаны. Блоки фрикционного тормоза могут включать в себя блоки дискового тормоза. Каждый переключающий клапан может быть размещен между и в сообщении по текучей среде с тормозной ...

РАБОЧИЙ СТУПЕНЧАТЫЙ КЛАПАН ТИПА ABDX-C, РАБОЧИЙ ЗОЛОТНИК ТИПА ABDX-C И КОНСТРУКЦИЯ ЗОЛОТНИКА С ФУНКЦИЕЙ КЛАПАНА УСКОРЕННОГО ДЕЙСТВИЯ (AAV)

Группа изобретений относится к области тормозных систем железнодорожных транспортных средств. Главный поршневой узел для рабочей клапанной части тормозного распределительного клапана, предназначенного для тормозной системы железнодорожного транспорта, содержит рабочий ступенчатый клапан и рабочий золотник. Ступенчатый клапан имеет первую сторону, в которой выполнен набор отверстий. Рабочий золотник содержит седло ступенчатого клапана с набором отверстий в первой стороне золотника и зеркало золотника с набором отверстий в противолежащей второй стороне золотника. Наборы отверстий в первой стороне рабочего ступенчатого клапана, в седле ступенчатого клапана и в зеркале рабочего золотника предназначены для выполнения функции клапана ускоренного действия путем сброса давления из тормозной магистрали в атмосферу и для распределения давления из резервуара ускоренного отпуска тормозов к рабочего ступенчатому клапану с прерыванием указанной функции при возникновении состояния незначительного избыточного ...

СИСТЕМА УПРАВЛЕНИЯ ТЯГОВЫМ УСИЛИЕМ И ТОРМОЖЕНИЕМ ЖЕЛЕЗНОДОРОЖНОГО СОСТАВА

Изобретение относится к управлению тяговой системой транспортных средств. Система управления тяговым усилием и торможением железнодорожного состава содержит в каждом из локомотивов устройства для управления тягой и торможением, связанные с устройствами ручного управления и электронным блоком управления, а также приемно-передающие устройства. Блок управления в ведущем локомотиве связан с датчиками скорости и/или ускорения ведущего локомотива и датчиками, несущими информацию о командах управления, поданных машинистом с помощью устройств ручного управления, запоминающими устройствами, устройствами позиционирования и человеко-машинным интерфейсом для информирования машиниста. Блок управления ведущего локомотива проверяет соответствия команд, направляемых машинистом, функциональной цели и предоставляет машинисту инструкции, каким образом необходимо осуществлять ручное управление. Блок управления ведущего локомотива выдает сигналы управления в соответствии с данными, хранящимися в запоминающих ...

ВОЗДУХОРАСПРЕДЕЛИТЕЛЬ С ИЗМЕНЯЕМЫМ ПОПЕРЕЧНЫМ СЕЧЕНИЕМ СОПЛА ДЛЯ АВТОМАТИЧЕСКИХ ПНЕВМАТИЧЕСКИХ ТОРМОЗОВ

... 1. Воздухораспределитель для непрямодействующих пневматических тормозов рельсовых транспортных средств, содержащий элемент (24) с тремя ступенями давления и элемент (1) с двумя ступенями давления, который оснащен управляющим поршнем (2, 2′), на который с одной стороны воздействует давление воздуха основной воздушной магистрали (L), а с противоположной стороны - давление воздуха золотниковой камеры (S), и который через толкатель (5) взаимодействует с ускорительным клапаном (6), который в открытом состоянии соединяет основную воздушную магистраль (L) через обратный клапан (12) и золотниковую камеру (S) через клапан (8; 8') или отверстие (9) с каналом (7) и далее с каналом (13) для дополнительного выпуска воздуха при начале торможения через элемент (24) с тремя ступенями давления и с воздуховыпускным каналом (14) в элементе (1) с двумя ступенями давления с окружающей средой, отличающийся тем, что в воздуховыпускном канале (14) расположена по меньшей мере одна дросселирующая точка (10), эффективное ...

ВОЗДУХОРАСПРЕДЕЛИТЕЛЬ С ПЕРЕКЛЮЧАЮЩИМИ СРЕДСТВАМИ ДЛЯ ПЕРЕКЛЮЧЕНИЯ МЕЖДУ ХАРАКТЕРИСТИЧЕСКИМИ КРИВЫМИ ТОРМОЗНОГО ДАВЛЕНИЯ

... 1. Воздухораспределитель для автоматически действующей пневматической тормозной системы для создания давления тормозного цилиндра по меньшей мере в одном подключенном тормозном цилиндре (4) в зависимости от разницы в давлении между давлением (L) в подключенной основной воздушной магистрали (6) поезда и сохраненным эталонным давлением (А), состоящий по меньшей мере из главной части (1) и магистральной части (2), при этом главная часть (1) содержит следующие компоненты: ! - управляющий поршень (7), на который с одной стороны воздействует эталонное давление (А), а с другой стороны - управляющее давление (S) и по меньшей мере одна нажимная пружина (13), а также ! - уравнительный поршень (8), на который воздействует давление (С) тормозного цилиндра (4), противодействующее по меньшей мере одной нажимной пружине (19, 20), и при этом для переключения между различными характеристическими кривыми тормозного давления воздействующая на уравнительный поршень (8) нажимная пружина (19) выполнена с возможностью ...

ВОЗДУХОРАСПРЕДЕЛИТЕЛЬ ДЛЯ АВТОМАТИЧЕСКИХ ПНЕВМАТИЧЕСКИХ ТОРМОЗОВ СО СПЕЦИАЛЬНЫМ РАСПРЕДЕЛИТЕЛЬНЫМ ПОРШНЕМ

... 1. Воздухораспределитель для автоматических пневматических тормозов, предназначенный для создания давления по меньшей мере в одном подключенном тормозном цилиндре (4) в соответствии с разностью между давлением в подключенной главной воздушной магистрали (L) поезда и накопленным контрольным давлением (А), состоящий из главной части (1), магистральной части (3) и кронштейна (2), при этом имеющая корпус магистральная часть (3) содержит управляющий поршень (31), на который с одной стороны воздействует давление (L) главной воздушной магистрали, а с другой стороны - управляющее давление (S) и по меньшей мере одна нажимная пружина (33), и который имеет поршневой шток (32) и состоящую из эластомерного материала мембрану (34), которая поддерживается прилегающими к ее обеим боковым поверхностям и закреплёнными на поршневом штоке (32) зажимными дисками (35, 36),отличающийся тем, что мембрана (34) выполнена фигурной, причем диаметр поверхности (46) ее днища в 6-10 раз больше, чем высота ее наружной ...

СИСТЕМА УПРАВЛЕНИЯ ВСПОМОГАТЕЛЬНЫМ ТОРМОЗОМ ПОЕЗДА И СПОСОБ УПРАВЛЕНИЯ ВСПОМОГАТЕЛЬНЫМ ТОРМОЗОМ ПОЕЗДА

Группа изобретений относится к области железнодорожного транспорта. Система управления вспомогательным тормозом поезда включает в себя магистраль главного воздушного резервуара поезда, тормозную магистраль поезда, ручку управления пневматическим тормозом и релейный клапан. Система управления вспомогательным тормозом поезда может быть переключена с обычной прямодействующей тормозной системой с электрическим управлением в любое время и в полной мере использует функциональные характеристики релейного клапана для обеспечения тормозного давления с большим расходом в тормозной магистрали поезда так, что весь сформированный поезд может достигать эффективности управления тормозом под управлением прямодействующей тормозной системы с электрическим управлением, когда используется система управления вспомогательным тормозом, таким образом, обеспечивая большую безопасность и надежность для пассажиров. Достигается повышение безопасности и надежность торможения. 2 н. и 8 з.п. ф-лы, 2 ил.

СПОСОБ ЭКСПЛУАТАЦИИ РЕЛЬСОВОГО ТРАНСПОРТНОГО СРЕДСТВА ВДОЛЬ УЧАСТКА ЖЕЛЕЗНОЙ ДОРОГИ

Изобретение относится к железнодорожной автоматике. В способе при движении рельсового транспортного средства вдоль участка железной дороги предусматривают участок движения, оканчивающийся перед опасным местом участка железной дороги или на нем; транспортное средство тормозят во время тормозной фазы в начале участка движения, исходя из первой (V) скорости; блок поглощения энергии транспортного средства отбирает во время тормозной фазы кинетическую величину (ΔE) кинетической энергии (E) транспортного средства; фаза торможения сопровождается фазой снижения энергии на участке движения, в которой по меньшей мере часть (ΔЕ) поглощенной энергии (ΔЕ) выводится блоком поглощения энергии, так что выводимая энергия не влияет ни на кинетическую, ни на потенциальную энергию (E) транспортного средства; участок движения определяют так, что характерное для энергии (E) транспортного средства энергетическое параметрическое значение состояния, учитывающее энергию (E), имеющуюся, по меньшей мере, в блоке поглощения ...

КОМПОНОВКА СИСТЕМЫ ПНЕВМОТОРМОЗА РЕЛЬСОВОГО ТРАНСПОРТНОГО СРЕДСТВА

Группа изобретений относится к области транспортного машиностроения. Компоновка системы пневмотормоза рельсового транспортного средства включает тормозной цилиндр, распределительный клапан, образующий в зависимости от давления в главной магистрали соответствующее давление тормозного цилиндра, которое подается в тормозной цилиндр по магистрали. Распределительный клапан взаимодействует с пневмодатчиком. Запасный воздушный резервуар для накопления запасного воздуха для тормозного цилиндра выполнен с возможностью управления распределительным клапаном. Пневмодатчик установлен на распределительном клапане и, с одной стороны, соединен для снабжения энергией с источником энергии, а, с другой стороны, для записи данных с блоком-накопителем данных, включающим интерфейс. Записанные в блоке-накопителе данные содержат информацию об уровне давления в тормозном цилиндре. Достигается повышение надежности устройства, а также снижение затрат на профилактику и поддержание устройства в исправном состоянии.

Интеллектуальная система управления тормозами локомотива

Предложена тормозная система поезда. Тормозная система поезда содержит: интерфейс для приема ввода от машиниста поезда с помощью рукоятки автоматического тормоза, рукоятки независимого тормоза и рукоятки динамического тормоза; контроллер, соединенный с интерфейсом и имеющий первый модуль для выдачи команды на применение динамического тормоза, второй модуль для выдачи команды на применение независимого тормоза и третий модуль для выдачи команды на применение автоматического тормоза поезда. При этом контроллер запрограммирован на прекращение применения автоматического тормоза, инициированного машинистом поезда, и на выдачу команды на применение независимого тормоза или применение динамического тормоза, или их комбинации, для восполнения недостатков от прекращенного применения автоматического тормоза и для достижения по меньшей мере одного заранее определенного критерия. Предложен также способ управления тормозной системой поезда. Достигается повышение безопасности. 2 н. и 13 з.п. ф-лы, 9 ...

АДАПТИВНАЯ МАСКИРОВКА СОСТОЯНИЯ ПОТОКА В ТОРМОЗНОЙ МАГИСТРАЛИ УДАЛЕННЫХ ЛОКОМОТИВОВ ПОЕЗДА С РАСПРЕДЕЛЕННОЙ ТЯГОЙ

... 1. Способ адаптивной блокировки способности удаленного локомотива реагировать на непредвиденное состояние потока в тормозной магистрали в поезде, содержащем несущую текучую среду тормозную магистраль, соединяющую ведущий локомотив и по меньшей мере один удаленный локомотив, при этом способ включает в себя определение состояния торможения поезда; определение степени изменения давления в тормозной магистрали вблизи удаленного локомотива во время состояния торможения; и блокировку способности удаленного локомотива реагировать на непредвиденное состояние потока в тормозной магистрали на период времени, соответствующий состоянию торможения и степени изменения давления в тормозной магистрали, так что нежелательная работа удаленного локомотива ограничивается. ! 2. Способ по п.1, в котором блокировка способности удаленного локомотива реагировать включает в себя маскировку указания потока текучей среды в тормозной магистрали в удаленном локомотиве. ! 3. Способ по п.1, в котором продолжительность ...

ЖЕЛЕЗНОДОРОЖНАЯ ТОРМОЗНАЯ СИСТЕМА ДЛЯ ЖЕЛЕЗНОДОРОЖНОГО ТРАНСПОРТНОГО СРЕДСТВА И СПОСОБ ТОРМОЖЕНИЯ ЖЕЛЕЗНОДОРОЖНОГО ТРАНСПОРТНОГО СРЕДСТВА, СОДЕРЖАЩЕГО ТАКУЮ СИСТЕМУ

ЭЛЕКТРОПНЕВМАТИЧЕСКИЙ УЗЕЛ, В ЧАСТНОСТИ, ДЛЯ ПНЕВМАТИЧЕСКОЙ ТОРМОЗНОЙ УСТАНОВКИ ЖЕЛЕЗНОДОРОЖНЫХ ТРАНСПОРТНЫХ СРЕДСТВ

ТОРМОЗНОЕ УСТРОЙСТВО ДЛЯ ТРАНСПОРТНОГО СРЕДСТВА И ТРАНСПОРТНОЕ СРЕДСТВО С ТАКИМ ТОРМОЗНЫМ УСТРОЙСТВОМ

УСТРОЙСТВО ПОВЫШЕННОЙ ЧУВСТВИТЕЛЬНОСТИ ДЛЯ РЕГИСТРАЦИИ СХОДА С РЕЛЬСОВ

... 1. Устройство (4) регистрации схода с рельсов для регистрации пиков вертикальных ускорений рельсового транспортного средства, содержащее выполненную с возможностью вертикального перемещения заполняющую массу (6), последовательно соединенную с пружиной (7) сжатия для преобразования существенных пиков вертикальных ускорений в ход включения механически соединенного клапана (8) экстренного торможения для приведения в действие тормозной системы со сжатым воздухом посредством подачи воздуха в основную тормозную магистраль (HL), отличающееся тем, что клапан (8) экстренного торможения выполнен с возможностью включения посредством массивного поршня (9), предварительно нагружаемого за счет вертикального перемещения заполняющей массы (6) для формирования двухмассового включающего узла клапана (8) экстренного торможения.2. Устройство по п.1, отличающееся тем, что поршень (9) включающей массы управляется седлом клапана заполняющей массы, приводимым в действие заполняющей массой для суммирования импульсов ...

ТОРМОЗНОЕ УСТРОЙСТВО ДЛЯ УПРАВЛЕНИЯ НАГРУЖЕНИЕМ ДАВЛЕНИЕМ ТОРМОЗНОГО ЦИЛИНДРА В ПНЕВМАТИЧЕСКОЙ ТОРМОЗНОЙ СИСТЕМЕ

... 1. Тормозное устройство для управления нагружением давлением тормозного цилиндра в пневматической тормозной системе с пневматическим управляющим клапаном (1), установленным в корпусе (3) и предназначенным для приведения в действие ускорительного клапана (2) при регулировании давления в системе тормозного привода (С), причем расположенное между ними коромысло (8), передающее управляющее усилие, выполнено с возможностью взаимодействия со средствами для перемещения опоры (10), отличающееся тем, что средства для перемещения опоры (10) при торможении на высокой скорости предназначены для непрерывного смещения опоры (10) в соответствии с характеристикой скорость - давление в системе тормозного привода с максимально допустимым сцеплением. ! 2. Тормозное устройство по п.1, отличающееся тем, что характеристика скорость - давление в системе тормозного привода заложена в электронный блок (14) управления, соединенный со средствами для перемещения опоры. ! 3. Тормозное устройство по п.1, отличающееся ...

ТОРМОЗНАЯ СИСТЕМА С ИНТЕЛЛЕКТУАЛЬНЫМ ИСПОЛНИТЕЛЬНЫМ МЕХАНИЗМОМ ДЛЯ ТОРМОЖЕНИЯ РЕЛЬСОВОГО ТРАНСПОРТНОГО СРЕДСТВА

... 1. Исполнительный механизм (1) для тормозной системы (12) рельсового транспортного средства, содержащий средства (5) для создания тормозного движения по меньшей мере одной прижимной части (8) с тормозным усилием F и снабжающий интерфейс (4) для соединения исполнительного механизма (1) с блоком (14) накопителя энергии, при этом исполнительный механизм (1) как единое целое предназначен для монтажа на поворотной тележке рельсового транспортного средства, отличающийся тем, что предусмотрен управляющий интерфейс (3) для присоединения линии (15) передачи данных и соединенный с управляющим интерфейсом (3) блок (2) логики, который предназначен для регулирования тормозного усилия F в зависимости от передаваемого по линии (15) передачи данных управляющего сигнала.2. Исполнительный механизм (1) по п.1, отличающийся тем, что предусмотрен измеряющий тормозное усилие блок (10) для измерения измерительной величины, предназначенной для вывода создаваемого тормозного усилия F в качестве фактического значения ...

ЭЛЕКТРОПНЕВМАТИЧЕСКАЯ ТОРМОЗНАЯ СИСТЕМА РЕЛЬСОВОГО ТРАНСПОРТНОГО СРЕДСТВА

... 1. Электропневматическая тормозная система рельсового транспортного средства, содержащая прямодействующее электропневматическое тормозное устройство и непрямодействующее пневматическое тормозное устройство, содержащее следующие узлы:а) регулятор (8) давления, выполненный с возможностью создания начального управляющего давления (С) прямодействующего тормоза в зависимости от электрического сигнала требуемого тормозного давления прямодействующего тормоза;б) клапан (14) ограничения давления, выполненный с возможностью ограничения начального управляющего давления (С) прямодействующего тормоза до задаваемого максимального начального управляющего давления (С) прямодействующего тормоза;в) управляющий клапан (2), выполненный с возможностью создания начального управляющего давления (С) непрямодействующего тормоза в зависимости от давления (p) в воздушной магистрали непрямодействующего тормоза;г) устройство (24) выбора, выполненное с возможностью передачи из максимального начального управляющего давления ...

Verfahren und Vorrichtung zur Steuerung oder Regelung einer Bremsanlage

Bei einer Steuerung oder Regelung einer Bremsanlage, insbesondere einer Bremsanlage eines Schienenfahrzeugs, die wenigstens ein sicherheitsrelevantes Bremssystem und wenigstens ein weiteres Bremssystem aufweist, wird eine Schnellbremsung unter Verwendung des weiteren Bremssystems durchgeführt, wenn die Gesamtbremskraft einen vorgegebenen Schwellwert für die Bremskraft nicht unterschreitet oder überschreitet, und bei Unterschreiten oder Überschreiten des Schwellwertes während der Schnellbremsung wird die Schnellbremsung unter ausschließlicher Verwendung des sicherheitsrelevanten Bremssystems fortgeführt.

Elektrisch-pneumatische Bremseinrichtung

Verfahren zum Überwachen der Funktionsfähigkeit eines Fahrzeugs, Steuerung für einen Antrieb eines Fahrzeugs, Antrieb mit einer solchen Steuerung, und Fahrzeug mit einem solchen Antrieb

Die Erfindung betrifft ein Verfahren zum Überwachen der Funktionsfähigkeit eines Fahrzeugs (2) mit folgenden Schritten:- Befahren einer bestimmten Strecke (7) mit dem Fahrzeug (2);- Erfassen wenigstens eines Leistungsparameters des Fahrzeugs (2), der für eine Leistung eines Antriebs (9) des Fahrzeugs (2) charakteristisch ist;- Vergleichen des wenigstens einen Leistungsparameters mit historischen Daten zu der befahrenen Strecke (7) in einem ersten Vergleich, undBewerten der Funktionsfähigkeit des Fahrzeugs (2) anhand des ersten Vergleichs.

Bremssystem, insbesondere für sehr lange Züge

Verfahren zum Bremsen und Bremssystem eines fremdkraftgebremsten Gerätes

Offenbart sind ein Verfahren zum Bremsen eines fremdkraftgebremsten Gerätes und ein Bremssystem eines derartigen fremdkraftgebremsten Gerätes, wobei in Abhängigkeit von einem Schleppmoment eines das Gerät ziehenden Nutzfahrzeuges ein Bremssignal zum Abbremsen des Anhängers bei Motorbremsung des Nutzfahrzeuges generiert wird.

Notbremseinrichtung für ein Schienenfahrzeug, Bremsanlage für ein Schienenfahrzeug sowie Schienenfahrzeug

Die Erfindung betrifft Notbremseinrichtung für ein Schienenfahrzeug, mit einer Notbremssteuerventileinrichtung (14), welche es vermag, einer pneumatischen Bremseinrichtung des Schienenfahrzeugs einen Notbremssteuerdruck bereitzustellen; und einer Notbremseinstelleinrichtung (12, 54), die es vermag, den der pneumatischen Bremseinrichtung bereitgestellten Notbremssteuerdruck in Abhängigkeit von mindestens einem Lastwert des Schienenfahrzeugs und einem Geschwindigkeitswert des Schienenfahrzeugs einzustellen. Die Erfindung betrifft außerdem eine Bremsanlage für ein Schienenfahrzeug sowie ein Schienenfahrzeug.

Bremssystem fuer ein elektrisches Bahnfahrzeug

LOKOMOTIV-BREMSSYSTEM

Lineare magnetische Schienenbremse

Die Erfindung betrifft eine lineare magnetische Schienenbremse (1; 101; 201; 301) mit wenigstens zwei benachbarten Gliedermagneten (5). Zur Diagnose und Überwachung der Schienenbremse ist zumindest ein Magnetfeldsensor (6; 106; 206; 306) vorgesehen, der an zumindest einem der Gliedermagnete (5) und/oder zwischen den wenigstens zwei Gliedermagneten (5) angeordnet ist.

Redundant and especially emergency braking system for goods trains

The locomotive computer (18) has at least one external means of switching (40). This is independent of the locomotive computer itself and permits interruption of data communication between locomotive computer (18) and the wagon (or rolling stock) computers (20). Propagation of an emergency signal over the system bus is further described.

Sicherung fuer Bremseinrichtungen

Elektrisch gesteuerte Luftbremseinrichtung fuer Eisenbahnfahrzeuge

Verfahren zur drahtlosen Übertragung von Information

Verfahren zur drahtlosen Übertragung von Informationen zwischen einem beweglichen Objekt (1) und einem stationären Objekt (2), wobei das bewegliche Objekt (1) zumindest einen Sender (4, 7) und das stationäre Objekt zumindest einen Empfänger (16, 19) aufweist, dadurch gekennzeichnet, dass das bewegliche Objekt (1) zwei Sender (4, 7) aufweist, welche auf unterschiedlichen Funkfrequenzen Signale emittieren, dass das stationäre Objekt (2) zwei Empfänger (16, 19) zum Empfang der Signale der zwei Sender (4, 7) aufweist, wobei ein Signal des ersten Senders (4) mit einem Signal des zweiten Senders (7) mittels je einer Zuordnungskennung in beiden Signalen miteinander korreliert und dann beide Signale emittiert werden, wobei die zwei Empfänger (16, 19) das Signal des ersten Senders (4) und das damit korrelierte Signal des zweiten Senders (7) empfangen und einer Auswerteinheit (11) zuführen, wobei in der Auswerteinheit (11) die Zuordnungskennung des Signales des ersten Senders (4) und die...

Elektropneumatische Druckluftbremse fuer Schienenfahrzeuge

Elektropneumatische Bremseinrichtung fuer Schienenfahrzeuge

Brake testing plant for rail-borne transport has additional auxiliary unit to assist in connection of the central test device to the train and to enable testing to be undertaken in more limited space

Brake test device has a central brake testing device (1) and an auxiliary unit (10) for connection to the vehicle brakes. The vehicle is connected to the auxiliary connection via a connection (22), while the auxiliary unit is connected to the central unit via a further connection (24). The auxiliary unit includes a piston valve and solenoid for shutting of air supply to the vehicle. The auxiliary unit also includes a pressure sensor. An Independent claim is made for a method for testing rail borne vehicles which allows selection of one of three test functions: leak testing, braking and activating.

Bremseinrichtung eines Schienenfahrzeugs mit separatem Betätigungsorgan zur Betätigung der aktiven Druckluftbremse als Festhaltbremse

Bremseinrichtung (1) eines Schienenfahrzeugs mit einer aktiven, durch ein Betätigungsorgan betätigbaren Druckluftbremse als Betriebsbremse beinhaltend wenigstens einen pneumatisch betätigten Aktuator (2, 4, 6, 8), der belüftet die Druckluftbremse zuspannt und sie entlüftet löst, sowie mit einer passiven Federspeicherbremse als Feststellbremse beinhaltend wenigstens einen gegen die Wirkung einer Speicherfeder pneumatisch betätigten Federspeicherbremszylinder (24, 26), der entlüftet die Federspeicherbremse zuspannt und sie belüftet löst, dadurch gekennzeichnet, dass der Federspeicherbremszylinder (24, 26) mit einem Druckluftvorrat (28) ständig in druckluftleitender Verbindung steht, wobei a) eine mit dem Druckluftvorrat (28) in druckluftleitender Verbindung stehende, durch ein weiteres, separates Betätigungsorgan (52) steuerbare Ventileinrichtung (54, 55, 60) vorgesehen ist, zum Steuern der Druckluftbremse als Festhaltebremse in dem durch die Betriebsbremse eingebremsten Zustand des Schienenfahrzeugs ...

Improvements in electro pneumatic valves for compressed air brakes

... 212,898. Compagnie GÚmÚrale d'ElectricitÚ. March 16, 1923, [Convention date]. Fluid-pressure.-In an electromagnetically controlled distributor valve for fluid pressure brakes, the brake cylinder pressure established is dependent upon the intensity of the current supplied to the coil of the valve. The valve may be combined with the usual automatic compressed air brake system. The intensity of the current and thus the braking pressure may be caused to vary according to the load and the speed of a vehicle to which the brake is applied, so as to avoid skidding of the wheels. The rod 16 forming the plunger of a solenoid curries a pair of pistons 6, 7, the area of the piston 7 being twice that of the piston 6 which controls ports 11, 10 leading respectively by connections 3, 4 to the auxiliary reservoir and the exhaust passage of the triple valve of an automatic pressure brake system. The brake cylinder is connected at 2. The coils of the valves for the several vehicles of a train are connected ...

Improvements in or relating to a Drivers' Brake Valve Arrangement for a Railway Vehicle Compressed Air Braking System

... 1,167,618. Fluid-pressure brakes. KNORR-BREMSE G.m.b.H. 7 April, 1967 [7 April, 1966], No. 16171/67. Heading F2F. In a railway vehicle compressed air braking system including a driver's brake valve arrangement having an electro-pneumatically pre-controlled pressure regulator 12 in which the adjusting spindle 11 of the pressure regulator 12 is coupled via gearing 10 to an electric motor 9, a regulating valve 15 is adapted to be energized only by an automatic electrical control unit 20 and connected between the pressure regulator 12 and a relay valve 19 for supervizing the main air pipe pressure in the train pipe H L . A limit switch 13, which is combined with pressure regulator 12, is connected in a circuit of the regulating valve 15 and is closed in one end position of the pressure regulating valve 15. The output of the pressure regulator 12 is connected by a pipe line 16 to the electrically controlled regulating valve 15 and, in turn, via a pipe line 17 to a balancing reservoir 18 to control ...

Improvements in and relating to Fluid Pressure Braking Apparatus.

... 16,608. Westinghouse Brake Co., [Assignees of Turner, W. V.]. July 27, [Convention date]. Fluid-pressure.-The car equipment for an electropneumatic brake system includes a triple valve and an independent electricallycontrolled valve system, and amanually-operated valve adapted to cut out either of these valve devices while cutting in the other. The electric emergency valve is also operable by sudden train pipe pressure-reductions to allow of pneumatic emergency applications with the triple valve cut out. To avoid waste of current, the circuit of the release valve is broken automatically by a pneumatically-controlled switch when the brake cylinder has exhausted. The train-pipe, brake cylinder, auxiliary reservoir, supplementary reservoir, and brake cylinder exhaust connected respectively at 15, 32, 24, 23, 55 communicate either with the electric valve system 2, 4, 6, as shown, or with the triple valve 67, according to the position of the rotatable cap 68. The auxiliary and supplementary ...

Drive control system and mobile unit including the drive control system

A railway signalling system

A railway signalling system is described which comprises control means for controlling the movements of railway vehicles on a railway track, including storage means for storing data defining physical characteristics of the railway track and the locations of the vehicles, first processing means for processing the data stored in the storage means to determine permissible movements of the vehicles, and first communication means for transmitting to the vehicles movement data defining the vehicles' permissible movements; and protection means carried by at least one of the vehicles for causing the vehicle to move under the control of the control means, comprising second communication means for receiving the said movement data relating to the vehicle, second storage means for storing geographical data defining physical characteristics of the railway track, second processing means for processing the movement data in dependence on the geographical data to determine an operating speed for the said ...

Self testing process for a railway brake system

A brake system has a brake ECU comprising a microcontroller and a non-volatile memory. The non-volatile memory is adapted to store the result of tests on the safety circuits carried out during, before or after operation of the brake system, the result of the tests being assigned one of at least two statuses, at least one of the said statuses being indicative of an unhealthy test. At start-up of the brake system self-tests are carried out on the circuits or components of the brake system for which an unhealthy status has been stored in the non-volatile memory, thereby enabling the brake system to operate prime functions without prior self-test. The tests may be performed at closedown and prioritised, with failed tests the highest priority and overdue tests the next priority.

Monitor

A monitor (M1, M2, M3) for use with an apparatus comprises at least one of a relay and a pressure transducer and a first sensor to detect operational events of the apparatus and a second sensor to sense prevailing environmental conditions proximal to the apparatus. The monitor further comprises an interface to allow sensed operational event data and prevailing environmental data to be outputted from the monitor. The monitor is preferably for use in monitoring brake relay systems (R1, R2, R3) on trains which have electro-pneumatic brake rams (H1, H2, H3). A transducer may measure the pressure of gas caused by the ram. A monitor or a network of a plurality of monitors allows rail network operators to monitor and log actuation events so as to estimate when components need repairing or replacing.

Improvements in and relating to control systems and apparatus for air compressors

... 182,333. British Thomson - Houston Co., Ltd., (General Electric Co.). July 12, 1921. Systems depending on the use of two or more motors.-Relates to the control of a set of motors driving air-compressors such as are used on railway trains. Any one motor 11 is automatically cut out by a pneumatically-operated switch 27, which becomes operative when the air pressure either in the corresponding reservoir 12 or in the reservoirs of other compressors of the set, reaches a limit. Air is admitted to the pneumatic switch 27 by a valve 19 actuated either by a piston and cylinder directly connected to the reservoir or by a solenoid 21 fed with low-potential current from a motor-generator set 23 through a train wire 22. The motor-generator set is connected to the trolly by a manual switch 24.

Automatic shut-off device for electro-pneumatic braking equipment

... 1,022,942. Electro-pneumatic brake systems. COMPAGNIE DES FREINS ET SIGNAUX WESTINGHOUSE. May 22, 1964 [May 30, 1963], No. 21211/64. Heading F2F. An arrangement whereby an electro pneumatic valve EVS and a shut-off device D1 co-operate to return to pneumatic control in the event of a failure of the electric supply, comprises a brake pipe CG, a main pipe, a triple valve or distributer, an electromagnetically operated brake release valve, a control reservoir, an auxiliary reservoir, an electropneumatic brake application valve and a shut-off device. Normally the pressure from the brake-pipe CG is operative in the chamber 14 to hold the piston 10 against the spring 8 whereby the valve 7 is kept open and the pressure distributed in the chambers 5, 6 and 12 as well as in chamber 14, the valve 2 being held open and the valve 1 held closed by a solenoid acting on the rod 3. In the event of an electric failure or if power is otherwise cut off, the valve 1 opens and the valve 2 closes. The brake ...

Improvements in and relating to Fluid Pressure Braking Apparatus.

... 3340. Rendell, A. W. March 2. Fluid - pressure. - The blow-down valve 15, provided to limit the brakecylinder pressure in systems in which fluid can be admitted directly from the main reservoir as well as from the auxiliary reservoir, is adapted to be cut out of operation by an emergency reduction of pressure in the train-pipe. Waste of fluid, in the event of an application by means, such as track-trip devices, outside the immediate control of the driver, is thus prevented. An electro-pneumatically controlled system, such as is described in Specification 19,948/13, is shown. The blow - down valve communicates with the brake cylinder 2 through pipes 4, 14 and a valve 17, which is normally maintained open by a spring 24, but is closed by an excessive reduction of pressure in the train-pipe 3 acting through a pipe 12 upon a movable abutment 21. The valves 5, 8, 11 control cummunication respectively between the main reservoir and the brake cylinder, between the triple-valve exhaust and the ...

Improvements in electro-pneumatic valves

... 269,640. Glenn, S. L., and Pierce, E. E. Jan. 16, 1926. Electric and pneumatic operation.-An electropneumatic valve primarily for controlling electropneumatic railway signalling devices, but applicable also for other purposes, comprises a main casting 1, Figs. 1 and 2, preferably with a supporting flange 2, a valve casing 7 registered with reference to the main casting 1 by three flanged ears 8 and dowel pins 9, and a weatherproof housing 22 secured underneath the main casting by screws 23 for the solenoid 21 actuating the double valve 12. The main casting has four dowel holes 10 in only three of which dowels are fitted; the dowels may, however, be changed in, position to vary or reverse the registered position of the valve casing on the main casing. The valve 12 is double conical, as shown, the lower seating being of larger diameter and slightly chamfered and hardened; the screwdriver slots are formed at opposite ends of the spindle to facilitate grinding the valves. The valve casing is ...

BRAKE CONTROL SYSTEM

VEHICLE BRAKE SYSTEM

Improvements relating to rail vehicle braking apparatus

... 895,850. Electro-pneumatic brakes. WESTINGHOUSE BRAKE & SIGNAL CO. Ltd. July 28, 1960 [July 31, 1959], No. 26301/59. Class 103 (1). Rail vehicle braking apparatus has a triple valve 14 controlling communication of the brake cylinder pipe either with the reservoir 17 or atmosphere, depending on the position of a pressure-sensitive element 25 separating two chambers 26, 27, a change-over valve 33 enabling communication between the chamber 26 and the brake cylinder or the pipe 11, and electromagnetically-operated valves 36, 37 for controlling communication of the chamber 27 with the reservoir 17 or with atmosphere. As shown, changeover valves 33 and 40 are set for electro-pneumatic operation, valves 36 and 37 being energized so that the chamber 27 is vented, this action in turn lowering a hollow stem 23 to vent the brake cylinder through pipe 24, and the brakes are released. The brakes are applied by de-energizing the valves 36 and 37 so that compressed air flows into the chamber 27 from the ...

VALVE ARRANGEMENT FOR CONTROLLING A PRESSURE MEDIUM OPERATED BRAKE SYSTEM

... 1480808 Controlling fluid pressure brakes KNORR BREMSE GmbH 1 Nov 1974 [7 Nov 1973] 47422/74 Heading F2F A valve arrangement for controlling fluid pressure braking for vehicles such as rail vehicles includes a valve device 1 operable to set one or more pressures and having a stepped piston 6, with faces in a predetermined area ratio to each other, which controls a two-way valve 7 controlling the supply of pressure to or exhaust from the brake cylinder 3; selectively operable solenoid valves 63 ... 66 allow pressure fluid to act on a predetermined face or combination of faces in accordance with the pressure required and a biasing arrangement in the form of a spring 43 provides a continuously effective axial force, independent of the control pressure, to the piston in a direction opposite to the force of the pressure fluid. The force of the spring 43 may be augmented or replaced by a pressure acting on the piston and proportional to the vehicle load as for example from a pneumatic suspension ...

Improvements relating to fluid pressure braking apparatus

... 244,928. Winter, H. J., and Westing- house Brake & Saxby Signal Co., Ltd. Jan. 10, 1925. Fluid-pressure. - Electrically-driven vehicles fitted with straight air brakes are provided with means, as described below, whereby fluid under pressure is automatically supplied to the brake cylinder to apply the brakes when the driver releases the handle of the motor-controller. The invention is shown applied to a double-end brake equipment comprising driver's valves 1, main reservoir 2, brake cylinder 3, and main reservoir and train pipes 7 and 12. In the form shown in Fig. 1, a relay valve 4, controlled by an electromagnetically operated pilot valve 13, controls communication from the main reservoir, through. the pipe 7 and a valve 6 to a pipe 10 leading to the brake cylinder. The circuit of the winding 14 of the valve 13 includes a switch 16 adapted to be closed by a button on the motor-controller handle as long as the driver retains his hold on the latter, whereby the valve is held in the position ...

Park brake control assembly

Park brake control assembly

Park brake control assembly

DEVICE FOR OPERATION AT LEAST ONE BRAKE AGGREGATE, IN PARTICULAR FOR A RAIL-MOUNTED VEHICLE

VORRICHTUNG ZUM BETAETIGEN MINDESTENS EINES BREMS- AGGREGATES, INSBESONDERE FUER EIN SCHIENENFAHRZEUG

VALVE UNIT, BRAKE CONTROL UNIT, VEHICLE BRAKE ASSEMBLY AS WELL AS VEHICLE

PROCEDURE FOR THE WIRELESS TRANSMISSION OF INFORMATION

EINRICHTUNG IN EINER ELEKTROPNEUMATISCHEN BREMSE, INSBESONDERE FUER SCHIENENFAHRZEUGE, ZUM ENTLUEFTEN DER HAUPTLUFTLEITUNG

EINRICHTUNG ZUR STEUERUNG EINER MAGNETSCHIENENBREMSE

BRAKE CONTROL DEVICE FOR AN ELECTRICAL VEHICLE

Vorrichtung zur Bremsenauslegung

Die Erfindung bezieht sich auf eine Vorrichtung zur Bremsenauslegung für ein Fahrzeug, insbesondere zur Auslegung von zumindest einer Bremsanordnung eines Schienenfahrzeugs, wobei eine Eingabeeinrichtung (1), eine Recheneinrichtung (2) sowie eine Ausgabeeinrichtung (3) vorgesehen sind. Es wird vorgeschlagen, dass in der Recheneinrichtung (2) ein Computerprogrammprodukt, welches eine Mehrzahl an miteinander verbindbar und voneinander trennbar ausgebildeten Computerprogrammprodukt-Modulen zur Bremsenauslegung aufweist, vorgesehen ist. Dadurch wird eine hohe Flexibilität der Bremsenauslegung im Hinblick auf eine verfügbare Rechnerkapazität bewirkt.

Method for determining the thermal and mechanical conditions of vehicle brakes

Die Erfindung bezieht sich auf ein computerimplementiertes Verfahren zur Bestimmung thermischer und mechanischer Zustände von einer Bremsanordnung mit zumindest einer ersten Bremsvorrichtung eines Fahrzeugs, insbesondere von zumindest einer Reibungsbremsanordnung eines Schienenfahrzeugs, wobei als Parameter variierbare Fahrzeugparameter (1) und variierbare Bremsparameter (2) eingelesen werden, mittels der Fahrzeugparameter (1) und der Bremsparameter (2) zumindest ein erster technischer Zustand der Bremsanordnung ermittelt wird und ein entsprechendes Ermittlungsergebnis ausgegeben wird. Um vorteilhafte Verfahrensbedingungen zu schaffen, wird vorgeschlagen, dass der zumindest erste technische Zustand der Bremsanordnung mittels zumindest eines variierbaren Fahrparameters (3), variierbarer Streckenparameter (5) und zumindest eines variierbaren Umweltparameters (4) bestimmt wird. Dadurch wird eine besonders präzise Bewertung von Fahrzeugbremsen im Hinblick auf ihr thermisches und mechanisches ...

BRAKE MECHANISM FOR THE CONTROLLING OF THE APPLICATION OF PRESSURE OF A BRAKE CYLINDER WITH A PNEUMATIC BRAKE SYSTEM

Emergency brake device for a railway vehicle

Notbremseinrichtung (1) für ein Schienenfahrzeug mit einer Druckluftbremsanlage, bei welcher eine Bremsung durch Absenken des Luftdrucks in einer Hauptluftleitung (7) bewirkbar ist und welche eine ausschließlich elektrische Anbindung einer Fahrgastnotbremse (2) aufweist.

TAXTURN OUT FOR FUR AN ELECTRO-PNEUMATICALLY BETATIGBARE, MULTI-LEVEL ONE BRAKE

CONTROL FOR ELECTRO-PNEUMATIC BRAKE

MECHANISM FOR THE CONTROLLING OF A MAGNET SLIPPER BRAKE

ELECTRO-PNEUMATIC BRAKE MECHANISM OF A RAIL-MOUNTED VEHICLE

CONTROL SYSTEM FOR AUTOMATIC BRAKES OF A RAILWAY VEHICLE WITH ELECTRICAL SIGNAL TRANSMISSION.

FUEHRERBREMSVENTIL.

BRAKE SYSTEM FOR WHEELED VEHICLES.

BRAKE SYSTEM WITH STEPPING MOTOR.

ELECTRONIC BEING FOR ELECTRO-PNEUMATIC BRAKE ASSEMBLIES OF RAIL-MOUNTED VEHICLES.

FUEHRERBREMSANLAGE FUER A RAIL-MOUNTED VEHICLE.

BRAKE OPERATION MECHANISM FOR RAIL-MOUNTED VEHICLES

RELAY VALVE FOR COMPRESSED AIR BRAKE SYSTEMS OF RAIL-MOUNTED VEHICLES

Electro-pneumatic brake mechanism for rail-mounted vehicles

ELECTRONIC CONTROL SYSTEM FOR THE BREMSEGELUNG OF A GLEISFAHRZEUGS

TAXTURN OUT FOR FUR AN ELECTRO-PNEUMATICALLY BETATIGBARE, MULTI-LEVEL ONE BRAKE

PROCEDURE FOR THE REMOTE CONTROL OF BREMSKRAFTVERTEILERN AND BREMSKRAFTVERTEILER FOR THE EXECUTION OF THIS PROCEDURE

Electro-pneumatic compressed air brake for rail-mounted vehicles

BRAKE SYSTEM, IN PARTICULAR FOR VERY LONG COURSES

PROCEDURE AND DEVICE FOR THE CONTROLLING OF THE ARGUMENT SUPPLY WITH RAIL-MOUNTED VEHICLES (COMPRESSOR MANAGEMENT)

Intelligent locomotive brake control system

An intelligent locomotive brake control system which selects and optimizes use of dynamic, independent, and automatic brakes on the locomotive to assure intended brake power, to minimize in-train forces, minimize brake component wear, and to automate standard train brake protocol. The system may be programmed to alter an automatic brake application commanded by a train driver to omit or reduce the amount of the automatic brake application in favor of a dynamic brake application, and independent brake application, or combination thereof.

Railway braking system for railway vehicle and method for braking a railway vehicle comprising such a system

The invention relates to a railway braking system (1) comprising a first pneumatic distribution device (51) formed by a first distributor provided with a single inlet opening (54a,b) connected to a source for supplying pneumatic pressure mediums (73) and with a single outlet opening (55a,b) connected to a parking brake chamber (25) in order to optionally supply a parking brake (7) with a second pneumatic pressure medium so as to place said brake in either of inoperative and operative configurations, and a second pneumatic distribution device (61) formed by a second distributor provided with a single inlet opening (64a,b) connected to said supply source and with a single outlet opening (65a,b) connected to a service pressure chamber (13) in order to supply a service brake (6) with a third pneumatic pressure medium of which the pressure value is predetermined, so as to apply a predetermined braking force when said parking brake is in the operative configuration thereof.

ELECTRO-PNEUMATIC BRAKE SYSTEMS

Railway emulation brake

On-Board Brake System Diagnostic and Reporting System

A brake valve diagnostic and reporting system for a pneumatic only brake valve on a rail car which includes a brake pipe transducer (BPT) for measuring brake pipe pressure; and a brake cylinder transducer (BCT) for measuring brake 5 cylinder pressure. A processor (40) receives measurements from the transducers, compares the measurements against stored brake performance profiles, determines brake status from the comparison and prepares an event report for preselected brake statuses. A wireless transmitter (46) connected to the processor (40) connected to the processor (40) transmits the report. An 10 energy storage device (48) powers the processor and transmitter 12 - 30 RET g ART AUX EMERGENCY C GPSE ES. RESERVOIR 47 GSLE1 25 40 BPT BC ETR VOLUME ACC P B T2 24 ACC /P - - BCT1 49 PWR CVB 448 ...

Pneumatic timer for delaying the application of an emergency braking pressure

Воздухораспределитель для автоматически действующих пневматических тормозов

1. Воздухораспределитель для автоматически действующих пневматических тормозов для создания давления в тормозном цилиндре по меньшей мере в одном подключенном тормозном цилиндре (4) в зависимости от разницы в давлении между давлением в подключенной основной воздушной магистрали (L) поезда и сохраненным эталонным давлением (А), состоящий из главной части (1), магистральной части (2) и опоры (3), с каналом (KZE) для дополнительного выпуска воздуха от магистральной части через опору к главной части, при этом главная часть (1) содержит следующие детали: ! - управляющий поршень (7) с поршневым штоком (16), на который, с одной стороны, воздействует эталонное давление (А), а с другой стороны, - управляющее давление (S) и по меньшей мере одна нажимная пружина (13), а также ! - уравнительный поршень (8), на который воздействует давление (С) тормозного цилиндра (4), противодействующее по меньшей мере одной нажимной пружине (20), и ! - двухседельный клапан (10), в котором в результате приближения управляющего поршня (7) за счет поршневого штока (16) открывается впускной клапан (103), а за счет его удаления - выпускной клапан (101), при этом впускной клапан (103) находится на пути перемещения воздуха из запасного воздушного резервуара (5) по направлению к тормозному цилиндру (4), а выпускной клапан (101) - на пути перемещения воздуха от тормозного цилиндра (4) к окружающей среде (О), ! отличающийся тем, что ! главная часть (1) содержит клапан (11), состоящий из корпуса (111) клапана, нажимной пружины (112) и седла (113) клапана, при этом на корпусе (111) клапана и седле (113) клапана противоположно расположены камеры давления, которые связаны с каналом (KZE) для дополнительного выпуска во� РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 107 737 (13) U1 (51) МПК B60T 15/18 B60T 13/26 (2006.01) (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ТИТУЛЬНЫЙ ЛИСТ ОПИСАНИЯ ПОЛЕЗНОЙ МОДЕЛИ К ПАТЕНТУ (21)(22) Заявка: 2011105319/11, 15.02.2011 (24) Дата ...

Method and system for rail vehicle control

A system comprises a control module that is configured for operable coupling with at least one of a brake system and/or a penalty detection system of a first vehicle. The control module is further configured to operate in a first mode of operation. In the first mode of operation, the control module activates the brake system, responsive to receiving a first control signal from a second vehicle; the first and second vehicles are coupled in a consist. Alternatively or additionally, the control module is configured to operate in a second mode of operation. In the second mode of operation, the control module is configured to generate the first control signal for transmission to the second vehicle and activation of a brake system of the second vehicle, responsive to receiving a second control signal from the penalty detection system.

Brake pressure computing apparatus, brake control system, and non-transitory computer-readable memory medium

A brake pressure computing apparatus acquires a target cylinder pressure which is a target value of the pressure inside the brake cylinder of an air brake, and is equipped with a target cylinder pressure acquirer, a deceleration differential information acquirer, and a target cylinder pressure correction value acquirer. The target cylinder pressure acquirer acquires a target cylinder pressure on the basis of a required braking force and a target cylinder pressure correction value. The deceleration differential information acquirer acquires deceleration differential information indicating the difference between the target value of the deceleration and the actual value of the deceleration. The target cylinder pressure correction value acquirer acquires the target cylinder pressure correction value on the basis of the deceleration differential information.

BRAKE CONTROL DEVICE, AND BRAKE CONTROL METHOD

A required brake force calculator calculates a required brake force for each vehicle based on a load on the vehicle or carriage detected by a variable load detector and a brake command acquired by a command acquirer. A target brake force calculator, based on the required brake force, calculates a common target brake force for a vehicle driven by a main electric motor and calculates a common target brake force for a vehicle not driven by a main electric motor. A control pattern generator, based on the target brake force and a vehicle speed detected by a speed detector, generates a common control pattern for electric power converters. An electric brake force calculator calculates an electric brake force generated by operation of main electric motors. A supplementer sends a brake force command value based on the electric brake force and the target brake force to mechanical brakes. 1. A brake control device comprising:an electric power converter to control a main electric motor inducing wheel rotation;a variable load detector to detect a load on a vehicle or a carriage attached to the vehicle;a command acquirer to acquire a brake command that includes a deceleration of the vehicle;a speed detector to detect a speed of the vehicle;a required brake force calculator to calculate a required brake force for each of the vehicle or the carriage, based on the load on the vehicle or the carriage and the brake command;a target brake force calculator to calculate, based on the required brake force calculated for each of the vehicle or the carriage, a target brake force that is common for each of the vehicle or the carriage driven by the main electric motor, and a target brake force that is common for each of the vehicle or the carriage not driven by the main electric motor;a control pattern generator to generate a common control pattern for use in control of the main electric motor, based on the target brake force and the speed of the vehicle;an electric brake force calculator to ...

RAIL VEHICLE BRAKING SYSTEM AND BRAKING METHOD FOR A RAIL VEHICLE COMPRISING SUCH A SYSTEM

Disclosed is a railway braking system including a service brake supplied by a first source, a parking brake having a device for immobilizing the service brake and a mobile control device for mobile control of the immobilizing device, and a command and control unit configured to receive information indicative of a value of the first source, process information indicative of a parking brake setpoint so as to actuate the control device, and determine a value of a second source according to the setpoint and to the information indicative of a value of the first source, so as to supply a pressure chamber of the service brake. 15. A rail vehicle braking system with brakes that have at least one lining or at least one block () , comprising:{'b': 2', '102, 'a body ( ; );'}{'b': 4', '5, 'a braking linkage () configured to act on at least one said brake that has at least one lining or at least one block ();'}{'b': 6', '106', '8', '108', '2', '102', '4', '2', '102', '13', '113', '8', '108, 'a service brake ( ; ) comprising a braking piston ( ; ) which is movable relative to said body ( ; ) to act on said braking linkage () and delimits with said body ( ; ) a service brake pressure chamber ( ; ) configured to be supplied by a first source of pneumatic pressure agent to put said braking piston ( ; ) into a service braking position; and'}{'b': 7', '107', '8', '108', '6', '106, 'a parking brake ( ; ) configured to act on said braking piston ( ; ) of said service brake ( ; ) and having a working configuration and a resting configuration;'}{'b': 1', '7', '107, 'said rail vehicle braking system () being wherein said parking brake ( ; ) comprises{'b': 20', '120', '2', '102', '8', '108', '20', '120', '8', '108', '7', '107, 'a blocking device ( ; ) which is movable relative to said body ( ; ) to act on said braking piston ( ; ) and having a first position and a second position in which said blocking device ( ; ) is configured to immobilize said braking piston ( ; ) in service braking ...

Mechanically Activated CAM Extension Cylinder

A brake actuator for a brake rigging in a railway brake system includes a brake cylinder; a piston rod disposed on the brake cylinder and connected to a piston assembly in the brake cylinder, the piston rod being configured to be moved by the piston assembly in a reciprocal axial motion and including at least one lateral protrusion extending therefrom; and an extension cylinder disposed on the brake cylinder at least partially surrounding the piston rod, the extension cylinder including at least one cam surface engaged by the at least one lateral protrusion of the piston rod. The extension cylinder is configured to be connected to a hand brake mechanism and to be actuated by the hand brake mechanism to rotate such that the cam surface engages the lateral protrusion of the piston rod to cause the piston rod to move to the extended position.

Unattended Railcar Motion Control System

A method and mechanism for initiating an emergency stop for an unattended railcar is disclosed. The method may include using a trip arm placed alongside the railway tracks at a designated stop point that may contact a portable trip-cock lever arm that extends out beyond the perimeter of the railcar if the railcar reaches the stop point as it moves along the track. The trip-cock lever arm may be attached to a valve that is connected to the pneumatic brake system of the unattended railcar. As the trip-cock lever arm rotates, the valve may open to release the air pressure in the pneumatic brake system causing the brakes to engage the wheels causing the railcar to stop.

AUTOMATIC PARKING BRAKE FOR TRUCK MOUNTED BRAKE CYLINDER

An automatic parking brake for a truck mounted brake cylinder. The automatic parking brake includes rod that is interconnected to a piston of the brake cylinder and can prevent the piston from returning to the brakes releases position. The rod is controlled by locking nut that will rotate if the rod moves axially through the locking nut and a locking sleeve that is moveable between a locked position, where the locking sleeve engages the locking nut and prevents from the nut from rotating, and a released position, where the locking sleeve is disengages from the locking nut and the locking nut is free to rotate. A spring provides a force biasing the locking nut into the locked position, and brake pipe pressure biases the locking sleeve into the released position. 1. An automatic parking brake , comprising:a rail car brake beam;a housing associated with the rail car brake beam;a locking nut positioned in the housing for rotation within the housing and having a post that extends out of the housing;a rail car brake lever secured to the post of the locking nut so that the locking nut will rotate with the rail car brake lever;a locking sleeve positioned in the housing and fixed against rotation within the housing, wherein the locking sleeve is moveable axially within the housing between a first position where locking sleeve is engaged with the locking nut to prevent rotation of the locking nut within the housing and a second position where the locking sleeve is disengaged from the locking nut so that the locking nut is allowed to rotate within the housing.2. The automatic parking brake of claim 1 , further comprising a spring positioned in the housing to provide a biasing force that biases the locking sleeve into the first position.3. The automatic parking brake of claim 2 , further comprising a chamber in communication with a source of brake pipe pressure and the locking sleeve so that when a predetermined amount of brake pipe pressure is supplied to the chamber the ...

Method for Influencing the Kinematic Behavior of a Vehicle

A method for influencing the kinematic behavior of a vehicle, in particular a rail vehicle with at least one friction brake system, wherein a brake effect is generated by pressing at least one first and second friction elements against each other, where to achieve advantageous method conditions, temperatures of at least the first friction element are calculated from at least speed, brake pressure, external temperature of the vehicle and absolute times, and heat conduction through the first friction element and a speed-dependent cooling process of the first friction element are taken into consideration during the calculation, and where the kinematic behavior of the vehicle is influenced based on the calculation such that expensive fitting of the friction brake system with sensors for measuring friction element temperatures can be advantageously omitted, and the thermal state of the friction brake system can still be estimated with a high degree of precision. 111.-. (canceled)12. A method for influencing kinematic behavior of a vehicle having at least one friction brake system , wherein a braking effect being generated by pressing at least a first friction element and a second friction element against each other , the method comprising:calculating at least temperatures of at least the first friction element from information relating to at least a speed, a brake pressure, a surrounding external temperature of the vehicle and absolute times, a heat conduction through the at least first friction element and a speed-dependent cooling of the at least first friction element being taken into consideration during said calculation; andinfluence the kinematic behavior of the vehicle based on the calculation.13. The method as claimed in claim 12 , wherein heat conduction through the second friction element and speed-dependent cooling of the second friction element are taken into consideration when performing the calculation.14. The method as claimed in claim 12 , further ...

Railroad Control Valve with Modified Electronically Controlled Pneumatics (ECP) Mounting Face

A service portion of a rail control valve having a charging check valve assembly that includes a body defining a piston passageway, an inshot valve passageway, and a service accelerated release valve passageway. The body includes a mounting flange having a mounting face having ECP porting. The service portion also includes an inshot valve received by the inshot valve passageway and a service accelerated release valve received by the service accelerated release valve passageway. The service portion further includes a cover plate mounted to at least a portion of the mounting face. A clearance is present between the cover plate and the charging check valve assembly. 1. A service portion of a rail control valve having a charging check valve assembly comprising:a body defining a piston passageway, an inshot valve passageway, and a service accelerated release valve passageway, wherein the body comprises a mounting flange having a mounting face having ECP porting;an inshot valve received by the inshot valve passageway;a service accelerated release valve received by the service accelerated release valve passageway; anda cover plate mounted to at least a portion of the mounting face,wherein a clearance is present between the cover plate and the charging check valve assembly.2. The service portion of claim 1 , wherein the mounting flange of the ECP porting is formed with a reduced thickness to form the clearance.3. The service portion of claim 2 , wherein the clearance is formed by machining the mounting face of the mounting flange.4. The service portion of claim 1 , wherein the cover plate has a uniform thickness.5. The service portion of claim 1 , wherein the cover plate comprises a first section of a first thickness and a second section of a second thickness claim 1 , wherein the first thickness is greater than the second thickness to define the clearance.6. The service portion of claim 5 , wherein the second section of the cover plate is located directly beneath the ...

Systems, Methods And Devices For Remote Control Locomotive Training

According to various aspects, exemplary embodiments are disclosed of systems, methods and devices related to remote control locomotive training. In an exemplary embodiment, a system includes a trainee operator control unit configured for wireless communication with a locomotive control unit for transmitting one or more commands to the locomotive control unit. A trainer is configured for wireless communication with the trainee operator control unit. The trainer is configured for monitoring the trainee operator control unit including the one or more commands transmitted from the trainee operator control unit to the locomotive control unit. The trainer is configured to transmit a brake application override command to the trainee operator control unit. And, the trainee operator control unit is configured to relay the brake application override command and/or a stop command to the locomotive control unit.

Vehicle control device, vehicle control method and program

A powering pattern representing velocity of a vehicle at each position of a powering interval in a braking delay period between a timing at which the vehicle exceeds allowable velocity and a braking timing at which the vehicle starts to brake, and a coasting pattern representing velocity of the vehicle at each position of a coasting interval subsequent to the powering interval in the braking delay period are calculated after calculating a braking pattern representing velocity of the vehicle in a braking interval, which is a running interval subsequent to the coasting interval and which occurs between a position of the vehicle at the braking timing and a target position for controlling the vehicle to run at predetermined velocity or less, wherein an acceleration characteristic depending on velocity of the vehicle is used to calculate at least the powering pattern.

Systems and methods for monitoring brake systems on railway assets

Systems for monitoring brake systems on railway assets include a load measuring device. The load measuring device includes an instrumented coupling configured to be connected to the rigging of a brake system of the railway asset; and to an underframe of the railway asset. The load measuring device also includes a data collection unit configured to process an output of a sensor of the instrumented coupling and, based on the sensor output, determine the force being transmitted between the brake rigging and the underframe.

AUTOMATIC PARKING BRAKE FOR TRUCK MOUNTED BRAKE CYLINDER

An automatic parking brake for a truck mounted brake cylinder. The automatic parking brake includes rod that is interconnected to a piston of the brake cylinder and can prevent the piston from returning to the brakes releases position. The rod is controlled by locking nut that will rotate if the rod moves axially through the locking nut and a locking sleeve that is moveable between a locked position, where the locking sleeve engages the locking nut and prevents from the nut from rotating, and a released position, where the locking sleeve is disengages from the locking nut and the locking nut is free to rotate. A spring provides a force biasing the locking nut into the locked position, and brake pipe pressure biases the locking sleeve into the released position. 1. An automatic parking brake , comprising:a rail car brake beam;a housing associated with the rail car brake beam;a locking nut positioned in the housing for rotation within the housing and having a post that extends out of the housing;a rail car brake lever secured to the post of the locking nut so that the locking nut will rotate with the rail car brake lever;a locking sleeve positioned in the housing and fixed against rotation within the housing, wherein the locking sleeve is moveable axially within the housing between a first position where locking sleeve is engaged with the locking nut to prevent rotation of the locking nut within the housing and a second position where the locking sleeve is disengaged from the locking nut so that the locking nut is allowed to rotate within the housing.2. The automatic parking brake of claim 1 , further comprising a spring positioned in the housing to provide a biasing force that biases the locking sleeve into the first position.3. The automatic parking brake of claim 2 , further comprising a chamber in communication with a source of brake pipe pressure and the locking sleeve so that when a predetermined amount of brake pipe pressure is supplied to the chamber the ...

POWER CONTROL SYSTEM FOR A VEHICLE SYSTEM

A power control system for a vehicle system identifies coupler nodes in the vehicle system for travel of the vehicle system along a route. The coupler nodes represent slack states of couplers between vehicles in the vehicle system. The system also determines combined driving parameters at locations along the route where a state of the coupler nodes in the vehicle system will change within the vehicle system during the upcoming movement of the vehicle system. The system determines a restriction on operations of the vehicle system to control the coupler nodes during the upcoming movement of the vehicle system and to distribute the combined driving parameters among two or more of the vehicles. 1. A power control system for a vehicle system , the power control system comprising:one or more processors configured to identify coupler nodes in a vehicle system for travel of the vehicle system along a route, the coupler nodes representative of slack states of couplers between vehicles in the vehicle system, the one or more processors also configured to determine one or more combined driving parameters at one or more locations along the route where a state of one or more of the coupler nodes in the vehicle system will change within the vehicle system during the upcoming movement of the vehicle system, wherein the one or more processors also are configured to determine a restriction on operations of the vehicle system to control the coupler nodes during the upcoming movement of the vehicle system and to distribute the one or more combined driving parameters among two or more of the vehicles by determining individual driving parameters for the two or more vehicles based on the restriction that is determined.2. The power control system of claim 1 , wherein the driving parameters that are determined include one or more of a throttle setting of one or more of the vehicles claim 1 , a brake setting of one or more of the vehicles claim 1 , a moving speed of one or more of the ...

VEHICLE BRAKE SYSTEM

Disclosed is a brake system for a railroad vehicle, including a parking brake provided with a piston and having a first configuration in which the piston is in a working position in which it acts on a lining support and applies a predetermined force to a brake disc; a second configuration in which the piston is in a rest position in which it does not act on the support and does not apply any force to the disc; and a third configuration in which, when the vehicle is not at a standstill and the ambient temperature in the environment of the disc is greater than a threshold value, it forces the piston to move towards a trip position different from its working and rest positions, in order to limit or cancel the force applied to the disc. 1. A vehicle braking system comprising:a braking member;a parking brake having an actuator configured to move a braking piston to act on the braking member to apply a load to the braking member,wherein, in a first configuration while the vehicle is moving and an ambient temperature is warmer than a predetermined threshold temperature, the actuator of the parking brake is configured to move from a working position to a fuse position that is different from a resting position,wherein the load applied to the braking member by the actuator is reduced relative to the working position or is eliminated while the actuator is in the first configuration.2. The vehicle braking system of claim 1 , wherein claim 1 , in a second configuration claim 1 , the actuator is in a resting position where the actuator does not apply the load to the braking member and claim 1 , in a third configuration claim 1 , the actuator is configured to apply the load to the braking member and apply the parking brake.3. The vehicle braking system of claim 2 , wherein the actuator includes a spring member in a cavity that also includes the braking piston that delimits a pressure chamber in the actuator.4. The vehicle braking system of claim 3 , wherein the pressure chamber of ...

Pneumatic brake system redundancy in locomotive consists

A train consist for freight transportation includes a first or lead locomotive and at least one second or trail, adjacent locomotive directly connected with one another, followed by a plurality of cars or wagons. Each of the locomotives has an Electronically Controlled Pneumatic Brake System (ECPBS), a brake handle installed in the driver's cab providing electric signals to control the ECPBSs upon train operator's commands, and a communication layer used to transmit various signals between the two or more adjacent locomotives of the consist. The electrical signals generated by the brake handle in the lead locomotive are extended to at least the first trail locomotive through the communication layer in order to control the ECPBS in the trail locomotive, providing full train brake redundancy, allowing non-degraded train operation even in case of an unrecoverable failure of the brake control system in the lead locomotive.

PARK BRAKE CONTROL ASSEMBLY

A park brake control assembly () for a rail vehicle having a brake pipe (), a distributor (), an air supply reservoir (), one or more brake cylinders () and one or more pneumatically operated park brakes (), the distributor () and the park brake control assembly () each having an output port (), wherein the park brake control assembly () includes a plurality of valves () responsive to one or more of the following: (a) brake pipe air pressure; (b) air pressure in the output port () of the distributor (); (c) air pressure in the output port () of the assembly (). 1. A park brake control assembly for a rail vehicle having a brake pipe , a distributor , an air supply reservoir , one or more brake cylinders and one or more pneumatically operated park brakes , the distributor and the park brake control assembly each having an output port , the park brake control assembly including a plurality of valves including a first valve being responsive to brake pipe air pressure and a second valve responsive to either or both:(a) air pressure in the output port of the distributor;(b) air pressure in the output port of the assembly.2. The park brake control assembly according to claim 1 , wherein the plurality of valves of the park brake control assembly operates in parallel to apply the brake.3. The park brake control assembly according to claim 1 , wherein the plurality of valves of the park brake control assembly operates in series to release the brake.4. The park brake control assembly according to claim 1 , wherein the plurality of valves operates in combination to release the brake.5. The park brake control assembly according to claim 1 , wherein each of the first and second valves of the park brake control assembly has a venting port.6. The park brake control assembly according to claim 1 , wherein at least one of the valves of the park brake control assembly is spring biased to respond to a pre-determined air pressure input.7. The park brake control assembly according to ...

Multi-Vehicle Braking System

A braking system conducts an electronic command signal via a cable extending through multiple first vehicles in a first segment of a multi-vehicle system. The electronic command signal directs engagement or release of an air brake coupled to a brake pipe that extends along a length of the multi-vehicle system. A pneumatic command signal is communicated via the brake pipe to one or more second vehicles in a second segment of the multi-vehicle system. The pneumatic command signal directs one or more of the engagement or the release of the air brake coupled to the brake pipe in the one or more second vehicles. 1. A method comprising:conducting an electronic command signal via a cable extending through multiple first vehicles in a first segment of a multi-vehicle system, the electronic command signal directing engagement or release of a brake coupled to a brake pipe that extends along a length of the multi-vehicle system; andpneumatically communicating a pneumatic command signal via the brake pipe to one or more second vehicles in a second segment of the multi-vehicle system, the pneumatic command signal directing one or more of the engagement or the release of the brake coupled to the brake pipe in the one or more second vehicles.2. The method of claim 1 , wherein the first segment of the multi-vehicle system is an electronically controlled pneumatic (ECP)-equipped segment of the multi-vehicle system claim 1 , and the second segment of the multi-vehicle system is a non-ECP-equipped segment of the multi-vehicle system.3. The method of claim 2 , wherein each of the first vehicles in the ECP-equipped segment of the multi-vehicle system has an ECP control device that claim 2 , responsive to receiving the electronic command signal claim 2 , changes an air pressure in brake cylinders of the brake in the first vehicles to engage or release the brake.4. The method of claim 3 , wherein at least one of the second vehicles includes the ECP control device and further comprising: ...

Regenerative braking/anti-lock braking control system

A vehicle includes an axle, an electric machine, a first wheel, a second wheel, a first friction brake, a second friction brake, and a controller. The controller is programmed to, in response to and during an anti-locking braking event, generate first and second signals indicative of a braking torque demand at the first and second wheels, respectively, based on a difference between a desired wheel slip ratio and an actual wheel slip ratio of the first and second wheels, respectively, adjust a regenerative braking torque of the electric machine based on a product of the first signal and a regenerative braking weighting coefficient, adjust a first friction braking torque based on a product of the first signal and a friction braking weighting coefficient, and adjust a second friction braking torque based on the second signal and dynamics of the first and second output shafts.

SUPPORT OF TRAIN CONTROL SYSTEMS BY ONLINE TRANSMISSION OF INFORMATION ABOUT BRAKING ABILITY

A method and a control device determine a position-related braking ability of a vehicle. A first vehicle determines at least one piece of position-related information of a route section, the at least one piece of position-related information of the route section being information relating to the braking ability on the route section. The first vehicle transmits the at least one piece of position-related information to a receiver, the receiver being at least one second vehicle, whereby the braking curves of at least one rail vehicle are adapted according to the situation, thus allowing safety on the route section and the utilization of the section to be improved. 1. A method for ascertaining a position-related braking capability of a first vehicle for at least one second vehicle , the method comprising:ascertaining, by the first vehicle, at least one piece of position-related information about a line, wherein the at least one piece of position-related information about the line is information pertaining to a braking capability on the line; andtransmitting, by the first vehicle, the at least one piece of position-related information to a receiver, wherein the receiver is the at least one second vehicle.2. The method of claim 1 , further comprising receiving at least one further piece of position-related information by the first vehicle from a transmitter.3. The method of claim 1 , further comprising receiving the transmitted at least one piece of position-related information to a further receiver that is at least one further vehicle and/or at least one wayside device.4. The method of claim 2 , wherein the transmitter is at least one further vehicle and/or at least one wayside device.5. The method of claim 1 , wherein the first vehicle is a first rail vehicle and the at least second vehicle is a second rail vehicle.6. The method of claim 1 , wherein the at least one piece of information pertains to braking capability on the line during a deceleration process claim 1 , ...

Rail vehicle braking system for a rail vehicle

Disclosed is a brake system for a railroad vehicle, including a parking brake provided with a piston and having a first configuration in which the piston is in a working position in which it acts on a lining support and applies a predetermined force to a brake disc; a second configuration in which the piston is in a rest position in which it does not act on the support and does not apply any force to the disc; and a third configuration in which, when the vehicle is not at a standstill and the ambient temperature in the environment of the disc is greater than a threshold value, it forces the piston to move towards a trip position different from its working and rest positions, in order to limit or cancel the force applied to the disc.

ABDW TO ABDX-R CONTROL VALVE CONVERSION

A system for converting an ABDW-type control valve to an ABDX-type control valve for use in a braking mechanism for a railway vehicle includes an ABDW-type control valve body in communication with an air supply system of the braking mechanism for controlling an application and release of brakes in response to changes in air pressure within the braking mechanism. A breather plate is mounted on an accelerated application valve interface on the control valve body. The breather plate has an internal stability volume for compensating a function of an accelerated application valve. A modified slide valve bushing is mounted inside the control valve body for establishing fluid communication with at least one passageway within the control valve body. At least one plug mounted is to at least one air passageway within the control valve body for sealing or choking the at least one air passageway. 1. A system for converting an ABDW-type control valve to an ABDX-type control valve for use in a braking mechanism for a railway vehicle , the system comprising:an ABDW-type control valve body in communication with an air supply system of the braking mechanism for the railway vehicle, the control valve body operative for controlling an application and release of brakes in response to changes in air pressure within the braking mechanism for the railway vehicle;a breather plate provided on an accelerated application valve interface on the control valve body, the breather plate having an internal stability volume for providing stability against undesired emergency applications due to fluctuations in brake pipe pressure;a slide valve bushing provided inside the control valve body for establishing fluid communication with at least one passageway within the control valve body; andat least one plug for sealing at least one air passageway within the control valve body.2. The system according to claim 1 , wherein the breather plate further comprises:a body having a first side opposite a second ...

RAIL SUPPORT PLATFORM

A mobile unit that includes a compressed gas canister, a brake hose coupled to the compressed gas canister, a radar, and a processor and a storage device. The storage device stores instructions that are operable, when executed by the processor, to cause the processor to perform operations of obtaining radar data from the radar, determining, based on the radar data, a distance of the mobile unit to an object, determining that the distance of the mobile unit to the object satisfies a braking criteria, and based on determining that the distance of the mobile unit to the object satisfies the braking criteria, releasing gas from the compressed gas canister through the brake hose coupled to the compressed gas canister and into the brake pipe of a train car. 1. A mobile unit that comprises:a compressed gas canister;a brake hose coupled to the compressed gas canister;a radar; and obtaining radar data from the radar;', 'determining, based on the radar data, a distance of the mobile unit to an object;', 'determining that the distance of the mobile unit to the object satisfies a braking criteria; and', 'based on determining that the distance of the mobile unit to the object satisfies the braking criteria, releasing gas from the compressed gas canister through the brake hose coupled to the compressed gas canister and into a brake pipe of a train car., 'a processor and a storage device storing instructions that are operable, when executed by the processor, to cause the processor to perform operations of2. The mobile unit of claim 1 , wherein determining that the distance of the mobile unit to the object satisfies a braking criteria comprises:determining a non-zero pound-force per square inch (psi) to create in the brake pipe based on the distance of the mobile unit to the object.3. The mobile unit of claim 1 , wherein determining that the distance of the mobile unit to the object satisfies a braking criteria comprises:determining a speed of the mobile unit based on the radar ...

Systems for Retarding the Speed of a Railcar

A system for retarding the speed of a railcar comprises a brake; a hydraulic actuator moving the brake between a closed position in which the brake applies braking pressure on the wheel of a railcar, and an open position in which the brake does not apply braking pressure on the wheel of the railcar; a hydraulic circuit provided with a pump arrangement for supplying hydraulic fluid to the hydraulic actuator; and a control circuit coupled to the hydraulic circuit for controlling the flow of hydraulic fluid to move the brake between the closed and open positions. 137-. (canceled)38. A system for retarding the speed of a railcar , the railcar comprising:a brake;a hydraulic actuator moving the brake between a closed position in which the brake applies braking pressure on a wheel of a railcar, and an open position in which the brake does not apply braking pressure on the wheel of the railcar;a hydraulic circuit configured with a first manifold and a second manifold, and provided with a pump arrangement for supplying hydraulic fluid from a reservoir to the hydraulic actuator; anda control circuit coupled to the hydraulic circuit for controlling the flow of hydraulic fluid to move the brake between the closed position and the open position,the pump arrangement being configured to supply the hydraulic fluid to one end of the hydraulic actuator and providing powered movement of the brake to the closed position and to an opposite end of the hydraulic actuator and providing powered movement of the brake to the open position, andwherein the control circuit and the hydraulic circuit are configured to provide a non-powered movement of the brake from the closed position to the open position without hydraulic fluid being forced from the hydraulic actuator and without hydraulic fluid being supplied to the hydraulic actuator such that the hydraulic fluid from the one end of the hydraulic actuator is given a free path therefrom back to the reservoir defining a relaxed position for the ...

VEHICLE BRAKING SYSTEM COMPRISING A SERVICE BRAKE INDICATOR DEVICE AND VEHICLE PROVIDED WITH SUCH A SYSTEM

A vehicle braking system includes brakes, a body, a braking linkage, a service brake comprising a braking piston movable relative to the body to act on the braking linkage and delimiting a service brake pressure chamber to place the braking piston in a service braking position. A parking brake acts on the braking piston and has a working configuration and a resting configuration. The parking brake includes a blocking device movable relative to the body to act on the braking piston and having a first position and a second position in which the blocking device is configured to immobilize the braking piston in a service braking position. A control device is movable relative to the body and has a locking position to hold the blocking device in the second position. A service brake indicator device receives information representing supply and/or venting of the service brake pressure chamber. 1. A braking system having brakes with at least one lining or at least one block , the braking system comprising:a body;a braking linkage configured to act on at least one of the brakes;a service brake comprising a braking piston movable relative to the body to act on the braking linkage and delimiting a service brake pressure chamber with the body, the service brake pressure chamber configured to be supplied by a first pneumatic pressure agent to place the braking piston in a service braking position;a parking brake configured to act on the braking piston of the service brake and having a working configuration and a resting configuration, the parking brake comprising a blocking device movable relative to the body to act on the braking piston and having a first position and a second position in which the blocking device is configured to immobilize the braking piston in the service braking position with the parking brake in the working configuration;a control device movable relative to the body, the control device and the body configured to delimit a parking brake pressure chamber that ...

RAIL VEHICLE BRAKING SYSTEM AND BRAKING METHOD FOR A RAIL VEHICLE COMPRISING SUCH A SYSTEM

The invention relates to a railway braking system () comprising a first pneumatic distribution device () formed by a first distributor provided with a single inlet opening () connected to a source for supplying pneumatic pressure mediums () and with a single outlet opening () connected to a parking brake chamber () in order to optionally supply a parking brake () with a second pneumatic pressure medium so as to place said brake in either of inoperative and operative configurations, and a second pneumatic distribution device () formed by a second distributor provided with a single inlet opening () connected to said supply source and with a single outlet opening () connected to a service pressure chamber () in order to supply a service brake () with a third pneumatic pressure medium of which the pressure value is predetermined, so as to apply a predetermined braking force when said parking brake is in the operative configuration thereof. 1524568242138786. A rail vehicle braking system having brakes with at least one lining or at least one block () , comprising a body () , a braking linkage () configured to act on at least one said brake () , a service brake () comprising a braking piston () movable relative to said body () to act on said braking linkage () and delimiting with said body () a service brake pressure chamber () configured to be supplied by a first pneumatic pressure agent to place said braking piston () in a service braking position , as well as a parking brake () configured to act on said braking piston () of said service brake () and having a working configuration and a resting configuration;{'b': 7', '20', '2', '8', '20', '8', '7', '23', '24', '2', '2', '25', '23', '24, 'said parking brake () comprising a blocking device () movable relative to said body () to act on said braking piston () and having a first position and a second position in which said blocking device () is configured to immobilize said braking piston () in service braking position, ...

Electro-pneumatic braking system for a railway vehicle

An electro-pneumatic braking system including a pneumatic pressure supply pipe, a generator for generating a vehicle load signal, a weighting system designed to supply a weighted pressure which defines a maximum braking pressure, limited as a function of the load signal, and braking control units connected to the weighting system and having a relay valve connected between the pipe and at least one brake cylinder, to cause the application to this cylinder of a controllable braking pressure, equal to or less than the weighted pressure. The weighting system includes an electro-pneumatic drive assembly, interposed between the pipe and the drive inlet of the relay valve and is connected to the pipe through a pressure limiter, and an electronic weighting control unit which controls this drive assembly as a function of the load signal, so as to modulate in predetermined ways the pressure at the drive inlet of the relay valve.

Trainline Performance Evaluation

A system for testing trainline communications includes a command test box, a remote test box, and a controller. The command test box is coupled to a first electric coupler at a first end of a consist including one or more cars of a railroad train. The command test box applies a test signal to the first electric coupler and wirelessly transmits an indication of the test signal. The remote test box is coupled to a second electric coupler at a second end of the consist, and determines whether the test signal is present at the second electric coupler and wirelessly transmits an indication of the test signal. The controller communicates wirelessly with the test boxes to determine whether the test signal has successfully traversed the consist. 1. A system for testing trainline communications , comprising:a command test box configured to couple to a first electric coupler at a first end of a consist including at least one car of a railroad train, the command test box being configured to 1) apply a test signal to the first electric coupler and 2) transmit wirelessly an indication of the test signal;a remote test box configured to couple to a second electric coupler at a second end of the consist, the remote test box being configured to 1) determine a receive status indicating whether the test signal or signal representative thereof is present at the second electric coupler and 2) transmit wirelessly an indication of the receive status; anda controller configured to 1) receive wirelessly the indication of the test signal and the indication of the receive status, 2) compare the indication of the test signal against the receive status, and 3) determine, based on the comparison, whether the test signal has traversed the consist.2. The system of claim 1 , wherein the controller includes a user interface claim 1 , the controller being configured to display claim 1 , at the user interface claim 1 , a diagnosis of the consist based on the comparison.3. The system of claim 2 , ...

BRAKE REGULATING DEVICE, BRAKING METHOD, AND BRAKE SYSTEM FOR A RAIL VEHICLE

A brake system, brake regulating method and device for a rail vehicle use an input for a target deceleration value (ä), an input for an actual deceleration value (a), and an output for a deceleration control variable value. The deceleration control variable value (a) is set by a regulating unit to minimize a deviation between the actual deceleration value (a) and the target deceleration value (a). The brake regulating device uses a limiting device, which limits the deceleration control variable value (a) independently of the regulating unit such that the deceleration control variable value (a) deviates from the target deceleration value (a) maximally by a maximum negative control stroke to lower values or maximally by a maximum positive control stroke to higher values. The invention additionally relates to a braking method and a brake system for a rail vehicle. 1. A brake regulating device for a rail vehicle , the brake regulating device comprising:an input for a target deceleration value;an input for an actual deceleration value;an output for a deceleration manipulated variable value;a control unit that sets the deceleration manipulated variable value to minimize a deviation between the actual deceleration value and the target deceleration value; anda limiting device which limits the deceleration manipulated variable value independently of the control unit such that the deceleration manipulated variable value deviates from the target deceleration value at most by a maximum negative control excursion toward lower values or at most by a maximum positive control excursion toward higher values.2. The brake regulating device of claim 1 , in which at least one of the two maximum control excursions is not proportional to the target deceleration value.3. The brake regulating device of claim 1 , in which a sum of the maximum negative control excursion and the maximum positive control excursion is a predetermined fixed value.4. The brake regulating device of claim 1 , in ...

Automatic set and release retainer valve assembly of an air brake system

A set and release retainer valve assembly of an air brake system engages and releases an air brake while retaining a designated pressure within a brake cylinder. The pressure is retained within the brake cylinder to generate a higher brake cylinder pressure on a subsequent brake application and/or prevent movement of the vehicle system after release of the air brake system. The air brake is subsequently re-engaged to re-set the retaining valve assembly and exhaust the designated air pressure out of the brake cylinder, where the air brake of the vehicle system is released to permit the movement of the vehicle system after re-setting the retaining valve assembly.

Vehicle communication system

A system and method includes a first control system having one or more processors onboard a lead vehicle of a vehicle system that includes the lead vehicle and a remote vehicle. The second control system automatically restricts movement of the vehicle system based on a location of the vehicle system. The processors detect a signal instance of an operator actuating an input device, and communicate a vehicle information request message to the second control system. The second control system communicates a list of vehicle identifiers, that includes a vehicle identifier associated with the remote vehicle, to the processors. The processors communicate a wireless linking message, including a request to establish a communication link, to the remote vehicle based on the vehicle identifier associated with the remote vehicle.

Control valve device for a rail vehicle brake

A control valve device for a highly available pneumatic brake system for a rail vehicle, having a compressed-air inlet which is or can be connected to an outlet of a discharge valve device; a compressed-air outlet which is or can be connected to a relay valve device; and a safety input which is or can be connected to a compressed-air source; wherein the control valve device fluidically connects the safety inlet to the compressed-air outlet in a first switching position and fluidically connects the compressed-air inlet to the compressed-air outlet in a second switching position; wherein the control valve device can modify the inlet pressure in the second switching position in accordance with a control device, in order to provide the outlet pressure.

Weight profile determination system

A weight profile determination system includes a sensor and a controller. The sensor is disposed along a route and configured to generate a plurality of force measurements of a vehicle system moving on the route relative to the sensor. The force measurements are obtained at different times and correspond to different locations along a length of the vehicle system. The controller is configured to determine a weight profile for the vehicle system based on the force measurements generated by the sensor. The weight profile represents a distribution of weight along the length of the vehicle system. The controller is configured to communicate the weight profile to one or more of the vehicle system or an offboard device for controlling movement of the vehicle system based on the weight profile.

Brake system and brake control valve

A distributor valve for a brake control system of a vehicle is provided with an access interface that includes a plurality of access ports for measuring the operational pressures of the distributor valve. The distributor valve includes a pipe bracket and a main line and main portions mounted on the pipe bracket. The pipe bracket includes a plurality of passages for communicating the main portion and the main line portion with each other and with a brake pipe, brake cylinder, and reservoir of the brake control system. The plurality of access ports of the access interface includes ports in communication with the working chamber passage, valve chamber passage, brake pipe passage, reservoir passage, and the brake cylinder passage of the pipe bracket.

Abdx-c service graduating valve and slide valve and slide valve design incorporating accelerated application valve (aav) functionality

A main piston assembly for a service valve portion of a brake control valve for a railway vehicle braking system includes a service graduating valve and a service slide valve. The graduating valve includes a first side having a porting pattern defined therein. The service slide valve includes a graduating valve seat having a porting pattern in a first side and a service slide valve face having a porting pattern in an opposing second side. The porting patterns of the first side of the graduating valve, the graduating valve seat, and the service slide valve face are configured to perform an accelerated application valve function venting brake pipe pressure to atmosphere and to direct pressure from an accelerated release reservoir to the service graduating valve to discontinue the accelerated application valve function when a slight brake pipe over-reduction condition exists.

Method, device and system for cutting bogie brake off

A method, device and system for cutting a bogie brake off are disclosed. The method includes that: when a bogie brake is not able to be relieved, a cutting-off instruction output from an Operating Control Center (OCC) is received, wherein the cutting-off instruction is used for triggering an action of cutting the bogie brake off; a logic operation is performed on the cutting-off instruction to obtain an isolation control instruction; and an electromagnetic valve corresponding to a bogie is controlled to act according to the isolation control instruction, so as to cut the bogie brake off. According to the method, the technical problem that a brake cutting-off valve is set under a passenger seat to cut a single bogie brake off in the existing urban rail vehicle, but the requirements of an unmanned vehicle cannot be met is solved.

ECP Overlay System for UIC-type Distributor Valve

An ECP overlay system for a UIC-type distributor valve includes a manifold body having a pipe bracket face configured to engage a face of a pipe bracket of a railway brake system, a valve face configured to engage a face of a UIC-type distributor valve of a railway brake system, and an electric manifold face. The system further including an electric manifold assembly engaged with the electric manifold face of the manifold body, with the electric manifold assembly having a pneumatic mode where the electric manifold assembly is configured to allow pneumatic-only control of a brake cylinder of railway brake system and an ECP mode where the electric manifold assembly is configured to allow electronic control of a brake cylinder of a railway brake system.

Railway braking system for a railway vehicle

Disclosed is a railway braking system including a braking device provided with a body, a single piston that can move with respect to the body to act on a brake linkage, and delimiting, together with the body, a pressure chamber supplied by a pressure medium source for placing the piston in a rest position where the linkage applies no force on a braking member of a railway vehicle, first and second seals housed between a first section of the piston and the body, and third and fourth seals housed between a second section of the piston and the body; the first and third seals being configured to form a primary sealing of the pressure chamber and the second and fourth seals being configured to form a secondary sealing of the pressure chamber.

METHOD FOR CONTROLLING THE DECELERATION OF A VEHICLE AND BRAKING SYSTEM THEREFOR

The disclosure is directed to a method for controlling the deceleration of a vehicle, wherein the vehicle includes a central control unit, a first brake circuit for a rear axle and a second brake circuit for a front axle. In the method, in the event of an electronically requested deceleration request below a predefined deceleration threshold value, only the brake circuit for the axle, from the rear axle and the front axle, that allows the finest gradation in the pressure change for substantially continuous, jolt-free manipulation of the deceleration is activated by the central control unit and remains activated as long as the predefined deceleration threshold value is not exceeded by the deceleration request. The disclosure is also directed to a braking system and to a vehicle. 112. A method for controlling the deceleration of a vehicle , wherein the vehicle includes a central control unit , a first brake circuit (BK) for a rear axle (HA) and a second brake circuit (BK) for a front axle (VA); the method comprising the steps of:{'sub': '1', 'b': 1', '2, 'in response to an electronically requested deceleration request (a) below a predetermined deceleration threshold value (a), activating only that one of the brake circuits (BK, BK) from the rear axle and the front axle that permits a finest gradation in a change of pressure (Δp) for substantially continuous, jolt-free manipulation of the deceleration via the central control unit; and,'}{'b': 1', '2, 'sub': '1', 'causing the activation of that one of the brake circuits (BK, BK) to be maintained as long as the predetermined deceleration threshold value (a) is not exceeded.'}212. The method of claim 1 , wherein the other one of the axles from the rear axle (HA) and the front axle (VA) claim 1 , whose brake circuit (BK claim 1 , BK) is not connected in the event of the deceleration request (a) below the deceleration threshold value (a) claim 1 , remains pressure-free.32212ab. The method of claim 1 , wherein the ...

Method for monitoring a compressor of a railway braking system

A monitoring method of a compressor for a railway braking system is described, the railway braking system comprising an air generation and treatment module AGTU which includes a compressor, a main tank arranged to supply a main pipe adapted to distribute compressed air to at least one braking subsystem which comprises an auxiliary tank arranged to supply a braking control system;the monitoring process being characterized in that it comprises the steps of:monitoring a behavior of at least one pressure value measured downstream of the main tank or measured at the outlet of the auxiliary tank;deriving the use and/or state of health of the compressor exclusively on the basis of the time behavior of the measured pressure value.

Train-information management device and device control method

The train-information management device includes a position detection unit; a regenerating-condition detection unit that detects a regenerative-brake usage condition; a train-line-information holding unit that holds therein information on a section in which a train is more likely to use a brake; a residual-air-amount calculation unit that calculates the amount of residual air in an air tank; and a compressor control unit that controls a compressor. In a regeneration-preparation condition, if a train is running through a position where the distance between the position and a section in which a train is more likely to use a brake is equal to or less than a given value, if the train does not use a regenerative brake, and if the amount of residual air reaches 0%, the compressor control unit causes a compressor to start generating compressed air.

System and method for automated establishment of a vehicle consist

A method for controllably linking propulsion units in a vehicle consist includes transmitting a linking signal having an identity of a lead propulsion unit. A remote propulsion unit is remotely controlled by the lead unit when the identity matches a designated identity stored onboard the remote unit. A de-linking signal is transmitted from the lead unit when the lead unit is to be decoupled from the vehicle consist. The de-linking signal includes a replacement identity of a replacement propulsion unit. A replacement linking signal is transmitted from a second lead unit. The remote propulsion unit allows the second lead propulsion unit to remotely control the operations of the remote propulsion unit when replacement identity stored onboard the remote propulsion unit matches an identity that is communicated in the replacement linking signal.

System and Method for Adaptive Braking

In a method of braking a number of rail cars of a train travelling on a mainline track, in response to a unique braking command provided to each rail car of a first subset of rail cars, wherein each braking command includes a level or percentage of braking the brakes of the rail car are to assume, the brakes of the rail car are set to level or percentage of braking included in the unique braking command provided to the rail car. Thereafter, in response to a unique braking command provided to each rail car of a second, different subset of rail cars, the brakes of the rail car are set to level or percentage of braking included in the unique braking command provided to the rail car. 1. A method of braking a plurality of rail cars of a train while travelling or moving on a mainline track that includes a locomotive processor onboard a locomotive of the train in communication with a rail car processor of each rail car of the train , the method comprising:(a) the locomotive processor providing to each rail car processor of a first subset of the rail cars a unique braking command that is independent of the braking command provided to each other rail car processor of the first subset of rail cars, wherein each braking command includes a level or percentage of braking the brakes of the rail car are to assume; and(b) in response to the braking command provided to each rail car processor of the first subset of the rail cars in step (a), the rail car processor causing the brakes of the rail car to assume the level or percentage of braking included in the unique braking command provided to the rail car processor.2. The method of claim 1 , wherein the unique braking command provided to each rail car processor of the first subset of the rail cars is based on data regarding the rail car claim 1 , the train claim 1 , or both provided to the locomotive processor.3. The method of claim 2 , wherein the data includes predicted or actual data regarding one or more of the following:a ...

RAILWAY VEHICLE COMPRISING AN EMERGENCY BRAKING DEVICE

A railway vehicle, including an emergency braking device including at least one brake module, wherein each module includes a contact element intended to be in contact with the ground at the moment of braking, and movable between a retracted position and a deployed position in which the contact element is in contact with the ground and is able to slow down the moving railway vehicle by applying a pressure force to the ground, and at least one control unit that is capable of communicating commands to the brake module, wherein the control unit is able to communicate to the brake module the command to deploy the contact element to its deployed position when at least a portion of the vehicle leaves the track on which the vehicle is traveling. 2. A railway vehicle according to extending in a longitudinal direction claim 1 , wherein the control unit comprises a sensor measuring the longitudinal acceleration of the vehicle claim 1 , and a calculator of the derivative of the longitudinal acceleration claim 1 , wherein the control unit is able to control the pressure force on the ground of the brake module with respect to the acceleration and the derivative of the acceleration in the longitudinal direction.3. A railway vehicle according to claim 2 , wherein the brake module comprises an actuator that is designed to deploy the contact element from the retracted position to the deployed position in a controlled manner by the control unit.4. A railway vehicle according to claim 3 , wherein the contact element of the brake module is an airbag and the actuator is a pyrotechnic system comprising charges.5. A railway vehicle according to claim 3 , wherein the contact element of the brake module is a contact pad and the actuator is a device connecting the mechanical pad to the body of the railway vehicle.6. A railway vehicle according to claim 1 , wherein the control unit further comprises a sensor measuring the transverse acceleration of the vehicle that is designed to detect a ...

SYSTEM AND METHOD FOR CONTROLLING CENTRALIZED BRAKE OF VEHICLES, A MOTOR TRAIN SET BRAKE CONTROL SYSTEM

A system for controlling centralized brake of vehicles, comprising: a pressure collection device for collecting the pressure of a main blast pipe and a train pipe control device. The pressure signal output end of the pressure collection device is connected to the pressure signal input end of the train pipe control device; the brake signal input end of the train pipe control device is connected to the brake signal output end of a brake controller; the train pipe control device is pneumatically connected to the main blast pipe and a train pipe separately by means of an air channel. By means of the solution, the installation space of a trailer is reduced, and the costs are lowered. In addition, the change in the pressure of the train pipe is controlled by an automatic brake control system, the train can operate after being connected to an automatically air-braked coach, according to a brake request output by the brake controller and the detection of the real-time pressure of the train pipe, the change in the pressure of the train pipe is controlled, and a five-line control signal is used, so that flexible marshalling can be implemented. 1. A centralized brake control system of a control car , comprising: a pressure acquisition device for acquiring a pressure of a main blast pipe , and a train pipe control device;a pressure signal output end of the pressure acquisition device is connected with a pressure signal input end of the train pipe control device;a brake signal input end of the train pipe control device is connected with a brake signal output end of a brake controller; the train pipe control device is pneumatically connected with the main blast pipe and the train pipe by means of an air channel.2. The centralized brake control system of a control car of claim 1 , wherein the pressure acquisition device comprises: a first pressure switch claim 1 , a second pressure switch claim 1 , and a third pressure switch; the first pressure switch claim 1 , the second ...

METHOD FOR ENGAGING A PARKING LOCK OF A MOTOR VEHICLE, AND MOTOR VEHICLE

A method for engaging a parking lock of a motor vehicle having a service brake and a parking brake, in which the parking lock is engaged, while by means of a braking device of the motor vehicle, the rolling away of the motor vehicle is at least restricted, wherein as the braking device, an additionally provided braking device of the motor vehicle, different from the service brake and from the parking brake, is used. 112- (canceled)13. A method for engaging a parking lock of a motor vehicle comprising:a service brake and a parking brake, in which the parking lock is engaged, while by means of a braking device of the motor vehicle, the rolling away of the motor vehicle is at least restricted,wherein as the braking device, an additionally provided parking device of the motor vehicle, different from the service brake and from the parking brake is used.14. The method according to claim 13 , wherein the braking device comprises at least one electric motor designed for driving the motor vehicle claim 13 , by means of which the rolling away of the motor vehicle is at least restricted in such way that claim 13 , by means of the electric motor claim 13 , at least one shaft of the motor vehicle is moved several times alternately in a first rotation direction and in a second rotation direction opposite to the first rotation direction.15. The method according to claim 13 , wherein the braking device has a secondary brake system comprising an electronic brake booster that can be actuated by means of a fluid claim 13 , by means of which the rolling away of the motor vehicle is restricted claim 13 , in particular prevented in such way that claim 13 , the electronic brake booster effects a pressure of the fluid for actuating the braking device claim 13 , independently of the actuation of the electronic brake booster that is effected by a person.16. The method according to claim 13 , wherein by means of at least one sensor device claim 13 , at least one measurement value ...

Systems, Methods And Devices For Remote Control Locomotive Training

According to various aspects, exemplary embodiments are disclosed of systems, methods and devices related to remote control locomotive training. In an exemplary embodiment, a remote control locomotive training system includes a locomotive control unit coupled to a locomotive and configured to control operation of the locomotive, and a trainee operator control unit in wireless communication with the locomotive control unit. The trainee operator control unit includes a first wireless interface to transmit one or more commands to the locomotive control unit. The system also includes a trainer operator control unit in wireless communication with the trainee operator control unit via a second wireless interface. The trainer operator control unit is configured to monitor the trainee operator control unit by receiving messages from the trainee operator control unit indicative of the one or more commands transmitted from the trainee operator control unit to the locomotive control unit. 1. A system comprising:a trainee operator control unit configured for wireless communication with a locomotive control unit for transmitting one or more commands to the locomotive control unit; anda trainer operator control unit configured for wireless communication with the trainee operator control unit, the trainer operator control unit configured to monitor the trainee operator control unit by receiving messages from the trainee operator control unit indicative of the one or more commands transmitted from the trainee operator control unit to the locomotive control unit;wherein the trainer operator control unit is configured to transmit a brake application override command to the trainee operator control unit, and the trainee operator control unit is configured to relay the brake application override command and/or a stop command to the locomotive control unit.2. The system of claim 1 , wherein:the trainee operator control unit includes a first wireless interface for transmitting one or ...

Rail vehicle brake system having a conditioning device, conditioning device, method for operating a conditioning device, and method for deicing and/or for preventing icing of a brake unit of a rail vehicle brake system

The invention relates to a rail vehicle brake system comprising a conditioning device, having at least one disc brake per axle, the conditioning device having a control device. The conditioning device is formed having at least one wagon control unit and at least one coupling unit for selective actuation of the at least one disc brake per axle. The invention further relates to a conditioning device and to a method for operating a conditioning device, and to a method for deicing and/or for preventing icing of a brake unit of a rail vehicle brake system.

Brake actuator for a braking system of a vehicle, and method for braking a vehicle

A brake actuator for a braking system of a rail vehicle is configured to detect an anti-skid corrected braking target value from a brake control, or has an anti-skid correction device configured to correct the braking target value detected by the brake control by a reduction signal of an anti-skid control device to the anti-skid corrected braking target value. To improve the controllability of the brake actuator, an anti-skid monitoring device is provided, to which the anti-skid corrected braking target value and the brake target value are applied, and is configured to switch from a first position to a second position under at least one predefined first switching condition, and to switch from the second position back to the first position under a second switching condition. In the first position, the anti-skid corrected braking target value is provided. 120-. (canceled)21. A brake actuator for a braking system of a vehicle , the brake actuator comprising:a wheel slide protection correction device configured for correcting a target brake value acquired by a brake controller by means of a reduction signal of a wheel slide protection control device to a wheel slide protection corrected braking target value or the brake actuator acquiring the wheel slide protection corrected braking target value from the brake controller; anda wheel slide protection monitoring device having an output and receiving the wheel slide protection corrected braking target value and the target brake value, said wheel slide protection monitoring device configured, under at least one predefined first switching condition, to switch from a first position into a second position and, under the at least one predefined second switching condition, to switch from the second position back to the first position, wherein in the first position the wheel slide protection corrected braking target value is provided as a reference target value at said output of said wheel slide protection monitoring device and ...

Brakeable transportation ore cart for mine mineral transportation

The invention discloses a brakeable transportation ore cart for mine mineral transportation, which comprises a base. Hydraulic rods are symmetrically fixed to the left and right ends of the base. The hydraulic rod is provided with a support beam for installing a motor. The motor is mounted on the beam. A moving first gear is mounted on the beam, and a hopper is rotatably installed through a rotating shaft. A second gear meshing with the first gear is fixedly mounted on the rotating shaft. A telescopic plate supported by a first spring is provided at the bottom of the hopper. Drive the hydraulic rod to make the entire hopper rise, and the third guide rod in contact with the lower end of the hopper moves upward along the sliding groove under the action of the left-right symmetrical fourth spring, thereby driving the fourth guide rod to move upward and the fourth guide rod. The fifth gear connected at the end is moved upward. Under the action of the third rack and the fifth gear meshing with each other, the fifth gear moves counterclockwise to drive the fourth gear meshed with the fifth gear to move downward.

AUTOMATIC BAIL OFF FOR LOCOMOTIVE BRAKING SYSTEM

A system for automatically performing a bail off of the locomotive brakes in response to certain train braking operations without the need for the train operator to manually bail off the locomotive brakes. The system includes a controller that is programmed to determine when an appropriate train braking operation has been requested and to issue commands to the locomotive braking system to cause the locomotive brake cylinder to be reduced to zero pressure or a predetermined minimum pressure. The controller is also programmed to determine when an automatic bail off should be inhibited and/or cancelled depending on ongoing train conditions. 1. A system for automatically bailing off a train having a locomotive braking system with at least one locomotive brake cylinder , the system comprising a controller programmed to determine when an operator of the train has initiated a brake application and to send a bail off command to the locomotive braking system that results in a release of a predetermined amount of pressure from the at least one locomotive brake cylinder.2. The system of claim 1 , wherein the controller is programmed to determine whether the operator of the train performed a manual bail off of the locomotive braking system in connection with a prior train brake application and to enable the sending of the bail off command only if the operator of the train performed the manual bail off.3. The system of claim 2 , wherein the controller is programmed to send the bail off command if the operator of the train performed a manual bail off of the locomotive braking system in connection with a prior train brake application and the operator of the train subsequently initiates another brake application.4. The system of claim 3 , wherein the controller is programmed to determine whether the operator of the train has requested a subsequent brake application beyond the equivalent of a full service brake and claim 3 , if so claim 3 , to send a command cancelling the bail off. ...

WIRELESS AIR BRAKE TESTING AND INSPECTION

A system comprises a plurality of handheld devices including a plurality of transceivers. A control unit may be coupled to a handheld device of the plurality of handheld devices. The system may further include a plurality of end-of-train air devices coupled to a plurality of air brakes. An air manifold may be coupled to the plurality of air brakes. The system may include a controller coupled to the control unit and to the air manifold. A processor may be coupled to the controller and the control unit, and a non-transitory computer readable medium may be coupled to the processor. The non-transitory computer readable medium may include instructions executable to receive information from the control unit corresponding to an air brake test performed on the plurality of end-of-train air devices, determine a status of the air brake test, generate an inspection form based on the received information and the determined status, and transmit the generated inspection form for printing. 1. A system , comprising:a plurality of handheld devices including a plurality of transceivers;a control unit coupled to a handheld device of the plurality of handheld devices;a plurality of end-of-train air devices, wherein the plurality of end-of-train devices are coupled to a plurality of air brakes;an air manifold coupled to the plurality of air brakes;a controller coupled to the control unit and to the air manifold, wherein the controller selectively supplies air to an air brake of the plurality of air brakes;a processor coupled to the controller and the control unit; and receive information from the control unit corresponding to an air brake test performed on the plurality of end-of-train air devices;', 'determine a status of the air brake test;', 'generate an inspection form based on the received information and the determined status; and', 'transmit the generated inspection form for printing., 'a non-transitory computer readable medium coupled to the processor and containing instructions ...

Method and device for supplying auxiliary air to a rail vehicle

A compressed air supply device for a rail vehicle, having a main compressor for generating compressed air for a pneumatic brake system and a vehicle battery for supplying electric energy. The compressed air generator for supplying additional auxiliary air for operating at least one pneumatic actuator is provided in a frame of an adjusting drive for a pantograph. The compressed air generator for supplying auxiliary air includes an electric frequency converter for operating the electric-motor driven main compressor of the rail vehicle with low rotational speed from the electric drive energy provided by the vehicle battery. A secondary line is attached to the compressed air line connected to the main compressor to branch off the auxiliary air for the supply of auxiliary air of the actuator.

SYSTEMS, METHODS AND DEVICES FOR REMOTE CONTROL LOCOMOTIVE TRAINING

According to various aspects, exemplary embodiments are disclosed of systems, methods and devices related to remote control locomotive training. In an exemplary embodiment, a remote control locomotive training system includes a locomotive control unit coupled to a locomotive and configured to control operation of the locomotive, and a trainee operator control unit in wireless communication with the locomotive control unit. The trainee operator control unit includes a first wireless interface to transmit one or more commands to the locomotive control unit. The system also includes a trainer operator control unit in wireless communication with the trainee operator control unit via a second wireless interface. The trainer operator control unit is configured to monitor the trainee operator control unit by receiving messages from the trainee operator control unit indicative of the one or more commands transmitted from the trainee operator control unit to the locomotive control unit. 1. A remote control locomotive training system comprising:a locomotive control unit coupled to a locomotive and configured to control operation of the locomotive;a trainee operator control unit in wireless communication with the locomotive control unit, the trainer operator control unit including a first wireless interface to transmit one or more commands to the locomotive control unit; anda trainer operator control unit in wireless communication with the trainee operator control unit via a second wireless interface of the trainee operator control unit, the trainer operator control unit configured to monitor the trainee operator control unit by receiving messages from the trainee operator control unit indicative of the one or more commands transmitted from the trainee operator control unit to the locomotive control unit.2. The system of claim 1 , wherein the trainer operator control unit is not in wireless communication with the locomotive control unit.3. The system of claim 2 , wherein the ...

ELECTRO-PNEUMATIC APPARATUS FOR CONTROLLING THE BRAKING OF A RAILWAY VEHICLE

The apparatus comprises a sensor for generating a vehicle load signal, weighting devices designed to supply a weighted pneumatic pressure as a function of the load signal, and first and second braking control apparatus, both coupled to the weighting devices and comprising respective relay valves which supply at their outlets respective braking pressures, modulated as a function of said weighted pneumatic pressure, to respective braking actuators associated with the wheels of a respective axle or of a respective bogie of the vehicle. The weighting devices comprise an electro-pneumatic drive assembly which is interposed between pneumatic pressure supply means and the drive inlet of the relay valves and an electronic weighting control unit which controls the drive assembly as a function of the load signal, so as to modulate in a predetermined way the pressure at the drive inlet of the relay valves. 1. Electro-pneumatic apparatus for controlling the braking of a bogie of a railway vehicle , comprisingmeans for generating a vehicle load signal,weighting means designed to supply a weighted pneumatic pressure as a function of the load signal, andfirst and second braking control means both coupled to the weighting means and comprising respective relay valves which supply at their outlets respective braking pressures, modulated as a function of said weighted pneumatic pressure, to respective braking actuators associated with the wheels of a respective axle or of a respective bogie of the vehicle;the weighting means comprising an electro-pneumatic drive assembly which is interposed between pneumatic pressure supply means and the drive inlet of the relay valves and an electronic weighting control unit which controls said drive assembly as a function of said load signal, so as to modulate in a predetermined way the pressure at the drive inlet of said relay valves; andwherein said pneumatic pressure supply means comprisefirst and second pressure reservoirs coupled to the inlet ...

METHOD AND EQUIPMENT FOR DETERMINING BRAKING-RELEVANT ACTUAL VALUES OF A RAIL VEHICLE FOR THE PERFORMANCE OF CONTROLLED-RETARDATION BRAKING WITH DISTRIBUTED SENSORS

A method and equipment determine braking-relevant actual values for a train composed of a plurality of wagons, in particular a rail vehicle, for the performance of controlled-retardation braking of the train, in which at least the longitudinal retardation is taken into account as an actual value, from which, using a retardation controller, in accordance with a predefined target value of a desired break retardation, an actuating value compensating for the control deviation is determined for an actuator of the brake, in that the longitudinal retardation is measured by a plurality of retardation sensors positioned along the train in at least two different wagons to determine the respective local longitudinal retardation, the longitudinal retardation based on the entire train then being calculated as an actual value by a central measured value detection unit. 1. A method for determining braking-related actual values of a train assembly including a plurality of cars for carrying out deceleration-controlled braking of the train assembly , the method comprising:{'sub': 'L', 'measuring longitudinal deceleration (a) by a plurality of deceleration sensors positioned along the train assembly in at least two different cars;'}{'sub': 'La-d', 'determining respectively local longitudinal deceleration (a);'}{'sub': 'L', 'calculating the longitudinal deceleration (a) that relates to the entire train assembly as an actual value by a central measured value detection unit; and'}{'sub': 'L', 'determining, by a deceleration controller, a manipulated value which compensates for a control deviation for an actuator of the brake, wherein the determination takes into account at least the longitudinal deceleration (a) as an actual value from which the manipulated value is determined in accordance with a prespecified setpoint value of a desired braking deceleration.'}2. The method of claim 1 , further comprising calculating the longitudinal deceleration (a) which relates to the entire train ...

PNEUMATIC BRAKING SYSTEM FOR A RAILWAY VEHICLE

The braking system includes a first and a second braking actuators associated with wheels of a respective axle or a respective bogie of a railway vehicle and to which there are connected a first electro-pneumatic control assembly and a second electro-pneumatic control assembly respectively, each comprising a charging solenoid valve and a discharging solenoid valve adapted to cause an increase and a reduction, respectively, of a pneumatic pressure supplied to the corresponding braking actuators, and a control unit arranged to control the electro-pneumatic control assemblies as a function of a target braking pressure, so that the assemblies cause the application of respective pressures to the corresponding braking actuators. 14-. (canceled)5. A pneumatic braking system for a railway vehicle , includingfirst and second braking actuators associated with wheels of a respective axle or a respective bogie of the railway vehicle and to which there are connected a first electro-pneumatic control assembly and a second electro-pneumatic control assembly respectively, which first and second electro-pneumatic control assemblies are independent of each other and comprise each a charging solenoid valve and a discharging solenoid valve adapted to cause an increase and a reduction, respectively, of a pneumatic pressure supplied to the corresponding first or second braking actuators, anda control unit arranged to control said first and second electro-pneumatic control assemblies as a function of a target braking pressure, such that said first and second electro-pneumatic control assemblies cause the application of respective pressures to the corresponding first or second braking actuators;said control unit being arranged to control said first and second electro-pneumatic control assemblies so that respective braking pressure values, the sum of which substantially equals the value of the target braking pressure, are applied to the first and second braking actuators;wherein the control ...

SYSTEM FOR CONTROLLING A RAILWAY TRAIN FOR THE TRANSPORT OF GOODS COMPRISING A PLURALITY OF LOCOMOTIVES

The system provides for the control of a railway train for the transport of goods, comprising a plurality of wagons a master locomotive at the head of the train and one or more slave locomotives distributed along the train. The train is equipped with a pneumatic brake pipe which extends along the whole train. The master locomotive is equipped with a master control system for controlling the train, and the at least one slave locomotive is equipped with a slave control system subordinated to the master control system. The master and slave systems can communicate with each other via a radio channel. The or each slave system is designed to control traction apparatuses, apparatuses for controlling the pressure in the brake pipe and apparatuses for applying the emergency brake of the corresponding slave locomotive, and for retransmitting signals indicating the status of these apparatuses of the slave locomotive to the master system. 2. System according to claim 1 , wherein the amplitudes of the negative steps of pressure set point values in the brake pipe are dependent on the absolute value and the gradient of said pressure in the brake pipe claim 1 , the values of said amplitudes being stored in advance in the associated slave system.3. System according to claim 2 , wherein a reference value of pressure in the brake pipe corresponding to the condition of released brakes is initialized in advance and subsequently updated.4. System according to claim 1 , wherein the each slave system is designed to additionally connect said controller device to the brake pipe in the presence of radio communication between the master system and the slave system and in the presence of a request for variation of the pressure received by the master system; the slave system executing the pressure variation by a corresponding variation of the brake pipe pressure set point value claim 1 , detecting the completion of the action resulting from the variation of the pressure set point value in the ...

VEHICLE CONVOY CONTROL SYSTEM AND METHOD

A control system identifies vehicle systems for combining into a larger convoy. Each the vehicle systems is formed from at least one propulsion-generating vehicle and at least one non-propulsion-generating vehicle. The control system directs the identified vehicle systems to couple with each other for travel as the convoy from a first location toward a different, second location. The control system directs a first vehicle system in the convoy to separate from the convoy and/or a second vehicle system to join the convoy by coupling with at least one of the vehicle systems in the convoy in an intermediate location between the first and second locations. The vehicles in each of the vehicle systems in the convoy remain connected during separation of the first vehicle system from the convoy and/or during joining of the second vehicle system to the convoy. 1. A method comprising:identifying, using a control system, plural vehicle systems for combining into a larger convoy of vehicle systems, wherein each of the vehicle systems is formed from at least one propulsion-generating vehicle and at least one non-propulsion-generating vehicle;directing the vehicle systems identified for combining to couple with each other for travel as the convoy from a first location toward a different, second location; and at least a first vehicle system of the vehicle systems in the convoy to separate from the convoy; or', 'at least a second vehicle system that is outside of the convoy to join the convoy by coupling with at least one of the vehicle systems in the convoy,, 'in at least one intermediate location between the first location and the second location, directing one or more ofwherein the at least one propulsion-generating vehicle and the at least one non-propulsion-generating vehicle in each of the vehicle systems in the convoy remain connected during separation of the first vehicle system from the convoy or during joining of the second vehicle system to the convoy.2. The method of ...

Locomotive including operator fatigue monitoring system

A locomotive is disclosed. The locomotive includes a car body, including an operator cabin, a power source, and an operator health monitor within the operator cabin, the operator health monitor configured to monitor at least one health condition associated with the operator and configured to generate an operator health signal associated with the at least one condition. The locomotive includes an operator warning system within the operator cabin, configured to present the operator with an operator warning in response to an operator warning signal, and an electronic controller. The electronic controller may be configured to determine an operator fatigue score based on, at least, the operator health signal, determine if the operator fatigue score exceeds a warning threshold, and transmit the operator warning signal to the operator warning system if the operator fatigue score exceeds the warning threshold.

SELF TESTING PROCESS FOR A RAILWAY BRAKE SYSTEM

A brake system has prime functions involving active control of equipment by a break ECU, which brake ECU comprises a microcontroller and a non-volatile memory. The non-volitile memory is adapted to store the result of tests on the safety circuits carried out during, before or after operation of the brake system, the result of the tests being assigned one of at least two statuses, at least one of the said statuses being indicative of an unhealthy test. At start-up of the brake system for which an unhealthy status has been stored in the non-volitile memory, thereby enabling the brake system to operate prime functions without prior self-test. 1. A brake system having prime functions , which prime functions involve active control of equipment by a brake ECU , which brake ECU comprises a microcontroller and a non-volatile memory , the non-volatile memory being adapted to store the result of tests on the safety circuits carried out during , before or after operation of the brake system , the result of the tests being assigned one of at least two statuses , wherein at least one of the said statuses is indicative of an unhealthy test , wherein at start-up of the brake system self-tests are carried out on the circuits or components of the brake system for which an unhealthy status has been stored in the non-volatile memory , thereby enabling the brake system to operate prime functions without prior self-test.2. The brake system according to claim 1 , wherein for each test relating to operation of a prime function claim 1 , a nominal test period is defined claim 1 , which nominal test period is less than or equal to a proof test period for the said safety circuit claim 1 , wherein if the nominal test period for a test is exceeded the brake system operates the said safety circuit in a fail-safe mode.3. The brake system according to claim 2 , wherein tests are assigned a priority status and tests are conducted at close down in order of the priority.4. The brake system according ...

Device and method for actuating valves

A device for actuating valves and determines an actuation duration for a valve of a target system from a specified actuation duration for a valve of a reference system with which a required pressure change can be achieved in the reference system in order to achieve the required pressure change in the target system. The device ascertains the effective valve opening time belonging to the specified actuation duration for the valve of the reference system, calculates the effective opening time of the valve of the target system from the effective opening time said opening time of the valve of the target system being used to achieve the same pressure change in the target system as in the reference system, and then determines a valve actuation duration required to achieve the effective opening time of the valve of the target system.

Three Stage Distributor Valve

A distributor valve system for a railway vehicle including a brake pipe, a relay valve, an auxiliary reservoir in line between the brake pipe and the relay valve to establish fluid communication between the brake pipe and the relay valve, and a brake cylinder in fluid communication with the relay valve. The relay valve has a plurality of positions corresponding to different amounts of pressurized air applied to the brake cylinder. The relay valve may include a plurality of chambers that are filled with pressurized air according to the amount of air pressure needed for the brake cylinder. A change-over device may be configured to switch the relay valve between the different positions, wherein the change-over device may be in line between the auxiliary reservoir and the relay valve. A railway vehicle may be in fluid communication with the distributor valve system via the brake pipe. 1. A distributor valve system for a railway vehicle , comprising:a brake pipe;a relay valve;an auxiliary reservoir in line between the brake pipe and the relay valve to establish fluid communication between the brake pipe and the relay valve; anda brake cylinder in fluid communication with the relay valve,wherein the relay valve has a plurality of positions corresponding to different amounts of pressurized air applied to the brake cylinder.2. The distributor valve system as claimed in claim 1 , wherein the relay valve includes a plurality of chambers that are filled with pressurized air according to the weight of a railway vehicle.3. The distributor valve system as claimed in claim 2 , wherein the relay valve has three chambers.4. The distributor valve system as claimed in claim 2 , further comprising a change-over device configured to switch the relay valve between the different positions claim 2 , wherein the change-over device is in line between the auxiliary reservoir and the relay valve.5. The distributor valve system as claimed in claim 4 , further comprising a railway vehicle in ...

Brake monitoring system and method

A brake monitoring system and method determine one or more characteristics of a conduit in a first air brake system of a first vehicle system, compare the one or more characteristics of the first air brake system with one or more designated waveform signatures, and distinguish between communication of a brake application signal that is propagated along the vehicle system through the conduit as a decrease in pressure in the conduit and a change in the pressure in the conduit that is not representative of the communication of the brake application signal based on comparing the one or more characteristics with the one or more designated waveform signatures.

ELECTRONIC BRAKE SYSTEM FOR A TRAILER

An electronic brake system for a trailer with a pneumatic brake installation is disclosed. The electronic brake system comprises a brake controller () in the trailer () connected to a first communication device () that is part of a first communication channel () for wirelessly receiving brake signals of a towing vehicle (). The electronic brake system also comprises a second communication channel for receiving brake signals of the towing vehicle. The brake controller () converts the brake signals of the first communication channel () into brake commands for the pneumatic brake installation only if brake signals arrive via the second communication channel () at the same time or within a defined time window. The time window begins as soon as a brake signal arrives on one of the first and second communication channels (). 1. An electronic brake system for a trailer with a pneumatic brake installation , said electronic brake system comprising:a brake controller in the trailer connected to a first communication device that is part of a first communication channel for receiving brake signals of a towing vehicle, wherein the first communication device is for wirelessly receiving brake signals of a brake system of the towing vehicle and for forwarding the brake signals to the brake controller,a second communication channel for receiving brake signals of the towing vehicle,wherein the brake controller converts the brake signals of the first communication channel into brake commands for the pneumatic brake installation only if brake signals arrive via the second communication channel at the same time or within a defined time window, wherein the time window begins as soon as a brake signal arrives on one of the first and second communication channels.2. The brake system as claimed in claim 1 , wherein the time window is up to 50 ms.3. The brake system as claimed in claim 1 , wherein the second communication channel contains an electrical line that is connected to the brake ...

Method for controlling or regulating a brake system and brake system

The invention relates to a brake system of a rail vehicle having at least one pneumatic brake actuator, a pneumatic braking device for generating a brake pressure, an electro-pneumatic braking device for generating a brake pressure, and a controller. In the event of rapid, forcible, or emergency braking, the pneumatic braking device or the electro-pneumatic braking device provides a basic brake pressure, and the brake pressure is changed by the electro-pneumatic braking device, starting from the basic brake pressure provided, depending in particular on a load and/or a speed.

Brake Cylinder Maintaining Valve

A brake cylinder maintaining system includes a main valve comprising a first diaphragm, a second diaphragm, and a valve member, with the first diaphragm having a reference pressure on one side of the first diaphragm and a brake cylinder pressure on an opposite side of the first diaphragm. The second diaphragm having a brake cylinder pressure on one side of the second diaphragm with the first diaphragm configured to move between a first position and a second position based on a differential between the reference pressure and the brake cylinder pressure. The valve member is configured to place a brake cylinder in fluid communication with a brake pipe when the first and second diaphragm are each in the second position and configured to isolate a brake cylinder from a brake pipe when the first diaphragm or the second diaphragm are in the first position. 1. A brake cylinder maintaining system comprising:a main valve comprising a first diaphragm, a second diaphragm, and a valve member, the first diaphragm having a reference pressure on one side of the first diaphragm and a brake cylinder pressure on an opposite side of the first diaphragm, the second diaphragm having a brake cylinder pressure on one side of the second diaphragm, the first diaphragm configured to move between a first position and a second position based on a differential between the reference pressure and the brake cylinder pressure, the second diaphragm configured to move between a first position and a second position when the brake cylinder pressure is greater than a predetermined value, the valve member configured to place a brake cylinder in fluid communication with a brake pipe when the first and second diaphragm are each in the second position and configured to isolate a brake cylinder from a brake pipe when the first diaphragm or the second diaphragm are in the first position; anda brake cylinder feed choke in fluid communication with the first and second diaphragms, the brake cylinder feed choke ...

ELECTRONICALLY CONTROLLED PNEUMATIC RAILWAY CAR WITH END OF TRAIN DEVICE MODE

A system that allows an electronically controlled pneumatic (ECP) railcar to be optionally selected as the ECP End of Train (EOT) device when that car is positioned at the end of a train regardless of its physical orientation. This eliminates the requirement to use and install a traditional End of Train (EOT) device at the end of an ECP train while maintaining the same train integrity monitoring functionality that is typically provided for train brake-in-two detection and closed cut-out cock detection. The system also eliminates the requirement for a dedicated EOT device at the end of the train for ECP “RUN” Mode operation, and allows any ECP car to function normally as part of the train or act as the EOT device when selected. 1. A end-of-train system , comprising:a selection device configured to selectively indicate whether an electronically controlled pneumatic railcar having first and second intercar trainline network connectors positioned at either end of the electronically controlled pneumatic railcar is located at the end of a train;an end-of-train module programmed to determine whether the selection device has indicated that the electronically controlled pneumatic railcar is at the end of the end of the train and to initiate a broadcast of an end-of-train beacon by a car control device of the electronically controlled pneumatic railcar over one of the first and second intercar trainline network connectors.2. The system of claim 1 , wherein the selection device is further configured to indicate which of the first and second intercar trainline network connectors is positioned at a rear of a train.3. The system of claim 2 , wherein the first or second intercar trainline network connector identified as positioned at the rear of the train is electrically isolated from the other of the first or second intercar trainline network connector.4. The system of claim 3 , wherein the selection device comprises a switch that is settable indicate that the electronically ...

MODULAR HYDRAULIC BRAKING SYSTEM AND A METHOD FOR DATA TRANSMISSION FOR A RAIL VEHICLE

A modular hydraulic braking system for a rail vehicle includes a medium that transmits to an electronic unit of a vehicle. The braking system includes at least one functional module, and one universal interface for transmitting control data via a signal channel, to the transmission medium between the at least one functional module and the vehicle electronic unit. 1. A modular hydraulic brake system for a rail vehicle , wherein the rail vehicle has a transmission medium for transmitting to a vehicle electronic system having a brake controller or a vehicle controller , the modular hydraulic brake system comprising:at least one function module; andone universal interface for transmitting control data, via a signal channel, on the transmission medium between the at least one function module and the vehicle electronics system.2. The modular hydraulic brake system of claim 1 , wherein the at least one function module is couplable to an actuator and/or to a sensor claim 1 , andwherein the at least one function module has a control device and/or a module communication interface designed to make available at least one of the following functions:to make available control signals for the actuator and/or to acquire sensor data,to identify unambiguously the at least one function module and/or the actuator and/or the sensor,to assign functions to the at least one function module and/or to the actuator and/or to the sensor or to change the functions, andto determine loading of a function module and/or of an additional module and/or of the actuator and/or of the sensor and to make available a result.3. The modular hydraulic brake system of claim 1 , wherein the at least one function module can be coupled to an additional module which makes available a predetermined function claim 1 , wherein the universal interface is configured to interrogate information about the at least one function module and/or the additional module and to make the interrogated information it available to the ...

Automatic Brake Backup Control System and Method

Disclosed is an automatic brake backup control system and method for a train equipped with an electronic airbrake system and including at least one locomotive, a brake pipe, a source of control pressure, and at least one brake. The system includes a pneumatic operating unit that includes a brake pipe control portion. The brake pipe control portion includes a primary passage network, a control passage network, and an equalizing reservoir control chamber configured to control air pressure of the brake pipe. The brake pipe control portion also includes a first and second electronically controlled charge valve, and a first and second electronically controlled vent valve. The brake pipe control portion further includes an operating state control configured to switch operation of the at least one locomotive between a normal operation mode and a backup operation mode in response to an input by an operator.

Hand Brake Determination Method and System for an Air Brake System and Improved Hand Brake Arrangement

A computer-implemented method for an air brake system of a train with an air brake system, including: (i) determining consist data associated with the train; (ii) determining track data comprising location data and grade data; (iii) determining required train holding force based at least partially on the consist data and the track data; and (iv) determining hand brake arrangement actuation data based at least partially on the required train holding force. An improved hand brake arrangement is also disclosed. 1. A computer-implemented method for an air brake system of a train comprising at least one locomotive and at least one railcar , the air brake system comprising: (a) at least one air brake arrangement associated with the at least one railcar and/or the at least one locomotive and configured to directly or indirectly urge at least one brake shoe towards and against at least one wheel of the at least one railcar and/or the at least one locomotive; and (b) at least one hand brake arrangement associated with the at least one railcar and/or the at least one locomotive and configured to directly or indirectly urge the at least one brake shoe towards or hold the at least one brake shoe against the at least one wheel of the at least one railcar and/or the at least one locomotive , the method comprising:(i) determining consist data associated with the train;(ii) determining track data comprising location data and grade data;(iii) determining required train holding force based at least partially on the consist data and the track data; and(iv) determining hand brake arrangement actuation data based at least partially on the required train holding force.2. The computer-implemented method of claim 1 , wherein the consist data comprises at least one of the following: a number of cars of the train claim 1 , a length of the train claim 1 , a weight of the train claim 1 , or any combination thereof.3. The computer-implemented method of claim 1 , further comprising issuing a ...

SYSTEM AND METHOD FOR DETERMINING VEHICLE ORIENTATION IN A VEHICLE CONSIST

A system and method includes determining, with a sensor assembly disposed onboard a first aerial vehicle, a direction in which a fluid flows within or through the first aerial vehicle, and determining an orientation of the first aerial vehicle relative to a second aerial vehicle based at least in part on the direction in which the fluid flows within or through the first aerial vehicle. 1. A method comprising:determining, with a sensor assembly disposed onboard a first aerial vehicle, a direction in which a fluid flows within or through the first aerial vehicle; anddetermining an orientation of the first aerial vehicle relative to a second aerial vehicle based at least in part on the direction in which the fluid flows within or through the first aerial vehicle.2. The method of claim 1 , wherein the fluid is air that moves within the first aerial vehicle.3. The method of claim 2 , wherein the air is one or more of environmental air that is directed into the first aerial vehicle or exhaust air that is directed out of the first aerial vehicle.4. The method of claim 1 , wherein determining the direction in which the fluid flows within the first aerial vehicle occurs when the first aerial vehicle is moving.5. The method of claim 1 , wherein the orientation of the first aerial vehicle represents whether the first aerial vehicle and the second aerial vehicle are facing a common direction or different directions.6. The method of claim 1 , further comprising communicatively linking the first aerial vehicle with the second aerial vehicle using the orientation that is determined so that one of the first aerial vehicle or the second aerial vehicle can remotely control operation of the other of the first aerial vehicle or the second aerial vehicle.7. The method of claim 1 , wherein determining the direction in which the fluid flows includes monitoring flow of the fluid using a sensor of the sensor assembly that is disposed onboard the first aerial vehicle.8. The method of claim 1 ...

Method for operating a brake control system for a rail vehicle comprising a brake system, brake control system, brake system, and rail vehicle

A method for the operation of a brake control system for a rail vehicle that includes a brake system that has at least partially one friction brake, includes determining at least one characteristic curve using at least one virtual and/or at least one actual reference braking journey of the rail vehicle, which characteristic curve sets at least one control variable for maintaining at least one performance variable in relation to one another, recording the characteristic curve in the brake control system; and using the characteristic curve functioning as a basis for controlling the brake system of the rail vehicle. Furthermore, a brake control system, a brake system, and a rail vehicle are provided.

Electronic configurable equalizing reservoir backup system

An equalizing reservoir backup system that offers air brake control to the operator when the air brake network has failed or when the computer control equipment of the air brake system has failed. The system includes an equalizing reservoir backup module that is programmed to receive the electrical signals from human machine interface and configuration messages from the computer controlled braking system via the network and to control the train brake pipe via equalizing reservoir control. The equalizing reservoir backup module follows network pressure commands when commanded to do so or transforms handle commands into equalizing pressure when commanded to do so or when communications with the network have been lost. As a result, the backup system can be used when the network has failed or when the computer equipment has failed.

Direct Connect Algorithm

A system includes a safety relevant component that generates a data packet in response to receiving a request to perform a task and that communicates the data packet. The system further includes a first fail-safe chassis (FSC) that continuously generates a first and second chassis health signals, that determines whether the data packet is valid, and that selectively determines whether to de-assert the first and second chassis health signals based on the determination. The system also includes a second FSC that continuously generates a third a fourth chassis health signals, that determines whether a data packet is valid, and that selectively determines whether to de-assert the third and fourth chassis health signals based on the determination. The system includes a direct connect algorithm state machine that determines whether to instruct the one of the first and second FSCs to operate in a predetermined mode based on the chassis health signals.

Brake hils system for a railway vehicle

Disclosed is a brake HILS system for a railway vehicle, comprising: a user terminal that receives values relating to braking conditions of a railway vehicle through a user interface and monitors simulation results; a pneumatic brake that includes an electronic control unit, a brake operation unit, a wheelset, a brake caliper, and a wheel slide protection valve and produces pneumatic pressure and transmits a braking force to the wheelset in accordance with the braking conditions from the user terminal; a load cell that is disposed on a wheel or a disc and measures a braking force from the pneumatic pressure; and a modeling unit that simulates the running and braking dynamic characteristics of a railway vehicle in real-time using mathematical models.

VEHICLE COMMUNICATION SYSTEM

A system includes one or more processors, a communication device, and a positive train control (PTC) system. The one or more processors and communication device are onboard a lead vehicle of a vehicle system that includes the lead vehicle and a first remote vehicle. The PTC system is configured to restrict movement of the vehicle system based on a location of the vehicle system. The PTC system communicates a list of vehicle identifiers to the one or more processors. The communication device communicates a wireless linking message, which includes a vehicle identifier associated with the first remote vehicle, to the first remote vehicle. The communication device establishes a communication link between the lead vehicle and the first remote vehicle responsive to receipt of the wireless linking message at the first remote vehicle. The one or more processors remotely control movement of the first remote vehicle via the communication link. 1. A system comprising:one or more processors onboard a lead vehicle of a vehicle system that includes the lead vehicle and at least a first remote vehicle;a communication device onboard the lead vehicle and operably coupled to the one or more processors; anda positive train control (PTC) system onboard the vehicle system, the PTC system configured to restrict movement of the vehicle system based at least in part on a location of the vehicle system, the PTC system also configured to communicate a list of one or more vehicle identifiers to the one or more processors, the one or more vehicle identifiers in the list including a vehicle identifier associated with the first remote vehicle,wherein the communication device is configured to communicate a wireless linking message from the lead vehicle to the first remote vehicle, the wireless linking message including the vehicle identifier associated with the first remote vehicle, the communication device configured to establish a communication link between the lead vehicle and the first remote ...

INTELLIGENT LOCOMOTIVE BRAKE CONTROL SYSTEM

An intelligent locomotive brake control system which selects and optimizes use of dynamic, independent, and automatic brakes on the locomotive to assure intended brake power, to minimize in-train forces, minimize brake component wear, and to automate standard train brake protocol. The system may be programmed to alter an automatic brake application commanded by a train driver to omit or reduce the amount of the automatic brake application in favor of a dynamic brake application, and independent brake application, or combination thereof. 1. A train braking system comprising:an interface for receiving an inputted brake system command from a train driver via one or more of an automatic brake handle, an independent brake handle, and a dynamic brake handle; anda controller coupled to the interface and having a first module for commanding a dynamic brake application, a second module for commanding an independent brake application, and a third module for commanding an automatic train brake application;wherein the controller is programmed command the dynamic brake application, the independent brake application, and the automatic train brake application according to a predetermined braking strategy to provide an amount of brake effort that is comparable to the inputted brake system command using a different combination of the dynamic brake application, the independent brake application, and the automatic train brake application than the inputted brake system command.2. The system of claim 1 , wherein the predetermined braking strategy is determined for a series of gradient segments and is different for at least one of the series of gradient segments that at least one other of the series of gradient segments.3. The system of claim 2 , wherein the predetermined braking strategy seeks to maintain a constant speed over the series of gradient segments.4. The system of claim 2 , wherein the predetermined braking strategy seeks to minimize the amount of braking effort over the ...

EMERGENCY BRAKING

A brake system for a railway vehicle comprises a service brake with control valves and an emergency brake with a emergency brake valve adapted to permit or prevent emergency brake pressure from reaching the service brake control valves. The emergency brake is actuatable by a signal on an emergency brake wire. The brake system further comprises an isolating circuit adapted to permit or prevent control of the service brake control valves. 1. A brake system for a railway vehicle , comprising service brake means comprising service brake control valves and emergency brake means , the emergency brake means comprising an emergency brake valve adapted to permit or prevent emergency brake pressure from reaching the service brake control valves , which emergency brake means is actuatable by a signal on an emergency brake wire , wherein the brake system further comprises an isolating circuit adapted to permit or prevent control of the service brake control valves.2. The brake system according to claim 1 , wherein the service brake control valves are each electronically controlled in dependence on the signal on the emergency brake wire via the isolating circuit.3. The brake system according to claim 1 , wherein the isolating circuit comprises an emergency solenoid and service brake control interlock valve claim 1 , each of which is switchable by a signal on the emergency brake wire so as to permit or prevent emergency brake pressure to reach the service brake control valves.4. The brake system for a railway vehicle according to claim 1 , wherein the brake system further comprises wheel slide protection means claim 1 , application of the service brake means and wheel slide protection means being controllable by one or more switches claim 1 , which switches are located upstream of a service brake lockout claim 1 , which service brake lockout is adapted to be actuated by an emergency brake signal to lockout the service brakes claim 1 , brake pressure into the brake cylinders being ...

Electro-Pneumatic Assembly, Particularly For A Pneumatic Braking Installation For Railway Vehicles

The assembly comprises a body wherein there are defined a chamber, a supply valve adapted to connect the chamber to a pressure source or to the atmosphere, and a vent valve adapted to allow or prevent the connection of the chamber to the atmosphere. The valves are provided with control solenoids to which respective electronic switches are coupled. The assembly also comprises electronic control devices adapted to provide, as a function of the values of at least one input signal, logic control signals to the electronic switches so as to control, through the valves, the value of the pressure in the chamber. The control means comprise two processing and control devices independent of one another, both receiving the input signal and designed to execute strategies for controlling the pressure in the chamber, equivalent to one another. 1. Electro-pneumatic assembly , particularly for a pneumatic braking installation of a railway vehicle or train , comprisinga body wherein a chamber is defined,a solenoid supply valve adapted for selectively coupling said chamber to a pressure source or the atmosphere,a solenoid vent or discharge valve adapted to allow and selectively prevent the connection of said chamber to the atmosphere;said solenoid valves being provided with respective control solenoids to which respective electronic switches are coupled; andelectronic control means adapted to provide, as a function of the values of at least one input signal, logic control signals to said electronic switches such as to control, through said solenoid valves, the value of the pressure in said chamber;the electro-pneumatic assembly wherein:said electronic control means comprise first and second electronic processing and control devices independent of one another, both receiving said at least one input signal and designed to execute strategies for controlling the pressure in said chamber, equivalent to one another; said first and second electronic processing and control devices each being ...

AUTOMATIC BRAKE BACKUP CONTROL SYSTEM AND METHOD

A braking control system for a vehicle system includes a control chamber configured to control air pressure of a brake pipe of the vehicle system. The system also includes first and second charge valves and first and second vent valves. The first charge valve and the first vent valve are controllable to vent or charge the brake pipe, and the second charge valve and the second vent valve are separately controllable for the same purpose. The system also includes a controller configured to switch operation of the vehicle system between a first operation mode, where the first charge valve and the first vent valve are enabled, and a second operation mode, where the second charge valve and the second vent valve are enabled, in response to an input. 1. A braking control system for a vehicle system , comprising:a control chamber configured to control air pressure of a brake pipe of the vehicle system;a first electronically-controlled charge valve comprising an input configured to be connected to a source of control pressure and an output connected to the control chamber, the first charge valve configured to, in a first state, permit air flow into the control chamber, and, in a second state, prevent air flow into the control chamber;a first electronically-controlled vent valve comprising an input connected to the control chamber and an exhaust port connected to atmosphere, the first vent valve configured to, in a first state, prevent air flow out of the control chamber, and, in a second state, permit air flow out of the control chamber and vent air to atmosphere;a second electronically-controlled charge valve comprising an input connected to the source of control pressure and an output connected to the control chamber;a second electronically-controlled vent valve comprising an input connected to the control chamber and an exhaust port open to atmosphere; anda controller configured to switch operation of the vehicle system between a first operation mode, wherein the first ...

SYSTEMS AND METHODS FOR ANTISKID TOLERANT MULTI-MODE AUTOBRAKE CONTROL

A system for multi-mode autobrake control may comprise a wheel speed sensor and a BCU electrically coupled to the wheel speed sensor. A tangible, non-transitory memory may be configured to communicate with the BCU and may have instructions stored thereon that, in response to execution by the BCU, cause the BCU to perform operations comprising receiving a wheel speed signal from the wheel speed sensor, inputting the wheel speed signal into an antiskid filter and a nominal filter, calculating an estimated aircraft deceleration rate, and determining an autobrake pressure command based on the estimated aircraft deceleration rate. 1. A system for multi-mode autobrake control , comprising:a wheel speed sensor;a brake control unit electrically coupled to the wheel speed sensor, the brake control unit including antiskid filter and a nominal filter; and receiving, by the brake control unit, a wheel speed signal from the wheel speed sensor;', 'inputting, by the brake control unit, the wheel speed signal into the antiskid filter and the nominal filter;', 'calculating, by the brake control unit, an estimated aircraft deceleration rate using at least one of an antiskid signal output from the antiskid filter or a nominal signal output from the nominal filter; and', 'determining, by the brake control unit, an autobrake pressure command based on the estimated aircraft deceleration rate., 'a tangible, non-transitory memory configured to communicate with the brake control unit, the tangible, non-transitory memory having instructions stored thereon that, in response to execution by the brake control unit, cause the brake control unit to perform operations comprising2. The system of claim 1 , the brake control unit further comprises:a filter switch configured to receive the antiskid signal output from the antiskid filter and the nominal signal output from the nominal filter; andan antiskid control module configured to output an antiskid active signal to the filter switch.3. The system ...

ENHANCED RAILWAY EQUIPMENT AND RELATED INTEGRATED SYSTEMS

Methods, systems and a kit for indicating brake air pressure status in brake pipes of multiple interconnected train cars are provided. The methods include operating at least one end-hose adapter per train car. Each end-hose adapter is mounted between a train car end hose and a brake pipe to be in fluid communication therewith and are configured to sense the brake air pressure in the brake pipe. Each end-hose adapter kit includes connections adapters for connecting either end to different parts of the train car system. The end-hose adapter provides a first visual indication when the brake air pressure is within an operable range and/or a second visual indication when the brake air pressure is below an operable value and is experiencing leakage. 1. A gravity discharge gate for a hopper car , comprising:two rotating doors for unloading commodities transported by the hopper car, the two rotating doors being operable between a closed configuration and an open configuration; and a pair of opposed housings each comprising successive bubble portions, each adjacent pair of the successive bubble portions being connected through a neck portion, each housing having at least one open side portion; and', 'an extension rod extending through the open side portion and within each housing, and being selectively interlockable within each of the successive bubble portions of each housing, the extension rod being mechanically connected to the two rotating doors for rotating the same from the closed configuration to the open configuration in response to the extension rod being displaced through the successive bubble portions of each housing, thereby allowing discharge of the commodities transported by the hopper car., 'a bubble-lock mechanism for selectively securing the two rotating doors in one of the closed configuration and the open configuration, the bubble-lock mechanism comprising2. The gravity discharge gate of claim 1 , wherein the extension rod extends above the two rotating ...

Screw Compressor for a Utility Vehicle

A compressor system for an utility vehicle includes at least one compressor, at least one electric motor which drives the compressor, at least one electric motor control unit and at least one air treatment device. The electric motor control unit is designed and configured in such a way that it controls the electric motor and at least partly the air treatment device. 19-. (canceled)10. A compressor system for a utility vehicle , comprising:at least one compressor;at least one electric motor which drives the compressor;at least one electric motor control unit; andat least one air processing device, whereinthe electric motor control unit is configured so as to control the electric motor and, at least partially, the air processing device.11. The compressor system as claimed in claim 10 , whereinthe compressor is a screw compressor.12. The compressor system as claimed in claim 10 , whereinthe air processing device has a multi-circuit protection valve and a plurality of compressed air accumulators.13. The compressor system as claimed in claim 10 , whereinthe electric motor control unit has signal inputs which are configured so as to serve to process sensor signals of the air processing device.14. The compressor system as claimed in claim 10 , whereinthe electric motor control unit has signal outputs which are configured so as to serve to drive actuators of the air processing device.15. The compressor system as claimed in claim 10 , whereinthe electric motor control unit has a pressure monitoring control module which is configured such that pressure in the air processing device is monitorable and/or regulatable by the pressure monitoring control module.16. The compressor system as claimed in claim 15 , whereinthe pressure monitoring control module is further configured such that the pressure in at least one further compressed air consumer of the utility vehicle is monitorable and/or regulatable by the pressure monitoring control module.17. The compressor system as claimed ...

METHOD FOR OPERATING A RAIL VEHICLE ALONG A RAILWAY LINE

A method operates a rail vehicle along a railway line. Accordingly, a trip of the rail vehicle has a travel section along the railway line, which travel section ends before or at a hazard point of the railway line. The rail vehicle, in a protection mode, is braked starting from a first speed during a braking phase at the start of the travel section. During the braking phase, a kinetic quantity of the kinetic energy amount of the rail vehicle is absorbed by an energy absorption unit. The braking phase is followed by an energy dissipation phase, in which part of the absorbed energy is discharged. The travel section is defined such that an energy state parameter representative of a vehicle energy amount, which energy state parameter takes into account the energy amount present in the energy absorption unit, satisfies a condition at the hazard point. 118-. (canceled)19. A method for operating a rail vehicle along a railway line , a journey of the rail vehicle along the railway line includes a travel section ending before or at a hazard point of the railway line , which comprises the steps of:braking the rail vehicle, in a protection mode, starting from a first speed, at a start of the travel section during a braking phase, during the braking phase, a kinetic quantity of kinetic energy of the rail vehicle is absorbed by an energy absorption unit of the rail vehicle;following the braking phase with an energy dissipation phase in which at least a portion of absorbed energy is discharged by the energy absorption unit; anddefining the travel section in such a way that an energy state parameter, which is representative of vehicle energy and which takes into account at least energy present in the energy absorption unit, satisfies a condition at the hazard point.20. The method according to claim 19 , wherein the energy state parameter takes into account a current mass of the rail vehicle.21. The method according to claim 19 , wherein the energy state parameter is representative ...

SYSTEM AND METHOD FOR DETERMINING EFFECTIVENESS OF A FRICTION MODIFIER ALONG A ROUTE SEGMENT

A method includes obtaining creep measurements and tractive/braking measurements from at least one vehicle system at different locations along a route segment while the at least one vehicle system moves through the route segment. The method also includes calculating tribology characteristics of the route segment at the different locations. The tribology characteristics are based on the creep measurements and the tractive/braking measurements from the at least one vehicle system. The tribology characteristics are indicative of a friction coefficient of the route segment at the different locations. The method also includes determining an effectiveness of a friction modifier applied to the route segment based on the tribology characteristics. 1. A system comprising:a vehicle system having a propulsion system and one or more processors, wherein the one or more processors are configured to control the vehicle system for movement along a route according to an operating plan that includes plural throttle and braking settings as a function of at least one of time or distance along the route; andplural sensors on board the vehicle system configured to communicate data of one or more operating conditions of the propulsion system to the one or more processors; at least one first tractive measurement or braking measurement of the vehicle system at a designated leading border location along the route;', 'at least one second tractive measurement or braking measurement of the vehicle system at a designated location of interest along the route after the leading border location relative to a direction of movement of the vehicle system; and', 'at least one third tractive measurement or braking measurement of the vehicle system at a designated trailing border location along the route after the location of interest relative to the direction of movement of the vehicle system, each of the designated leading border location, the designated location of interest, and the designated trailing ...

System and method for automated establishment of a vehicle consist

A method for controllably linking propulsion units in a vehicle consist includes transmitting a linking signal having an identity of a lead propulsion unit. A remote propulsion unit is remotely controlled by the lead unit when the identity matches a designated identity stored onboard the remote unit. A de-linking signal is transmitted from the lead unit when the lead unit is to be decoupled from the vehicle consist. The de-linking signal includes a replacement identity of a replacement propulsion unit. A replacement linking signal is transmitted from a second lead unit. The remote propulsion unit allows the second lead propulsion unit to remotely control the operations of the remote propulsion unit when replacement identity stored onboard the remote propulsion unit matches an identity that is communicated in the replacement linking signal.

BRAKE UNIT FOR A VEHICLE AND VEHICLE WITH A BRAKE UNIT OF THIS TYPE

A brake unit for a vehicle, in particular a rail vehicle, includes an electrohydraulic setpoint value-force-conversion device having a container for providing hydraulic fluid, a brake cylinder connected to the container via a hydraulic line system and having brake pistons, and control devices suitably constructed so as, under the action of electric output signals of a setpoint-value-regulating device, to adjust an actual value, which acts upon the brake cylinder, of a hydraulic pressure in the brake cylinder. In a structurally advantageous manner, one of the control devices is a pump unit with which hydraulic fluid can be pumped out of the container into the brake cylinder and another of the control devices is suitably constructed to allow hydraulic fluid to flow out of the brake cylinder into the container. A vehicle with such a brake unit is also provided. 112-. (canceled)13. A brake unit for a vehicle or a rail vehicle , the brake unit comprising:an electrohydraulic setpoint value-force-conversion device including control devices, a container for providing hydraulic fluid, a brake cylinder with brake pistons, and a hydraulic line system connecting said brake cylinder to said container; anda setpoint-value-regulating device providing electrical output signals;said control devices being configured to set an actual value of a hydraulic pressure in said brake cylinder acting upon said brake piston under action of said electrical output signals;one of said control devices being a pump assembly for pumping hydraulic fluid out of said container into said brake cylinder and another of said control devices being suitably configured to allow hydraulic fluid to flow out of said brake cylinder into said container.14. The brake unit according to claim 13 , which further comprises first and second braking devices claim 13 , said first braking device bring suitably constructed to convert an actual value of a contact force resulting from an action of said brake piston into an ...

Brake Unit for a Vehicle and Vehicle having such a Brake Unit

A brake unit for a vehicle, in particular a rail vehicle, has a brake cylinder, a brake piston and a device for adjusting a clearance. The latter has two first stops that strike against each other when the brake unit is opened. One of the first stops is formed on a blocking element that is functionally connected to the brake piston. In order to be able to open the brake unit beyond the clearance, a blocking member is in engagement with the blocking element under the force of a pre-stressing spring. The blocking element is blocked by the blocking member when the first stops strike. Actuators displace the blocking member that is in engagement with the blocking element counter to a force of the pre-stressing spring into a position detached from the blocking element.

Compressed Air Brake Device For A Rail Vehicle With A Direct Electropneumatic Brake

A compressed air brake device for a rail vehicle with a direct, electropneumatic brake has a brake control unit which has a brake control device with connected brake actuators and a brake pilot control pressure sensor connected to the brake actuators. An independent monitoring control unit is arranged in parallel to the brake control unit. The monitoring control unit has a monitoring control device with connected monitoring actuators and a monitoring pilot control pressure sensor. A monitoring pilot control pressure at the output of the monitoring actuators is closed-loop controlled using the monitoring pilot control pressure sensor. The higher pressure of a brake pilot control pressure and the monitoring pilot control pressure or, in the case of a fault of the brake control unit, the monitoring pilot control pressure can be relayed to the brake cylinder. 17-. (canceled)8. A compressed air brake device for a rail vehicle with a direct electropneumatic brake , the device comprising:a brake control unit having a brake control device with connected brake actuators and a brake pilot control pressure sensor connected to the brake actuators;a pressure converter that is loaded with a brake pilot control pressure by the brake actuators and is connected to at least one downstream brake cylinder;an independent monitoring control unit connected in parallel with said brake control unit, said monitoring control unit having a monitoring control device with connected monitoring actuators and a monitoring pilot control pressure sensor connected to the monitoring actuators;said monitoring pilot control pressure sensor controlling a monitoring pilot control pressure at an output of said monitoring actuators, wherein in each case a higher pressure of the brake pilot control pressure and the monitoring pilot control pressure, or, if a fault is present in said brake control unit, the monitoring pilot control pressure, is relayed to the brake cylinder; anda pressure sensor having an ...

Verification System and Method for an End-Of-Train Unit of a Train and an Improved End-Of-Train Unit for a Train

A verification system for an end-of-train unit for a train having a first pressure sensor for determining the air pressure in a brake pipe, the system including: at least one additional pressure sensor to monitor or sense the air pressure in the brake pipe; and a computer to: receive or determine pressure data from the first pressure sensor; receive or determine pressure data from the at least one additional pressure sensor; compare the pressure data received or determined from the first pressure sensor with the pressure data received or determined from the at least one additional pressure sensor; and implement or facilitate an action based at least partially upon the results of the comparison. An improved end-of-train unit is also disclosed.

METHOD FOR MAINTAINING TOTAL BRAKING POWER OF A TRAIN WHILE TAKING THE AVAILABLE FRICTION CONDITIONS INTO CONSIDERATION

The invention relates to a method for maintaining total braking power of a rail vehicle while taking the available friction conditions into consideration. The method includes recognizing that at least one unit is wheel-slide controlled; retrieving the type of friction prevailing on the wheel-slide controlled units; determining the values μ0 and Kμ0 for each unit that is wheel-slide controlled; forming a function for the value μ0 and a function for the value Kμ0, in each case over the entire length of the units comparing the actual braking request in each of the units, to the function of the value Kμ0, and changing each braking request in each of the units, towards the respective value of the function of Kμ0. 1. A method for maintaining the total braking power of a rail vehicle while taking the available friction conditions into consideration , the method comprising:recognizing that at least one unit is wheel-slide-controlled;retrieving a type of friction prevailing on the wheel-slide-controlled units;determining the values μ0 and Kμ0 for each unit that is wheel-slide-controlled;forming a function for the value μ0 and a function for the value Kμ0, in each case over the entire length of the units in the longitudinal direction of a rail vehicle based on the determined values of μ0 and Kμ0 of the wheel-slide-controlled units;comparing a current braking request at each of the units including the units that are not wheel-slide-controlled, to the value of the function of Kμ0 at the site of the respective braking request;changing each braking request at each of the units including the units that are not wheel-slide-controlled, toward the respective value of the function of Kμ0 at the site of the respective braking request.2. The method of claim 1 , wherein the changing of each braking request toward the respective value of the function of Kμ0 is done only for such braking requests that are increased thereby.3. The method of claim 1 , wherein both the function for the value ...

Individualized Dynamic Electric Train Braking

A system and method for reducing the threat of derailment of a train during deceleration is provided. An individualized braking force for each rail car of a train, such individualized braking force being determined by the braking deceleration of the train's locomotive, may be calculated by the rail car's controller and is directly proportional to the mass of the rail car. The controller may utilize the various forces acting upon the individual rail car as measured by a plurality of sensing and measuring devices to dynamically adjust the braking force applied to the individual rail car's brakes. Such a system and method allows for the train to act as a single body mass When decelerating to eliminate rail car pile-up and reduce the threat of derailment.

MID OF TRAIN UNIT

A mid of train (MOT) mobile unit for use with a train to bridge communications between a head of train (HOT) device installed in a locomotive and an EOT device installed on a last car of the train. The MOT mobile unit comprises a first hose for mounting the MOT mobile unit between first and second railway cars of the train located near a middle of the train. The MOT mobile unit further comprises a first radio for communications with an end of train (EOT) unit disposed on one end of the train and a second radio for communications with a head of train (HOT) unit disposed on other end of the train. With the first and second radios jointly the MOT mobile unit provides a repeater device functionality for communicating between the EOT unit and the HOT unit. 1. A mid of train (MOT) mobile unit for use with a train , the MOT mobile unit comprising:a first hose for mounting the MOT mobile unit between first and second railway cars of the train located near a middle of the train;a first radio for communications with an end of train (EOT) unit disposed on one end of the train; anda second radio for communications with a head of train (HOT) unit disposed on other end of the train, wherein with the first and second radios jointly the MOT mobile unit provides a repeater device functionality for communicating between the EOT unit and the HOT unit.2. The MOT mobile unit of claim 1 , wherein the first hose is a pass-through T-hose such that the MOT mobile unit is user configurable with the pass-through t-hose to operate as the MOT mobile unit instead of the EOT unit.3. The MOT mobile unit of claim 1 , wherein the MOT mobile unit is configured to receive a power from a brake line of the train that runs a length of the train claim 1 , wherein the power is derived from a compressed air in the brake line by means of an air-powered generator that recharges a battery.4. The MOT mobile unit of claim 3 , wherein the MOT mobile unit is configured to attach onto a car set near a middle of the ...

Brake equipment wear monitoring for remaining useful life

A system for monitoring usage of rail car brake equipment and determining whether the actual lifespan of the brake equipment is shorter than an expected lifespan had the brake equipment been used under normal or constant parameters. The system includes a sensor for collecting and outputting data indicating how the brake equipment has been actually used. A controller is programmed to receive the data regarding how the brake system component has been used and to calculate whether the brake system component has an estimated lifespan that is shorter than the expected lifespan. The sensor may comprise an ambient temperature sensor, a flow sensor that determines the air used by the braking system that includes the brake system component, and/or a pressure sensor that can determines how frequently and in what manner the brake system has been used.

CIRCUIT AND DISTRIBUTOR BLOCK AND BRAKE CONTROL ASSEMBLY FORMED THEREFROM FOR RAIL VEHICLES, AND DISTRIBUTOR SET FOR CONFIGURING PURPOSES AND METHOD FOR CREATING THE BRAKE CONTROL ASSEMBLY

A circuit has a fluid line matrix and brake components connected to the fluid line matrix. Changes in the brake designs or brake functions can be carried out easily in that at least one interface is provided for connecting a distributor block. The interface is designed such that a configuration of the fluid line matrix can be formed by connecting or exchanging the distributor block. There is also described a distributor block which is suitable for forming a configuration of the fluid line matrix of the circuit by connecting to the at least one interface of the circuit. 120-. (canceled)21. A circuit , comprising:a fluidic line matrix and brake components connected to said fluidic line matrix;at least one interface for connecting a distributor block to said fluidic line matrix, said interface being formed to implement a configuration of said fluidic line matrix by connecting or exchanging the distributor block.22. The circuit according to claim 21 , wherein said at least one interface is implemented by connections of said fluidic line matrix.23. The circuit according to claim 22 , wherein:said fluidic line matrix is a brake panel selected from the group consisting of a pipe panel, a bore panel and an adhesive panel; andsaid connections of said at least one interface are implemented on a front side or a back side of said brake panel.24. The circuit according to claim 23 , wherein claim 23 , in addition to said connections forming said at least one interface claim 23 , said fluidic line matrix also has connections for connecting the brake components claim 23 , wherein said connections for connecting the brake components are formed on one of the sides of the brake panel.25. The circuit according to claim 23 , wherein claim 23 , in addition to said connections forming said at least one interface claim 23 , said fluidic line matrix also has connections for connecting connector lines assigned to the circuit claim 23 , wherein said connections for connecting the connector ...

ACOUSTIC SYSTEM AND METHOD FOR TRACTION AND BRAKING CONTROL OF A TRAIN

An acoustic traction and braking control system includes a modulator device associated with a master vehicle, which receives a traction or braking request signal and generates an electrical signal which is transformed into an acoustic signal to be transmitted in a brake pipe; the frequency of the acoustic signal is being adjusted according to the amplitude of the traction or braking request signal, according to a trans-characteristic function; 1. An acoustic traction and braking control system for a train comprising a general brake pipe , a master vehicle comprising traction and braking devices , and at least one slave vehicle comprising traction and braking devices; said acoustic traction and braking control system including;a modulator device associated with said master vehicle, which is arranged to receive at least one traction or braking request signal and generate an electrical signal adapted to energize an actuator arranged to transform said electrical signal into a respective acoustic signal to be transmitted within said general brake pipe;a frequency value of said acoustic signal being adjusted according to an amplitude value of the at least one traction or braking request signal, in accordance with a predetermined trans-characteristic function;at least one transducer device associated with said at least one slave vehicle, which is adapted to detect the acoustic signal and to convert an instantaneous amplitude value of the acoustic signal into an electrical signal, the frequency value of said electrical si anal being adjusted according to the frequency value of the acoustic signal; andat least one frequency demodulator associated with said at least one slave vehicle, which is arranged to generate a traction or braking management signal whose amplitude value is adjusted according to the frequency of the electrical signal; the traction or braking management signal being transmitted by the at least one frequency demodulator to a traction and braking management ...

System and method for detection of multi-vehicle system separation

A leak control device includes a reservoir fluidly coupled with a brake pipe of a vehicle brake system. The leak control device also includes a conduit fluidly coupled with the reservoir and having an orifice that directs fluid out of the reservoir at a leak rate. The leak control device includes a valve fluidly coupled with and disposed between the reservoir and the conduit. The valve may open and direct the fluid out of the reservoir and out of the vehicle brake system at the leak rate responsive to a pressure of the fluid in the brake pipe being no less than a pressure of the fluid in the reservoir.

Systems and methods for detecting brake system anomalies

A method may include detecting a first pressure and a second pressure of a fluid in a brake pipe of a vehicle system that includes a plurality of vehicles and extends from a lead vehicle to an end vehicle. The first pressure may be measured in the lead vehicle and the second pressure may be measured in the end vehicle. The method may further include determining a pressure differential signature between the first pressure and the second pressure and evaluating the pressure differential signature with a machine learning model to determine whether a blockage or a leak exists in the brake pipe. A system may include one or more processors configured to detect a first pressure and a second pressure of a fluid in a brake pipe. The one or more processors may be further configured to determine a pressure differential signature between the first pressure and the second pressure and evaluate the pressure differential signature with a machine learning model to determine whether a blockage exists in the brake pipe.