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.

Braking system

Self testing process for a railway brake system

Digital databus

Braking system

Brake system for a railway vehicle with digital databus

BRAKING SYSTEM

brake control unit

SISTEMA DE FRENAGEM Uma unidade de controle do freio 11 para um veículo ferroviário é dotada de um primeiro 12 e um segundo 13 núcleos. 0 primeiro núcleo 12 é responsável pelas funções de controle do freio e o segundo núcleo 13 é responsável pelas comunicações. Um comutador 16 controla as comunicações entre o segundo núcleo e um barramento de comunicações no veículo ferroviário, de tal forma a salvaguardar a função de frenagem do primeiro núcleo. 0 segundo núcleo tem acesso para escrever no barramento de comunicação apenas quando habilitado pelo primeiro núcleo, o dito primeiro núcleo determina se o sistema está em um estado seguro definido para, dessa forma, salvaguardar a função de frenagem. Isto reduz os requisitos de teste para o novo software de comunicação. BRAKING SYSTEM A brake control unit 11 for a railway vehicle has a first 12 and a second 13 cores. The first core 12 is responsible for the brake control functions and the second core 13 is responsible for communications. A switch 16 controls communications between the second core and a communications bus on the railway vehicle, in such a way as to safeguard the braking function of the first core. The second core has access to write on the communication bus only when enabled by the first core, said first core determines whether the system is in a defined safe state to thereby safeguard the braking function. This reduces the test requirements for the new communication software.

BRAKE CONTROL VALVE ARRANGEMENT

An electropneumatic rail brake system configured to provide emergency braking including an emergency magnet valve which controls air flow into an emergency regulator valve, which valve has an emergency back-up chamber. The emergency regulator provides an output pressure nominally equal to the variable load pressure and no lower than the tare back-up. The magnet valve is closed when energized and when de-energized, pressure is allowed into the emergency back-up chamber, Regulation of the brake cylinder pressure continues during an emergency application such that the brake cylinder pressure applied during an emergency stop does not drop below a predetermined level. In the event of power-loss during an emergency brake stop, the nominal emergency brake pressure is applied to the brake cylinders. 1. An electropneumatic brake system for a rail vehicle configured to provide emergency braking , the electropneumatic brake system comprising:brake cylinders for applying a brake force;emergency regulator valve that has an emergency back-up chamber; andan emergency magnet valve which controls air flow into the emergency regulator valve,wherein the emergency regulator valve being is adapted to provide an output pressure nominally equal to a variable load pressure and no lower than a tare back-up setting,wherein the emergency magnet valve is controlled by a first electronic control unit that regulates brake cylinder pressure,wherein the emergency magnet valve is closed when energised,wherein, when the emergency magnet valve is de-energised, pressure is allowed into the emergency back-up chamber,wherein regulation of a brake cylinder pressure by the first electronic control unit continues during an emergency application such that the brake cylinder pressure applied during an emergency stop does not drop below a predetermined level, andwherein, in the event of power-loss during an emergency brake stop, a nominal emergency brake pressure is applied to the brake cylinders.2. The ...

PRESSURE EQUALIZATION VALVE

A pressure equalization valve arrangement for a rail brake system includes a hold valve and a membrane vent valve each having a control chamber. The hold valve and vent valve are piloted by a respective solenoid valve. A further solenoid valve is connected to the control chamber of the vent valve to allow the pressure across the vent valve membrane to be equalized with the brake cylinder pressure to decrease the pressure difference across the membrane. This results in an improved vent time. 1. A brake valve arrangement for a rail brake system configured to control air flow to brake cylinders , the arrangement comprising:a hold membrane valve; anda vent membrane valve, wherein the hold vale and the vent valve each have a control chamber, wherein the hold membrane valve and vent membrane valve are piloted by respective solenoid valves; anda further solenoid valve connected to the control chamber of the vent membrane valve to enable equalization of the pressure across the vent valve membrane with the brake cylinder pressure to decrease a pressure difference across the vent valve membrane.2. The brake valve of claim 1 , wherein the further solenoid is in fluid communication with the outlet of the hold membrane valve.3. The brake valve of claim 1 , wherein the further solenoid is in fluid communication with an inlet of the vent solenoid.4. The brake valve of claim 1 , wherein the further solenoid valve receives the brake cylinder pressure.5. The brake valve of claim 1 , wherein claim 1 , to release the brakes in use claim 1 , the hold valve membrane is held closed by applying the supply pressure to the control chamber of the hold membrane valve and by energising the hold solenoid valve claim 1 , and wherein the brake pressure in a brake cylinder is vented to atmosphere by exhausting the vent membrane valve control chamber by energising the vent solenoid valve.6. The brake valve of claim 1 , wherein claim 1 , in use claim 1 , to hold the pressure in the brake cylinder ...

BRAKE CONTROL VALVE ARRANGEMENT

A brake control valve arrangement for controlling application of a braking force includes an electro-pneumatic brake control valve block including a hold valve and a vent valve (PRESSURE CONTROLLER), a main regulator valve (RELAY VALVE) and an emergency and a variable load control pressure regulator. The valve block has an inlet for a brake supply pressure, and an outlet in pneumatic connection with a brake cylinder. A pilot pressure into the main regulator valve from the variable load control pressure regulator is controlled by a remote release solenoid valve (CONTROL CHAMBER VENT MAGNET VALVE). The remote release solenoid valve adapted to vent brake cylinder pressure to atmosphere when de-energized thereby enabling release of the wheel braking force via the main regulator valve. 1. A brake control valve arrangement for controlling application of a braking force in a rail vehicle , the arrangement comprising:an electropneumatic brake control valve block that includes a hold valve and a vent valve, a main regulator valve and an emergency and a variable load control pressure regulator,wherein the valve block has an inlet for a brake supply pressure, and an outlet in pneumatic connection with a brake cylinder for applying braking force,wherein an electronic control unit is provided for controlling actuation of one or more solenoid valves controlling pneumatic flow in the arrangement, andwherein a pilot pressure into the main regulator valve from the variable load control pressure regulator is controlled by a solenoid, which, when de-energised, enables release of the braking force by venting of brake cylinder pressure to atmosphere.2. The brake control valve arrangement of claim 1 , wherein the electronic control unit provides a signal to release the solenoid in response to detection of a fault in the brake control valve arrangement.3. The brake valve arrangement of claim 1 , wherein the arrangement further comprises an inlet for an indirect brake pressure which is ...

BRAKING SYSTEM

A brake control unit for a railway vehicle having first and second cores. The first core is responsible for brake control functions and the second core is responsible for communications. A switch controls communication between the second core and a communication bus on the railway vehicle to safeguard the braking function of the first core. The second core only has write access to the communication bus when enabled by the first core, which first core determines whether the system is in a defined safe state to safeguard the braking function. This reduces the testing requirements for new communications software.

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.

Pressure compensation valve

Una disposición de válvula de freno para un sistema de freno de riel adaptado para controlar el flujo de aire a los cilindros de freno que comprende una válvula (2) de retención y una válvula (3) de ventilación, cada una con una cámara de control, siendo la válvula de ventilación una válvula de membrana, en donde la válvula (2) de retención y la válvula (3) de ventilación son pilotadas por una respectiva válvula (6,10) solenoide, caracterizada porque una válvula (9) solenoide adicional está conectada a la cámara de control de la válvula (3) de ventilación para permitir que la presión a través de la membrana de la válvula de ventilación se iguale con la presión del cilindro de freno para disminuir la diferencia de presión a través de la membrana. A brake valve arrangement for a rail brake system adapted to control the flow of air to the brake cylinders comprising a check valve (2) and a vent valve (3), each with a control chamber , the ventilation valve being a membrane valve, where the check valve (2) and the ventilation valve (3) are piloted by a respective solenoid valve (6,10), characterized in that an additional solenoid valve (9) is connected to the vent valve (3) control chamber to allow the pressure across the vent valve membrane to equalize with the brake cylinder pressure to decrease the pressure difference across the membrane .

Method of distinguishing types of geologic sedmentation

A method for interpolating the environment and geological age at all levels in a borehole from information provided by a limited number of depths and the use of a synthetic stratigraphic cross-section for the interval between these depths. In hydrocarbon exploration, a borehole provides a suite of logs, plus estimates of geologic age at a number of spaced markers. This method uses a sea-level cycle chart, a calculation of subsidence from the thickness of the interval, and postulated values for several variables. If it is known that the supply of sediment always exceeded the available accommodation during deposition, the corresponding synthetic cross-section may then be optimized for geological plausibility (as gauged by visual observation or quantitative criteria) by perturbing the postulated variables and iterating the calculations. Otherwise, the additional step of determining where in the interval the accommodation exceeded the sediment is performed by comparing the signs of the slopes of an observed log estimating sediment grain size and a calculated log estimating layer thickness.

Seismic exploration with a swinging-weight vibrator

ABSTRACT The invention pertains to seismic exploration for petroleum by the Vibroseis method using swinging-weight vibrators. A seismic vibrator provides a measure of automatic compensation of frequency-selective action in the vibrator-ground coupling, and comprises in combination a rotatable eccentric weight, a baseplate on which the eccentric weight is mounted and by which the forces generated by the rotation of the eccentric weight may be coupled to the ground. Phase-measuring means are operatively coupled for recording the phase of the rotating weight, and a flywheel with means for coupling the flywheel to the eccentric weight whereby flywheel energy is used to rotate the eccentric weight. The flywheel is mounted to decelerate freely between desired frequency limits as the energy is radiated.

Seismic delineation of oil and gas reservoirs using borehole geophones

NA???? DEB:LAV SEISMIC DELINEATION OF OIL AND GAS RESERVOIRS USING BOREHOLE GEOPHONES ABSTRACT OF THE DISCLOSURE A method for delineating an oil or gas reservoir using one or more borehole geophones in the discovery well is disclosed. In this method, both direct and reflected seismic signals are detected by the geophone(s), the down-going signal is used to deconvolve the upcoming signal, the properties of the reflected signal as received from horizontal profiles of sources are mapped over the reservoir locality, and the reflection signals from a plurality of source positions to a plurality of geophone positions are gathered by common depth-point for analysis and for stacking.

Method of distinguishing types of geologic sedimentation

Apparatus and method for realizing controlled reactions in case of system failure

Eine Steuervorrichtung (20) und ein Verfahren zum Steuern eines Notbremsdrucks eines Fahrzeuges, sowie ein Fahrzeug mit einer derartigen Steuervorrichtung (20) werden offenbart, wobei ein Vorsteuerdruck VSD1 mit einem Druckregler (21) in Abhängigkeit von einem Beladungszustand des Fahrzeugs, einer Verzögerung, einer Geschwindigkeit und / oder einem Reibwert geregelt wird, und ein Sicherheit-Vorsteuerdruck SVSD mit einer Einstelleinrichtung gesteuert wird, und wobei in einem regulären Betrieb ein Versorgungsdruck nur von dem VSD1 gesteuert wird, während bei einer Systemstörung der Versorgungsdruck nur von dem SVSD gesteuert wird, wobei sichergestellt wird, dass der Notbremsdruck bei der Systemstörung einen Nominaldruck nicht überschreitet. A control device (20) and a method for controlling an emergency brake pressure of a vehicle, as well as a vehicle with such a control device (20) are disclosed, wherein a pilot pressure VSD1 with a pressure regulator (21) in dependence on a load state of the vehicle, a delay Controlled speed and / or a coefficient of friction, and a safety pilot pressure SVSD is controlled with an adjustment, and wherein in a regular operation, a supply pressure is controlled only by the VSD1, while in a system failure, the supply pressure is controlled only by the SVSD, it is ensured that the emergency brake pressure does not exceed a nominal pressure in the event of a system fault.

Broad-line seismic profiling

Brake system having local processors

A brake system for a railway vehicle, wherein the axles of the vehicle are provided with axle speed sensors 1,2,4,5 adapted to measure the speed of rotation of the respective axle. The output of the axle speed sensor being fed to a data processor 7, which is provided with local intelligence so as to permit individual control of brake pressure on each axle or, alternatively on each bogie or car. The data processor 7 communicates, in use, with a brake control unit via a databus 18, the sensor outputs being processed so that the data can be communicated between the data processor 7 and further data processors 17, which further data processors are adapted to process sensor outputs on further axles or bogies. The system may forcibly release the brake pressure on at least one axle to determine the ground speed of the vehicle. A further databus may be provided to provide redundancy.

Means for seismic prospecting from bulk liquid carriers

Apparatus for conducting seismic reflection surveys from oil tankers or other bulk liquid carriers in the course of their normal journeys. Seismic sources and detector apparatus are mounted in the ballast tanks. Pulse compression techniques may be used, and may take the form of a mechanical flail acting on the hull of the ship.

Braking system

A brake control unit for a railway vehicle having first and second cores. The first core is responsible for brake control functions and the second core is responsible for communications. A switch controls communication between the second core and a communication bus on the railway vehicle to safeguard the braking function of the first core. The second core only has write access to the communication bus when enabled by the first core, which first core determines whether the system is in a defined safe state to safeguard the braking function. This reduces the testing requirements for new communications software.

Pressure equalisation valve

A pressure equalization valve arrangement for a rail brake system comprises a hold valve 2 and a membrane vent valve 3, each having a control chamber. The hold valve 2 and vent valve 3 are piloted by a respective solenoid valve, 6,10. A further solenoid valve 9 is connected to the control chamber of the vent valve to allow the pressure across the vent valve membrane to be equalised with the brake cylinder pressure in order to decrease the pressure difference across the membrane. This results in an improved vent time.

Seismic delineation of oil and gas reservoirs using borehole geophones

SEISMIC DELINEATION OF OIL AND GAS RESERVOIRS USING BOREHOLE GEOPHONES ABSTRACT OF THE DISCLOSURE A method for delineating an oil or gas reservoir using one or more borehole geophones in the discovery well is disclosed. In this method, both direct and reflected seismic signals are detected by the geophone(s), the down-going signal is used to deconvolve the upcoming signal, the properties of the reflected signal as received from horizontal profiles of sources are mapped over the reservoir locality, and the reflection signals from a plurality of source positions to a plurality of geophone positions are gathered by common depth-point for analysis and for stacking.

Swinging-Weight Vibrator for Seismic Exploration

Seismic exploration for hydrocarbons may use an eccentric-mass (or "swinging-weight") vibrator as the seismic source. According to the invention, a vibrator undergoes alternate periods of acceleration and deceleration, during one of which the vibration may be annulled. For example, the rotating mass may be formed in a plurality of parts; then the several parts are disposed in a manner that rapidly and automatically balances their vibratory forces during the period when the vibration is to be annulled, and that adds their vibratory forces during the other period.The invention further provides for modulation of the frequency-time relation during deceleration, for synchronization of several vibrators, and for modulation of the effective output force by controllable variation of the mass, eccentric radius or relative phase of the several parts of the rotating mass; in such modulation, only resultant forces are applied to the vibrator bearings.

Seismic exploration with simulated plane waves

A method of seismic exploration by which substantially plane or substantially cylindrical seismic energy waves are simulated by combining reflectional signal traces of conventional spherical seismic waves. Seismic sources and receivers are established in sets at positions such that at least one of the sets includes a plurality of positions spaced over an extent of the area being explored having either one or two dimensions which are large relative to a seismic energy wavelength. Seismic energy is imparted into the earth from the sources and signals are generated in response to seismic energy received at the receivers. The generated signals are then combined into a form simulating the reflection response of the earth to seismic energy having a substantially continuous wavefront in either one dimension, simulating a cylindrical seismic energy wave, or two dimensions, simulating a plane seismic wave.

Seismic exploration using compressional and shear waves simultaneously

Title of the Invention SEISMIC EXPLORATION USING COMPRESSIONAL AND SHEAR WAVES SIMULTANEOUSLY Abstract of the Disclosure In a method of seismic exploration using swept-frequency signals, compressional and shear waves are emitted simultaneously. Typically the waves are generated by swinging-weight vibrators acting through a single base-plate. If the frequency of the shear vibration is one-half that of the compressional vibration, the downward vertical forces can be phased to minimize the horizontal slippage of the baseplate. The sensitive axis of the geophones is inclined to the vertical for detecting both compressional waves and shear waves. For defined ranges of sweep rate, separate compressional and shear records are obtained by cross-correlating the geophone signal separately against the vertical and horizontal emissions.

Device and method for realizing controlled reactions in the event of a system malfunction

A control device and a method controlling an emergency braking pressure of a vehicle, and a vehicle having a control device of this kind, wherein a pilot control pressure (VSDI) is modulated with a pressure modulator as a function of a load condition of the vehicle, a deceleration, a speed and/or a coefficient of friction, and a safety pilot control pressure (SVSD) is controlled with an adjusting device, and wherein in normal operation, a supply pressure is controlled only by the VSDI while, in the event of a system malfunction, the supply pressure is controlled only by the SVSD, wherein it is ensured that the emergency braking pressure does not exceed a nominal pressure in the event of the system malfunction.

Brake system

Fremgangsmaate til frembringelse av en synlig opptegning av en funksjon av en uavhengig variabel

Color box display

Układ hamulcowy

Sistema de freno

Un sistema de freno de riel electroneumático configurado para proporcionar frenado de emergencia que comprende una válvula magnética de emergencia que controla el flujo de aire hacia una válvula reguladora de emergencia, cuya válvula tiene una cámara de respaldo de emergencia. El regulador de emergencia proporciona una presión de salida nominalmente igual a la presión de carga variable y no inferior a la tara de respaldo. La válvula magnética se cierra cuando está energizada y cuando se desenergiza, se permite que la presión entre en la cámara de respaldo de emergencia. La regulación de la presión del cilindro de freno continúa durante una aplicación de emergencia de modo que la presión del cilindro de freno aplicada durante una parada de emergencia no caiga por debajo un nivel predeterminado. En caso de pérdida de potencia durante una parada del freno de emergencia, se aplica la presión nominal del freno de emergencia a los cilindros de freno. (Traducción automática con Google Translate, sin valor legal)

Correlation of variables not previously known

Methods and apparatus for use in the identification and/or attenuation of multiple reflections

Self testing process for a railway brake system

A brake system has prime functions involving active control of equipment by a brake ECU, which brake ECU comprises 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.

Self testing process for a railway brake system

Self testing process for a railway brake system

A brake system has prime functions involving active control of equipment by a brake ECU, which brake ECU comprises 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.

Vorrichtung zur korrelation zweier zeitabhaengiger physikalischer groessen, mit einem laengs eines wiedergabekopfes verschieblichen magnetband, sowie verfahren zur ausruestung eines solchen wiedergabekopfes mit einer elektrisch leitenden bahn

Procédé d'obtention d'une valeur analogique d'une fonction de corrélation de deux fonctions non uniformes

Brake control valve arrangement

A brake control valve arrangement for controlling application of a braking force comprises an electro-pneumatic brake control valve block (8) comprising a hold valve and a vent valve (PRESSURE CONTROLLER), a main regulator valve (9) (RELAY VALVE) and an emergency (15) and a variable load control pressure regulator (16). The valve block (8) has an inlet (2) for a brake supply pressure, and an outlet (3, 4) in pneumatic connection with a brake cylinder. A pilot pressure into the main regulator valve (9) from the variable load control pressure regulator (16) is controlled by a remote release solenoid valve (17) (CONTROL CHAMBER VENT MAGNET VALVE). The remote release solenoid valve (17) is adapted to vent brake cylinder pressure to atmosphere when de-energised thereby enabling release of the wheel braking force via the main regulator valve (9).

Method and apparatus for correlating seismic disturbances against previously recorded signals

Display of seismic reflection strength in colour

Vorrichtung zur analog-korrelation zweier zeitabhaengiger physikalischer groessen

Method and means for correlating two time-varying quantities

Display of seismic reflection strength in colour

Synthetic display of seismic reflection strength

Vorrichtung zum Korrelieren zweier zeitabhängiger physikalischer Grössen

Vorrichtung zur Analog-Korrelation zweier zeitabhängiger physikalischer Größen

Method and means for correlation oftwo time-varying quantities

Method and means for correlation oftwo time-varying quantities

Brake control valve arrangement

An electropneumatic rail brake system configured to provide emergency braking including an emergency magnet valve which controls air flow into an emergency regulator valve, which valve has an emergency back-up chamber. The emergency regulator provides an output pressure nominally equal to the variable load pressure and no lower than the tare back-up. The magnet valve is closed when energized and when de-energized, pressure is allowed into the emergency back-up chamber, Regulation of the brake cylinder pressure continues during an emergency application such that the brake cylinder pressure applied during an emergency stop does not drop below a predetermined level. In the event of power-loss during an emergency brake stop, the nominal emergency brake pressure is applied to the brake cylinders.

Method and apparatus for attenuating the effects of multiple seismic reflections

Method and apparatus for attenuating the effects of multiple seismic reflections

Brake control valve arrangement

A brake control valve arrangement for controlling application of a braking force includes an electro-pneumatic brake control valve block including a hold valve and a vent valve (PRESSURE CONTROLLER), a main regulator valve (RELAY VALVE) and an emergency and a variable load control pressure regulator. The valve block has an inlet for a brake supply pressure, and an outlet in pneumatic connection with a brake cylinder. A pilot pressure into the main regulator valve from the variable load control pressure regulator is controlled by a remote release solenoid valve (CONTROL CHAMBER VENT MAGNET VALVE). The remote release solenoid valve adapted to vent brake cylinder pressure to atmosphere when de-energized thereby enabling release of the wheel braking force via the main regulator valve.