Abstract: A brake disc for an axle of a railway vehicle comprises a friction disc annular element mounted concentrically on a hub by a plurality of clamping sleeves or bolts seated in radially opposed bores in the hub and annular element. A pretensioned resilient retaining member exerts a radially inwardly directed force against the radial outer end of each clamping sleeve or bolt. The retaining member is positioned against stop surfaces disposed radially outwardly of the outer end of the cylindrical or bolt element and formed on the ribs which interconnect a pair of axially spaced friction elements constituting the annular element or on the inner surfaces of the friction elements.

Abstract: A brake disk particularly for railway vehicles has a brake disk annular element mounted on a hub by at least three radially extending adaptor sleeves seated in radially opposed bores in the hub and annular element. A conical member within an end portion of the adaptor sleeve can be moved inwardly by tightening a bolt passing through the adaptor sleeve so as to expand radially the end portion of the sleeve against the wall surface of its respective bore.

Abstract: A spring-loaded braking cylinder has a rapid release mechanism which disengageably connects the spring-loaded piston with the piston rod. A damping mechanism damps the relative movement between the piston and the piston rod which occurs upon release of the coupling between the spring-loaded piston and the piston rod. The piston rod is coupled to the piston by a transverse pin a portion of which projects into a transverse slot on the piston rod and another portion of which is movable within an L-shaped slot on the piston rod. An adaptor connected to the pin has a flange which acts as a piston within a closed chamber formed with the piston rod and filled with fluid. The spaces on both sides of the piston-like flange are interconnected by throttle passages.

Abstract: A brake lining support member for disk brakes for railway vehicles and the like has an insertable brake lining retained in position by a locking bar at least one end of which is secured by a U-shaped spring clip having parallel legs one of which is mounted in a bracket on the brake lining holder and the other leg mounted in the locking bar.

Abstract: A braking apparatus for vehicles has a switching device which controls the admission of pressure fluid to the braking cylinder of a service brake and is operated by a reaction force acting upon a coupling or bearing support between the switching device and a lever operatively connected to a parking or locking brake. When this reaction force exceeds a predetermined limit upon operation of the parking brake, the switching device is actuated to release the service brake. The service brake is released at that time when the parking brake already applies a braking force and the short period of time between the parking brake being locked and prior to release of the service brake is so short that the brake linkage of the service brake is not subjected to any damaging effects.

Abstract: In an electropneumatic brake a relay valve is connected between a source of pressure fluid and a brake cylinder which may be spring-loaded or direct acting in order to regulate the pressure in the brake cylinder. An emergency brake valve is connected to a means for producing a brake signal to shut off a faulty brake signal and actuated in the absence of a vehicle load responsive signal. A pressure control valve is connected to the emergency brake valve, to relay valve and to a device for producing a vehicle load-responsive signal in order to control a load-responsive pressure in the brake cylinder in such a manner that in the absence of a vehicle load-responsive signal and upon actuation of the emergency brake valve full braking is applied by the brake cylinder independent of the vehicle load.

Abstract: A pressure regulator has at least one solenoid valve operated by electrical signals connected to a container the actual pressure of which is indicated by a pressure electric transducer. A comparator generates a regulation signal which is the difference between the actual pressure and a command pressure signal. A regulator is connected to the comparator for generating a control signal to the solenoid valve in such a manner that the valve member of the solenoid valve is adjustable in a stable manner between intermediate positions within a range between the open and closed positions of the valve such that throttled pressure media continuously flows through the valve. The valve adjustment signal can be a continuously variable direct voltage which is proportional to the output signal of the regulator and may be a rectangular or saw-toothed voltage with a frequency exceeding the maximum actuating frequency of the solenoid valve.

Abstract: A brake cylinder has a piston one side of which is spring-loaded and the other side of which is acted upon by a fluid pressure medium. A spindle shaft is coupled t the cylinder by a screw coupling having a non-self-locking thread and is engageable with an actuating rod which is adapted to be connected to the brake linkage. A sleeve is rotatably mounted on the cylinder but is non-axially movable with respect to the cylinder. The sleeve is axially but non-rotatably slideable with respect to the spindle shaft. An overrunning drive is operatively connected between the sleeve and a drive mechanism which is operable exteriorly of the brake cylinder. The drive locks in the driving position when the sleeve rotates in a direction to unscrew the spindle shaft from the piston in the direction to release the brake.

Abstract: A brake accelerator is operable sequentially upon each successive braking stage over the service application range of brake line pressure reductions and is employed with a single release brake control valve of an indirectly acting compressed air brake for railway vehicles. The control valve has a service brake portion and an emergency brake portion provided with a emergency brake piston one side of which is subjected to brake line pressure and the other side is subjected to auxiliary chamber pressure . The accelerator has a main piston which operates an inlet valve to connect the accelerator to the brake line. The main piston which is also subjected on one side to brake line pressure and the other side to auxiliary chamber pressure is moved to a service position upon an application of the brakes to open the inlet valve and connect a control piston with the brake line such that the control piston is subjected on both sides to brake line pressure.

Abstract: A spring-loaded brake device particularly for railway vehicles has a brake valve to control the pressure in a brake line and spring-loaded brake cylinders that can be subjected to the action of pressure in the brake line against the force of a loading spring. At least one venting valve is connected to the brake line and the venting valve comprises a rapid acting valve which is controlled by pressure in the brake line to open a venting passage from the brake line to the atmosphere only when the pressure in the brake line is lowered from a brake release level to a level at which the brake cylinder makes braking contact. This venting passage is otherwise closed. The rapid acting valve thus removes air under pressure from the spring-loaded brake cylinders and flows this air to the atmosphere only at the beginning of a braking operation. Upon further application of the brakes the rapid acting valve has no effect and brake pressure is controlled by the brake valve.

Abstract: A spring-loaded brake cylinder particularly for the air brake system of a railway vehicle has a piston slidable within a housing and a threaded shaft and nut assembly between the piston and a piston rod. The nut is carried upon a non-self-locking thread on the threaded shaft and either the shaft or nut is rotatable and the other is non-rotatable. A loading spring has one end supported by a portion of the housing and secured against axial displacement and has a second end acting against the piston. A selectively operable rotary coupling is disposed in the path of the torque resulting from the force exerted by the spring acting upon the shaft and nut assembly so that the shaft and nut are free to rotate with respect to each other when the rotary coupling is actuated.

Abstract: A signal corresponding to the difference between wheel and vehicle speeds is generated when this difference exceeds a first predetermined value and this difference signal is stopped when the difference decreases below a second predetermined value. The difference signal is integrated linearly upwardly until the difference signal decreases to the second predetermined value at which point it is integrated linearly downwardly. An auxiliary signal is generated when the integrated signal is above a third predetermined value. An anti-locking signal is generated in response to the generated difference signal to release the vehicles brakes and this anti-locking signal is continued to be generated until both the difference signal and the auxiliary signal cease and at that point the brakes are again applied.

Abstract: A brake control device has a selective release accelerator which responds only to a normal release subsequent to an increase of brake line pressure initiated by the operator's brake valve. A first piston has one side subjected to air line pressure and the other side subjected to pressure in an auxiliary reservoir. The first piston controls an inlet valve to connect the emergency reservoir to the brake line. A second piston has one side subjected to brake line pressure and its other side to pressure in the auxiliary reservoir and monitors the first piston. The side of the first piston subjected to auxiliary reservoir pressure is connected through a throttled connection to the auxiliary reservoir when the brake line pressure is smaller than or equal to the auxiliary reservoir pressure. This throttled connection is interrupted when the brake line pressure reaches a predetermined value higher than the auxiliary reservoir pressure.

Abstract: A condition-responsive or safety switch regulates the energizing of a first relay having two contacts that are open when non-energized. The first contact is connected to a contact switch of a differential pressure switch and regulates an energizing circuit for a second relay through a holding contact of the second relay. The second contact of the first relay is in series with a pressure switch and connected into an energizing circuit for the second relay in such a manner that a contact of the second relay when open in the deenergized state regulates a control circuit for a brake solenoid valve. The brake solenoid valve is in a connection betwen the control input and control output of an operator's brake valve. Pressure regulating apparatus is connected to the control output and apparatus for controlling pressure in the air line is connected to the control input.

Abstract: A hold-back valve for single release air brakes includes a plug valve member in a chamber of a valve body and rotatable between at least two positions to establish paths of different resistance to flow between air inlet and outlet passages in the valve body. The plug has spherical central portion with a flattened surface and the spherical central portion is sealingly engageable with one end of a hollow cylindrical flexible packing surrounding the opening of the air inlet passage to the chamber in the valve body. The rotatable plug has passages therethrough to define two or three different flow paths when particular passages of the plug are connected between the air inlet and outlet of the valve body.

Abstract: An automatic coupler of the Janney-type has a guide horn rigidly connected to the coupling head below the knuckle and extends forwardly and laterally with respect to the knuckle. The guide horn is shaped to have on its upper face a plurality of guide and support surfaces. A second plurality of guide and support surfaces are formed on the underside of the rigid catch jaw which is spaced horizontally from the pivotable knuckle. The guide surfaces on the guide horn and underside of the jaw engage respectively guide surfaces on the underside of the jaw and a guide horn of a similar coupler when such couplers are in the coupled position so as to prevent relative vertical displacement of the coupled coupling heads.

Abstract: A brake accelerator has a control chamber connected through a throttle orifice to a brake line. The brake system includes a control valve in which is an emergency brake piston one side of which is subjected to brake line pressure and the other side of which is subjected to pressure in the control chamber. The emergency brake piston, as a function of a pressure drop in the brake line, opens a brake line outlet valve so that air flows from the brake line through an inlet valve. The inlet valve is held by a control piston in its open position at the start of a pressure drop in the brake line and the air is flowed into a chamber to form a control pressure.

Abstract: An accelerator device for a three-pressure control valve of an air brake system on a railway vehicle has a control piston one side of which is subjected to air line pressure and the other side to pressure in a control chamber such that when the pressure in the control chamber predominates the control piston opens an accelerator valve between the air line pressure and a valve chamber. A monitor valve is between the valve chamber and a transfer chamber which continuously communicates to the atmosphere through a throttle orifice. A first piston operates the monitor valve and is subjected in the closing direction of the monitor valve to the action of braking pressure against the effect of a spring force.

Abstract: A mechanical antiskid regulator has a flywheel mass which is journalled for rotary movement independent of the axle and wheel and is provided with a cam received in a recess of a cam disc coupled to rotate with the wheel on the axle. Two locking elements are pivotally connected to a ring segment and are suspended from the cam disc so as to be positioned on either side of the central position of the cam. A rotatably mounted stop is engageable from either direction of rotation with the ring segment to displace the ring segment so as to move a portion of a locking element into the path of the cam to prevent the flywheel mass from deflecting in that direction.

Abstract: In a railway vehicle having two brake discs on the axle of a wheel and axle assembly a disc brake comprises brake shoes on opposite faces of each brake disc and the brake shoes being suspended from the bogie frame. For each brake disc there is a pair of brake levers pivotally connected by pull-rod means with the inner ends of the brake levers being pivotally connected to the brake shoes. One of the remote ends of the outer brake levers is pivotally connected to a displaceably supported brake cylinder and the remote end of the other outer brake lever is pivotally connected to a piston rod extending from the brake cylinder. The remote ends of the two central brake levers are both pivotally connected to fixed points.