Abstract: A limp-in control arrangement for an electro-pneumatic integrated control system for railway vehicles including a supply and exhaust magnet valve for electrically controlling the pneumatic brakes on the railway vehicle, an electromagnetic relay for sensing the operational condition of the electro-pneumatic integration control system, a switching device for enabling a limp-in control function when the electro-pneumatic integrated control system is experiencing a malfunction, an operating device for initiating a limp-in control function by releasing and reapplying the pneumatic brakes to allow the railway vehicle to be moved to a repair facility.

Abstract: A microprocessor-based, electropneumatic brake control system for a locomotive having a pneumatic back-up control valve which includes a quick release valve for maintaining a release condition of the control valve during dynamic braking. An arrangement is provided to prevent the control valve from applying during a trainline-initiated emergency application prior to the dynamic brake becoming ineffective following dynamic brake knockout, in order to avoid the possibility of a wheel skid.

Abstract: A microprocessor-based locomotive brake control system having an electropneumatic brake pipe pressure regulating circuit via which a train brake pipe pressure is controlled and a normally closed charging cut-off valve between the brake pipe regulating circuit anad the brake pipe. The charging cut-off valve is electropneumatically controlled in order to effect opening of the normally closed charging cut-off valve on a controlling locomotive. An arrangement is provided for maintaining the charging cut-off valve open when electric power is lost on a controlling locomotive, while providing for closure of the charging cut-off valve on a non-controlling locomotive irrespective of the presence or absence of electric power.

Abstract: A microprocessor based electro-pneumatic locomotive brake control system in which a brake application is obtained automatically on the locomotive consist and train only in response to a loss of power at the lead or controlling locomotive microprocessor, and not in response to a loss of power at a trail or non-controlling locomotive microprocessor. The brake control system provides for releasing such a fail-safe brake application at the locomotive independently of the train brakes.

Abstract: A penalty brake control system for a railway locomotive in which a first pressure switch controls the venting of the control chamber of a penalty brake application valve. Reset of the penalty brake application valve, following actuation in response to an unsafe operating condition, is achieved by actuating this first pressure switch to effect closure of the control chamber vent path. A second pressure switch actuates this first pressure switch only when two pressure signals are present thereat, the first pressure signal arising when the penalty brake application value is actuated and the second pressure signal arising when the locomotive brake valve handle is moved out of release position, provided the unsafe operating condition has been corrected.

Abstract: A low brake pipe pressure detecting circuit for a railway train is provided in conjunction with a conventional vent valve device typically associated with the locomotive brake valve device to exhaust the train brake pipe pressure and thereby effect an emergency brake application. Conventional pneumatic pilot valve devices are interconnected with the vent valve device to actuate the vent valve device only for a limited duration following which the pilot valves are automatically reset to effect closure of the vent valve device preparatory to recharging brake pipe pressure to obtain a subsequent brake release.

Abstract: In an electropneumatic brake control system including a brake valve in which a holding position permits brake pipe recharge without effecting a concurrent release of brakes, there is provided an arrangement for preventing a release control valve of a penalty application valve from being actuated to a position in which charging of equalizing reservoir pressure is interrupted when the brake valve handle is in Holding position, as well as Release position during electropneumatic brake control, while preventing such actuation of the penalty release control valve only in Release position in the event the electropneumatic brake control is inoperative.

Abstract: An operators's brake valve device for a railway locomotive that is adapted to provide brake pipe recharging in a holding position of the brake valve handle in which the release of brake cylinder pressure is cut off by a release magnet valve device that, in conjunction with an appliction magnet valve device, provides electro-pneumatic control of the train brakes. These magnet valves are controlled electrically via pneumatically piloted electrical switches that receive discrete pressure signals according to the different positions of the brake valve handle.

Abstract: A brake pipe charging cut-off arrangement for a locomotive air brake in which a rate sensing valve responds to an emergency rate of reduction of brake pipe pressure to vent the control chamber of an actuating valve. This causes the actuating valve to be positioned to connect pressure to the brake pipe cut-off valve of the locomotive brake valve device to interrupt charging of the brake pipe. Following a predetermined time delay of such duration as to assure a complete halt of the train by the resulting emergency brake application, the rate sensing valve automatically resets to terminate venting of the actuating valve control chamber. The actuating valve is then conditioned to be reset on the lead unit by movement of the brake valve handle to emergency position. On a trail unit, a unique arrangement of double check valves sense the proper operating condition of a trail unit brake valve device to automatically reset the actuating valve.

Abstract: A pneumatic/electro-pneumatic brake control system including an interface unit at each control station at the opposite ends of a train operating in push/pull service. This interface unit includes a plurality of pressure switches for sensing the operating condition of the brake valve at the respective control station in order to effect an electro-pneumatic brake application on the train via an application relay in bypass of the master controller, when the brake valve is cut out, thereby permitting the operator to leave the train with the brakes safely applied while changing control stations. The arrangement is such as to permit this brake application to be released at the time the operator boards the train at the opposite control station by cutting in the brake valve thereat and moving the brake valve handle to release position to energize the release train-line wire via the master controller at the new control station.

Abstract: A brake control valve device, for railway vehicles, embodies an adjustable service brake cylinder limiting valve that may provide any chosen brake cylinder pressure and also an adjustable emergency brake cylinder limiting valve that may provide any selected higher brake cylinder pressure when the control valve device is conditioned for effecting either a direct release of the brakes or a graduated release of the brakes accordingly as a removable selector valve cover member is secured to a ported face formed on the exterior surface of the control valve device in either a direct release or a graduated release position with respect to this ported face.

Abstract: This invention relates to a brake valve device having a fluid pressure operated relay valve device for varying the pressure in a train brake pipe in accordance with the degree of fluid under pressure supplied to an equalizing reservoir and the relay valve device by a control valve device wherein the control valve device is operative, in a release position of a brake valve handle, in the manner of a self-lapping valve device to establish a preselected pressure of the fluid supplied to the equalizing reservoir and the relay valve device, and, in a service and lap position of the brake valve handle, in the manner of a manually-operated brake valve device, to release fluid under pressure from the equalizing reservoir and relay valve device to atmosphere. Therefore, the time that the handle remains in the service position determines the degree of reduction of the pressure of the fluid in the equalizing reservoir and the relay valve device.