Abstract: An injection molded fuel injection rail for an automotive engine. The fuel rail is designed to supply fuel to a plurality of electromagnetic fuel injectors oriented at acute angles relative to vertical. The socket inlet apertures through which fuel is fed from the rail interior into the respective fuel injector sockets are located in the bottom of the rail. This prevents the ingestion of vapor, which is normally present in the upper portion of the rail, into the injectors. In order to maintain both sides of these socket inlet apertures at substantially the same level the tilted injector sockets are provided with an occlusive lip along the high side of each inlet aperture. Additionally, the tilted socket axes may be offset laterally downward from the longitidinal rail axis. A plug type fitment is used to close the barrel core pin opening at one end of the rail.

Abstract: An apparatus for atomizing a gasoline-alcohol blend of automotive fuel and supplying a supplemental amount of vaporized fuel to the intake ports of an engine during cold weather start-up. Also a method of making the same. The apparatus comprises a tubular member having a plurality of configured atomizing orifices. It is positioned inside an engine air intake manifold with its orifice facing away from the intake port side of the manifold in an upstream direction. The orifices are formed by a stamping process wherein a die deforms the tube inwardly at each orifice site and ultimately punctures the tube wall producing a "T" shaped orifice opening with burred irregular edges and contoured sides. Preferably, each of the apertures is located between a pair of intake ports. Fuel is supplied to a head end of the tubular member, such as by means of an electromagnetic fuel injector, and the tail end of the member is closed.

Abstract: An energy storage wheel spin propulsion control system for detecting and correcting a spinning wheel situation so that the maximum available adhesion is utilized to the fullest extent in accelerating a railway vehicle while at the same time maximizing the use of the available processing time to permit an appropriate amount of time for diagnostic purposes. The primary data used to form the logic inputs is derived from the axle rate signals which are fed to spin energy storage value threshold and difference comparison sensors. The spin energy storage value and difference comparison sensors supply logical inputs in spin energy threshold, dissipation threshold and optimization threshold sensors and spin rate difference sum sensor, respectively, which, in turn, supply logic inputs to spin enable timer and spin enable sensors and a spin control logic output sensor.

Abstract: An electronic slip control system for railway vehicle brakes having a standard slip control logic circuit responsive to axle speed and rate signals to produce a multi-bit binary number word. A primary slip control word formation circuit for converting the multi-bit binary number word to a hexidecimal number word which is conveyed to a primary slip control table. The primary slip control table circuit conveys the hexidecimal number word to a table output selection circuit. A synchronous slip control logic circuit responsive to the axle speed and rate signals to produce a multi-bit binary word. A synchronous slip control word formation circuit for converting the multi-bit binary number word to a hexidecimal number word which is conveyed to a synchronous slip control table circuit.

Abstract: An electropneumatic brake system for a railway vehicle having an electronic control unit that outputs a friction brake demand signal according to the difference between a brake command signal and a feedback signal representative of the effective dynamic brake, whereby the total dynamic and friction brake effort corresponds to the brake command signal. The brake system also includes a pneumatic operating unit having a pair of high-capacity, electropneumatic valves operated by the friction brake demand signal to regulate the pneumatic pressure at the brake unit directly, that is, without an intermediary relay valve. Such an arrangement provides better response and more accurate pressure feedback of the friction brake level to the electronic control unit. A service rate control choke is located ahead of the electropneumatic valves, which allows these valves to perform the emergency and wheel-slip control functions without requiring independent valves for this purpose, by virtue of their high-capacity capability.

Abstract: A wheel-slip control system for a multiple truck vehicle having a speed sensor for producing signals representative of the velocity of each of the wheel axle units. A differentiator connected to each of the speed sensors for differentiating the velocity signals to obtain rate signals. A rate determining circuit for determining the most negative-going rate signals of each of the wheel axle units of each truck. A plurality of deceleration threshold and rate direction detectors and data processing logic to initiate a brake force reduction action on the truck experiencing a wheel slip, and a positive logical "OR" gate for sensing a polarity shift in the most negative rate signal to cause the data processing logic to reapply a braking action.

Abstract: A synchronous wheel-slip control system for a multi-axle vehicle having a speed sensor for producing signals representative of the velocity of each of the wheel axle units. A differentiator connected to each of the speed sensors for differentiating the velocity signals to obtain rate signals. A plurality of truck and car rate comparators for determining when all the wheel axle units are in synchronism. A plurality of truck and car highest velocity circuits for determining the actual highest velocity signal of the wheel axle units and a car differentiator for differentiating the actual highest velocity signal to obtain the actual highest rate signal. A synchronous slip logic network for causing a data processing circuit to initiate a brake force reduction action of one of the trucks when all the wheel axle units are in synchronism and when the actual highest rate signal exceeds a requested rate.

Abstract: An auxiliary air by-pass actuator valve of small size is disclosed which provides a quick response to the changing RPM of the engine due to changing loads. The actuator employs a stationary D-shaped orifice in communication with a rotatable valve member and D-shaped disc to regulate the amount of auxiliary air which by-passes the throttle blade in an electronic fuel injection system.

Abstract: A "snow brake" control system for a railway vehicle in which an electronic timing circuit is operative in response to the operator's brake valve device being moved to its brake release position to provide an output signal that acts through a relay switch to deenergize a magnet valve that normally interrupts communication of "snow brake" control pressure to the system relay valve in order to withhold "snow brake" operation for a predetermined period of time sufficient to allow the vehicle brake units to release the brakes and thereby effect operation of the brake unit slack adjuster mechanism. When the time period expires, the timing circuit output signal disappears and the magnet valve becomes energized to reestablish "snow brake" control pressure during the remainder of the brake release period to maintain a light brake application in effect.

Abstract: A dynamic/friction brake blending control system in which a brake pipe pressure responsive control valve device provides a friction brake pressure that is connected to the vehicle brake cylinders via a blending relay valve device having a self-lapping piston valve assembly spring biased to a brake application position in which the friction brake pressure from the control valve device is relayed unmodulated to the brake cylinders in the absence of dynamic brake effort on the vehicle. A control piston of the piston valve assembly is subject to the friction brake pressure from the control valve, while a friction brake feedback piston is subject to the friction brake pressure connected from the blending relay valve to the brake cylinders. These pistons act on the piston assembly in opposite directions and have equal effective pressure areas.