Abstract: A fixedly mountable event recorder for a railcar for monitoring performance of a brake system thereof includes (a) at least one port for receiving air from one or more brake system components; (b) at least one sensor for determining a pressure of the air received from the one or more brake system components; (c) a processor operative for analyzing the determined pressure to determine an operational condition of the brake system; and (d) an indicator configured to visually convey the operational condition of the brake system. The indicator includes a plurality of activatable visual indicia corresponding to a plurality of predefined operational condition status qualifiers associated with a corresponding plurality of predefined ranges of operational conditions. The predefined ranges of operational conditions are defined as a function of expected pressures associated with the respective one or more brake system components during corresponding operational conditions thereof.

Abstract: A fixedly mountable event recorder for a railcar for monitoring performance of a brake system thereof includes (a) at least one port for receiving air from one or more brake system components; (b) at least one sensor for determining a pressure of the air received from the one or more brake system components; (c) a processor operative for analyzing the determined pressure to determine an operational condition of the brake system; and (d) an indicator configured to visually convey the operational condition of the brake system. The indicator includes a plurality of activatable visual indicia corresponding to a plurality of predefined operational condition status qualifiers associated with a corresponding plurality of predefined ranges of operational conditions. The predefined ranges of operational conditions are defined as a function of expected pressures associated with the respective one or more brake system components during corresponding operational conditions thereof.

Abstract: An integrated locomotive braking and ECP braking control on a lead locomotive for implementing braking effort on all locomotives in a manner relative to braking effort applied on ECP freight cars. On the lead locomotive, a data interface can be established between an head-end-unit and a brake controller. The head-end-unit can electrically signal each ECP freight car to carry out braking commands. The integrated brake control can include a CPU, as part of either the brake controller or the head-end-unit, which can be programmed to provide braking effort on the lead locomotive relative to the braking effort applied on the ECP freight cars. The braking on the lead locomotive is implemented by the brake controller by controlling the independent brake relative to the braking effort commanded on the ECP freight cars. The independent brake on non-ECP trailing locomotives is connected to the lead locomotive independent brake via a standard independent brake pneumatic connection.

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 purge valve for expelling liquid contaminants from a fluid conduit which is normally unpressurized but is at times pressurized with a gas which contains liquid contaminants. It has a housing, a diaphragm mounted within the housing, a control chamber on a first side of the diaphragm, an exhaust passage on a second side of the diaphragm and a valve seat surrounding the exhaust passage. The valve seat is positioned so that the diaphragm can seal against it. A spring on the second side of the diaphragm presses it away from the seat. An annular chamber is on the second side of the diaphragm, surrounding the exhaust passage. The annular chamber is open to the exhaust passage when the diaphragm is unseated from the valve seat. The valve has a low impedance flow path between the control chamber and the fluid conduit. The valve also has a high impedance discharge flow path connected to the annular chamber.

Abstract: The invention is a valve for expelling a liquid contaminant from a gas in a conduit. It is used for a conduit with a pressure subject to variations in time. The valve has a housing containing a diaphragm with a control chamber on one side of the diaphragm and an exhaust passage on the other side. A valve seat surrounds the exhaust passage. A spring presses the diaphragm against the valve seat so that the valve is normally closed and an annular chamber surrounds the exhaust passage. A low impedance discharge passage is connected to the annular chamber and to the conduit. A high impedance control passage is connected to the control chamber and is either connected to the discharge passage or to the conduit. When the conduit pressure remains constant in time, the pressure in the control chamber equilibrates with it so that a net pressure force on the diaphragm plus the spring force presses the diaphragm against the valve seat so that the valve is closed.

Abstract: A dual valve fitting enables pressure within a housing to be quickly measured. The fitting includes first and second valve bodies. The first body defines a passage between its threaded and protuberant ends. In the passage, a first valve atop a valve stem features a poppet head that is seatable against an outer valve seat. A first biasing mechanism compels the poppet head against the outer valve seat so that the first valve is normally closed. The second body defines a bore between its upper and lower threaded ends which communicates with the passage. The upper threaded end connects with the threaded end of the first body whereas the lower threaded end is designed to screw into a threaded bore of the housing. In the bore, a second valve features a retainer whose top defines a recess that retains a seal element that is seatable against an inner valve seat.

Abstract: A dual valve fitting enables quick measurement of pressure contained within a housing. The fitting includes a valve body, a valve retainer, first and second sealing rings and a biasing mechanism. The valve body defines a flow passage within which is situated the valve retainer. The valve body is designed at its protuberant end to mate with a female coupler of a quick connect device and at its threaded end to screw into a threaded bore of the housing. The valve retainer defines around itself first and second annular recesses each of which spaced apart from the other to match the spacing of outer and inner annular valve seats formed in the flow passage. Forming a first valve, the first sealing ring retains in the first annular recess so as to be seatable against the outer valve seat. Forming a second valve, the second sealing ring retains in the second annular recess so as to be seatable against the inner valve seat.

Abstract: A dual valve fitting enables pressure within a housing to be quickly measured. The fitting defines a passage between its threaded and protuberant ends. The threaded end screws into the housing. In an upper section of the passage, a first valve atop a valve stem features a poppet head that is seatable against an outer valve seat. A first biasing mechanism compels the head against the outer seat to keep the first valve normally closed. In a lower section of the passage, a second valve features a seat piece and a valve retainer. On its periphery, the seat piece carries an o-ring which sealingly secures the piece within the passage. The piece defines an inner bore between its ends and has an inner valve seat on its bottom. The top of the retainer is extendable through this inner bore to a point a dead space apart from a bottom of the stem. Around its bottom, the retainer carries an annular check valve.

Abstract: A circuit for diagnosing component problems in the circuit and for immediately recognizing an emergency brake application command in a locomotive. The circuit includes a coil of an emergency magnet valve connected to a trainline providing positive DC voltage to the coil and circuit, and a diode connecting the coil to a switch of a brake handle and to a light emitting device. The brake handle switch and light emitting device are connected to the negative side of the trainline, with the light emitting device providing an immediate indication of an emergency brake application command effected by the closing of the brake handle switch.

Abstract: A dual valve fitting enables pressure within a housing to be quickly measured. The fitting includes a single valve body that defines a passage between its threaded and protuberant ends. The threaded end is designed to screw into a threaded bore of the housing. In an upper section of the passage, a first valve features a poppet head atop a valve stem. The poppet head is seatable against an outer annular valve seat formed in the protuberant end of the passage. A first biasing mechanism compels the poppet head against the outer valve seat so that the first valve is normally closed. In a lower section of the passage, a second valve features a retainer whose top defines a recess that retains a check seal element used for seating against an inner annular valve seat formed in the passage. A second biasing mechanism acts upon the retainer so that the check seal element seats against the inner valve seat thereby rendering the second valve normally closed.

Abstract: In a locomotive braking system, an independent brake control circuit uses second control signal(s) to adjust pressure in a first reservoir. A microprocessor derives the second control signal(s) based on at least a first control signal indicative of brake handle position and first feedback indicative of first reservoir pressure. One pneumatic relay adjusts pressure in a 20 pipe based on first reservoir pressure. An automatic brake control circuit uses third control signal(s) to adjust pressure in a second reservoir. The microprocessor derives the third control signal(s) based on at least second feedback indicative of second reservoir pressure and third feedback indicative of pressure in a 20 pipe. Another pneumatic relay controls pressure in a brake cylinder based on whichever of at least the 20 pipe and the second reservoir delivers a highest pressure. A new system for backup control of the 20 pipe includes the microprocessor and a timer.

Abstract: Method and apparatus for providing a filtered signal which indicates of a flow of fluid to a fluid pressure communication conduit, the flow being dependent upon the pressure of fluid in a chamber. The pressure in the chamber is controlled by one or more pressure adjusting valves. The invention provides for receiving into a data processing module one or more valve signals indicating open states of the pressure adjusting valve or valves, and also a flowrate signal from a flowrate sensor, which represents the real instantaneous flowrate, and it is this signal which needs to be filtered to remove transients. The invention provides for choosing between a first processing mode and a second processing mode for the flowrate signal. The first processing mode is used when the second processing mode is not in effect, and when neither of the valve signals indicates an open valve. The second processing mode is activated a valve signal indicates an open valve.

Abstract: Method and apparatus for limiting brake cylinder pressure in emergency braking of a locomotive consist connected to a train of railway cars. The apparatus includes a manifold device connected to a reservoir of pressurized fluid for operating pneumatic brakes of the locomotive consist. A first magnet valve is connected to the manifold device for supplying fluid pressure from such device to a brake actuating pipe when an operating coil of the first magnet valve is energized. A second magnet valve having an operating coil is connected to the manifold device for supplying fluid pressure from the reservoir to an adjustable pressure regulator connecting an independent application and release pipe to the manifold device. A relay is connected to receive an emergency brake signal and conduct emergency power to the operating coils of the first and second valves whereby fluid pressure is supplied to the brake actuating pipe and to the adjustable pressure regulator from the manifold device.

Abstract: In a microprocessor-controlled electro-pneumatic brake control system for a railway train, pressure in the brake cylinder is maintained despite the loss of pressure in the "20 pipe" brake line, or failure of a key relay valve that controls pressure to that brake line. Feedback signals derived from the "20 pipe" brake line when found to be inappropriate after a predetermined amount of time are substituted for by brake command signals generated by the brake controller.

Abstract: The invention provides a real time process control system for control of machinery. The system has a master control module and a slave control module which receives control signals from the master control module. Both control modules send control signals to a control effector and cause changes in at least one effect causing quality of the control effector. The slave control module establishes a target value for the effect causing quality of the control effector based on the signal it receives from the master microprocessor. A sensor connected to the control effector and to the slave control module provides signals in the slave control module which indicate an actual value for the effect causing quality of the control effector. A feedback loop controls the control signal from the slave microprocessor to the control effector to adjust the value of its effect causing quality in accordance with the target value.

Abstract: An electrically controlled railway locomotive throttle controller including a power source connected to a central processing unit disposed on such locomotive. An encoder device is disposed on such locomotive for providing at least one electrical signal to such central processing unit. This at least one electrical signal being at least one of a signal indicative of a throttle position, a signal indicative of dynamic braking and a signal indicative of a reverser. A digital control device is disposed on such locomotive and is connected to receive a signal from such central processing unit to provide a digital control signal that controls the voltage being applied to a trainline. An analog control device is also disposed on such locomotive and is connected to receive a signal from such central processing unit to provide an analog control signal that controls a dynamic brake reference voltage being applied to such trainline.

Abstract: An arrangement for enhancing a bail-off function a railway vehicle comprising, a non-recoverable bail-off circuit for supplying an output signal to a brake cylinder calculation circuit when a bail-off condition a freight operating mode, a drop in brake pipe pressure is present, and an emergency brake state is absent, a recoverable bail-off circuit for supplying an output signal to the brake cylinder calculation circuit when a bail-off condition and an emergency brake state is present, the brake cylinder calculation circuit supplying an automatic brake cylinder demand signal on one input of a relay valve emulation circuit and receiving an independent brake cylinder demand signal on another input of, the relay valve emulation circuit which supplies output signal to a feedback control circuit producing output signals which are supplied to an application valve and a release valve for controlling the level of air pressure in an air brake cylinder, and a transducer for sensing and feeding back a signal correspondin

Abstract: A microprocessor based, electro-pneumatic brake control system for a locomotive including electro-pneumatic valves operated by a microprocessor for controlling the locomotive brake pressure in parallel with a pneumatic back-up control valve that includes a quick release valve to bail off the locomotive brake. A brake assurance circuit is provided to apply the locomotive brakes through the electro-pneumatic valves in bypass of the microprocessor when a loss of electrical power at the microprocessor occurs.

Abstract: An equipment carriage for locomotive air brake valve components including a box-like frame having a rear section separating parallel end sections. The frame is arranged to guidably receive, through an open front section, a group of one or more unitized valve assemblies stacked in vertical, side-by-side relationship, such that an end face adjacent the rear section engages a mating face of a respective header bar that is affixed to the frame at the rear section thereof to provide a pipe bracket to which the locomotive air lines are connected. Such an arrangement, in addition to providing optimum space utilization, permits removal of individual unitized assemblies from the frame without requiring removal of the frame itself or any of the other unitized assemblies, and without disturbing the air line connections.