Abstract: An end of train device for an electrically controlled pneumatic brake system includes a radio transceiver, a brake pipe sensor, a brake pipe valve, a manual switch and a first controller controlling the radio transceiver and the valve. It also includes a wire transceiver for wire communication over a train line and a second controller connected to and controlling the wire transceiver. The first and second controllers are connected to each other and control the radio transceiver to be active when the wire transceiver is active. Two batteries are provided with an improved power management circuit to individually charge the batteries.

Abstract: There is provided a new and novel vehicle running control device for correcting a yaw angle of a vehicle toward the yaw direction intended by a driver, together with vehicle stability control, through generating yaw moments. In order to accomplish the yaw angle correction, the inventive device operates a yaw moment generating apparatus e.g. a steering apparatus, so as to generate a direction correcting yaw moment based upon an integration value of the deviations between an actual yaw rate and its target value. The direction correcting yaw moment may be generated for correcting the yaw angle deviation remaining after the stability control is ended.

Abstract: A multi-function EOT, or universal EOT (UEOT), may function conventionally for those trains not equipped with an ECP power line transceiver but which can automatically change its mode of operation to the ECP EOT function when mounted on trains so equipped. The UEOT may be an integrated unit manufactured for the purpose or it may be implemented as an adapter that converts a conventional two-way end of train unit (EOT) to a UEOT that operates in both standard and ECP modes.

Abstract: An adapter converts a conventional two-way end of train unit (EOT) to a dual purpose EOT that can be used conventionally for those trains not equipped with a power line for the new electrically controlled pneumatic (ECP) freight train brake standard but which can be quickly and inexpensively modified to change the function of the EOT from the normal two-way EOT function to the ECP EOT function as defined by the Association of American Railroads (AAR). An electronics package or adapter plugs into the battery compartment of the standard EOT and makes connections with the standard EOT electrical connectors that are located in the battery compartment. This adapter is designed to communicate with the standard EOT microprocessor and to configure the standard EOT in a way that the standard EOT in combination with the adapter functions as an ECP EOT rather than as a standard EOT.

Abstract: A brake pipe pneumatic valve attachable to an end of a railway vehicle having a first flexible air hose for transmitting brake pipe pressure, and the end-of-train device with a second flexible air hose. The valve includes a housing having first, second, and third ports. The first port is releasably connectable to the first flexible air hose; the second port is releasably connectable with the second flexible air hose; and the third port is releasably matable with a coupling connected to a helper locomotive brake pipe. The valve includes a piston that divides the housing into first and second chambers. The first chamber communicates with the first and third ports; the second chamber communicates with the second port. Also, the piston has a channel therethrough connecting the first and second chambers. The valve further includes first biasing means, disposed between the housing and the piston, for selectably urging the piston towards sealing the first port.

Abstract: A system is disclosed to selectively initiate braking at a rear section of a railway train upon initiation of a selected front braking condition at the front section of the railway vehicle. The system utilizes an air sensor preferably constructed in the form of an insect excluder device to detect release of brake pipe air from an exhaust port upon initiation of braking at the front section of the vehicle. An appropriate signal is produced by the air sensor, thus permitting detector circuitry to detect that front braking has been initiated. A transmitter, typically located in the cab of the locomotive, is electrically connected to the detector circuitry. When the detector circuitry indicates that the selected front braking condition has been initiated, the transmitter transmits a brake initiation signal to a receiver located at the rear of the vehicle. The receiver then actuates pneumatic braking equipment at the rear to initiate rear braking.

Abstract: A system is disclosed to selectively initiate braking at a rear section of a railway train upon initiation of a selected front braking condition at the front section of the railway vehicle. The system utilizes an air sensor preferably constructed in the form of an insect excluder device to detect release of brake pipe air from an exhaust port upon initiation of braking at the front section of the vehicle. An appropriate signal is produced by the air sensor, thus permitting detector circuitry to detect that front braking has been initiated. A transmitter, typically located in the cab of the locomotive, is electrically connected to the detector circuitry. When the detector circuitry indicates that the selected front braking condition has been initiated, the transmitter transmits a brake initiation signal to a receiver located at the rear of the vehicle. The receiver then actuates pneumatic braking equipment at the rear to initiate rear braking.

Abstract: An improved railroad train braking system causes automatic braking of cars which have been isolated from the braking control of the engineer. A safety apparatus (18), having structure permitting discharge of pressurized air from the system at a predetermined rate, is coupled at the rearmost end of a train brake pipe (26). Pressurized air from the braking system of cars located rearwardly of a closed aircock is permitted to discharge from the system through the safety apparatus. Air distribution control valves (40) in the affected cars (14, 16) sense the reduction in pressure, and active the brakes (42).

Abstract: A brake hose coupling having a locking mechanism and a pressure relief valve for connecting a telemetry unit to the air brake pipe line of a railway train. The locking mechanism positively latches the brake hose coupling to the "glad hand" brake pipe hose coupling and causes the venting of the entrapped pneumatic pressure by the relief valve when the locking mechanism is unlatched.

Abstract: An emergency brake control valve and a system incorporating the same that enables the locomotive engineer to remotely initiate emergency braking at the rear or any intermediate car of the train. The system includes a master unit that is constructed so as to be mounted in the locomotive of the train and a remote control unit that is constructed so as to be mounted on one of the cars. Preferably, the remote control unit is mounted on the last car so that emergency braking may be initiated at the rear of the train. Actuation by the engineer of an emergency brake switch (20) produces an output signal that is transmitted by a radio transmitter (22) and received by a radio receiver (24) in the remote control unit. In response to the received signal, an actuator (26) is energized to operate a solenoid valve (28) from a normally closed position to an open position to connect a control port (48) of an emergency brake control valve (30) to atmosphere.

Abstract: A brake activation system for reducing the time between the brake application of tractors and trailers utilizes a speed differential between the electrical and air signals. The application of the tractor brake actuates simultaneously a stop light circuit and the air brake systems. The electrical signals from this energized stop light circuit actuates solenoid valve which releases the air from the trailer reservoir being subsequently reduced to a predetermined low pressure level. This low pressure air reaches the trailer wheel brake chambers prior to the arrival of the brake air with high pressure overriding the low pressure air route and completing the trailer brake application.

Abstract: An apparatus for braking a train of vehicles whereby a differentiated braking of the wheels is carried out by servo-mechanical means in such a manner that the rear wheels are the only ones activated directly by the driver during braking. The wheels of the immediately preceding vehicle are then activated in response to drawbar tension forces, and this applies all the way to the first of the train of vehicles. Thereby it is ensured that during braking a tension force is exerted throughout the whole of the train of vehicles, and in this way skidding and jackknifing or fishtailing of the train essentially can be prevented or avoided.

Abstract: A brake mechanism for a tractor comprising an air tank containing compressed air, a brake valve connected to said air tank, a brake pedal operatively connected to said brake valve, a pair of solenoid operated selector valves, a pair of throttle valves each being connected to said one of the selector valves, respectively, a pair of double check valves each being connected to said one of the selector valves at one end thereof, the other end of which being connected to said one of the throttle valves, respectively, two pairs of brake chambers each being connected to one of said double check valves, respectively, and a switch connected to said selector valves.

Abstract: A pneumatic tractor-trailer brake system by which application of the trailer brakes and the tractor brakes occurs simultaneously to guard against jack-knifing. This is accomplished by connecting the pressure chamber of the relay valve on the trailer and the adjacent end of the service line with the air pressure tank on the trailer by opening a normally closed solenoid-actuated valve as a consequence of initial depression of the brake pedal. Energization of the solenoid to open this valve results from closure of the energizing circuit for the stop light on the trailer. The resulting immediate response of the relay valve pressurizes the entire trailer brake system, including the service line, sufficiently to take up any slack in the trailer brakes no later than that occurs at the tractor brakes. At the instant the brakes begin to grip, a fluid pressure actuated electric switch opens the solenoid energizing circuit.

Abstract: There is provided a brake system for a vehicle train which includes a tractor and a trailer, a source of high pressure air connected through an air control line to a pneumatic brake with the air control line in the tractor being connected to a fast-acting pressure switch which is activated by a higher pressure and a slow-acting pressure switch which is activated by a lower pressure, and with the fast-acting pressure switch operatively connected to open a valve to supply high pressure air directly to the trailer brake, and with said low pressure switch operatively connected to open the circuit which includes the fast-acting pressure switch.

Abstract: A vehicle brake actuation system is disclosed containing fluid pressure to operate brake actuators for effectively combining an electro-pneumatic relay system to function with a skid control system. A first valve is connected in the system for releasing a first impulse of fluid pressure from a first container. A second valve is connected to receive the first impulse from the first container, a second pressure impulse from a second container and to release a thrid pressure impulse from the second container to the actuators. A first sensor senses fluid pressure between the first and second valves and produces a first signal in proportion thereto. A second sensor senses fluid pressure between the second valve and the actuators and produces a second signal in proportion thereto. A first logic circuit receives and compares the first and second signals for discriminately controlling communication of the first, second and third impulses with the second valve.