Abstract: The drive for a sliding door or a swinging-sliding door of a rail vehicle, comprising a guide rail which is fixed inside the rail vehicle and on which a carriage carrying a door leave is arranged in a longitudinally displaceable and optionally rotatable manner, and a spindle drive provided with a spindle which extends parallel to the guide rail and a spindle nut which is connected to the carriage in a fixed manner in the direction of the axis of the spindle. The spindle nut and the carriage are connected by means of a rotative sliding joint.

Abstract: A brake ring for brake disks, especially disk brakes for rail vehicles, consisting of two annular bodies (2, 3) arranged adjacently at a distance from each other, having stud bolts (7) bridging the distance and rigidly connected with the annular bodies (2, 3). These stud bolts are so arranged, for the purpose of the most even distribution possible, that their axes (8) extend through the intersecting points of three systems of straight lines (9, 10 and 11) extending in one radial plane. The straight lines of the first system (9) are parallel and are at an equal distance from each other, the second system of straight lines (10) is formed by a rotation by 60.degree. and the third system of straight lines is formed by a rotation by 120.degree. of the first system of straight lines (9). Preferably, the ratio of the distance (A) of the stud bolt axes (8) and the diameter (D) of the stud bolts (7) is approximately 1.7. The brake ring has only minor aeration losses but high heat transmission by cooling air.

Abstract: A pulsating brake accelerating device for an indirectly operating air brake for rail vehicles has a pulsator (12), which is attached to the brake pipe (BP) via a jet (23). The pulsator (12) forms a mixed pressure from two pressures. One of the pressures is formed by the pressure of the brake pipe (BP) via a jet (23) and the other pressure is formed by pressure from a control chamber (QAC) via another jet. At every braking level the pulsator (12) drains mixed pressure pulses off into the atmosphere, while at the same time the brake pipe pressure and the control chamber pressure is lowered via the mixed pressure pulsator (12). The mixed pressure can consist of two valves (14, 15). The control element (4) of the brake accelerator unit can be the emergency brake piston, which monitors several valves, one of which is the pulsator-excitation valve (8).

Abstract: Brake linkage for vehicle friction brakes is actuated by a brake power motor (6) and comprises a vent play regulator (10) having an adjustment element driven by an auxiliary motor (14). At the start of braking, the auxiliary motor (14) is actuated in advance of the brake power motor (6), causing application of the vehicle friction brake through the adjustment element. The brake power motor is then activated and tightly clamps shut the friction brake. The brake linkage is particularly suitable as a brake clamp (5) for disc brakes, the vent play regulator then being integrated into the pull rod (11).

Abstract: Hydraulic vehicle brake comprising a hydraulic accumulator (1), a brake valve adjustment device (4) supplied thereby, and a brake pressure line section (7) to the brake cylinders attached to the latter via an emergency brake valve (6). In the emergency braking position of the emergency brake valve, this connection is broken, and the brake pressure line section is directly connected to the hydraulic accumulator via a nozzle (10) which is bridged by a cylinder (13) in which a piston is sealingly displaceable. A spring (17) biases the piston in the displacement direction to the accumulator side end connection (11) of the cylinder. During emergency braking, the piston (14) first forces an amount of hydraulic medium sufficient for brake application out of the brake cylinder side chamber (16) of the cylinder (13). This is followed by a damped increase in brake pressure through additional supply of hydraulic medium from the hydraulic accumulator (1) through the nozzle (10) into the brake cylinders.

Abstract: Brake control valve system for rail vehicle air brake, comprising an emergency brake piston (7) having a first piston chamber (9) loaded by the quick action chamber with a much greater volume than its second piston chamber (8) loaded by the brake line. The effective pressure surfaces of the service brake piston and emergency brake piston are substantially identical. The emergency brake piston controls a first quick action exhaust valve (15) for venting smaller amounts of quick action air per unit of time, as well as a valve device (14) containing a second quick action exhaust for venting larger amounts of quick action air. Valve device (14) is pneumatically connected to the control piston (19) of a high pressure/emergency exhaust valve system (16) which operates only upon emergency braking. Piston (19) contains a nozzle (22) through which pressure remaining in the quick action chamber (10) during emergency braking is evacuated in a predetermined time.

Abstract: The present invention discloses a maximum pressure control device for the brake cylinder pressure that is to be supplied to a brake cylinder and this device can consist of two separate pressure control devices or be constructed as a unified, reversible pressure control device. The selection of one of the active pressure control devices or changeover of the switchable maximum pressure control device results from a main brake line pressure acting against a spring loaded control piston which, depending on the main brake line pressure, can switch off the pressure control function of the maximum pressure control device for the low (service) or high (emergency) brake cylinder pressure. The control piston when functioning as an actuated cut off device can be mechanically coupled with a pressure control device by means of a stop coupling or pneumatic coupling. As a result, the control piston is not able to exert any negative effect on the control precision of the maximum pressure control device.

Abstract: Disc brake for rail vehicles having a brake clamp (7) located in one plane and having two brake levers (4) having their central portions connected by a pull rod (5). The latter is formed with a rotatable threaded spindle (9) as a stay, which spindle is rotatable from the brake cylinder (15) by means of a turning lever having a play adjustment device. The axle (16) of the brake cylinder (15) extends perpendicularly to the plane (8) of the brake clamp (7) between the two brake levers (4) and between the pull rod (5) and a bearing block (6) for the brake lever ends, at a distance from the brake disc. The brake cylinder (15) carries the bearing block for the brake lever ends and a carrier arm (22) for the pendulum suspensions (24) of the brake shoes (2).

Abstract: A pressure control valve for the compressed air brakes of a railway vehicle includes a triple pressure control valve with a constant pressure chamber, a selector valve and a selector reservoir. Upon the occurrence of pressure reductions in the main brake line for service braking, the selector valve selector remains at rest. When stronger pressure reductions in the main brake line occur, the selector valve evacuates the selector reservoir which lags in relation to the main brake line pressure as result of the force exerted by a pre-stressed spring until a specific minimum pressure is attained by a retention valve. In a subsequent brake release, the selector valve will produce a pressure balance between the constant pressure chamber and the selector reservoir to facilitate the brake release process and a balancing or proportioning of the pressure control valve at an optionally reduced normal pressure head in the main brake line.

Abstract: A pulsating brake accelerating device for an indirectly operating air brake for rail vehicles has a pulsator (12), which is attached to the brake pipe (BP) via a jet (23). The pulsator (12) forms a mixed pressure from two pressures. One of the pressures is formed by the pressure of the brake pipe (BP) via a jet (23) and the other pressure is formed by pressure from a control chamber (QAC) via another jet. At every braking level the pulsator (12) drains mixed pressure pulses off into the atmosphere, while at the same time the brake pipe pressure and the control chamber pressure is lowered via the mixed pressure pulsator (12). The mixed pressure can consist of two valves (14, 15). The control element (4) of the brake accelerator unit can be the emergency brake piston, which monitors several valves, one of which is the pulsator-excitation valve (8).

Abstract: In a brake system the actuator pressure is controlled using a closed loop feedback system where, a system pressure, indicated by a pressure transducer is compared with a predetermined reference value. During the individual control routines, pressures corresponding operation times of inlet and outlet valves are stored in a memory. In the event of a failure of the pressure transducer, a switch is made to an open loop control mode where, starting from a previously established reference pressure, the system pressure can be read from the memory and controlled by appropriate operation of the inlet or outlet valves, to achieve the desired level.

Abstract: A brake lining carrier has a base plate one side of which can be detachably mounted on a brake lining support member and on the other side thereof is a layer of resilient material upon which are positioned a plurality of brake lining elements disposed to define a friction braking surface. A frame is provided on the edge portion of the base plate to enclose the brake lining elements. Each brake lining element is mounted upon a carrier plate which has projecting flange portions on two longitudinal sides of the brake lining element. The flange portions on the outer longitudinal sides are received within a groove formed in the frame and the flange portions on the inner longitudinal side extend into an open central portion of the friction lining block in which there is a clamp exerting a force against the inner flange portions in a direction perpendicular to the friction surface.

Abstract: A service brake accelerator for indirect compressed-air brakes on railway vehicles includes a control piston which is loaded by the pressure in the main airpipe against the pressure in a reference pressure chamber and which controls a shutoff valve between the main airpipe and a piston chamber, a first outlet valve for the main airpipe and a second outlet valve for the piston chamber. Through appropriate dimensioning of the valve strokes (a,b), upon movement of the control piston out of its rest position the shutoff valve is closed first, and simultaneously or later the first outlet valve is opened and only subsequently the second outlet valve is opened. A valve piston arranged coaxially with the control piston is loaded by the pressure in the piston chamber and the force of a spring.On its other side, the valve piston is acted upon by the reference pressure over a partial area, but with the air vent valve open it is acted upon by the reference pressure over its entire area.

Abstract: Control system for electro-pneumatic compressed air brakes for rail vehicles with a servo valve (1) for control of a pilot pressure and for actuation of electrical contacts (40, 41) operable over a coupling (4) such that, at the beginning of an adjustment of the servo valve in the braking direction, at least one contact (40) is always closed while, at the beginning of an adjustment in the releasing direction, a different contact (41) is closed. The two contacts control the excitation of a brake and release contactor (50, 51) monitoring a brake and release circuit (56, 62) which, when switching, interrupts the circuits monitored by the contacts (40, 41) of the servo valve (1) by opening the coupling (4). Holding circuits for the brake and the release contactor (50, 51) are monitored by contacts of a second switching system (34); a piston (25) actuated by the pilot pressure against the main air line pressure serves to control the latter contacts.

Abstract: An automatic brake resetting device for railway vehicle brakes has two telescopingly displaceable rod members which transmit a braking force. A rotatable coupling element having a threaded shaft with a non-self-locking thread is connected to one of the rod members and a rotary coupling connects the coupling element with the other rod member. The rotary coupling is actuated by axial displacement of the rotatable coupling element with respect to the other rod member and is urged by a spring into the engaged position between the rotatable coupling element and the other rod member. A lever transmits force between a control stop device slideably supported on a guide member and the rotatable coupling element and has such a transmission ratio so as to amplify the force transmitted from a spring of the control stop device to the coupling element.

Abstract: An accelerator for control valves, particularly for triple pressure control valves (3) of pneumatic brake systems of rail vehicles, having a pick-up accelerator (30) and a transfer chamber (40) as well as a service brake accelerator (52), the service brake accelerator (52) having a reference pressure chamber (55) which is connected to the transfer chamber (40) of the pick-up accelerator, the transfer chamber having a bleeder nozzle which is not open at all times. As a result, the service brake accelerator (52) is activated only during braking operations, while the reference pressure chamber (55) is protected from filling strokes, the volumes which are in continuous connection with the air main (1) are reduced, and the air consumption is lowered, especially during brake release operations.

Abstract: Suspension arrangement for actuation and abrasion dependent movable parts, especially brake pad holders (1) and non-rigid brake saddles, particularly of rail vehicle disk brakes having an abrasion compensation device, comprises a suspension bracket (7) which, on the one hand, is rigidly connected to the movable part (brake pad holder 1) or a fixed holding part, and which, on the other hand, is held at the respective other part by means of a sliding guide mechanism (8) extending parallel to the direction of motion and being self-locking under stress by a tilting moment of the suspension bracket (7) which is resiliently deformable in the direction of motion. The sliding guide mechanism (8) may be a bushing (9) displaceably held on a bolt (10), the length of the bushing (9) approximately corresponding to the diameter of the bolt (10). The suspension bracket (7) may be a leaf spring.

Abstract: The invention discloses an apparatus for adjusting or actuating an air throttle valve positioned in the intake manifold of an internal combustion engine which is supplied by air under pressure. The air throttle valve is held in a closed position by a spring when the engine is in the cold starting phase. Air is supplied to the engine through a by-pass valve when the air throttle valve is closed. The air throttle valve is opened against the force of the spring in response to a predetermined pressure or vacuum in the intake manifold at the end of the cold starting phase. The air throttle valve is held in an open position by an electro-magnetic structure which is effective when an ignition circuit of the vehicle is energized or by a detent structure which is effective when the engine or exhaust temperatures are at predetermined levels.

Abstract: A spring-loaded brake cylinder has a slideable braking piston one side of which is acted upon by a first spring in the braking direction and a second side acted upon by air under pressure in the release direction against the force of the spring. There is a releaseable mechanical coupling between the braking piston and a piston rod upon which is mounted a quick-acting piston. The quick-acting piston is actuated by air. The position of the braking piston controls a supply of air to and a discharge of air from the quick-acting piston so as to achieve pressurization and depressurization of the quick-acting piston.

Abstract: An anti-locking brake force regulating device for rail vehicles has a digital evaluation circuit which monitors the speed, acceleration and slip of at least one braked wheel and transmits braking instructions to a brake actuating element. The instructions include a rapid or slow increase or decrease of brake pressure or maintaining the brake pressure constant. In order to achieve a smooth control during a braking operation, the evaluation circuit is such that after instructing a rapid change of brake pressure in response to exceeding a predetermined threshold value a slow change of brake pressure in the same direction as the rapid change is instructed if the threshold value is again exceeded and the slow pressure change begins by a maintaining brake pressure constant phase. The slow or pulsed brake pressure change is preferably maintained for a fixed predetermined period of time.