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.

Abstract: Release valve apparatus capable of being actuated by the vacuum that can be created in a main air line (1) for indirect air brakes of rail vehicles, comprising a release valve (12) in a connection (pipes 8, 9) from the brake control valve (3) to the brake cylinder (10). The release valve (12) contains a piston controlled two-way valve (24, 27, 28), which unblocks the passage in the off position of the release valve (12). In the actuated position, on the other hand, it blocks passage and vents the connecting segment (pipe 9) on the brake cylinder side. The piston (13) of the release valve (12) is loaded in the off position operating on a smaller piston area by main air line pressure, and by opposing pressure in an admission area (15) which is under atmospheric pressure in the off position and during the switching process to the operating position, and in this position is impacted by pressure in the connecting segment (pipe 8) leading to the brake control valve (3).

Abstract: An anti-lock device for the brakes of vehicles, particularly rail vehicles, regulates the applied braking force. An evaluation circuit monitors the speed, acceleration and slip of at least one braked wheel and in response to the rotational behavior of the wheel generates instructions for the brake actuating element. The evaluation circuit maintains the brake pressure constant during the initial phase upon the first application of brakes until the wheel acceleration falls below a predetermined negative threshold value. The initial phase is terminated when the wheel acceleration falls below a further predetermined reference value which is lower than the first threshold value. Upon termination of the initial phase, the brake pressure is again varied in a manner as known in the art.

Abstract: A service brake accelerator having a line chamber (3) connected to the main air supply line (1) and a reference pressure chamber (6) connected to the line chamber via a nozzle (7). The line chamber is separated from the reference pressure chamber by a diaphragm piston (5) which is biased by a spring (10) against a valve seat (9) projecting into the reference pressure chamber and restricting a nozzle opening (23) to the inner chamber (24) of a second valve seat (20). A second diaphragm piston (17) is biased against this second valve seat by a spring (21). The space (16) surrounding the second valve seat can be connected, partly throttled, via a nozzle (14), to the line chamber by way of a shut-off valve (12, 13) which opens laterally of the reference pressure chamber upon overbalancing pressure upon the first diaphragm piston; this space is always open to atmosphere via a further nozzle (25). The accelerator operates cyclically and has a safe, stable neutral position between its work cycles and rest position.

Abstract: The device automatically adjusts the slack in the brake linkage of railway vehicle during the braking process and has two telescoping rod members one of which is connected with a brake motor and the other is connected to the brake linkage. A nut, nonrotateably mounted on the brake linkage rod member, is threaded upon a rotateable spindle shaft which is axially moveable a limited distance within the brake motor rod member and is connected to this rod member by a control clutch. When the control clutch is stressed by torque, the control clutch member will become disengaged from the brake motor rod member to permit a relative adjustment between the two rod members to overcome any slack. When slack is overcome, a rotary clutch between the threaded spindle and the brake motor rod member will be engaged so that braking force can be transmitted between the rod members.

Abstract: An anti-lock device for vehicle brakes has a wheel generator which emits pulse-type signals whose frequency is proportional to the rotary speed of the wheel. A counter counts the pulses emitted during each of successive time intervals and these pulses are connected to a first memory which stores the count of the immediate preceding time interval and to a second memory which stores the count of the time interval next preceding the intermediate time interval. A logic circuit then produces a wheel speed value which is based on the wheel speed counts of the immediate preceding and next preceding time intervals.

Abstract: An actuator for an air valve placed in the boost air duct of an IC engine and, more specially, of such an engine supercharged or boosted by a pressure wave supercharger, the air valve being in its closed position on starting up the IC engine from cold, at which time the engine takes in charge air by way of a breather valve, and at the end of the starting stage the valve in the boost air duct is moved into its open position and is kept open while the engine is running. After shutting down the engine, the valve in the intake pipe is automatically moved back into its closed position and the air valve is moved into its open position by the pressure of the air forced into the boost air duct and/or by vacuum against an air valve spring closing force.

Abstract: A braking apparatus for rail vehicles has a brake actuating unit to one side of the vehicle wheel. A pair of brake shoes oppositely disposed on both sides of the wheel can be pressed against the contact surface of the wheel. A first vertical braking lever is pivotable under a force from the brake actuating unit with respect to the contact force exerted by the first brake shoe. A second vertical braking lever is similarly connected to the other brake shoe. The lower ends of both braking levers are pivotally connected with two traverse members each interconnecting the ends of two parallel tie rods which extent horizontally across both faces of the vehicle wheel. The play or clearance in the application of the brake shoes to the wheel contact surface is automatically adjusted by a self-actuating device in each tie rod. Each adjusting device comprises a screw coupling consisting of a nut threaded on a spindle shaft.

Abstract: A brake unit for automatically adjusting slack between the brake surfaces of a railway brake has a pre-stressed spring which is released during the initial stroke of the brake piston in a braking application so as to expedite contact of the brake surfaces. After slack has been overcome, further movement of the piston in the braking direction will cause the force-transmitting components to be coupled together so that braking force is transmitted directly to the brake surfaces by subsequent movement of the piston in the braking direction. The release of the pre-stressed spring during the overcoming of slack in the brake rigging will increase the speed of the brake application with respect to the speed of the braking piston.

Abstract: A transmission shiftable to change transmission ratios by the operation of a member whose effectiveness depends upon a pressure fluid, e.g. through a valve communicating the fluid to actuators of the gear-change system, has a clutch connecting the output shaft of a prime mover as an internal-combustion engine with the input shaft of the transmission. According to the invention, the clutch-operating cylinder is connected by an entraining device with a valve controlling the pressure fluid. A lost motion may be provided between the operating member of the cylinder and the valve seats to ensure full opening of the clutch before operation of the transmission is enabled.

Abstract: A sanding apparatus for a vehicle, particularly rail vehicles, has a sealed container for sand and the container is provided with a bottom wall which is permeable by air. A sand discharge pipe extends from the container through the bottom wall and has an end position in front of a vehicle wheel. An air supply line extends from a source of air under pressure and opens into a chamber underneath the bottom wall of the container. An exhaust air line has one end within the container above the level of sand when the container is full and has its other end connected to the sand discharge pipe. The flows of air through the air supply line and the exhaust air line are so controlled that at a predetermined pressure of supplied air a remaining portion of the supplied air flows through the sand discharge pipe at a rate to discharge a predetermined quantity of sand per unit time from the sand discharge pipe. Various structures are provided for regulating these flows of air.

Abstract: A pressure medium controlling valve has a valve member with an annular groove being formed in the surface of the valve member directed toward a valve seat. A resilient sealing ring is disposed within the annular groove and is opposed from the valve seat. The side of the annular groove facing toward the pressure medium is cylindrical and is engaged by the end of a resilient sealing lip attached to the outer peripheral surface of the sealing ring. The sealing lip extends angularly outwardly away from the sealing ring and toward the surface of the valve member directed toward the valve seat so that the outer end of sealing lip abuts resiliently against the cylindrical surface of the groove to form a seal therewith. The other side of the annular groove is provided with an undercut which receives a correspondingly shaped portion of the sealing ring.

Abstract: A brake disk for a disk brake mounted on either the axle or wheel of a rail vehicle has on its inner peripheral portion a flange ring provided with parallel annular surfaces which are inclined to a central plane of the disk brake. These inclined surfaces are clamped between an inclined surface on a hub and an inclined surface on a retaining ring. The retainer ring is closely positioned upon the hub but in such a manner that any thermal expansion of the brake disk will enable the flange ring to move unhindered in an oblique radial outward direction while at the same time maintaining the brake disk locked and centered without overstressing the fastening bolts which pass through the hub portion and the retainer ring.