Abstract: A brake actuator for railway vehicles, comprising: a main body having a braking chamber, a service braking piston movable with respect to the main body along a longitudinal axis, a pair of levers articulated to the main body and bearing respective brake pads, a transmission mechanism including an auxiliary body, a pair of thrust elements articulated to said levers, a pair of carriages movable with respect to the auxiliary body along a transverse direction perpendicular to said longitudinal axis, and a pair of slack adjusters each of which is disposed between a respective carriage and a respective thrust element, wherein the transmission mechanism comprises a floating member, which is free to pivot with respect to the service braking piston about an axis perpendicular to said longitudinal axis and to said transverse axis, wherein the floating member carries a first and a second pair of thrust bearings which cooperate with cam surfaces of said carriage.

Abstract: The unit (1) comprises a positive-displacement compressor (2) including: a prime mover (4), a rotatable shaft (5) rotatable by the prime mover (4), and at least one cylinder (7-10) in which an associated piston (11, 12), coupled to the shaft (5) by means of a crank mechanism (13, 14), is mounted for sliding in a leaktight manner; and a heat-exchanger unit (3) for receiving and cooling the compressed fluid produced by the compressor (2). The unit comprises at least one tapping duct (41; 41a, 41b) extending between the heat-exchanger unit (3) and that region of the at least one cylinder (7-10) which is disposed between the associated piston and the shaft (5), the duct being suitable for supplying a flow of compressed fluid to that region in operation in a manner such that the flow of fluid can expand and be cooled further in that region.

Abstract: An electro-pneumatic braking control unit for a railway or tramway vehicle including a multi-layer structure with a plurality of superimposed plates, and in particular, an upper plate carrying and/or integrating a plurality of pneumatic, electro-pneumatic or electric components and having a plurality of connecting through holes and associated coupling channels arranged in its lower face, and a lower plate which has through holes for connection with corresponding apertures and/or coupling channels of the upper plate as well as associated coupling channels arranged in its upper face. The multi-layer structure may further include an intermediate plate having a plurality of connection passages in positions predetermined in dependence on the circuit to be formed.

Abstract: A system for controlling brakes on a rail or light rail motive power unit, in which the brakes are provided with a pneumatic braking system including a pneumatic main pipe and a pneumatic brake pipe. The system includes a control unit, manually operated actuating devices, a relay valve interposed between the pneumatic main pipe and the brake pipe, an electro-pneumatic control unit operable under the control of the unit to supply a variable braking control pressure, pneumatic back-up devices operable under the control of the actuating devices to supply a pneumatic back-up pressure which can be used to control the braking, and an enabling valve which can be switched between a normal operating condition and a back-up operating condition in which it can connect a control inlet of the relay valve selectively to the outlet of the electropneumatic unit or to the back-up devices.

Abstract: A pneumatic operating device for direct braking and an electropneumatic valve unit of an anti-slip device have their outlets connected to the braking actuators through an interlock valve device which can selectively allow the greater of the pressures received from the said devices to pass towards the braking actuators. The electrical operating device for the direct braking is also connected to an electrical interlock device associated with the electrical valve unit of the anti-slip device. When the electrical operating device for the direct braking is operated, the electrical interlock device disables the electrical anti-slip valve unit and makes this unit open with respect to the braking pressure sent towards the braking actuators.

Abstract: The system utilizes two bi-directional transmission lines which extend parallel to and spaced form one another along the train; a control unit operating as a main unit installed on the main engine is connected to the transmission lines and to brake control systems or devices for the train; a plurality of slave control units, each of which is installed on a respective carriage or wagon, are connected to both transmission lines, to solenoid valve units associated with pneumatic brake actuators, and to sensor devices associated with the carriage or wagon. The main control unit and the slave control units are arranged to communicate with one another via the transmission lines according to a predetermined serial protocol.

Abstract: An electro-pneumatic braking control unit for a railway or tramway vehicle including a multi-layer structure with a plurality of superimposed plates, and in particular, an upper plate carrying and/or integrating a plurality of pneumatic, electro-pneumatic or electric components and having a plurality of connecting through holes and associated coupling channels arranged in its lower face, and a lower plate which has through holes for connection with corresponding apertures and/or coupling channels of the upper plate as well as associated coupling channels arranged in its upper face. The multi-layer structure may further include an intermediate plate having a plurality of connection passages in positions predetermined in dependence on the circuit to be formed.

Abstract: A pneumatic operating device for direct braking and an electropneumatic valve unit of an anti-slip device have their outlets connected to the braking actuators through an interlock valve device which can selectively allow the greater of the pressures received from the said devices to pass towards the braking actuators. The electrical operating device for the direct braking is also connected to an electrical interlock device associated with the electrical valve unit of the anti-slip device. When the electrical operating device for the direct braking is operated, the electrical interlock device disables the electrical anti-slip valve unit and makes this unit open with respect to the braking pressure sent towards the braking actuators.

Abstract: The system comprises a control unit, manually operated actuating devices, a relay valve interposed between the pneumatic main pipe and the brake pipe and provided with two control inlets, an electropneumatic control unit connected to the main pipe and operable under the control of the said unit to supply a variable braking control pressure, pneumatic back-up devices connected to the main pipe and operable under the control of the actuating devices to supply at their outlet a pneumatic back-up pressure which can be used to control the braking, and an enabling valve which can be switched between a normal operating condition and a back-up operating condition in which it can connect a control inlet of the relay valve selectively to the outlet of the electropneumatic unit or to the back-up devices.

Abstract: The system comprises an electric line which extends along the train, and head apparatus and tail apparatus connected to the ends of the line. The head apparatus comprises a DC voltage supply operable to apply to the line a DC voltage of predetermined value and a detector operable to generate an alarm upon loss of a given signal on the line. The tail apparatus comprises a generator of the said signal coupled to the line and a DC/DC converter the input of which is connected to the line and the output of which is connected to the signal generator to provide to this latter a supply voltage derived from that generated by the first supply device of the head apparatus. The system is such that an interruption of the train capable of causing interruption to the said line is able to cause deactivation of the signal generator of the tail apparatus, which can be detected and signaled by the detector of the head apparatus.

Abstract: The system comprises an electric line which extends along the train, and head apparatus and tail apparatus connected to the ends of the line.

Abstract: The communication and control system is for use in a railway train with at least one engine and a plurality of wagons or carriages. This system comprises first and second bi-directional transmission lines which extend along the train; a main control unit installed on the main engine and connected, in this engine, to both the transmission lines and to brake control devices or systems of the train; and a plurality of slave control units, each of which is installed on a respective wagon or carriage and is connected, in the respective carriage or wagon, to both transmission lines, to solenoid valve units associated with pneumatic brake actuators, as well as two sensor devices associated with the wagon or carriage. The main control unit and the slave control units are arranged to talk to one another through the transmission lines according to a serial protocol.

Abstract: The system is intended for use in a railway train with at least one engine and a plurality of wagons or carriages. This system comprises first and second bi-directional transmission lines which extend along the train; a main control unit installed on the main engine and connected, in this engine, to both the transmission lines and to brake control devices or systems of the train; and a plurality of slave control units, each of which is installed on a respective wagon or carriage and is connected, in the respective carriage or wagon, to both transmission lines, to solenoid valve units associated with pneumatic brake actuators, as well as two sensor devices associated with the wagon or carriage. The main control unit and the slave control units are arranged to talk to one another through the transmission lines according to a serial protocol.

Abstract: The system comprises at least one main pneumatic duct, actuators for the service brake and the supplementary brake, at least one auxiliary reservoir connected to the main duct and at least one compact electropheumatic control assembly. This assembly has an inlet connector connected to the main duct, an inlet/outlet connector connected to the reservoir and further connected, within the assembly, the inlet connector to allow supply to the reservoir of air under pressure from the main duct, and a plurality of further inlet/outlet connectors connected to the service and supplementary brake actuators. At least at one pneumatic control circuit for controlling the service and supplementary brake is connected between the reservoir and the further inlet/outlet connectors and comprise a plurality of solenoid control valves and pressure sensors/transducers.

Abstract: The invention comprises a force measuring system for the dynamic determination especially of axle loads, speed, vehicle wheelbase and gross weight. The force measuring system is laid permanently in the roadway. It is of modular assembly, consisting of the amplifier (11), sensor (12) and terminal module (13). The individual modules may be coupled tightly by plug-and-socket connections, welding flanges or glued flanges. The sensor module (12) consists of a hollow section (1), in which piezo-elements (4) are fitted under elastic preload. The piezo-elements (4) are accommodated in the hollow section (1) at intervals of typically 5 to 10 cm, and they may be connected all together with only one electrically conductive foil (5) to the signal processing facility (19), or groupwise or even singly. According to this subdivision the road width can be sectioned as desired, in order to obtain a road loading diagram for instance.

Abstract: A brake slack adjusting apparatus is disclosed which includes a threaded member at least partially extending coaxially within a tubular member. Threadedly engaging the threaded member is a first rotatable member for varying the relative position of the rotatable member with respect to the threaded rod member. A second rotatable member disposed adjacent the threaded rod member and the tubular housing member selectively couples the tubular housing member to the threaded rod member during a brake application stroke to transmit brake forces to the threaded rod member and to vary the relative axial position between the tubular housing member and the threaded rod member. A locking device is provided between the first rotatable member and the second rotatable member to limit the relative movement between the first rotatable member and the threaded rod member when a predetermined force is transmitted through the second rotatable member.

Abstract: A braking unit for vehicles is disclosed which includes a housing in which slides a piston that can be displaced by means of a pressurized fluid to control, by means of an actuator, a thrust rod which controls a brake shoe. The actuator includes at least one pair of coaxial rollers supported so that they can revolve around a pin, supported by a pair of legs, which is connected to the piston and displaced in rolling contact with inclined surfaces of the thrust rod.

Abstract: Parking brake control apparatus on a vehicle equipped with electrofluidic responsive brakes is disclosed. The apparatus comprises a parking brake on the vehicle operable by a cylinder. A source of pressurized fluid provides fluid pressure to the cylinder. The cylinder responds to fluid pressure to release the parking brake and responds to apply the parking brake when fluid pressure is vented. A directional valve connected intermediate the source of fluid pressure and the cylinder controls fluid communication to the cylinder in one position and vents fluid pressure from the cylinder in a second position. Movement to the second position is controlled on one side of the valve by an electrovalve which responds to electrical signals and on the other side by a cylinder which responds to fluid pressure and can only occur when both an electrical signal is below a predetermined minimum and the fluid pressure is reduced.

Abstract: A braking apparatus and method are taught that allows the vehicle having the apparatus to resume operation when the magnitude of an electrical signal to an electro-fluidic portion of the apparatus is less than a minimum predetermined value. The system uses electro-fluidic braking equipment to supply pressurized fluid in response to an electrical signal and fluid pressure controlled braking equipment to supply pressurized fluid in response to pressure differentials. An automatic selector value (ASV) normally receives pressurized fluid from the electro-fluidic equipment. When a minimum predetermined value electrical signal is not present, however, the ASV receives pressurized fluid from the fluid pressure controlled braking equipment. The system incorporates a release device to isolate the electro-fluidic braking equipment from the ASV when the electrical signal is less than the minimum predetermined value. Thereafter, the equipment may resume operation.

Abstract: A brake actuator device having a pneumatic service brake piston and a spring parking or emergency brake piston operation of either one of which effects displacement of a brake actuator rod which includes a screw-threaded spindle that operates in a non-rotatable nut member in order to adjust the length of the actuator rod. The nut member is provided with an external projection to which the vehicle brakes are mounted. A cogwheel is rotatably fixed to the actuator rod and is normally locked against rotation by a locking pin that engages the cogwheel teeth. The actuator rod is formed in two portions that are connected together through a clutch arrangement, the actuator rod portion having the threaded spindle being free to rotate during brake release to increase the actuator rod length and thereby take up the brake slack.