Patents by Inventor John W. Laduc
John W. Laduc has filed for patents to protect the following inventions. This listing includes patent applications that are pending as well as patents that have already been granted by the United States Patent and Trademark Office (USPTO).
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Patent number: 11097754Abstract: A system that allows an electronically controlled pneumatic (ECP) railcar to be optionally selected as the ECP End of Train (EOT) device when that car is positioned at the end of a train regardless of its physical orientation. This eliminates the requirement to use and install a traditional End of Train (EOT) device at the end of an ECP train while maintaining the same train integrity monitoring functionality that is typically provided for train brake-in-two detection and closed cut-out cock detection. The system also eliminates the requirement for a dedicated EOT device at the end of the train for ECP “RUN” Mode operation, and allows any ECP car to function normally as part of the train or act as the EOT device when selected.Type: GrantFiled: February 4, 2019Date of Patent: August 24, 2021Assignee: New York Air Brake LLCInventors: Samuel D. Graham, John W. LaDuc, Brendan Wade Crowley, Bryan M. McLaughlin, Dale R. Stevens, David M. Socha, Roger B. Lewis, Evan M. Hall
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Publication number: 20200247439Abstract: A system that allows an electronically controlled pneumatic (ECP) railcar to be optionally selected as the ECP End of Train (EOT) device when that car is positioned at the end of a train regardless of its physical orientation. This eliminates the requirement to use and install a traditional End of Train (EOT) device at the end of an ECP train while maintaining the same train integrity monitoring functionality that is typically provided for train brake-in-two detection and closed cut-out cock detection. The system also eliminates the requirement for a dedicated EOT device at the end of the train for ECP “RUN” Mode operation, and allows any ECP car to function normally as part of the train or act as the EOT device when selected.Type: ApplicationFiled: February 4, 2019Publication date: August 6, 2020Applicant: New York Air Brake LLCInventors: Samuel D. Graham, John W. LaDuc, Brendan Wade Crowley, Bryan M. McLaughlin, Dale R. Stevens, David M. Socha, Roger B. Lewis, Evan M. Hall
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Patent number: 9776649Abstract: A locomotive air brake control system that responds to penalty braking requests from external systems by applying a varying amount of train brake level based on monitored and calculated parameters in order to enforce a defined train condition. The system may include a minimum acceptable train braking, a condition to be achieved to prevent further application of train brakes, and a maximum train brake level to be applied in response to the request. Alternatively, the system may apply braking in stepped levels according defined thresholds for a train behavior variable of interest such as speed or deceleration. The system may be configured to incrementally apply and release train brakes during the adaptive penalty, and may also adjust the level of braking according to calculated braking capacity of the train.Type: GrantFiled: March 24, 2016Date of Patent: October 3, 2017Assignee: New York Air Brake, LLCInventors: John M. Reynolds, Erich Leonard, John W. LaDuc, Konstantinos Vilaetis
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Publication number: 20170274918Abstract: A locomotive air brake control system that responds to penalty braking requests from external systems by applying a varying amount of train brake level based on monitored and calculated parameters in order to enforce a defined train condition. The system may include a minimum acceptable train braking, a condition to be achieved to prevent further application of train brakes, and a maximum train brake level to be applied in response to the request. Alternatively, the system may apply braking in stepped levels according defined thresholds for a train behavior variable of interest such as speed or deceleration. The system may be configured to incrementally apply and release train brakes during the adaptive penalty, and may also adjust the level of braking according to calculated braking capacity of the train.Type: ApplicationFiled: March 24, 2016Publication date: September 28, 2017Applicant: New York Air Brake, LLCInventors: John M. Reynolds, Erich Leonard, John W. LaDuc, Konstantinos Vilaetis
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Patent number: 8483894Abstract: The present method operates an electrically controlled pneumatic (ECP) brake system that includes a system controller and a plurality of ECP devices on a train, in a semi-active mode between an active mode and an in active mode. The method includes setting the system controller to the semi-active mode if the ECP brake command is release; and setting the released ECP devices to the inactive state by the system controller when entering the semi-active mode. The ECP devices are set to an active state and to apply the brake by the system controller in response to an ECP brake command of apply. The ECP devices are reset to release and then to the inactive state by the system controller in response to an ECP brake command of release.Type: GrantFiled: November 8, 2010Date of Patent: July 9, 2013Assignee: New York Air Brake CorporationInventors: Jon M. Marra, John W. Laduc, Dale R. Stevens
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Publication number: 20110112706Abstract: The present method operates an electrically controlled pneumatic (ECP) brake system that includes a system controller and a plurality of ECP devices on a train, in a semi-active mode between an active mode and an in active mode. The method includes setting the system controller to the semi-active mode if the ECP brake command is release; and setting the released ECP devices to the inactive state by the system controller when entering the semi-active mode. The ECP devices are set to an active state and to apply the brake by the system controller in response to an ECP brake command of apply. The ECP devices are reset to release and then to the inactive state by the system controller in response to an ECP brake command of release.Type: ApplicationFiled: November 8, 2010Publication date: May 12, 2011Applicant: NEW YORK AIR BRAKE CORPORATIONInventors: Jon M. MARRA, John W. Laduc, Dale R. Stevens
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Patent number: 6626034Abstract: The method includes reducing pressure of a charged brake pipe to a predetermined pressure value. The brake pipe is then charged only from the head end unit. Each intermediate brake pipe monitoring and charging device sequentially reports on the network a pressure which is an increase if the brake pipe is continuous between it and the head end unit. Subsequent to receipt of a report of an increased pressure on the network from an intermediate unit, the head end unit commands that intermediate unit to participate in charging the brake pipe. The head end unit determines the brake pipe continuity from the pressure increases reported by the intermediate units.Type: GrantFiled: April 3, 2001Date of Patent: September 30, 2003Assignee: New York Air Brake CorporationInventors: Jon Marra, Dale R. Stevens, Kevin B. Root, Roger B. Lewis, John W. LaDuc, Patrick S. Lacombe
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Patent number: 6484085Abstract: A method of transitioning between the pneumatic and electric modes of an integrated pneumatic/electro-pneumatic train brake system which includes a brake control having a common operator brake controller. Initially, the control applies the brakes in response to the operator brake controller in the present mode. The control enables the next mode upon request from the operator and applies the brakes in the next mode to match the applied brakes in the present mode. Once the present mode brake is released, the control and system switch to the next mode. Other brake controllers monitor the network and automatically switches modes based on the status of the network.Type: GrantFiled: April 4, 2001Date of Patent: November 19, 2002Assignee: New York Air Brake CorporationInventors: Jon M. Marra, Dale R. Stevens, James R. Truglio, John W. LaDuc, Roger B. Lewis, Kip P. Flint
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Publication number: 20020147538Abstract: A method of transitioning between the pneumatic and electric modes of an integrated pneumatic/electro-pneumatic train brake system which includes a brake control having a common operator brake controller. Initially, the control applies the brakes in response to the operator brake controller in the present mode. The control enables the next mode upon request from the operator and applies the brakes in the next mode to match the applied brakes in the present mode. Once the present mode brake is released, the control and system switch to the next mode. Other brake controllers monitor the network and automatically switches modes based on the status of the network.Type: ApplicationFiled: April 4, 2001Publication date: October 10, 2002Applicant: New York Air Brake CorporationInventors: Jon M. Marra, Dale R. Stevens, James R. Truglio, John W. LaDuc, Roger B. Lewis, Kip P. Flint
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Publication number: 20020139181Abstract: The method includes reducing pressure of a charged brake pipe to a predetermined pressure value. The brake pipe is then charged only from the head end unit. Each intermediate brake pipe monitoring and charging device sequentially reports on the network a pressure which is an increase if the brake pipe is continuous between it and the head end unit. Subsequent to receipt of a report of an increased pressure on the network from an intermediate unit, the head end unit commands that intermediate unit to participate in charging the brake pipe. The head end unit determines the brake pipe continuity from the pressure increases reported by the intermediate units.Type: ApplicationFiled: April 3, 2001Publication date: October 3, 2002Applicant: New York Air Brake CorporationInventors: Jon Marra, Dale R. Stevens, Kevin B. Root, Roger B. Lewis, John W. LaDuc, Patrick S. Lacombe
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Patent number: 6347840Abstract: An integrated pneumatic and electropneumatic train brake system and method of operation. An electropneumatic brake controller in at least one of the locomotives provides an emergency brake signal on a brake pipe and the network to the pneumatic and electropneumatic brakes for an emergency position of the operator interface. The brake controller also provides an emergency signal only on the network to the electropneumatic brakes in the continuous service position of the operator interface.Type: GrantFiled: February 15, 2001Date of Patent: February 19, 2002Assignee: New York Air Brake CorporationInventors: Jon M. Marra, Dale R. Stevens, James R. Truglio, John W. LaDuc, Roger B. Lewis
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Patent number: 6238010Abstract: An electropneumatic brake controller of the present invention including a main reservoir, pneumatic brake pipe relay and first and second restrictions connected in series with the main reservoir, the brake pipe relay and brake pipe and first electropneumatic valve connected in parallel to the second restriction. The second restriction is smaller than the first restriction. The first electropneumatic valve is responsive to an electric release signal to cut out the second restriction. When the two restrictions are in series, this is the running mode whereas when the second restriction is cut out, this is the release mode. A control unit controls the electropneumatic valves to produce an overcharge cycle in response to a release brake signal. This cycle includes overcharging the brake pipe, holding the overcharged condition for a fixed period of time and bleeding to a normal release brake pipe pressure.Type: GrantFiled: May 16, 2000Date of Patent: May 29, 2001Assignee: New York Air Brake CorporationInventors: Wayne H. Barber, John W. Laduc, Steven R. Newton, Ronald O. Newton
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Patent number: 6126245Abstract: An electropneumatic brake controller of the present invention including a main reservoir, pneumatic brake pipe relay and first and second restrictions connected in series with the main reservoir, the brake pipe relay and brake pipe and first electropneumatic valve connected in parallel to the second restriction. The second restriction is smaller than the first restriction. The first electropneumatic valve is responsive to an electric release signal to cut out the second restriction. When the two restrictions are in series, this is the running mode whereas when the second restriction is cut out, this is the release mode. A control unit controls the electropneumatic valves to produce an overcharge cycle in response to a release brake signal. This cycle includes overcharging the brake pipe, holding the overcharged condition for a fixed period of time and bleeding to a normal release brake pipe pressure.Type: GrantFiled: December 1, 1997Date of Patent: October 3, 2000Assignee: New York Air Brake CorporationInventors: Wayne H. Barber, John W. Laduc, Steven R. Newton, Ronald O. Newton