Patents by Inventor Kevin B. Root
Kevin B. Root 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: 6648422Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. A first control transmits a car brake signal on an electrical network for train brake commands to EP cars. A second control transmits a locomotive brake signal on the locomotive brake pipe for train and locomotive brake commands. The brake system may have a pneumatic mode and an electrical mode. The first control transmits car brake signals on the network in the electrical mode and the second control transmits car brake signals on the train brake pipe for the pneumatic mode. The second control transmits locomotive brake signals on the locomotive brake pipe in either mode. If the train is all electropneumatic, cars and locomotive braking signals are provided on the network.Type: GrantFiled: January 2, 2002Date of Patent: November 18, 2003Assignee: New York Air Brake CorporationInventors: Kevin B. Root, Bryan M. McLaughlin, Dale R. Stevens, Jon M. Marra
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Publication number: 20030183729Abstract: An integrated train control system (FIGS. 1 and 6) is a combination of systems including: EP-60 (FIG. 2) CCBII (FIG. 3) Wired DP (FIG. 4), and LEADER (FIG. 5) The integrated train control system (FIG. 6) includes a master controller (MMI) cooperating with features of EP-60, CCBII, LEADER, and Wired DP to control car control devices (CCD) through ITC network.Type: ApplicationFiled: February 14, 2003Publication date: October 2, 2003Inventors: Kevin B. Root, Bryan M. McLaughlin, Dale R. Stevens, Jon M. Marra, Stephen K. Nickles, Michael J. Hawthorne
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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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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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Publication number: 20020050737Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. A first control transmits a car brake signal on an electrical network for train brake commands to EP cars. A second control transmits a locomotive brake signal on the locomotive brake pipe for train and locomotive brake commands. The brake system may have a pneumatic mode and an electrical mode. The first control transmits car brake signals on the network in the electrical mode and the second control transmits car brake signals on the train brake pipe for the pneumatic mode. The second control transmits locomotive brake signals on the locomotive brake pipe in either mode. If the train is all electropneumatic, cars and locomotive braking signals are provided on the network.Type: ApplicationFiled: January 2, 2002Publication date: May 2, 2002Applicant: New York Air Brake CorporationInventors: Kevin B. Root, Bryan M. McLaughlin, Dale R. Stevens, Jon M. Marra
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Patent number: 6361124Abstract: A method of integral operating the brake and propulsion systems includes determining if the brake command signal is a pneumatic or electrical system initiated emergency brake command or an operator initiated emergency brake command. A brake signal and an emergency propulsion signal are transmitted on the network for pneumatic and electrical system and operator initiated brake commands. A brake signal is transmitted on the train brake pipe for operator and pneumatic system initiated brake commands.Type: GrantFiled: October 30, 2000Date of Patent: March 26, 2002Assignee: New York Air Brake CorporationInventors: Jon M. Marra, Roger B. Lewis, John LaDuc, Kevin B. Root
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Patent number: 6334654Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. A first control transmits a car brake signal on an electrical network for train brake commands to EP cars. A second control transmits a locomotive brake signal on the locomotive brake pipe for train and locomotive brake commands. The brake system may have a pneumatic mode and an electrical mode. The first control transmits car brake signals on the network in the electrical mode and the second control transmits car brake signals on the train brake pipe for the pneumatic mode. The second control transmits locomotive brake signals on the locomotive brake pipe in either mode. If the train is all electropneumatic, cars and locomotive braking signals are provided on the network. Distributive power may also be transmitted over the network in the electrical mode.Type: GrantFiled: September 16, 1999Date of Patent: January 1, 2002Assignee: New York Air Brake CorporationInventors: Kevin B. Root, Bryan M. McLaughlin, Dale R. Stevens, Jon M. Marra
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Patent number: 6318811Abstract: A brake control unit having a brake cylinder valve (62), equalization reservoir valve (82), brake signal valve (89), and brake back-up valve (182).Type: GrantFiled: April 5, 2000Date of Patent: November 20, 2001Assignee: New York Air Brake CorporationInventors: Kevin B. Root, Ronald O. Newton, Premal Desai
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Patent number: 6098006Abstract: A modular locomotive brake control unit according to the present invention includes a manifold having mounted thereon at least two of a brake pipe module, a brake cylinder module, a brake signal module, equalization reservoir module, independent brake module, and an actuating module. Each of the modules includes a module controller in a network with a unit controller and an electric brake valve. The modules and brake valve controllers include an identification and software identification which is monitored by the unit controller. The module controllers also include an event log. The unit controller provides commands and software to an receives data from the module controllers.Type: GrantFiled: November 23, 1999Date of Patent: August 1, 2000Assignee: New York Air Brake CorporationInventors: Dale L. Sherwood, John J. Allen, Brett A. Pierce, Kevin B. Root, Richard E. Sinn, Eric C. Wright
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Patent number: 6035250Abstract: A locomotive brake control unit includes a manifold having a brake cylinder module for controlling pressure at the brake cylinder port in response to at least train braking signals and first and second ports on the control unit for receiving electropneumatic resetting and non-resetting dynamic brake interlocks respectively to control the train braking signals during dynamic braking, if an interlock module is present in one of the interlock ports.Type: GrantFiled: September 11, 1997Date of Patent: March 7, 2000Assignee: New York Air Brake CorporationInventors: Ronald O. Newton, Kevin B. Root
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Patent number: 5758929Abstract: A variable capacity electropneumatic control valve using analog electropneumatic supply and release valve to control the control valve output and a relay valves to add extra capacity when the required capacity exceeds that of the analog valves.Type: GrantFiled: September 11, 1996Date of Patent: June 2, 1998Assignee: New York Air Brake CorporationInventors: Ronald O. Newton, Kevin B. Root
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Patent number: 5590042Abstract: A computerized locomotive control system receives as inputs electrical signals representing automatic and independent braking control signals from controllers and pipe pressures and has a computer for determining, from said input signals, electrical signals representing desired braking and pipe pressures. The computer in the lead locomotive uses the independent application and brake pipe pressure to control the brake cylinder pressure except where the independent application and release brake pipe has been tested as a fault or during the initial buildup of the independent application brake pipe. In this instance, independent application and release controller position is used to control the brake cylinder pressure.Type: GrantFiled: February 22, 1995Date of Patent: December 31, 1996Assignee: New York Air Brake CorporationInventors: John J. Allen, Jr., Kevin B. Root
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Patent number: 5412572Abstract: A computerized locomotive control system receiving as inputs electrical signals representing automatic and independent braking control signals and a computer for determining, from said input signals, electrical signals representing desired equalization reservoir pressure, desired independent application and release pressure and desired actuating pressure. Electro-pneumatic valves controls the pressure in the equalization reservoir, on the independent application and release pipe and as the actuating pipe in response to the desired pressure signals. A electro-pneumatic valve for the control reservoir of the locomotive brake is controlled by the computer in response to pipe pressures. The computer provides penalties and interlocks electrically.Type: GrantFiled: February 7, 1994Date of Patent: May 2, 1995Assignee: Knorr Brake Holding Corp.Inventors: Kevin B. Root, John J. Allen, Jr., Ronald O. Newton
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Patent number: 5369587Abstract: A computerized locomotive control system receiving as inputs electrical signals representing automatic and independent braking control signals and a computer for determining, from said input signals, electrical signals representing desired equalization reservoir pressure, desired independent application and release pressure and desired actuating pressure. Electro-pneumatic valves controls the pressure in the equalization reservoir, on the independent application and release pipe and as the actuating pipe in response to the desired pressure signals. A electro-pneumatic valve for the control reservoir of the locomotive brake is controlled by the computer in response to pipe pressures. The computer provides penalties and interlocks electrically.Type: GrantFiled: February 7, 1994Date of Patent: November 29, 1994Assignee: Knorr Brake Holding Corp.Inventors: Kevin B. Root, John J. Allen, Jr., Ronald O. Newton
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Patent number: 5303157Abstract: A locomotive control system having a single handle movable between a maximum propulsion position, through diminishing propulsion positions, through a release/idle position, through increasing braking positions, through a full service brake position to an emergency brake position. The control system receives position signals from the handle and generates propulsion, dynamic braking and fluid braking control signals as a function of the position signals. For any braking position of the handle, the control system first applies or removes dynamic braking and then provides fluid braking depending upon the position of the handle, the type of train brakes and whether the dynamic braking has maximized or is zero.Type: GrantFiled: June 23, 1993Date of Patent: April 12, 1994Assignee: Knorr Brake Holding CorporationInventors: Kevin B. Root, John J. Allen, Ronald O. Newton
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Patent number: 5249125Abstract: A computerized locomotive control system receiving as inputs electrical signals representing automatic and independent braking control signals and a computer for determining, from said input signals, electrical signals representing desired equalization reservoir pressure, desired independent application and release pressure and desired actuating pressure. Electro-pneumatic valves controls the pressure in the equalization reservoir, on the independent application and release pipe and as the actuating pipe in response to the desired pressure signals. A electro-pneumatic valve for the control reservoir of the locomotive brake is controlled by the computer in response to pipe pressures. The computer provides penalties and interlocks electrically.Type: GrantFiled: December 1, 1992Date of Patent: September 28, 1993Assignee: Knorr Brake Holding CorporationInventors: Kevin B. Root, John J. Allen, Jr., Ronald O. Newton
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Patent number: 5172316Abstract: A computerized locomotive control system receiving as inputs electrical signals representing automatic and independent braking control signals and a computer for determining, from said input signals, electrical signals representing desired equalization reservoir pressure, desired independent application and release pressure and desired actuating pressure. Electro-pneumatic valves controls the pressure in the equalization reservoir, on the independent application and release pipe and as the actuating pipe in response to the desired pressure signals. An electro-pneumatic valve for the control reservoir of the locomotive brake is controlled by the computer in response to pipe pressures. The computer provides penalties and interlocks electrically.Type: GrantFiled: December 8, 1989Date of Patent: December 15, 1992Assignee: New York Air BrakeInventors: Kevin B. Root, John J. Allen, Jr., Ronald O. Newton