Abstract: A brake system for a railway vehicle comprises a service brake with control valves and an emergency brake with a emergency brake valve adapted to permit or prevent emergency brake pressure from reaching the service brake control valves. The emergency brake is actuatable by a signal on an emergency brake wire. The brake system further comprises an isolating circuit adapted to permit or prevent control of the service brake control valves.

Abstract: A brake control unit for a railway vehicle having first and second cores. The first core is responsible for brake control functions and the second core is responsible for communications. A switch controls communication between the second core and a communication bus on the railway vehicle to safeguard the braking function of the first core. The second core only has write access to the communication bus when enabled by the first core, which first core determines whether the system is in a defined safe state to safeguard the braking function. This reduces the testing requirements for new communications software.

Abstract: A brake system for a railway vehicle comprises a service brake with control valves and an emergency brake with a emergency brake valve adapted to permit or prevent emergency brake pressure from reaching the service brake control valves. The emergency brake is actuatable by a signal on an emergency brake wire. The brake system further comprises an isolating circuit adapted to permit or prevent control of the service brake control valves.

Abstract: A brake control unit for a railway vehicle having first and second cores. The first core is responsible for brake control functions and the second core is responsible for communications. A switch controls communication between the second core and a communication bus on the railway vehicle to safeguard the braking function of the first core. The second core only has write access to the communication bus when enabled by the first core, which first core determines whether the system is in a defined safe state to safeguard the braking function. This reduces the testing requirements for new communications software.

Abstract: In a brake system for a railway vehicle, actuation of the respective inlet, (4,6), exhaust (5,7) and a link valve (9) is controlled by an electronic control unit (20). The electronic control unit (20) has a counter for counting the number of valve operations performed by each respective inlet (4,6) and exhaust (5,7) valve, wherein the electronic control unit (20), in use, determines which of the respective inlet (4,6) and exhaust (5,7) valves are to be actuated to brake the railway vehicle. The determination is made at least in part in dependence on the number of valve operations performed by the respective inlet (4,6) and exhaust (5,7) valves.

Abstract: A platform screen door system, comprising a fixed panel, a door leaf slidably disposed adjacent to the fixed panel, a drive means adapted to slidingly move the door leaf from a door open position to a door closed position; and a microprocessor adapted to control the movement of the drive means and, thereby, control the movement of the door leaf The system also includes a media panel, disposed on the fixed panel, wherein the media panel is adapted to display information.

Abstract: An apparatus and method for controlling the operation of a screen door system. The apparatus includes a first transceiver adapted to be mounted on a train, a second transceiver adapted to be mounted on either a train platform or a portion of the platform screen door system. The first and second transceivers are configured to communicate with each other such that when a train is stopped at the train platform within a predetermined distance of and adjacent to a door of the platform screen door system, a signal is transmitted from the first transceiver to the second transceiver to open the door. When passenger embarkation and debarkation is complete, a signal is transmitted from the first transceiver to the second transceiver to close the door, and when the door is closed and locked, a signal is transmitted to the train to depart.

Abstract: A brake system for a railway vehicle having wheel slide protection includes a main brake pipe fluidly connected to a distributor, and an auxiliary reservoir fluidly connected to the brake distributor, the distributor being fluidly connected to one or more brake cylinders. A further reservoir is provided, compressed air flow to and from the further reservoir being controllable by a valve, operation of the valve being controlled by a control unit adapted to detect wheel slide. The control unit is adapted to switch air supply between air from the auxiliary reservoir and air from the further reservoir in the event that wheel slide is detected.

Abstract: An apparatus and method for controlling the operation of a screen door system. The apparatus includes a first transceiver adapted to be mounted on a train, a second transceiver adapted to be mounted on either a train platform or a portion of the platform screen door system. The first and second transceivers are configured to communicate with each other such that when a train is stopped at the train platform within a predetermined distance of and adjacent to a door of the platform screen door system, a signal is transmitted from the first transceiver to the second transceiver to open the door. When passenger embarkation and debarkation is complete, a signal is transmitted from the first transceiver to the second transceiver to close the door, and when the door is closed and locked, a signal is transmitted to the train to depart.

Abstract: In a brake system for a railway vehicle, actuation of the respective inlet, (4,6), exhaust (5,7) and a link valve (9) is controlled by an electronic control unit (20). The electronic control unit (20) has a counter for counting the number of valve operations performed by each respective inlet (4,6) and exhaust (5,7) valve, wherein the electronic control unit (20), in use, determines which of the respective inlet (4,6) and exhaust (5,7) valves are to be actuated to brake the railway vehicle. The determination is made at least in part in dependence on the number of valve operations performed by the respective inlet (4,6) and exhaust (5,7) valves.

Abstract: A valve arrangement is disclosed for controlling the pressure in first and second brake actuation outputs (9, 10). First and second air inlet valves (1,3) supply air to respective ones of the actuation outputs; first and second exhaust valves (2,4) are each associated with a respective one of the inlet valves; and a link valve (11) is between the actuation outputs. The arrangement is such that the pressure in each of the actuation outputs is controllable selectively either in mode a) jointly, with the link valve enabling air flow between the actuation outputs or in mode b) independently, with the link valve blocking air flow between the brake actuation outputs.

Abstract: A valve arrangement is disclosed for controlling the pressure in first and second brake actuation outputs (9, 10). First and second air inlet valves (1,3) supply air to respective ones of the actuation outputs; first and second exhaust valves (2,4) are each associated with a respective one of the inlet valves; and a link valve (11) is between the actuation outputs. The arrangement is such that the pressure in each of the actuation outputs is controllable selectively either in mode a) jointly, with the link valve enabling air flow between the actuation outputs or in mode b) independently, with the link valve blocking air flow between the brake actuation outputs.

Abstract: Improvements for ratchet wrenches which allows the socket to be turned without pivoting the handle. The improvements include a flat gear which either fits over the drive stud of the wrench's head and is sandwiched in between the head and a socket snapped on the head or is made integrally with the head. The gear projects beyond the socket and has driven gear teeth about its periphery. This allows for easy hand-turning. A shaft which has a means for turning at one end and a drive gear at the head end is provided. The shaft is mounted for both rotational and axial displacement and may slide from a home position in which the drive gear is free of the the flat gear to a position in which it meshes with that gear. A spring mechanically biases the shaft to its home position. A user may easily push the shaft to its operational position and, while maintaining it there, turn the shaft to turn the flat gear and thus the stud and socket. Upon releasing, the shaft automatically returns to its home position.

Abstract: Apparatus for trapping rodents or other parasitic animals is disclosed. The apparatus is inexpensive to manufacture and includes unique features which add to the efficiency while at the same time reducing the danger to children or pets from the action of the trap apparatus or the trapped and vicious animal. The apparatus includes a cylindrical container or drum which lays on its side and is open on at least one end. Rails or feet are welded to the outside of the drum for purposes of maintaining the drum in a selected position. A close-fitting end piece which can be secured to the open end of the drum includes a heavy wire mesh basket attached thereto so that the wire mesh basket is inside the drum when the end piece is in place. A passage through the end piece connects the interior of the basket to the outside. Located in the passage is a one-way control device which will allow the animal to enter the basket from the outside but will not allow passage from the basket to the outside.