Abstract: A control apparatus is provided which is engageable with a hand brake assembly on a railway vehicle for operation of an application cylinder for applying the hand brake assembly. This apparatus includes a source of fluid pressure which is engageable with the railway vehicle. A pneumatic actuation valve which is connected to the source of fluid pressure for initiating communication of fluid pressure from the source of fluid pressure. A force regulating valve which is connected to the pneumatic actuation valve for receiving the fluid pressure from the actuation valve and a mechanically driven valve is connected to the force regulating valve for receiving the fluid pressure from the force regulating valve and for communicating the fluid pressure to the application cylinder to apply the hand brake assembly.

Abstract: A railway brake system for a train includes a brake pipe extending along the train, a lead unit controller generating a pneumatic control signal propagated along the brake pipe, and at least one remote unit controller. The remote unit controller preferably includes a brake pipe control valve, such as a relay valve, connected in fluid communication with the brake pipe for selectively charging and exhausting the brake pipe, an air flow rate sensor for sensing air flow into the brake pipe during charging, a brake pipe pressure sensor for sensing brake pipe pressure, and a processor for detecting the pneumatic control signal from the lead unit controller based upon both the air flow rate sensor and the brake pipe pressure sensor. Accordingly, the sensitivity of detection is increased despite delayed operation of the relay valve, and while avoiding false indications. Multiple detection sensitivities may be used.

Abstract: The vigilance process includes receiving inputs of operator activity and determining the presence or absence of activity inputs during a first delay period. The operator is warned, if activity inputs are absent during the first period. If the warning period expires before being cancelled, a vigilance penalty signal is produced. The brakes are applied for a first predetermined period in response to the vigilance penalty signal.

Abstract: An apparatus for determining the direction of locomotive travel while in dynamic braking is disclosed. This direction of travel is derived from current sensors associated with the locomotive traction motors. When in the dynamic braking mode, current flows through the current sensors in a first direction when a train is traveling in the first direction and reverses the direction of flow when the train is traveling in a second direction.

Abstract: A direct acting release cap for air brake control valves in trains which will allow for the manipulation of the valve characteristics from a direct brake release to a graduated brake release without removal of the cap from the body of the valve. This is accomplished through longitudinal movement of a spool, which directs internal air passages that control valve characteristics. The present invention eliminates the requirement of removing the direct acting release cap from the valve in order to change the working characteristics of the valve, thus resulting in a time savings for the operator.

Abstract: A low power ECP trainline communication method is provided wherein power consumption by each freight car's on-board ECP transceiver is minimized such that it can be powered indefinitely by a standard locomotive battery. The low power communication method includes normally maintaining each car's ECP transceiver in a sleep mode until signaled by the locomotive master controller to wake it up. The wake-up command for the ECP transceiver can be sensitive to the length of the message sent by the MC. Alternative, or additional methods of identifying a wake-up message from the MC can include using the signal strength of the message and making the wake-up command sensitive to the ECP trainline power status. In the latter case, detection of zero trainline power is a signals to wake-up the ECP transceiver.

Abstract: An access plate which provides entry to a pneumatic braking system for the purpose of overlaying this system with an electronic controlled pneumatic system for a train braking system. This access plate allows entry into ports necessary to make brake applications from an electronic/programmed controlled unit or an equivalent thereof. This access plate has particular utility for accessing 26 porting and is one part of the entire unit that allows access to 26-type equipment for the purpose of overlaying features with an electronic controlled pneumatic braking system. This access plate provides access to porting to allow all of the advantages of electronic controlled braking to take effect such as shorter stopping distances, system performance feedback, and continuous recharging features. The present invention also provides a device on the access plate for accessing the necessary porting involved with doing a single car test within a 26-Type braking arrangement.

Abstract: Radio-based control of railroad train brakes is effected in which brake systems are computer controlled. An End of Train (EOT) system is used in which microprocessor circuits of a Locomotive Control Unit (LCU) and an EOT unit are programmed to perform these and other functions. The computer system has several states. On power on, the system enters the Setup state during which the system stores about one minutes worth of both brake pipe and equalizing reservoir pressure data. This data is later used to determine the rate of change of these pressures to determine stability. Once setup is complete, the system enters the Stability state during which operating pressures are determined. When the equalizing reservoir pressure, the brake pipe pressure and the brake pipe pressure at the end of the train are stable, the EOT unit is commanded to update operating pressures stored in its microprocessor control circuit. Once the several pressures have been found to be stable, the system goes to the Release state.

Abstract: 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.

Abstract: A manifold (24) is interposed between a pipe bracket (26) and a service valve (30) of a passenger rail car (20) braking system (22) also having a brake application relay valve (32), a primary control reservoir (48), a emergency control reservoir (54), and a main reservoir (44). The manifold includes electronically controlled emergency fill (78), normal fill (80), vent (82), and bypass (84) valves and pneumatically controlled secondary emergency fill (136), secondary normal fill (138), secondary vent (140) and manifold relay (142) valves. Electrical signals are received by the electronically controlled valves (78, 80, 84) which then operate the pneumatically controlled valves (136, 138, 142) to transmit pressure from the control reservoirs (48,54) to a brake application relay valve (32). The brake application relay valve then operates to transmit pressure from a main reservoir (44) to a braking device (36) which brakes the passenger rail car (20).

Abstract: In a computer controlled train brake system, a controller provides a penalty brake handle signal using a penalty input and the brake handle signal, and controls the train brakes using the brake handle signal and the penalty brake handle signal. The penalty input determines whether the brake handle signal or the penalty brake handle signal is used to control train braking. The brake handle signal is used if the brake handle signal is at least a predetermined value during a penalty. The generation of a brake handle signal is delayed and is not generated if corrective action is taken before the expiration of the delay.

Abstract: A wheel slip control system employs a method of varying the detection and correction parameters it uses based on whether the wheel/axle combinations on a truck of a rail vehicle operate in the coupled or decoupled modes of operation. The control system executes programming code featuring detection and correction logic. The steps of the method include deriving both detection parameters optimized for each mode called coupled and decoupled detection parameters and correction parameters optimized for each mode called coupled and decoupled correction parameters. Another step involves monitoring the amount of dynamic braking applied to the wheel/axle combinations. Yet another step involves determining whether the amount of dynamic braking lies for a preset time period within a preset zone of operation for the dynamic braking of the wheel/axle combinations on the truck.

Abstract: A pneumatic trainline control unit receives air from a first pneumatic trainline which it uses to charge and maintain pressure in a second pneumatic trainline. It also provides brake control pressure to a universal pneumatic brake unit on a rail vehicle upon receiving an emergency braking request from the second trainline. The pneumatic trainline control unit includes an air piloted transfer valve, an air piloted maintaining valve, a charging magnet valve, an emergency release magnet valve, a low pressure switch, an air piloted vent valve and a pipe network. The pipe network allows the first trainline to supply air to the transfer valve, the charging valve and the maintaining valve. The transfer valve features a transfer pilot port. It connects a command port of the pneumatic trainline control unit to atmosphere unless its transfer pilot port receives the emergency braking request in which case it connects the pipe network to the command port.

Abstract: A universal unit controls the brakes of a truck of a rail vehicle. The unit includes a service valve, an emergency valve, a variable load relay valve, a release valve, a local control device, a solenoid driver device and a brake assurance device. The service valve when opened provides a first control pressure. The emergency valve when opened provides a second control pressure. In response the control pressures, the variable valve provides to the brake cylinder a load compensated pressure proportional to air spring pressure. The brakes then apply to the wheels of the truck a force that accounts for the load borne by the rail vehicle. The release valve when opened prevents the variable valve from providing the load compensated pressure. The local control device controls the control pressures according to a brake force command signal and a control pressure feedback signal. The solenoid device operates the valves in response to valve command signals received from the local control device.

Abstract: The invention provides a real time process control system for control of machinery. The system has a master control module and a slave control module which receives control signals from the master control module. Both control modules send control signals to a control effector and cause changes in at least one effect causing quality of the control effector. The slave control module establishes a target value for the effect causing quality of the control effector based on the signal it receives from the master microprocessor. A sensor connected to the control effector and to the slave control module provides signals in the slave control module which indicate an actual value for the effect causing quality of the control effector. A feedback loop controls the control signal from the slave microprocessor to the control effector to adjust the value of its effect causing quality in accordance with the target value.

Abstract: An apparatus for providing relative spin speed traction control on a railway vehicle. Such apparatus includes a wheel spin detection device connected to receive a plurality of input signals; one of such input signals being an externally generated axle rate signal which represents an acceleration/deceleration rate of a particular wheel/axle set being monitored with respect to wheel slippage. This device generates a spin speed selection output signal and a respective axle's wheel spin detection signal. A wheel spin correction device connected to receive as input signals; a power/brake signal which represents when such vehicle is either in a braking mode or not, a spin speed selection output signal and the respective axle's wheel spin detection signal. This device determines the appropriate output force command signal selected from remove, hold and apply and also generates an output signal indicating a spin correction being in progress or not in progress for a respective axle.

Abstract: A brake assurance module assures braking on at least one truck. It includes a summer, a level circuit, a delay circuit, an emergency driver, a valve driver and a timer circuit. The summer sums friction and dynamic braking signals into a total braking signal. The level circuit generates a threshold signal when the total braking signal exceeds a threshold. The delay circuit generates a level signal after having received the threshold signal throughout a preset time. When the emergency driver receives an emergency signal, it conveys a detect signal. The valve driver controls contacts each in series within a control line used to energize a valve whose operation is normally controlled by the brake control system. The valve driver when activated closes the contacts thereby permitting the system to control the valves. When deactivated, the valve driver opens them thereby preventing the system from controlling the valves. The timer circuit has set, trigger and reset inputs.

Abstract: Brake control device for railroad stock has a braking force setting unit to add a braking force command signal for a powered car and braking force command signals for trailer cars and output a composite command signal. A main control device receives such composite signal and generates an electrical braking force. A braking force computation unit splits an error in a electrical braking force equivalent command signal corresponding to an actual electrical braking force with respect to such composite command signal into a supplementary hydraulic braking force command signal for a powered car and supplementary hydraulic braking force command signals for trailer cars and outputs results to hydraulic brake devices of such cars, wherein the command signals of such trailer cars are individual car command signals obtained by splitting such command signals in rolling stock units a plurality of times.

Abstract: This invention provides method and apparatus for an improved pattern recognition wheel slide protection system for passenger transit type railway vehicles. It receives as inputs the rotational velocities of all the axles on the vehicle, and the acceleration rates for the axles. It also receives signals for brake cylinder pressure. The system uses the velocity and acceleration data to determine whether the wheels on an axle are slipping, and determines the severity of the slip. It calculates a timeout value based on the severity of the slip, and times a slip correction until the timeout value is reached, whereupon the slip correction is terminated. The system uses a simplified logic for providing brake control signals. A cascade logic method is used in which the brake control signal starts out indicating full application, then, based on signals indicating change in sign of acceleration rate, and acceleration rate in excess of a predetermined value, changes the brake control signal to pulsed brake application.

Abstract: A backup pneumatic emergency control valve for an electro-pneumatic brake system for a railroad freight car comprising an emergency portion of a standard AB type freight brake control valve device without the service portion.