Abstract: A delivery AGV has a hybrid braking system. An emergency electrical brake shorts between motor contacts to stop the AGV quickly, but it doesn't work well to keep the AGV stopped, such as when on a hill. A mechanical parking brake is electrically actuated to lock the wheels. Both systems can be used at once for stopping the AGV.

Abstract: A compressed air brake device for a rail vehicle with a direct, electropneumatic brake has a brake control unit which has a brake control device with connected brake actuators and a brake pilot control pressure sensor connected to the brake actuators. An independent monitoring control unit is arranged in parallel to the brake control unit. The monitoring control unit has a monitoring control device with connected monitoring actuators and a monitoring pilot control pressure sensor. A monitoring pilot control pressure at the output of the monitoring actuators is closed-loop controlled using the monitoring pilot control pressure sensor. The higher pressure of a brake pilot control pressure and the monitoring pilot control pressure or, in the case of a fault of the brake control unit, the monitoring pilot control pressure can be relayed to the brake cylinder.

Abstract: An equalizing reservoir backup system that offers air brake control to the operator when the air brake network has failed or when the computer control equipment of the air brake system has failed. The system includes an equalizing reservoir backup module that is programmed to receive the electrical signals from human machine interface and configuration messages from the computer controlled braking system via the network and to control the train brake pipe via equalizing reservoir control. The equalizing reservoir backup module follows network pressure commands when commanded to do so or transforms handle commands into equalizing pressure when commanded to do so or when communications with the network have been lost. As a result, the backup system can be used when the network has failed or when the computer equipment has failed.

Abstract: A control device for an internal combustion engine. The control device is arranged in a bypass duct between a pressure side and an intake side of a supercharging device. The control device includes a bypass valve comprising a valve-closure body which is configured to be pneumatically actuatable, and a control pressure space. A solenoid valve is configured so that a fluidic connection can be established and closed via the control pressure space between either the pressure side and the intake side or between the pressure side and the atmosphere: When the bypass valve is in a completely open position, the fluidic connection exists at least temporarily via the control pressure space between either the pressure side and the intake side or between the pressure side and the atmosphere. A closure of the fluidic connection brings about a resulting force in a closing direction on the valve-closure body.

Abstract: An emergency brake device for a rail vehicle, having an emergency brake control valve device which provides an emergency brake control pressure to a pneumatic brake device of the rail vehicle; and having an emergency brake adjustment device which is capable of adjusting the emergency brake control pressure, which is provided to the pneumatic brake device, as a function of at least a load value of the rail vehicle and a speed value of the rail vehicle. Also disclosed is a brake system for a rail vehicle and to a rail vehicle.

Abstract: The present invention relates to a fixed guideway transportation system that achieves a superior cost benefit ratio, is lower in net present cost and thus more easily justified for lower density corridors, and can provide passenger carrying capacities appropriate for higher density corridors serviced by mass rapid transit systems today. The invention provides an emergency braking control system and methodology that enables the implementation of related systems and methods that achieve safe headways at higher speeds than conventionally possible, while maintaining collision avoidance capabilities. In embodiments, vehicles are controlled from one or more stations with commands that are periodically sent from the station to the vehicle. For the control of emergency braking, this command contains a Safe to Proceed (STP) field that is intended and is required for the vehicle to withhold braking.

Abstract: A system for determining a safe maximum speed of an vehicle has a processor and a global positioning system receiver in communication with the processor. The processor is configured to determine a grade and distance to an end of an upcoming or a current road segment the vehicle is traveling on based on the global positioning system information received from the global positioning system receiver. The processor is further configured to determine the safe maximum speed of the vehicle based on the distance to the end and pitch of the grade of the upcoming or current road segment the vehicle is traveling on and the braking efficiency of the vehicle.

Abstract: Derailment control system for railway vehicles that, in addition to detecting and issuing a warning of said derailment, provides control over the brake of the derailed vehicle or vehicles and provides additional emergency braking and/or a warning to the driver's cab, said system having a main unit (1) to which are joined: an inertia sensor or detector (8) designed to detect derailments, an indicator (9) or device responsible for indicating that the derailment control system has been triggered and for keeping the system activated, a stopcock (10) that deactivates the derailment control, and a bottom connection point (11) for testing that makes it possible to simulate a triggering of the system via a threaded eyebolt, facilitating verification of proper operation both during bench testing and when the system is installed on the vehicle (7), and a device (39) situated at the exhaust outlet through which the automatic brake pipe (ABP)(5) is vented when said derailment is detected.

Abstract: An anti-locking brake module comprises a housing having a first port coupled to a brake pipe, a second output port coupled to a brake cylinder, and a third port coupled to atmosphere. A blocking valve is in fluid communication with the first port and a vent valve is in fluid communication with the blocking valve, the second port and the third port. At least one sensor is coupled to an axle on the railcar. A microprocessor coupled to the blocking valve, the vent valve and the at least one sensor is configured to calculate one of a wheel speed of the railcar axle and a deceleration rate of the railcar axle based on signals received from the at least one sensor, and compare the calculated one of the wheel speed of the railcar axle and the deceleration rate of the railcar axle with a reference value. In response to the comparison, the blocking valve and the vent valve are activated to vent brake cylinder air pressure out of the third port. A power supply is operatively coupled to the microprocessor.

Abstract: Brake pedal input is modulated to produce a consistent relationship between the brake pedal input and a deceleration of the vehicle.

Abstract: In a transportation system comprising a fluid carrying brake pipe (14) connecting controlling member of the system and a controlled member (e.g., 12) a method of adaptively disabling an ability of the controlled member to respond to an unexpected brake pipe flow condition includes determining a braking state of the transportation system. The method also includes determining a degree of change in a brake pipe pressure during the braking state. The method further includes disabling an ability of the controlled member to respond to an unexpected brake pipe flow condition for a time period responsive to the braking state and the degree of change in the brake pipe pressure so that an undesired operation of the controlled member is limited.

Abstract: In a vehicle dynamics control apparatus capable of balancing a vehicle dynamics stability control system and a lane deviation prevention control system, a cooperative control section is provided to make a cooperative control between lane deviation prevention control (LDP) and vehicle dynamics stability control (VDC). When a direction of yawing motion created by LDP control is opposite to a direction of yawing motion created by VDC control, the cooperative control section puts a higher priority on VDC control rather than LDP control. Conversely when the direction of yawing motion created by LDP control is identical to the direction of yawing motion created by VDC control, a higher one of the LDP desired yaw moment and the VDC desired yaw moment is selected as a final desired yaw moment, to prevent over-control, while keeping the effects obtained by both of VDC control and LDP control.

Abstract: A method for determining the mass of a motor vehicle while taking different driving situations into consideration, involving an evaluation of a vehicle acceleration, wherein apart from a driving force of a vehicle drive unit, resistance forces resulting from rotational forces, air resistance, rolling resistance, the slope descending force and a braking force are taken into consideration. Additionally, a multitude of different driving situations may be evaluated, wherein the individual results are stored and combined suitably into a collective mass value. Further, different driving situations can be weighted differently in determining the mass value.

Abstract: A new automotive (speed control system) safety feature is disclosed. A vehicle with an engaged speed control could be dangerous to drive on a road surface that changes from dry, offering little rolling resistance, to a surface that offers increased resistance to tire rotation. Resistance to tire rotation by water or snow on a road surface will cause an engaged speed control system to try and maintain the set vehicle speed by accelerating the vehicle into the rolling resistance. A driver may lose control of the vehicle in this circumstance if the speed control cannot be disabled immediately. The new safety feature disclosed would automatically disable the vehicle speed control system when the vehicle decelerates due to significant water or snow accumulation on the road surface.

Abstract: A travelling direction correcting apparatus includes: a shift detection device for detecting a shift amount of a vehicle running on a road with respect to the road; a wheel brake pressure control device for pressure wheel brake pressures and controlling a wheel brake pressure distribution; and a cruise control device for commanding a wheel brake pressure distribution control to the wheel brake pressure control device. The wheel brake pressure distribution control includes the following processes: (1) at least one of a yaw rate, a lateral speed and a lateral acceleration is made an index, (2) a value of the index, which appears in the vehicle when its running direction is changed toward a direction along which the shift amount decreases, is added to a value of the index, which appears when the vehicle runs along a curved road, and a summed amount is made an object value and (3) the value of the index, which appears in the vehicle, is coincided with the object value.

Abstract: A method in part enables a wheel slip control system that controls slip on a per axle basis to control slip on a per truck basis. The wheel slip control system issues on a per axle basis an axle reduction signal indicative of a percentage by which to reduce the braking force that would normally be applied to one wheel/axle combination on a truck of a rail vehicle. The method includes the step of converting the axle reduction signals issued on a per axle basis to a truck reduction priority signal indicative of a percentage by which to reduce the braking force on a per truck basis. For rail vehicles featuring dynamic braking equipment another step involves commanding the dynamic braking equipment to reduce the dynamic braking force being applied to the wheel/axle combinations of the truck in response to the percentage carried by the truck reduction priority signal.

Abstract: A system for electronically controlling brakes on a train through a double ended locomotive is disclosed. The electronic brake control system comprises a first cab station, a second cab station and a brake control device which communicates with each of the cab stations. The cab stations are interchangeable and operate in part according to algorithms set forth in software written for the instant cab stations. The brake control device likewise operates in part according to algorithms set forth in software written for the brake control device. The first cab station generates a first stream of signal packets indicative of parameters for operating the system and transmits same to the brake control device. The second cab station likewise generates a second stream of signal packets indicative of parameters for operating the system and transmits same to the brake control device. Each cab station generates and transmits its respective stream of signal packets one signal packet at a time.

Abstract: The brake energy balancing system balances brake torque of braking wheels of a vehicle having a plurality of cars carried by trucks, for applying and controlling the brakes of each group of braking wheels of the trucks of the vehicle. Brake torque is measured, a command brake torque signal is generated that is limited by a reference torque signal, and the command brake torque signal is compared with the measured brake torque to generate brake torque difference signals. An energy balancing brake application control signal is provided to the brakes in response to the brake torque difference signals.