Abstract: A control unit includes several magnet and air piloted valves, a transducer, a transmitter, a pressure switch and a pipe network. Controlled by a central controller, the apply and release valves allow a first trainline to charge the pipe network or vent to atmosphere whereas the emergency release valve can vent a second trainline to atmosphere. The transfer valve connects the first trainline to a command port of the control unit unless its pilot port receives an emergency braking request in which case it connects the pipe network to the command port. The transducer converts pressure in the first trainline to an electrical signal. The transmitter conveys this signal to a control bus. The pressure switch closes if the second trainline charges to a preset pressure. Upon closure of the pressure switch and a command from the controller, the charging valve allows the pipe network to charge the second trainline to a threshold level.

Abstract: According to the present invention, the operating amount of the brake is detected, and the target value of the regenerative torque is set in accordance with the detected operating amount. In the meantime, the change in the detected operating amount along with time is detected, and the rise speed of the regenerative torque is set in accordance with the detected change along with time. The regenerative torque is controlled in accordance with the set target value of the regenerative torque and the set rise speed.

Abstract: A trailer or towed vehicle braking system incorporates a master hydraulic cylinder, the piston of which is biased to apply pressure to the slave cylinders in the braking system and wherein an electric high torque mechanism, when operated at high electric power, overcomes the biasing force to apply no pressure to the slave cylinders. When the electric power to the high torque system is reduced, the pressure applied by the master cylinder is increased. The amount of electric power applied to the high torque motor is preferably controlled based on the braking pressure being applied in the towing vehicle.

Abstract: A computerized electro-pneumatic braking system that includes a train monitoring system. Preferably, the braking system control device is installed on all vehicles on the train. When braking is initiated, the system applies the brakes instantaneously and simultaneously to all the vehicles on the train, bringing the train to a stop quickly. Sensors on the system's control device also monitor operating conditions of each vehicle and report the results to the master controller.

Abstract: A brake system is provided for a multi-platform railroad car in which a single microprocessor is employed to control the car brakes. In one embodiment, a single electro-pneumatic control unit provides a common brake pressure to the brakes of each truck in accordance with the truck design net brake ratio and load weight of whichever truck requires the lowest brake pressure. In a second embodiment of the invention, the brakes on separate truck sets are provided with different common brake pressures by employing separate electro-pneumatic control units for each truck set under control of the microprocessor. In such an arrangement, the different common brake pressure on one truck set can be increased to make-up at least a portion of a brake deficit on another truck set due to light car loads associated with the other truck set in order to meet or at least closely approach the commanded net braking ratio for the entire multi-platform car.

Abstract: A vehicle braking system that primarily operates as a pure brake-by-wire system, with optional hydraulic actuation. The system includes a set of four electrically actuated drum brakes. At least two of the wheel brakes include hydraulic actuators that operate to apply the wheel brakes independent of electric control. Each of the wheel brakes is normally operated in response to a control signal generated by the vehicle's brake processor. As such, a primary brake-by-wire system is provided at all four vehicle wheels. The rear brakes are proportioned to the front brakes electrically, according to design criteria.

Abstract: A retarder system for a vehicular drive train is disclosed. The retarder system includes a compression brake being adapted to operate in multiple stages to slow the speed of the engine and a fluid retarder being adapted to operate in multiple stages to absorb power from the drive train. A controller regulates the operational stages of the compression brake and the fluid retarder so that the compression brake and the fluid retarder operate in combination to slow the speed of the vehicle.

Abstract: An air distribution apparatus (10) configured to retrofit with an existing air brake valve (18) of a locomotive braking system (12) to act as an interface with an electronic braking control device (14). The air distribution apparatus (10) includes a distribution body (56) configured for connection between the relay valve (28) and pipe bracket (30) portions of the brake valve (18), a plurality of passageways (58,60,62,64,66 and 68) formed in the distribution body (56) for delivering air between the brake valve (18) and the other components of the locomotive braking system (12), and a plurality of solenoid valves (70,72 and 74) electrically coupled with the electronic control device (14) and positioned in the passageways (62,66 and 68) for controlling the air flow through the passageways for permitting electronic control of the brake valve (18) utilizing feedback from pressure sensors (76,78) for safety and decision-making purposes.

Abstract: In a selected operating situation, the automatic control circuit, which is closed during normal operation, is opened, the final control element of the wheel brake being actuated within the scope of an open-loop control process. The drive signal value for the wheel brake changes in accordance with a predetermined time function, and the application pressure or release pressure is found on the basis of the characteristic behavior of a value representing the braking action.

Abstract: A simplified dual connection system electrically interconnects the vehicles of a train. The train features a trainline to be formed through series interconnection of a wire on each vehicle. The simplified dual connection system includes a central computer, a connector control device on each vehicle and a pair of mateable connectors between each pair of vehicles of the train. Each pair of mateable connectors electrically interconnects the wires of each pair of adjacently disposed vehicles to form the trainline. When the mateable connectors are mated, a primary electrical path and a redundant electrical path are formed in that pair of connectors for the trainline. Each connector has a bidirectional circuit that interconnects a main node and a backup node for the wire on the vehicle.

Abstract: A brake monitoring device for railroad cars is provided with a first comparison unit which compares the electrical brake power equivalent signal with a first standard value, judges whether or not electrical brake power is generated and closes the locomotive brake deficit check circuit with an interlock relay when such electrical brake power equivalent signal is smaller than such first standard value and which opens the locomotive brake deficit check circuit when it is larger. Such brake monitoring device also includes a second comparison unit which compares the electrical brake power equivalent signal with a second standard value which judges whether or not electrical brake power is supplied to the brake power of the trailer car. Such device closes the trailer car brake deficit check circuit with such interlock relay when the electrical brake power equivalent signal is smaller than the second standard value and opens the trailer car brake deficit check circuit when it is larger.

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 regulating valve device is provided for utilization with an end-of-train unit in order to reduce a train brake pipe pressure from the rear end in accordance with a pressure reduction initiated at the locomotive on the front end. A stepping motor under control of a microprocessor controls the compression of a spring to establish a target pressure corresponding to a pressure command signal transmitted from the locomotive to the end-of-train unit. The service exhaust valve device regulates the brake pipe pressure to the target pressure corresponding to the spring compression set by the stepping motor and includes an arrangement for overriding the motor control in the event of a fault condition that prevents the motor from resetting the spring to its initial compression when it is desired to recharge the brake pipe to release a brake application.

Abstract: A process and an apparatus for pressure control, in particular, to adjust braking pressures in a utility vehicle, are proposed. Two individual controllers (10, 11) are assigned respectively to an inlet valve (2) and to a discharge valve (3). A pilot control value consisting of a fixed value y.sub.v and of a memorized value .DELTA.y.sub.v is additively input to the output values of these controllers. The memorized components .DELTA.y.sub.v are the integration result of the I (integration) components of the individual controllers (10, 11) for the duration of a pressure increase (inlet valve) or pressure decrease (discharge valve). The memorizing process is ended after approximately five to ten brake applications and the value of .DELTA.y.sub.v which is then reached is used as an individual pilot control value.

Abstract: A hydraulic control system configured for use with a towed vehicle hydraulic brake system controls the pressure of the hydraulic fluid provided to the brake as a function of an operator-selected input. A hydraulic pressure control manifold is coupled between a pump and the towed vehicle brake and controls the pressure of the hydraulic fluid supplied to the brake with a plurality of pressure relief check valves interconnected in a parallel hydraulic circuit between the pump and the brake. A plurality of on-off valves are connected in a series hydraulic circuit with the check valves. The pressure relief levels of the check valves correspond to a plurality of towed vehicle braking forces. An operator of a towing vehicle chooses a desired one of the plurality of braking forces through a selector switch.

Abstract: A fluid control circuit (10) for operation of a brake comprises a first circuit part (11) including an actuator (12) having a chamber (13) and an operating part (14), the operating part (14) being movable to release or apply the brake when fluid under an operating pressure is fed to the chamber (13), an arrangement (17) to expel fluid from the chamber (13) when the operating pressure is released, thus to apply or release the brake, a second circuit part (18), a control valve (20) operable in a first condition to permit fluid to pass under the operating pressure to the chamber (13) of the actuator (12) in the first circuit (11) part and when in a second condition to permit fluid to pass from the first circuit part (11) into the second circuit part (18), the second circuit part (18) further comprising a buffer (23) to which fluid pressure is communicated from the first circuit part (11) when the control valve (20) is moved to its second condition, and a proportional fluid valve (30) to control the flow of fluid

Abstract: A combined automatic pneumatic and electro-pneumatic brake system for a railroad freight car in which a conventional type ABD control valve device is modified to incorporate a solenoid valve portion at a mounting face from which the manual release valve portion has been removed and where existing passages in the control valve may be accessed in order to utilize the existing car control valve device with only a minimum of modification.

Abstract: An apparatus for changing a condition of a hand brake system on a railway car which has both a hand brake system and a service brake system. The change of hand brake system is made in response to one or more of a group of predetermined conditions. The apparatus has one or more sensors for detecting predetermined conditions requiring a change in the hand brake system, and for generating a signal indicating need for a change. The signal is used to trigger an electromechanical device for operating a quick release mechanism for the hand brakes.

Abstract: The onset and the end of the braking action, especially the braking action of the component vehicles of a combination vehicle, are determined on the basis of the course of the deceleration of the vehicle. On the basis of the values found for the onset and end of the braking action, the hysteresis between the component vehicles is compensated, so that the braking action begins and ends at essentially the same time at all the wheel brakes.

Abstract: A brake pipe sensing unit may be used with a universal pneumatic brake control unit of a rail vehicle. The brake pipe sensing unit includes a control reservoir, an auxiliary reservoir, a three state valve, a quick service valve, a brake pipe transducer and a transmission device. The control reservoir is used as a volume in which gas under pressure may stored and from which gas under pressure may be supplied. The auxiliary reservoir communicates with a supply port of the universal unit and with a first and a second route of the brake pipe sensing unit. The three state valve has a first pilot port in communication with a brake pipe of the rail vehicle, a second pilot port in communication with the control reservoir, and first and second exhaust ports both of which connect to atmosphere. The three state valve operates in an apply position, a release position and a lap position depending on the pressure bearing on the first and second pilot ports.

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: An electro-pneumatic brake control system for a railroad freight car comprises application and release solenoid valves controlled by a microprocessor overlayed with the conventional car automatic pneumatic brake control system, including control for bleeding off auxiliary reservoir pressure at least during a power failure mode of operation during which the pneumatic brakes become effective to apply the car brakes in response to an induced brake pipe pressure reduction in the course of indirectly supplying brake pressure on cars having operable electro-pneumatic brakes. The bleed of auxiliary reservoir air pressure allows a subsequent slow recharge of the brake pipe pressure to create a positive release pressure differential across the control valve service piston to assure a brake release of the automatic pneumatic brake application to obviate a "stuck brake" condition on a car experiencing an electro-pneumatic power failure.

Abstract: An electronic pneumatic brake system for trains which significantly improves brake cylinder pressure build-up time and facilitates essentially instantaneous and simultaneous braking on all cars of the train. The electronic pneumatic brake system includes electronic pneumatic control valves on the cars which individually control the braking on each car or a pack of cars and which are regulated by an electronic pneumatic controller on each car that receives electronic braking and release signals by way of wireless communication from an electronic head end unit on the lead locomotive, or where no head end unit is provided in the locomotive, receives pneumatic braking signals through the brake pipe.

Abstract: In the case of an electropneumatic brake system for motor vehicles, a pedal-operated braking power generator is provided which acts electrically upon an electronic control unit and feeds pneumatically into a pressure modulator which includes a proportional valve device and a reversing valve device. The pressure modulator is also controlled by desired electric value signals of the electronic control unit and is used for activating a valve device which modulates pressure mediums for the brake operation of the brake system. When the electric control fails, the pressure modulator operates redundantly.

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 present disclosure is directed to a towed vehicle brake system and more particularly to a brake control system which slaves the towed vehicle to the towing vehicle. The system is preferably utilized with existing hydraulic braking systems of the towing and towed vehicles, although the concepts of the disclosure can be adapted to other types of braking systems. The system is easily mounted and removed from both the towing and towed vehicles. When utilized with hydraulic braking systems, the existing hydraulic systems are not penetrated by the disclosed system.

Abstract: The hydraulic and electric powered parking brake system (10) comprises a redundant or simultaneous operation of the system (10) to meet Federal Safety Standards. A dash mounted control knob (24) operates a hydraulic brake application mechanism (20) which transmits a hydraulic pressure to a hydraulically operated pilot piston (70). The control knob (24) also operates a switch (30) to send an electrical signal to an electrical control unit (100) which sends an electrical signal to a solenoid (80). The solenoid (80) and hydraulic pilot piston (70) can be operated, independently or simultaneously, to displace a control valve (60) located within a parking actuator assembly (114) and effect the release of hydraulic pressure from spring apply and hydraulic release actuators (16, 90) connected to vehicle brakes (18). The hydraulic fluid is released past the control valve (60) and to a reservoir (52).

Abstract: A proportional fluid pressure regulation system is provided using a combination of a proportional valve and a shuttle valve for fluid flow control. A system of fluid pressure regulation is achieved where the desired pressure output is provided by one of two pressure input sources. The two pressure input sources are alternately selected by operation of a pilot operated shuttle valve and a solenoid operated proportional valve. The two pressure sources may comprise a manually actuated vehicle braking system's master cylinder and a power operated fluid pump.

Abstract: An adaptor or retrofit unit which is placeable between a pipe bracket and the service portion of a brake control valve which includes brake pipe passage, brake cylinder passage, auxiliary reservoir passage, emergency reservoir passage and an exhaust retainer passage which interconnects the corresponding ports of the pipe bracket and the service brake portion and electrically controlled valves. A first electrically controlled valve selectively controls the connection of the brake pipe passage to a venting port for applying the brakes. A second electrically controlled valve interconnects the brake pipe passage and the emergency reservoir passage for release of the brakes. A third electrically controlled valve selectively connects the auxiliary reservoir to a vent port for releasing a stuck brake. A fourth electrically controlled valve selectively controls the exhaust passage connected to the retainer for gradually releasing the brake.

Abstract: A fluid control system for use with vehicles, in particular, trailers, includes a branch conduit (19, 25, 42, 80, 96) which is to be connected to a pressure supply line (20) and a control line (22) to enable priming of the control line (20) so that signals generated upon application of the vehicle brake pedal are more quickly transmitted to the trailer brakes. This overcomes problems associated with delay in application of the trailer brakes. An electrically operated solenoid valve (11) controls fluid flow through the branch conduit so that upon application of the vehicle brake pedal the solenoid valve is operated to open the branch conduit to allow pressurized fluid to flow from the supply line (20) to the control line (22) for a predetermined time period to prime the control line (22).

Abstract: An electro-pneumatic brake control system for a railroad car including application and release solenoid valves having a fail-safe configuration in which full emergency brake pressure is delivered in the event of a power loss due to a train break-in-two for example. The present invention discloses a pressure limiting valve for the purpose of limiting the maximum pressure capable of being delivered in accordance with the existing car load weight sensed by an electric load sensor at the time a bower loss is experienced.

Abstract: During one or more braking processes, the application pressures of the wheel brakes and the characteristic brake values of the wheel brakes of at least one axle are determined. The application pressure represents the beginning of brake action at the wheels and can be determined from an inflection point in the curve representing brake pressure at the wheels as it increases in response to a driver's command, and further from the wheel velocity or a derivative thereof. The characteristic brake values are determined based on the brake pressure, the application pressure, and the deceleration of the vehicle. The application pressures and the characteristic brake values are stored for use in subsequent brake actions, in order to control the brakes so that wheels at each axle are uniformly braked.

Abstract: In a method and device for identifying a pressure variable, in particular in a brake system, the pressure difference is estimated on the basis of a pressure gradient and the actuation duration of a solenoid valve.

Abstract: A system for regulating pressure in a hydraulic circuit comprising at least one generator (110) of fluid under pressure, at least one reservoir (120) of fluid under low pressure and at least one pressure receiver (130, 130a, 130b). The system has least one solenoid valve with an electrical winding (18, 18a, 18b) and a moving magnetic core controlling the position of a distributor slide valve (16, 16a, 16b) which slides in a bore (14, 14a, 14b). Bore (14, 14a, 14b) communicates with a first duct (82) connected to the generator (110) of fluid under pressure, a second duct (12) connected to the pressure receiver (130, 130a, 130b) and a third duct (78) connected to the reservoir (120) of the fluid under low pressure. The system operates in response to a first type of control signal. (S1, S, Sa, Sb) derived from a plurality of inputs corresponding to the operation of a vehicle.

Abstract: Apparatus for implementing two to three state emulator process so two state dump valve can be used in wheel slip correction for braking systems comprising an AND gate which receives a plurality of inputs for generating an output based on value of inputs. An OR gate receives another plurality of inputs for generating another output based on value of inputs. One such input being the output generated by such AND gate. A valve response checking unit receives another plurality of inputs for generating a plurality of outputs. One input is the output generated by such OR gate. Another OR gate receives another plurality of inputs for generating an output based on value of inputs. A lap state determination unit receives another plurality of inputs for generating another plurality of outputs. One input being one of outputs generated by such valve response checking unit and another input being such output generated by such second OR gate.

Abstract: An electronically controllable braking system for ground vehicles, comprising a cylinder/piston arrangement (6) which is able to introduce friction forces (F.sub.akt) into a friction element (8) which is coupled with a vehicle wheel by subjecting a hydraulic chamber (4) of the cylinder/piston arrangement (6) with hydraulic fluid, is developed further in that an electrically actuatable displacement element (12) projects into the hydraulic chamber (4) of the cylinder/piston arrangement (6) which is actuatable as a function of control signals from an electronic controller (22) for increasing or decreasing the pressure acting on the hydraulic fluid in the hydraulic chamber (4) in order to increase or decrease, respectively, the friction forces (F.sub.akt) which, during a braking operation, are introduced into the friction element (8).

Abstract: A fluid control system for use with vehicles, in particular, trailers, includes a branch conduit which is to be connected to a pressure supply line and a control line to enable priming of the control line so that signals generated upon application of the vehicle brake pedal are more quickly transmitted to the trailer brakes. This overcomes problems associated with delay in application of the trailer brakes. An electrically operated solenoid valve controls fluid flow through the branch conduit so that upon application of the vehicle brake pedal the solenoid valve is operated to open the branch conduit to allow pressurized fluid to flow from the supply line to the control line for a predetermined time period to prime the control line. Pressurized fluid from the branch supply conduit is directed longitudinally down the control line by a longitudinally arranged outlet so that substantially all of the fluid is directed to backfill the control line.

Abstract: A pressure medium actuated braking system comprises a first (rear axle) braking circuit, a second (front axle) braking circuit, and a multi-circuit braking power imparting device, such as a motorcar brake valve. The motorcar brake valve produces first and second control signals for the first and second braking circuits. The first braking circuit has a first pressure medium storage container assigned to it, at least one braking cylinder, and a first control valve system which connects the braking cylinder to the first pressure medium storage container or to a pressure medium sink (atmosphere) depending on the first control signal. The second braking circuit has a second pressure medium storage container, first and second braking cylinders, and a second control valve system. The second control valve system comprises first and second control valves assigned to the first and second brake cylinders respectively of the second braking circuit.

Abstract: Apparatus for controlling and adjusting an arbitrary number of adjustment units for a motor vehicle includes an electro-pneumatic bus to which are connected in arbitrary sequence, both electrically and pneumatically, all the pertinent adjusting units. The electro-pneumatic bus is composed of at least one pneumatic adjustment pressure line and of at least one electric control signal line which may contain several conductors. While reference data from a central control electronics are applied through the electric control signal line of the electro-pneumatic bus, the individual adjusting units are connected through associated valves in the pneumatic system to the pneumatic adjustment pressure line of the electro-pneumatic bus. The adjusting units preferably are designed to be modular control loops. As a result the pneumatically driven adjusting members units not only two positions, but also they may be set and controlled in quasi-analogue manner.

Abstract: A vehicle train comprising a tractor and at least two trailers wherein each trailer has a brake sub-system. The brake sub-system includes a pressure transducer on the trailer responsive to pressure of a fluid pressure brake demand signals supplied thereto to provide an electrical brake demand signal and an electronic controller on the trailer responsive to the electrical brake demand signal to provide an electrical brake operating signal. The brake sub-system also includes a brake valve on the trailer responsive to the electrical brake operating signal supplied to the brake valve by the electronic controller to supply fluid to an actuator to operate a trailer brake under a brake pressure, from a primary source, determined in accordance with the electrical brake operating signal.

Abstract: When a brake pedal is operated by the vehicle driver, and detection signals from hydraulic pressure sensors and a brake switch, for detecting pressure of the brake pedal, are supplied to an ECU, the ECU performs a determination according to the detection signals as to whether or not the hydraulic pressure PM is a maximum pressure gradient d(PM)/dtmax. When the determination result of the braking condition is an emergency braking condition, an intake valve is opened. Thereafter, atmosphere is forcibly supplied to atmospheric chambers of a booster, to assist the braking force.

Abstract: A process for braking a vehicle and braking system for carrying out that process are disclosed. As braking begins, a start-braking signal is produced. A signal indicating a vehicle deceleration requirement and a signal indicating the actual vehicle deceleration are also produced. At the time the start-braking signal is produced, a control unit sets an initial vehicle declaration signal equal to the signal indicating the actual vehicle deceleration. Thereafter, the control unit actuates at least one brake of the vehicle when the value of the signal indicating the actual vehicle deceleration is different from the sum of the signal indicating the vehicle deceleration requirement and the initial vehicle deceleration signal.

Abstract: Apparatus and methods for detecting and correcting various fault conditions in an operating Coriolis effect mass flowmeter. The apparatus of the present invention receives information from an operating Coriolis mass flowmeter and compares the information to threshold signatures representing various fault conditions. When a fault condition is detected, output signals are applied to inform an operator and to control the mass flow rate through the flowmeter to correct the fault condition. Specifically, the methods of the present invention detect the presence of a crack in the flow tubes and stop the flow of material to prevent release of the material through a cracked flow tubes. Other methods of the present invention detect the void fraction of material flowing through the flow tubes, compute a corrected actual mass flow rate, and control the mass flow rate through the flowmeter to compensate for the effects of the void fraction.

Abstract: Apparatus for indicating the condition of hand brakes on railway cars and for applying and releasing railway car parking or hand brakes automatically in response to predetermined conditions including movement of a train, wayside conditioning apparatus, wayside operating mechanism, a signal controlled by an operator and performance of predetermined railway operating procedures, such as completion of an air brake test procedure. The apparatus may respond to mechanical, electrical and electronic signals and may operate on pneumatic or electric power provided from the service air brake system of a train or from a source of power outside of such air brake system.

Abstract: 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.

Abstract: A method and a device for electronically controlling or adjusting a brake system of a vehicle is proposed, in which brake system the characteristic braking curve of the trailer is adapted to a prescribed characteristic braking curve of the towing vehicle, in order to minimize the longitudinal forces between a towing vehicle and a trailer during a braking process, in such a way that the braking of the entire road train takes place in accordance with the prescribed characteristic braking curve of the towing vehicle.

Abstract: Apparatus for indicating the condition of hand brakes on railway cars and for applying and releasing railway car parking or hand brakes automatically in response to predetermined conditions including movement of a train, wayside conditioning apparatus, wayside operating mechanism, a signal controlled by an operator and performance of predetermined railway operating procedures, such as completion of an air brake test procedure. The apparatus may respond to mechanical, electrical and electronic signals and may operate on pneumatic or electric power provided from the service air brake system of a train or from a source of power outside of such air brake system.

Abstract: A brake pipe pressure control system for a railroad train including a regulating valve device under control of a microprocessor wherein the regulating valve device is housed in the existing end-of-train device and effects service and emergency reductions of brake pipe pressure from the rear end of the train in correspondence with service and emergency reductions initiated at the locomotive.

Abstract: A pressure control apparatus for adjusting the brake pressure in a braking system of a vehicle comprises a reservoir in which a pressure fluid is stored, an outlet through which the pressure fluid is discharged, at least one brake cylinder of the braking system, inlet and outlet valves through which the pressure fluid is supplied to and discharged from the brake cylinder, and a digital controller which controls the opening and closing of the inlet and outlet valves to minimize the deviation between an actual value and a command variable. The digital controller comprises individual controllers associated with the inlet and outlet valves. The individual controllers operate in accordance with a changeable PIDD.sup.2 control formula. The digital control further comprises a three-stage controller connected downstream of the individual controllers and adjustable low pass filters for the inlet and outlet valves. A pressure phase detector determines the current pressure phase to be set (i.e.

Abstract: A braking system including a brakepipe control valve which controls pressure on a brakepipe in response to braking pressure signal from an electropneumatic converter. An electropneumatic cutoff valve connects the control valve to the brake pipe. A controller controls the converter and cutoff valve. A parking brake system and retarder control system are also included and are controlled by the controller.