Abstract: The invention relates to a motor vehicle comprising a compressed-air braking system. Said vehicle has two braking cylinders, which can be impinged by compressed-air from a compressed-air reserve by means of a manually actuated brake valve. The braking cylinders have ABS pressure-control valves, which can be selectively impinged by compressed air from the compressed-air reserve, using a slip control valve. A stability sensor detects a motor vehicle position and a control device selectively supplies the slip control valve and the ABS pressure-control valves with compressed air, in accordance with the signals of the stability sensor.

Abstract: An actuating unit for a wheel brake of a motor vehicle has a hydraulic pump drivable with variable speed by an electric motor, as well as an element, adjusting the return flow of pressurized media to the pump, which is arranged between the delivery side and the intake side of the pump. Furthermore, a cylinder-piston unit is provided, having a piston with identical surfaces on both sides, as well as a cylinder having cylinder chambers arranged on both sides of the piston. In order to press a brake lining against a friction element connected to a vehicle wheel, the pump is connected on the intake side to the cylinder chamber on the brake-lining side, and on the delivery side to the cylinder chamber facing away from the brake lining. The actuating unit is assigned a control device by which an electric brake request signal is able to be processed, and the electric motor and the element are controllable.

Abstract: A hydraulic drive for a vehicle has a pressure source (7) generating a predetermined pressure for maintaining the operating pressure of a hydraulic motor (5), a braking cylinder (18) with a spring chamber (20) comprising a spring arrangement (19) for operating a braking arrangement (17) and a release chamber (21) that can be acted upon by pressurised fluid from the pressure source (7) against the force of the spring arrangement (19) with the purpose of retaining the braking device (17) in its release position, and comprises a braking control valve (22) that, in a release position, releases a flow from the pressure source (7) to the release chamber (21).

Abstract: A force generating apparatus provides a force to a moving element upon receipt of an electrical force signal. The force generating apparatus includes a force applying element coupled to the moving element for applying the force to the moving element and an actuator coupled to the force applying element for actuation thereof in response to receiving the electrical force signal. The force generating apparatus further includes a controller for receiving a desired force actuation signal, determining a parameter of the desired force actuation signal, selecting a set of gains based on the parameter, applying the set of gains to a linear control function, determining the electrical force signal as a function of the linear control function, and sending the electrical force signal to the actuator.

Abstract: The invention relates to a brake system (100) for a railway vehicle (1). Said brake system comprises a main air reservoir line which is fed by an air compressor unit (22). Every bogie truck (3) is provided with at least one compressed-air line which is connected to the main air reservoir line either directly or via a stop valve, a non-return valve and a compressed-air reservoir. The compressed-air line feeds, for example, the service brake valves for impinging the brakes of the bogie truck (3) or a control unit for the spring-loaded brake and/or other control units for other auxiliary components. The service brake valves and/or the spring-loaded brake and/or other auxiliary components are controlled via at least one local, electronic brake control unit (31).

Abstract: The invention relates to an architecture for a hydraulic braking system suitable for an aircraft of the type having at least one group of main landing gear units, each landing gear unit comprising a determined number of wheels each provided with a hydraulically actuated brake, the or each landing gear group being associated with a hydraulic circuit provided with hydraulic equipment and adapted to deliver hydraulic fluid under pressure to all of the brakes of the landing gear group, the hydraulic fluid being pressurized by at least one aircraft pressure generator system associated with an aircraft hydraulic fluid supply. According to the invention, accumulators are connected on the or each circuit in sufficient number for each accumulator to feed two pairs of brakes, each pair of brakes being mounted on a distinct landing gear unit, and an electrically-driven pump being arranged to maintain a predetermined pressure level in all of the accumulators of the circuit in question.

Abstract: 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.

Abstract: Method and apparatus for controlling braking on a train having ECP railcars using a conventional automatic brake valve. The locomotive and railcars are connected to brake pipe and a wireline, or use RF communications. A brake handle or other brake control valve interface is operated to cause a pressure change in an equalizing reservoir. The relay valve is isolated from the pressure change and connected to a reference pressure whereby brake pipe pressure is maintained. The pressure change is sensed and a signal generated representative thereof which is used to determine the level of braking commanded on the railcars. The apparatus includes an interface unit interposed between pertinent ports connecting the automatic brake valve, equalizing reservoir and brake pipe, and an equalizing reservoir pressure sensor to provide an output signal to an ECP controller for controlling braking on the railcars.

Abstract: A pre-engagement unit for a braking pressure modulator for a pressure regulating circuit includes a first pneumatic inlet, a second pneumatic inlet, a first pneumatic output terminal, and a second pneumatic output terminal. The unit includes an electrically actuated valve system having a plurality of solenoid valves and a plurality of electrical terminals connected to output terminals of an electronic control unit. An electric braking command signal transmitter delivers a driver initiated electric brake value setting to an input of the electronic control unit. Under normal conditions, a supply pressure and a redundancy pressure are delivered at the first pneumatic output terminal to be converted by an air quantity augmenting relay valve to a braking pressure. In case of failure of the electronic braking system, the redundancy pressure is delivered at the first pneumatic output terminal to be converted by the air quantity augmenting relay valve to the braking pressure.

Abstract: A pneumatic control system for a freight car having a brake pipe, auxiliary and emergency reservoirs normally charged with pressurized fluid from the brake pipe, a fluid pressure activated brake cylinder device and an exhaust including an electronic controller, at least one pressure sensor, an electrically operated supply valve controlled by the electronic controller selectively communicating the brake cylinder with one of the reservoirs to perform a brake application, an exhaust valve selectively communicating the brake cylinder with the atmosphere thereby performing a brake release function, and an electronically operated exhaust latching valve controlled by the electronic controller to selectively signal the exhaust valve to connect the brake cylinder to the exhaust.

Abstract: The present invention provides a new braking system for a first vehicle towing a second vehicle on its own four wheels. The system exhibits a process by which the towing vehicle's brake system send an electronic relay to the towed vehicle's brake system making the brake depress at the proper rate of deceleration.

Abstract: A work vehicle having spring applied hydraulically released brakes is provided with a secondary hydraulic system having a manually operated pump that directs fluid to a cylinder through a secondary system hydraulic line. The secondary system hydraulic line has first and second quick couplers that are coupled to one another to direct fluid to the cylinder. A brake system hydraulic line is hydraulically positioned between the brakes and a source of pressurized fluid. An electrically actuated brake valve is hydraulically positioned between the source of pressurized fluid and the brakes, along the brake system hydraulic line, for selectively directing pressurized fluid to the brakes. The brake system hydraulic line is further provided with a third quick coupler that is coupled to the first coupler to direct pressurized fluid from the manually operated pump to the brakes to release the brakes, when towing the vehicle.

Abstract: A braking system including (a) a hydraulically operated brake cylinder for operating a brake, (b) a master cylinder operable according to an operation of a manually operable brake operating member, to pressurize a working fluid, (c) a master-cylinder cut-off valve connected to the master cylinder, (d) a high-pressure source such as a power-operated pressure-control cylinder disposed between the master-cylinder cut-off valve and the brake cylinder and operable according to the operation of the brake operating member, to pressurize the fluid, the high-pressure source including a power-operated drive device and a pressure-control cylinder having a control piston which is operable by the power-operated drive device and which partially defines on respective front and rear sides thereof a front control-pressure chamber connected to the brake cylinder, and a rear pressure chamber which is held in communication with the master cylinder, and (e) a braking-pressure control device (200) operable to control the power-ope

Abstract: An electro-hydraulic braking system of the type which operates normally in a brake-by-wire (EHB) mode wherein hydraulic pressure is applied to braking devices at the vehicle wheels in proportion to the driver's braking demand as sensed electronically at a brake pedal, but which, if the brake-by-wire mode should fail, operates in a push-through mode wherein hydraulic pressure is applied to the braking devices at the vehicle wheels by way of a master cylinder coupled mechanically to the brake pedal. In order to minimize jolting within the system when changeover from push-through to brake-by-wire braking takes place, the existence of a push-through condition is recognized during an initialization stage of the EHB mode and the initial EHB demand is set at the prevailing push-through braking or deceleration level and then adapted smoothly to the desired EHB demand.

Abstract: A trainline communication controller for placement on a rail car or locomotive of a train in order form a network having a housing with a front plate assembly which includes a plurality of external electrical receptacles. A plurality of circuits, including surface connectors, are positioned in the housing. A printed circuit board including connector smating directly with the surface connectors of the circuits and where in the receptacles are mounted on the printed circuit board.

Abstract: An electro-hydraulic braking system of the type which operates normally in a brake-by-wire mode wherein hydraulic pressure is applied to braking devices at the vehicle wheels in proportion to the driver's braking demand as sensed electronically at a brake pedal (10), and which, if the brake-by-wire mode should fail, operates in a push-through mode wherein hydraulic pressure is applied to the braking devices at the vehicle wheels by way of a master cylinder (34) coupled mechanically to the brake pedal (10), the system including also an electric parking braking device for enabling the braking devices to be actuated for parking braking purposes but which is also arranged to be activated to supplement push-through braking in the event of failure of the brake-by-wire mode. Electro-hydraulic braking at the rear axle of the vehicle is allowed only when a control unit (13) of the electro-hydraulic braking system has confirmation that the electric parking device is in a satisfactory operational state.

Abstract: An automatic application hand brake mechanism is provided for automatically applying at least one brake member secured to a railway vehicle with the hand brake assembly. The mechanism comprises an operating member having at least one ratchet. The at least one ratchet is engageable with at least one gear of a gear assembly disposed in a housing member of the hand brake assembly for operating the gear assembly in a direction which will cause an application of the at least one brake member. The apparatus also includes an application cylinder mounted on the railway vehicle and a drive arm extending from an end of the application cylinder. The drive arm has a first portion which is connected to the operating member. The drive arm is capable of reciprocating with respect to the application cylinder upon the application of a force thereto to supply a predetermined pressure to the operating member at least a sufficient amount so as to cause an application of the at least one brake member.

Abstract: A brake system with hydraulic brake boosting has a hydraulic actuating unit which comprises a hydraulic reservoir, a brake pedal, a brake-pressure generator and a pedal-travel simulator, a hydraulic unit comprising a pressure generator, a hydraulic wheel-brake device and a control unit for coordinating the functions of the actuating unit, of the hydraulic unit and of the wheel-brake device. The pedal-travel simulator possesses a variable displacement volume which is connected to the hydraulic reservoir via a hydraulic line. In order to design electrohydraulic brakes by simple means so as to be more fail-safe, a return line is provided between the wheel-brake device and the displacement volume of the pedal-travel simulator.

Abstract: A hydraulic brake apparatus for a vehicle comprises a master cylinder and an auxiliary hydraulic pressure source. A master cylinder hydraulic pressure outputted from the master cylinder is adjusted by adding a master cylinder hydraulic pressure in response to an operation of a brake operating member to a master cylinder hydraulic pressure at an auto-braking control when the brake operating member is operated during the auto-braking control. The master cylinder hydraulic pressure is adjusted by controlling an operation of a valve means so as to increase a power hydraulic-pressure supplied from the auxiliary hydraulic pressure source to a regulating means corresponding to the amount of the operation of the brake operating member.

Abstract: An electrical circuit for selectively operating a vehicle parking brake (16) with the energizing and de-energizing of a coil (50) of a solenoid valve (30) in response to an operator input. The electrical circuit comprising a source of electrical energy (V Bat), an operator actuable switch (47) connected by line (59) to the coil (50) and a first microprocessor (49) which in turn is connected by an electronically controllable switch (45) through a low side driver (51) to connect line (57) from coil (50) with a ground (55) and a second microprocessor (53) connected to the first microprocessor (49) and electronically controllable switch (45) for detecting erroneous first microprocessor (49) operation.

Abstract: A pneumatic system serves as a backup to the electronic system that normally provides load compensation on a railcar truck during both service and emergency applications of the brakes. The pneumatic system compensates for the load railcar bears during service and emergency brake applications whenever the electronic load compensation system fails due to a loss of power or other electrical failure. Ideal for railcar trucks equipped with brake pipe controlled brake equipment, the pneumatic system provides load compensation through use of a four-port variable load valve in combination with a low complexity MC-30A-1 control valve.

Abstract: An electropneumatic brake system for motor vehicles includes a multiple-circuit service brake and a foot activated braking power transmitter that provides the desired brake pressure values pneumatically and electrically. The braking power transmitter is connected at least to one braking circuit which has pneumatic brakes on at least two vehicle axles, including at least one electric, sensor-influenced control device and including electromagnetic valves that are combined in modulators for adjusting or controlling the compressed air that is supplied to the brake cylinders. During normal drive operation, the modulators allocate the compressed air electrically to the brakes while, during emergency operation, the modulators allocate the compressed air pneumatically to the brakes. The brake system has at least two separate pneumatic braking circuits, which can make due with relatively few modules and short compressed-air paths.

Abstract: A parking brake switch for a vehicle including a switch having a contacting surface, the switch being positioned between an actuated state and a deactuated state, a first contact connected to a brake valve associated with an electro-hydraulic braking system, a second contact connected to a pair of electronic control modules, and a third contact connected to the pair of electronic control modules and a coil, the contacting surface being adapted to engage all of the contacts when the switch is in the actuated state.

Abstract: Apparatus for controlling a brake system operable using an air supply, includes an electronic control (8) for controlling air distribution and air to an air to electrical converter (12) for generating an electrical supply for energising the electronic control using air under pressure from the air supply (1). Air distribution is controlled either as a result of sensed pressure in a brake control pressure pipe (6) or as a result of an electronic brake control signal.

Abstract: The present invention relates to a brake assembly for a vehicle having an air spring wherein a brake signal operates a brake cylinder of the vehicle. A proportioning valve, having its load responsive element disabled and being responsive to the brake signal, provides a proportioned brake signal to the brake cylinder. A switch, responsive to an air spring pressure signal selectively connects the brake signal to the brake cylinder. The present invention further relates to a method for retrofitting a brake system by disabling the load sensing element of a proportioning valve and inserting a switch in parallel with the proportioning valve.

Abstract: A parking brake control circuit engages the parking brake of a vehicle when the transmission of the vehicle is in the “park” position and the engine of the vehicle is turned off, without requiring the constant application of electrical power. The parking brake control circuit utilizes latching solenoid technology that eliminates the need for a constant voltage source. A time-delay relay is used to change the state of the latching solenoid. The time-delay relay is preferably activated through a circuit containing an engine oil pressure switch, a transmission park switch and a vehicle speed switch. Activation of the relay latches the solenoid in a position that allows the parking brake to be applied, without requiring the application of a constant voltage to the solenoid. Accordingly, the possibility of inadvertent brake application due to electrical failure is avoided.

Abstract: A method of transitioning between the pneumatic and electric modes of an integrated pneumatic/electro-pneumatic train brake system which includes a brake control having a common operator brake controller. Initially, the control applies the brakes in response to the operator brake controller in the present mode. The control enables the next mode upon request from the operator and applies the brakes in the next mode to match the applied brakes in the present mode. Once the present mode brake is released, the control and system switch to the next mode. Other brake controllers monitor the network and automatically switches modes based on the status of the network.

Abstract: A braking system control requires that a first or service braking system be actuated before a second or parking braking system can be released to prevent unexpected movements. A sensor senses that the service brakes are engaged and controls a device to release the parking brakes. A latch ensures that the parking brakes remain released. For example, a piston and check valve form the sensor and latch. Service brake pressure works against the piston. Above a threshold level, service brake pressure drives the piston to open a valve that provides pressurized air to a parking brake release system. Once released, the check valve directs parking brake release pressure to the piston to keep the valve open.

Abstract: An electronic vent valve for an electronically controlled pneumatic (ECP”) braking system having a plurality of braking sites at which a braking force can be applied. The ECP braking system includes a master controller processing circuit, individual braking control units located proximate each of the braking sites and a brake pipe supplying compressed air to the braking sites. The electronic vent valve is in fluid communication with the compressed air carried by the brake pipe and has an open position for substantially venting the compressed air from the brake pipe and a closed position for substantially retaining the compressed air within the brake pipe. The electronic vent valve includes a control circuit for causing the valve to open during emergency braking operations, thereby assuring a rapid decrease in the brake pipe pressure.

Abstract: A car control device includes a pneumatic manifold with a plurality of fluid ports integrally formed in a housing. The configuration of the manifold and ports enables fluid communication with a brake valve, and a control valve module. The car control device also includes a functional control module in electric communication with a power management module, the control valve module, and the network. Each of the power management module, and the control valve module, the functional control module, and a battery assembly are all positioned to separately accessible within a housing.

Abstract: A brake value signal transmitter that is to be connected to a brake pedal of a motor vehicle senses activations of the brake pedal with a plurality of sensors and converts them into electrical signals. The brake pedal is connected via a rotatably mounted pressure rod to a piston that can be displaced in the interior of a cylinder. A pressure space that is filled with a gas, has a variable volume, and can be filled at least partially with hydraulic oil is provided in the cylinder. The gas is compressed by the piston when the brake pedal is activated, and in the process increases a reaction force acting on the brake pedal.

Abstract: Method and apparatus for controlling braking on a train having ECP railcars using a conventional automatic brake valve. The locomotive and railcars are connected to brake pipe and a wireline, or use RF communications. A brake handle or other brake control valve interface is operated to cause a pressure change in an equalizing reservoir. The relay valve is isolated from the pressure change and connected to a reference pressure whereby brake pipe pressure is maintained. The pressure change is sensed and a signal generated representative thereof which is used to determine the level of braking commanded on the railcars. The apparatus includes an interface unit interposed between pertinent ports connecting the automatic brake valve, equalizing reservoir and brake pipe, and an equalizing reservoir pressure sensor to provide an output signal to an ECP controller for controlling braking on the railcars.

Abstract: Automotive hydraulic pressure brake system with a stroke simulator is proposed which while the electric control system is functioning properly, the supply of hydraulic pressure from a master cylinder is cut off and hydraulic pressure is generated by a power pump. This improves response upon rapid pressure increase while minimizing the increase of pedal stroke and the worsening of the pedal feeling. A bypass is provided to communicate the master cylinder to the wheel cylinders while bypassing an on-off valve to be closed during ordinary braking. A shut-off valve is provided in the bypass and a check valve or a relief valve for allowing only a fluid flow from the master cylinder toward the wheel brake cylinders is provided.

Abstract: A braking system for braking a wheel of an automotive vehicle, including a brake for braking the wheel and an operating device operable to produce an output corresponding to an input thereof, for activating the brake according to the output, and wherein a change of the output of the operating device is delayed with respect to a change of the input depending upon an operating condition of the braking system. The braking system includes a brake-operating-force increasing device operable on the basis of a delay of the change of the output of the operating device with respect to the change of the input, to increase an operating force of the brake to a value which is larger than a value corresponding to the output of the operating device.

Abstract: 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.

Abstract: An electropneumatic brake control valve unit capable of operating at the interface of the emergency brake portion or the service brake portion of a standard brake control valve as a retrofit unit or operating as a stand alone electropneumatic unit. The unit includes electric valves responsive to electrical signals and sensed brake pipe pressures to operate pneumatic valves to control the brake cylinder. The pneumatic valves are also operable independent of the electric control valves so as to allow braking with the electrical controls off or disabled. The unit can operate in combination with a complete brake control valve or with either or none of its emergency and service portions.

Abstract: An electro-hydraulic braking system of the type which operates normally in a brake-by-wire mode wherein hydraulic pressure is applied to braking devices at the vehicle wheels in proportion to the driver's braking demand as sensed electronically at a brake pedal (10), and which, if the brake-by-wire mode should fail, operates in a push-through mode wherein hydraulic pressure is applied to the braking devices at the vehicle wheels by way of a master cylinder (34) coupled mechanically to the brake pedal (10), the system including also an electric parking braking means for enabling the braking devices to be actuated for parking braking purposes but which is also arranged to be activated to supplement push-through braking in the event of failure of the brake-by-wire mode. Electro-hydraulic braking at the rear axle of the vehicle is allowed only when a control unit (13) of the electro-hydraulic braking system has confirmation that the electric parking means is in a satisfactory operational state.

Abstract: A method for providing brake control for a rail car having a brake cylinder, a reservoir, and an exhaust vent includes steps of fluidly interconnecting four electrically controlled valves between a train brake pipe, the brake cylinder, the reservoir, and the exhaust vent, and controlling air flow between the brake pipe, car brake cylinder, car reservoir, and exhaust vent using the valves. The above described method allows mixing of conventional ABDW rail cars with ECP-equipped cars in an ECP-equipped train.

Abstract: An integrated locomotive braking and ECP braking control on a lead locomotive for implementing braking effort on all locomotives in a manner relative to braking effort applied on ECP freight cars. On the lead locomotive, a data interface can be established between an head-end-unit and a brake controller. The head-end-unit can electrically signal each ECP freight car to carry out braking commands. The integrated brake control can include a CPU, as part of either the brake controller or the head-end-unit, which can be programmed to provide braking effort on the lead locomotive relative to the braking effort applied on the ECP freight cars. The braking on the lead locomotive is implemented by the brake controller by controlling the independent brake relative to the braking effort commanded on the ECP freight cars. The independent brake on non-ECP trailing locomotives is connected to the lead locomotive independent brake via a standard independent brake pneumatic connection.

Abstract: A parking brake system (10) for a vehicle. The control system (10) includes solenoid valve (30) which controls communicating of pressurized fluid from an inlet port (32) to the actuator assembly (12) of a drum brake and from the actuator assembly (12) to a reservoir (41). Solenoid valve (30) has a coil (50) consisting of a first circuit (52) and a second circuit (54). In response to an operator activating a parking brake switch (80) and after signals corresponding to the operational condition of the vehicle are evaluated by an electronic control unit (100) current may directly flow in the first circuit (52) from a battery (200) to the solenoid valve (30) and may flow in a second circuit (54) after the closure of an ignition switch (201).

Abstract: Master cylinder pressure of either or both of the primary and secondary braking circuits is sensed by a pressure sensor or sensors mounted in a manifold which is installed directly on a brake pressure modulator housing when the modulator is manufactured. The pressure sensors receive power and are grounded through the electronic control unit which is an integral component of the modulator; accordingly, the sensors do not require external electrical connections other than those already provided on the modulator. Since the sensing manifold is installed and tested for leaks when the modulator is manufactured and before the modulator is shipped to the vehicle assembly plant, assembly operations in addition to those required in installation of the modulator in the vehicle braking system are not required.

Abstract: A method to facilitate reducing delays in braking applications in a train using a system. The system includes at least one computer for executing brake control functions of the train and a brake pipe that extends along a length of the train for supplying air for brake operations. The train includes a lead locomotive, at least one remote locomotive, and at least one railcar. The method includes sensing a change in airflow in the brake pipe, determining whether the change in air flow is desired, sensing brake pipe pressure, and filtering undesired fluctuations in brake pipe pressure during brake applications based on the determination of whether a change in airflow is desired.

Abstract: Systems and methods are disclosed to control a braking system. One method provides a command signal to a valve to control fluid pressure to a wheel brake in a braking system includes the steps of determining a pressure signal using a first control technique based on a first set for control gains and a pressure command signal, determining a first current signal based upon the pressure command signal, subtracting an actual pressure signal from the pressure command signal to produce an error signal, and determining a second current signal using a second control technique based on the second set of control gains and the error signal. The method further includes subtracting a supply pressure actual signal from a supply pressure nominal signal to produce a pressure differential signal, multiplying the pressure differential signal by a selected gain to produce a third current signal, and summing the first current signal, the second current signal and the third current signal to produce an output signal.

Abstract: A brake system for rail cars is disclosed. The brake system includes a first source for providing a braking force to a first and a second braking apparatus, a second source for providing a separate force to the first and a second braking apparatus, and a manifold for simultaneously delivering a braking force from either the first source or the second source to the first and second braking apparatus. The manifold includes a positionable valve operable under the influence of pressure differentials applied thereto by the first source and the second source and wherein the position of the valve controls which braking force will be applied to the first and second braking apparatus. The brake system further includes a controller arranged in operable combination with the first source and the second source for inhibiting a braking force from the second source being directed to the first and the second force to the first and the second braking apparatus.

Abstract: A hydraulic vehicle brake (10) has a hydraulic chamber (16) which sealingly accommodates a brake piston (18) which can slide along an axis (A). The brake piston (18) acts upon a friction member and can be moved by means of hydraulic pressure which is supplied to the hydraulic chamber (16) into an actuating position in which it presses the friction member against a rotor (brake disk, brake drum, etc.). In order to be able to use the vehicle brake (10) besides its function as a hydraulic service brake also as a parking brake, a spindle/nut arrangement (24) is provided which is driven by an electric motor (42) and arranged coaxial to the axis (A) of the brake piston (18), the nut (30) of which arrangement (24) is secured against rotation, and by rotation of the spindle (26) as a function of the sense of rotation can either be moved into contact with the brake piston (18) or be moved away from the brake piston (18) translatorily along the axis (A).

Abstract: A braking system for a towed vehicle having a hydraulic brake system wherein a continuously variable hydraulic pressure is generated to provide a corresponding and proportional brake force in the towed vehicle. A hydraulic pressure generator having an electric motor with variable electric input is employed to provide a corresponding a proportional hydraulic pressure by a hydraulic pressure generator, wherein the resulting variable hydraulic pressure is employed to provide a proportional braking force in the towed vehicle.

Abstract: A redundant brake control and anti-skid system is described for providing braking to a vehicle. The system includes a primary brake control assembly for performing brake control and anti-skid functions, and a secondary brake control assembly for performing brake control and anti-skid functions. A bus is provided for enabling communications between the primary brake control assembly and the secondary brake control assembly. At least one brake actuator controlled by the primary brake control assembly and at least one other brake actuator controlled by the secondary brake control assembly are included for providing braking force to wheels of the vehicle.

Abstract: A method for the controlled power activation of an electromechanical braking system in a motor vehicle where the maximum power available is less than the nominal capacity includes the step of activating brake force-generating units of the braking system individually or in subgroups in succession to one another. The brake force-generating units are in each case activated with a power level corresponding to a portion of the maximum power available. The portion of the maximum power available is sufficient for the individual unit to function at least partially.

Abstract: A brake pipe overcharge detection scheme determines when an overcharge situation occurs followed by an interruption of the brake pipe slow pressure reduction process of the brake system assimilation. When the slow pressure reduction process is interrupted, the rail cars may be left in an overcharged state (i.e., the car braking system is charged to a pressure greater than the normal brake pipe pressure). When the brake pipe pressure is set to its normal brake-release value, the pressure of the car braking systems will be greater than the brake pipe pressure. The car braking system will interpret this positive pressure differential as a request to set the car brakes, and will therefore partially apply the car brakes. As a result, additional drag forces will be encountered by the locomotive as it moves the train, which may result in train separations, and overheating of the car brake shoes and wheels may result in cracked wheels and derailments.

Abstract: A brake system contains a safety mechanism which terminates an automatic brake upon detecting that unnecessary braking force is developed as a result of a failure in an automatic brake controller. In the event a braking output is developed when neither a brake pedal nor the automatic brake controller is operated, the safety mechanism determines the occurrence of an abnormality, and interrupts a communication between the master cylinder and the wheel cylinder while decompressing the oil pressure in the wheel cylinder by discharging it into a low pressure accumulator. The safety mechanism allows the automatic braking to be terminated, thus allowing a risk of a collision by a succeeding vehicle to be avoided and allowing a vehicle to continue running.