Abstract: A brake system for hydraulically actuating a pair of front wheel brakes and a pair of rear wheel brakes includes master cylinder fluidly connected to a reservoir and operable to provide a brake signal responsive to actuation of a brake pedal connected thereto. The master cylinder is selectively operable in a manual push-through mode. First and second power transmission units are in fluid communication with the reservoir and selected front and rear wheel brakes. An electronic control unit selectively controls at least one of the first and second power transmission units. First and second two-position three-way valves are each hydraulically connected with a respective power transmission unit, the master cylinder, and a respective front wheel brake. The first and second two-position three-way valves are configured to place the master cylinder in push-through fluid-supplying connection with at least a corresponding one of the pair of front wheel brakes.

Abstract: A brake distributor valve for a Russian railway vehicle includes a body defining a brake pipe passageway configured to be in fluid communication with a brake pipe, a reservoir passageway configured to be in fluid communication with a reservoir, and a reference pressure passageway configured to be in fluid communication with a reference pressure source. The brake distributor valve includes a service accelerated release valve having a valve member with a first position where the brake pipe passageway is isolated from the reservoir passageway and a second position where the brake pipe passageway is in fluid communication with the reservoir passageway. The valve member is configured to supply pressure from the reservoir passageway to the brake pipe passageway during a brake release event, where the valve member is actuated between the first and second positions based on a pressure within the reference pressure passageway.

Abstract: A control valve for automatic compressed-air brakes forms a brake cylinder pressure in at least one connected brake cylinder in accordance with a pressure difference between a pressure in a continuous main air line of a train and a stored reference pressure, which is drawn from the pressure of the main air line, comprising valve means for drawing a control pressure from the pressure of the main air line in order to produce a brake cylinder pressure for applying to the brake cylinder. A first piston system provides the control pressure from the pressure of the main air line and a valve mechanism for producing the brake cylinder pressure, wherein a short-stroke first piston system actuates the accelerating element in the same valve housing interacts with a second piston system for actuating the valve mechanism, the second piston system being of longer stroke in relation to the first piston system.

Abstract: Methods and systems for control and use in connection with an electronically controlled pneumatic (ECP)-equipped train after transmission of a brake pipe emergency dump command message by a helper locomotive associated with the train. These methods and systems are implemented in an effort to improve braking safety and reduce brake system recovery time of a train.

Abstract: A main piston assembly for a service valve portion of a brake control valve for a railway vehicle braking system includes a service graduating valve and a service slide valve. The graduating valve includes a first side having a porting pattern defined therein. The service slide valve includes a graduating valve seat having a porting pattern in a first side and a service slide valve face having a porting pattern in an opposing second side. The porting patterns of the first side of the graduating valve, the graduating valve seat, and the service slide valve face are configured to perform an accelerated application valve function venting brake pipe pressure to atmosphere and to direct pressure from an accelerated release reservoir to the service graduating valve to discontinue the accelerated application valve function when a slight brake pipe over-reduction condition exists.

Abstract: A plunger assembly for use as a pressure source for a brake system includes a housing having first and second ports. A motor is mounted on the housing for driving an actuator. A piston is connected to the actuator. The piston is slidably mounted within the housing. The piston pressurizes a first chamber when the piston is moving in a first direction to provide fluid out of the first port. The piston pressurizes a second chamber when the piston is moving in a second direction to provide fluid out of the second port.

Abstract: A train including a brake pipe (14) and an electrical train line (50) extending from at least one locomotive through at least first and second cars which are adjacent to each other, the first and second cars each include a brake cylinder, reservoir and a brake valve The first car includes an electro-pneumatic brake valve which is responsive to electric signals on the train line to produce a first car pneumatic apply brake signal from the first reservoir and release brake signal for the first brake cylinder and the brake signal pipe (33) The first car also includes a first valve (31) to transmit the first brake signals to the brake signal pipe and to isolate the connection to the brake signal pipe for a breakaway at one of the cars The second car includes a pneumatic brake control valve which is responsive to the first car pneumatic brake signals on the brake signal pipe and brake pipe pressure m the brake pipe to produce a second car pneumatic apply and release brake signals for the second brake cylinder corr

Abstract: A pressure fluid reservoir for a traction-controlled vehicle brake system; a reservoir unit including a plurality of pressure fluid reservoirs; and a method for producing a pressure fluid reservoir are disclosed. The pressure fluid reservoir with its structural size unchanged, has a larger installation space for a restoring element cooperating with a reservoir piston and at the same time can be produced economically. To that end, as the reservoir piston, a component reshaped in non-metal-cutting fashion from a sheet-metal material is proposed, on whose circumference an encompassing receptacle for a piston seal is integrally formed, likewise in non-metal-cutting fashion. The reservoir piston can be produced by deep drawing; the receptacle for the piston seal can be produced by roller-burnishing. Both method steps can be performed economically in one combined operation.

Abstract: A relay valve configuration which can be used with various cars in an electropneumatic train and under the control of one of the electropneumatic brake control valves. The improved brake control valve includes a relay valve mounted at an interface of the manifold. The valve has a source inlet connected to the reservoir interface port, an inlet connected to atmosphere, an outlet connected to the brake cylinder interface port and a control inlet connected to the exhaust interface port. The valve is responsive to the control inlet connected to the exhaust interface port to selectively connect the brake cylinder interface port either to the reservoir interface port or atmosphere. The exhaust interface port may be the retainer port. A check valve/choke is also mounted on the manifold of the interface and is in the same housing as the relay valve.

Abstract: A single car tester including a housing having a hanger to mount the housing to a car coupler or ladder of the car. Various configurations of valves and sensors are described to perform a single car test. The controller includes a program for uniquely performing the required tests.

Abstract: Method and apparatus for compensating for transient effects in pneumatically operated air brake system for a railway vehicle. A look up table or experimentally determined second order correction values is stored in a memory. Based on the magnitude of a previous application of the brakes, a correction value is selected from the look up table having a magnitude to compensate for transient errors in the system. The correction value is then diminished by fixed decrements at fixed intervals. Upon a subsequent application of the brakes, the diminished correction value is used to adjust the pressure communicated to braking mechanisms located on the train cars.

Abstract: An apparatus and an associated method for charging the brake lines of a train of railway vehicles having an air-actuated braking system utilizes a flow amplifier to reduce the consumption of air during the charging operation.

Abstract: A protection valve device for a spring parking brake control system has a pipe bracket for connection in a normally pressurized brake pipe, the pipe bracket having connected thereto a protection valve, a charging reset valve and a charging check valve. The protection valve has a chamber at one side of a piston normally pressurized by pressure at a spring parking brake cylinder port and monitors the spring parking brake cylinder pressure to vent fluid from the brake pipe to automatically cause an emergency brake application if such pressure indicates a spring parking brake is applied. The charging reset valve prevents the venting of brake pipe fluid during charging of the brake pipe and spring parking brake system.

Abstract: A read-convert device for use on an electric brake command car of a railway train having pneumatic brake command cars. A control wire provides the electric emergency brake control on the electric brake command cars, while a brake pipe provides the pneumatic emergency brake control on the pneumatic brake command cars. A cut-off portion of the read-convert device connects a regulated source of pneumatic pressure to the brake pipe when an electric emergency release signal is provided by the control wire, provided a switch valve in the cut-off portion is set for electric brake command operation. Accordingly, an electrically-initiated, emergency brake application on the pneumatic brake command cars can be released through the control wire on the electric brake command cars.

Abstract: A railway locomotive brake control system that substitutes a part of a standard freight car brake control valve and interconnected pilot valves and other readily available components to provide the operating functions of the usual specially designed freight locomotive brake valve at a reduced cost. Systems without and with types I or II dynamic brake interlocks are illustrated.

Abstract: In general pressure regulators for motor vehicle brake systems are arranged in the pressure medium line between the master brake cylinder and at least one wheel brake cylinder. The pressure regulator comprises a plunger valve with different pressure surfaces, which above a certain pressure level, reduce the brake pressure of the rear axle compared to the brake pressure of the front axle. In order to achieve a high reliableness and a simple construction of the pressure regulator, a non-return valve in the form of a sealing lip movable by a movable part of the plunger valve is provided. The sealing lip extends into the inlet chamber when the plunger valve is closed and closes a channel which leads through the valve plunger and/or valve body to the outlet chamber.

Abstract: A change-over valve device having a pair of oppositely disposed control pressure chambers subject to respective control pressures from two independent pressure input systems and operable for diverting the lower control pressure to a delivery chamber so as to increase the degree of the pressure normally delivered from the delivery chamber by an amount corresponding to the degree of such lower control pressure.

Abstract: In a load sensing valve including a proportioning valve (P-valve) and a deceleration sensing valve (G-valve), a compensating device is installed for varying the volume of the fluid sealing chamber of the G-valve in accordance with the magnitude of sealed hydraulic pressure in the fluid sealing chamber when the sealed hydraulic pressure is lower than a predetermined valve to change the pressure controlling characteristic of the proportioning valve.

Abstract: A dual-circuit, hydropneumatic brake conytrol system having a load proportioning function wherein the load condition sensed at the rear axle establishes the braking level at both axles. The front axle brake control is adjusted through either a pneumatic or hydraulic connection with the rear axle load control device. By making the operator's brake valve hydraulic, it can be isolated from the remaining hydraulic and pneumatic brake control components, in order to minimize the amount of space required in the operator's cab to accommodate the brake valve.

Abstract: A fluid brake control system is disclosed having a brake application and release control device for governing fluid pressure in a brake cylinder. The control device comprises a housing containing a differential abutment subject to actuation from a normal position by differences in pressure between respective brake pipe and reference fluid pressure chambers on opposite sides of the abutment. At least one poppet type valve is provided in the housing on each side of the abutment, that is spring biased in the direction of the abutment to a closed position, having an operating push rod axially disposed between the associated poppet valve and the abutment.

Abstract: A fluid brake control system is disclosed for having an improved brake cylinder release control device for use in association with a brake control pipe, a fluid reservoir, and a service valve. The control device has a housing containing a differential abutment subject to actuation from a normal position by differences in pressure between a release spring in a chamber on one side of the abutment and pressure selectively applied to the abutment in another chamber on the opposite side of the abutment. A plurality of poppet type valves operated by longitudinal push rods connected by a bridge are provided in the chamber on each side of the abutment, the bridge being actuated at a midpoint by the abutment.

Abstract: A fluid brake control system is disclosed having an improved quick service and accelerated release control device having valves operable when rendered effective to locally reduce the brake pipe pressure to accelerate a brake application signal through a train and at other times to apply fluid to the brake pipe for accelerating the release of brakes of a train. The control device comprises a housing containing a fluid pressure differential operated abutment subject to actuation from a normal position by differences in pressure between respective brake pipe and reference fluid pressure chambers on opposite sides of the abutment. Two quick service valves of the ball poppet type are provided on one side of the abutment that are spring biased in the direction of the abutment against their valve seats to normally closed positions and have operating push rods longitudinally disposed between the associated ball poppet valves and one side of the abutment.