Abstract: An apparatus and method for preventing parking brake-caused disabling of a vehicle is provided. In at least one of the vehicle's parking brake release actuators' supply lines there is provided a flow arrangement which allows parking brake release fluid to flow to and from the release actuator when its supply line is undamaged, and restricts flow from the release pressure source when the line between the flow arrangement and the actuator is damaged. The flow arrangement may be a pilot-operated, non-graduated control valve, a combination of a pressure protection valve and a check valve arranged in parallel, a velocity-sensing check valve, or any other device or combination of devices which provide the damaged line shutoff or metering functionality. Such an arrangement prevents automatic application of the parking brake by releasing pressure from all of the vehicle's parking brake actuators, thereby precluding automatic vehicle immobilization following damage at one wheel end.

Abstract: A color image forming apparatus has an intermediate transferring body or a driven roller speed detector that is driven by a conveying belt; a calculation device for calculating a difference between a target speed and the speed of the intermediate transferring body or of the conveying belt; and a drive controller for employing the speed difference obtained by the calculation device to correct the speed of the intermediate transferring body or of the conveying belt. In a low-speed printing mode, before an actual image is formed on a transfer material conveyed along the conveying belt or on the intermediate transferring body, speed correction is performed at the 1/1-speed and, after the speed correction has been completed, the speed in the low-speed mode is determined, and the speed correction for the intermediate transferring body or the conveying belt is not thereafter performed during the printing.

Abstract: A brake cylinder pressure retainer valve device for a railway car having a "direct" exhaust position, a "slow direct" exhaust position, and a "high pressure" retention position. A cavity in the retainer valve body has a central pedestal on which a rotary type disc valve is mounted. The disc valve has different sized ports via which pressure is connected from an inlet port (in the retainer valve body) to an outlet port depending upon the position of a manually operated handle to which the disc valve is connected. One such port is associated with a spring loaded check valve to provide the "high pressure" retention of the brake cylinder exhaust pressure. A laterally flexible sidewall of the disc valve member is formed with 180.degree.

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: A brake control valve device for a railway vehicle having a service valve piston assembly subject to a pressure differential between the brake pipe and a single reservoir acting on a first piston and to brake cylinder delivery pressure acting on a second piston of the assembly. A brake pipe reduction actuates the service valve assembly, toward service application position, in which position, the single reservoir pressure is connected to a pilot chamber of a brake cylinder exhaust control valve for actuating a brake cylinder exhaust valve to its closed position, while concurrently, connecting the single reservoir pressure to the car brake cylinders. Pressure limiting means is provided to assure that sufficient pressure remains in the single reservoir following a full service or overreduction application for the purpose of providing additional braking pressure during an emergency brake application.

Abstract: A remote control brake system for a railway train in which the caboose is equipped to receive radio signals transmitted from the locomotive indicative of a brake application initiated by the locomotive engineer. The received radio signals are interpreted and converted into control signals which operate magnet valves via which fluid pressure in an equalizing reservoir on the caboose is reduced an amount depending upon the duration of the transmitted brake application signal. The equalizing reservoir is charged in the absence of a brake application signal by the pressure in the brake pipe and serves as the control pressure for operating a self-lapping relay valve which is arranged to exhaust brake pipe pressure responsive to a reduction of pressure in the caboose equalizing reservoir. The train brake pipe pressure is thus reduced concurrently from the front and rear ends when a brake application is initiated to provide faster and better synchronized response of the train brakes.