Abstract: The invention relates to a pressure medium-actuated brake system of a tractor-trailer combination comprising at least one first brake circuit and one second brake circuit. The inventive brake system contains a multiple-circuit braking power sensor, which is connected to a first compressed-air reservoir for the first brake circuit and to a second compressed-air reservoir for the second brake circuit. The brake system also contains an electronic controlling and regulating unit, a control valve device and a tractor protection valve, which can be brought into connection with at least one compressed-air reservoir and via which a brake pressure for a brake system of the trailer can be controlled. The invention provides that at least the multiple-circuit braking power sensor and the control device are placed in immediate proximity to one another and are combined to form a modular unit.

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: A system and method for utilizing antenna diversity inherent in a locomotive consist is disclosed. This system increases the probability of message reception from an EOT unit and minimizes LCU failure limitations. The method includes the steps of (a) receiving an EOT message at a trailing locomotive; (b) passing the EOT message to a lead locomotive LCU; and (c) accepting the EOT message at the lead locomotive LCU only if the lead locomotive LCU has not already directly received the EOT message from the EOT unit.

Abstract: A breakaway device (10) to detect when a towed vehicle (14) separates from a towing vehicle (16) in order to engage the towed vehicle's brakes broadly comprises a sensor operable to detect when a signal from the towing vehicle (16) is lost and a shunt operable to route electrical power to the brakes. In a preferred embodiment, the sensor and the shut may be embodied in a transistor (26). In an alternative embodiment, the sensor and the shut may be embodied in an electro-mechanical switch (34). The device (10) preferably includes an override (42) and lights (44,46) to indicate the device's (10) status.

Abstract: A hydraulic arrangement for braking a trailer comprises a brake line connected between a brake system of a trailer and a trailer brake valve. The trailer brake valve is activated via a first control-pressure line which extends between the brake line and the trailer brake valve and via a second control-pressure line which extends between the trailer brake valve and a control-pressure source and acts in opposition to the pressure imposed on the trailer brake valve by the first control-pressure line. An adjustable pressure-reducing means for controlling the control pressure in the second control-pressure line is arranged in the second control-pressure line. It is proposed to design the control-pressure source as part of a hydraulic control of a brake system of a traction vehicle drawing the trailer and to force the pressure-reducing means mechanically into an open basic position by means of an adjustable prestressing force.

Abstract: A brake controller for a locomotive includes a train brake pipe, a locomotive brake pipe, a brake cylinder, a control valve and a relay valve. The first control input of the relay valve is selectively connected to one of the output of the control valve and the locomotive brake pipe; and the second control input of the relay valve is selectively connected to the locomotive brake pipe when the control valve output is a release signal. A first electro-pneumatic valve, when activated, causes the control valve to be a release signal. An electronic controller is connected to a first pressure transducer for the locomotive brake pipe, a lead/trail mode switch and the first electro-pneumatic valve; and activates the electro-pneumatic valve for brake release pressures in the locomotive brake pipe when the mode switch is in the trail mode.

Abstract: A pneumatic operating device for direct braking and an electropneumatic valve unit of an anti-slip device have their outlets connected to the braking actuators through an interlock valve device which can selectively allow the greater of the pressures received from the said devices to pass towards the braking actuators. The electrical operating device for the direct braking is also connected to an electrical interlock device associated with the electrical valve unit of the anti-slip device. When the electrical operating device for the direct braking is operated, the electrical interlock device disables the electrical anti-slip valve unit and makes this unit open with respect to the braking pressure sent towards the braking actuators.

Abstract: According to the invention, the driving stability of a utility vehicle combination, which is comprised of a towing vehicle and of a towed vehicle, is monitored (3-5) when the towed vehicle is braked. In the event of an unstable driving state, the vehicle combination is stabilized by effecting a cyclic or clocked reduction of the towed vehicle brake pressure (6).

Abstract: A parking brake system for motor vehicle air brakes provides automatic engagement of the parking brakes when a gearshift lever is moved to park, but requires manual disengagement of the parking brakes. The effect is achieved in part by controlling the discharge conditions of two piloted latch valves connected to feed air to a cab mounted push pull double check valve.

Abstract: A method of controlling a trailer brake system using a trailer brake controller positioned within a passenger vehicle is provided. The method includes obtaining intended braking inputs and developing an effective baseline trailer brake controller output profile based thereon. The method scales the effective baseline trailer brake controller output profile in response to an adjustable gain setting set by an operator. The wheel speed is determined at a plurality of wheel locations and vehicle acceleration is calculated. The vehicle acceleration is utilized to selectively choose one of the wheel speed. The vehicle velocity is based on the selectively chosen wheel speed. The vehicle velocity is used to calculate a correction factor to the effective baseline trailer brake controller output profile. The effective baseline trailer brake controller output profile is then adjusted using the correction factor to generate a corrected trailer brake controller output signal.

Abstract: A brake system for a tractor-trailer vehicle includes a service brake system and a park brake system. The service and park brake systems are used to brake both a tractor and a trailer towed by the tractor. A trailer hand control valve is actuated by a vehicle operator to brake the trailer. The park brake system includes a park brake control valve that receives input commands from the vehicle operator to apply and release park brakes on the tractor and the trailer. An interlock valve assembly fluidly connects the park brake control valve to primary and secondary air supplies. The trailer hand control valve is also fluidly connected to the interlock valve assembly. The interlock valve assembly includes an outlet port that supplies an air signal to the trailer from one of the primary air source, secondary air source, or trailer hand control valve via a single connection line.

Abstract: An automatic coupling system (10) for a locomotive (11). The automatic coupling system includes a means for detecting a coupling contact and for controlling locomotive systems such as throttle and brakes in response to such contact. The means for detecting contact may be a speed sensor (24), an accelerometer (26), a distance detector (28), and/or a wheel slip detector (30). The automatic coupling system may be integrated with a locomotive remote control system (22) to facilitate the coupling of a locomotive to a railcar (40) when the operator is not located in the locomotive cab.

Abstract: A China Type 120 Brake Valve ECP Manifold includes a manifold block in fluid communication with at least one source of fluid pressure for communicating fluid pressure signals. A plurality of apertures formed through such manifold block allows fluid communication therethrough. The manifold block is engageable intermediate a pipe bracket and a service portion. A first passageway in such manifold block has fluid communication with a first aperture at a first end and has a second end adjacent an upper face of the manifold block. A second passageway in such manifold block has fluid communication with such service portion at a first end and has a second end adjacent an upper face of the manifold block. A third passageway in such manifold block has fluid communication with a second aperture at a first end and has a second end adjacent an upper face of such manifold block.

Abstract: An electric-over-hydraulic braking system for trailers and towed vehicles is disclosed. The system comprises off-the-shelf components, such as a standard linear actuator and master cylinder, for reduced cost and greater reliability. In a dual master cylinder configuration, the braking system controller calculates an average pressure across each channel, and compares that value to a control signal from an in-cab controller. The linear actuator is extended or retracted in response to a signal proportional to this difference. The system may include break-away functionality, as well as diagnostics to indicate low pressure and transducer circuit malfunction conditions.

Abstract: The brakes of the front axle of the trailer of a utility vehicle are impinged upon with a brake pressure by way of a single, common ABS valve. Said ABS valve is electrically actuated by an EBS module associated with the rear wheel brakes depending on a differential slip between the front axle and the rear axle.

Abstract: An integrated train control system (FIGS. 1 and 6) is a combination of systems including: EP-60 (FIG. 2) CCBII (FIG. 3), Wired DP (FIG. 4), and LEADER (FIG. 5). The integrated train control system (FIG. 6) includes a master controller (MMI) cooperating with features of EP-60, CCBII, LEADER, and Wired DP to control car control devices (CCD) through ITC network.

Abstract: A valve assembly for an air pressure system includes an inlet valve, a first control valve, and a second control valve. The inlet valve includes an inlet port, an outlet port and a control port. The inlet valve inlet port communicates with the inlet valve outlet port when the inlet valve control port is above a threshold pressure. The first control valve includes an inlet port, an outlet port, an exhaust port, and a control member. The first control valve inlet port communicates with the inlet valve outlet port. The first control valve outlet port communicates with one of the first control valve inlet port and the first control valve exhaust port as a function of a position of the first control valve control member. The second control valve includes an inlet port, an outlet port, an exhaust port, and a control member. The second control valve inlet port communicates with the inlet valve outlet port.

Abstract: A vehicular antilock brake control system does not require a lengthy extension piping from its actuator. The system provides for an accurate controlling method for maximizing a calculated road surface friction coefficient. Each wheel has a control unit consisting of a stress sensor, a controller and an actuator installed at the respective wheel. A stress value is detected, representative of road surface friction value or road surface friction coefficient value, for the corresponding wheel independently of the other wheels. In response to the output signal of the sensor, the controller regulates the actuator which controls brake fluid pressure applied to the respective wheel.

Abstract: Electropneumatic control valve for a pneumatic brake system of a vehicle, having a divided valve housing consisting of a lower relay valve housing and an upper pilot valve housing which enclose a control chamber in which an axially adjustable control piston is guided. The piston can be acted upon by way of a pilot valve arrangement accommodated in the pilot valve housing in order to switch the compressed-air flow between at least one brake line connection arranged on the relay valve housing, a supply pressure connection and as a bleeder connection by way of an interior valve seat arrangement. A control connection of a back-up valve of the pilot valve arrangement is also arranged on the relay valve housing, and by way of a valve-internal pressure medium duct is connected with the back-up magnetic valve accommodated in the pilot valve housing. Internal pressure medium ducts are arranged and sealed in a manner that allows the pilot valve housing to be produced without machining.

Abstract: A digital multi-point electronic load weigh system is used with a railcar truck control unit to provide a digital all electrical/electronic system, which will perform the brake load weigh function for an electro-pneumatic brake system. The digital multi-point electronic load weigh system is primarily to be used with a distributed electronic control system using neuron style communication/control microprocessors. However, the digital multi-point electronic load weigh system can also be integrated with existing electro-pneumatic brake control components.

Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. An electropneumatic controller is connected to the brake controller, the train brake pipe and the locomotive brake pipe A trainline controller is connected to the electrical network A locomotive computer is connected to a display A processor module connects the brake controller's commands to the trainline controller, and connects the trainline controller to the electropneumatic controller and the locomotive computer.

Abstract: An operating system for towed vehicle electric brakes where an electric signal proportional to the longitudinal force between a tow vehicle and a towed vehicle is used to create an output signal to actuate the brakes of the towed vehicle. The response of the output signal has a non-linear relationship to the difference between the instantaneous longitudinal force value and a target value. In the absence of a longitudinal force signal that fluctuates beyond a specified value from the target value, an alternative signal is created using predefined user values. A preferred embodiment includes a periodically increasing alternative signal with user settings for the rate of the periodic signal increase and for the maximum signal level.

Abstract: An electronic brake system for a tractor-trailer vehicle includes a front electronic brake system for braking a front axle assembly and a rear electronic brake system for braking a rear axle assembly. During normal vehicle operation, front and rear air reservoirs supply air to actuate front and rear brake actuators, respectively. In response to a failure of the front electronic brake system, an electronic control unit automatically activates a trailer control valve to supply air to actuate the front brake actuator in addition to actuating the rear brake actuator from the rear air reservoir. The trailer control valve receives air supply from an independent reservoir.

Abstract: An integration train brake system including a single brake controller providing locomotive and train brake commands. An electropneumatic controller is connected to the brake controller, the train brake pipe and the locomotive brake pipe A trainline controller is connected to the electrical network A locomotive computer is connected to a display A processor module connects the brake controller's commands to the trainline controller, and connects the trainline controller to the electropneumatic controller and the locomotive computer.

Abstract: A valve assembly for an air pressure system includes an inlet valve, a first control valve, and a second control valve. The inlet valve includes an inlet port, an outlet port and a control port. The inlet valve inlet port communicates with the inlet valve outlet port when the inlet valve control port is above a threshold pressure. The first control valve includes an inlet port, an outlet port, an exhaust port, and a control member. The first control valve inlet port communicates with the inlet valve outlet port. The first control valve outlet port communicates with one of the first control valve inlet port and the first control valve exhaust port as a function of a position of the first control valve control member. The second control valve includes an inlet port, an outlet port, an exhaust port, and a control member. The second control valve inlet port communicates with the inlet valve outlet port.

Abstract: The invention relates to a brake system for a railway vehicle. Said brake system comprises a main air reservoir line which is fed by an air compressor unit. Every bogie truck 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 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.

Abstract: A method of setting an electropneumatic brake device on a rail car to a mode of operation includes applying a wake-up voltage on a trainline to each brake device connected to the trainline. A command signal is sent to each brake device to enter a requested mode of operation. An acknowledgement signal is received from each of the brake devices on the trainline, and a command signal is sent to each brake device to stop broadcasting.

Abstract: A method of determining the configuration of locomotives in wired distributed trains. It includes determining consists of adjacent locomotives in the train. It determines one or more sub-consists of adjacent locomotives, which are controlled separately from a preceding adjacent locomotive within the consist. Locomotives which have an available wired distributed power controller is determined. A common consist indicator is assigned to all adjacent locomotives of a consist if the consist has at least one available wired distributed power controller. A common sub-consist indicator is assigned to all locomotives of a sub-consist if the consist has at least one available wired distributed power controller.

Abstract: Based on the realization that, at the instant a holding brake in the drive of a machine tool is actuated, it may not be necessary to precisely observe the setpoint values, it may be provided to adapt control parameters in the controller of the drive such that, given an engaged holding brake, oscillations may be avoided or substantially reduced. By applying a correction value to the controller, it may be possible to prevent the adaptation of the control parameters from resulting in a change at the output of the controller.

Abstract: A trailer brake controller 10 for use in a passenger vehicle 12 is provided, including a control element 11 positioned within the passenger vehicle 12, a vehicle speed input 16 and a vehicle brake pressure input 14 providing speed and brake pressure data to the control element 11, and a trailer brake output 18 sending a signal to the trailer in response to the vehicle speed input 16 and the vehicle brake pressure input 14.

Abstract: A system and method of controlling an automotive vehicle with a yaw stability control system and a trailer comprises determining a presence of a trailer, changing a side slip angle parameter threshold of the vehicle to a modified side slip parameter in response to the trailer signal, and controlling the yaw stability control system in response to the modified side slip parameter.

Abstract: Disclosed herein is a brake actuator for a towed vehicle having a brake actuated by a pedal. The actuator comprises a weight, slidably mounted to a base, a base and a slidable mount. Alternatively, the actuator comprises a weight, slidably mounted to a base, a base, a slidable mount and an auxiliary vacuum system for use with power-assisted brakes.

Abstract: The invented apparatus is designed for use with a tow vehicle and trailer combination. The apparatus comprises a controller, a vacuum supply sensor, and a sensor unit used to measure the barometric pressure and/or elevation of the current location of the tow vehicle/trailer combination. Using information from the sensor unit, the controller determines a vacuum pump activation level and/or deactivation level appropriate for the ambient pressure in which the apparatus is operating. By monitoring the signal supplied by the vacuum supply sensor and by operating a vacuum pump switch signal, the controller maintains a supply of vacuum between the activation and deactivation levels. In this manner, the controller can compensate for changes in local conditions so as to operate the vacuum pump in an efficient manner while maintaining an adequate supply of vacuum for operation of the trailer brake system.

Abstract: A method for controlling locomotive consists at slow speeds by independently controlling each locomotive is provided. The method comprises controlling the throttle settings and main generator excitation of a control locomotive, independently controlling, from the control locomotive, the throttle setting of each of the controlled locomotives, and compensating for a combined consist tractive effort change induced by a change in the throttle setting of each of the controlled locomotives by adjusting the main generator excitation of at least one of the locomotives to maintain a preset consist speed. The method further includes changing the throttle settings concurrently in the control and controlled locomotives, changing the throttle settings of the controlled locomotives only after the control locomotive reaches a maximum generator excitation, and changing the throttle settings according to a rule base.

Abstract: A system and method for overload monitoring of vehicle brakes of electronically controlled brake systems of vehicles and of vehicle combinations. The temperatures of the wheel brakes of the vehicle or vehicle train parts of the vehicle combination are determined and compared with a preset temperature limit value, and a first warning signal is output to the driver if the temperature of the wheel brakes on one axle of the vehicle or of a vehicle train part reaches the temperature limit value. A second warning signal is output to the driver if the determined temperatures of the wheel brakes on more than one axle of the vehicle or of at least one vehicle train part or all vehicle train parts of the vehicle combination reach the temperature limit value.

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: A method for controlling a braking device equipping a trailer includes braking the towing vehicle. The force induced in a coupling device is measured, at least at a given moment, and compared with a target value. When the difference between the force and the target value deviates from a predetermined tolerated threshold, the braking elements may be actuated. The method may be repeated until the difference between the intensity of the measured induced force and the target value is less than the predetermined tolerated threshold. The moment when the towing vehicle and the trailer are about to roll may be detected and monitored. Starting from that moment, the intensity of the force induced in the coupling device is measured and the average of the intensity of the induced force may be calculated and stored. The target value may be the average value of the induced force.

Abstract: Method for controlling the level of tractive efforts in a train having a first locomotive at a head end of the train, constituting a lead locomotive, and a second locomotive positioned in the train behind the lead locomotive, constituting a remote locomotive, with the remote locomotive being configured to selectively operate in either of two modes of operation, such as a first mode in which the locomotive operates at a full tractive effort level of operation and a second mode in which the locomotive operates in a partial tractive effort level of operation producing a tractive effort which is less than the full tractive effort of the locomotive. The method allows selecting (e.g., at the lead locomotive) one of the two modes of operation for producing a level of tractive effort appropriate for conditions as the train moves along a length of track. The method further allows transmitting a signal indicative of the selected mode of operation from the lead locomotive to the remote locomotive.

Abstract: A system and method for controlling brake actuation energy in electronically controlled brake systems of tractor and trailer vehicle combinations. The temperatures of the brakes of the tractor and trailer vehicle parts are determined and compared with one another and with a preset temperature limit value. If the determined temperatures differ by at least a preset value and the temperatures of the brakes of at least one vehicle part reach the temperature limit, less brake actuation energy is provided to the brakes of the vehicle part having the higher temperatures, while more brake actuation energy is provided to the brakes of the vehicle part having the lower temperatures, and coupling force control is deactivated or programmed to adjust a coupling force which is not zero but the magnitude of which depends on the temperature induced changes of the brake actuation energy.

Abstract: A pressure sensor module for use in conjunction with an electropneumatic brake, comprising a casing and a plurality of pneumatic input ports on a first face of the casing. Transducers are inside the casing and in communication with its own port. A common electrical connector is positioned on a second face of the casing, and each of the transducers is connected, interior the casing, to the common electrical connector.

Abstract: A braking apparatus used to brake a vehicle having brakes actuated by a power boost in response to the movement of a brake pedal has a vacuum source adapted to be operably connectable to a vacuum conduit network, the vacuum conduit network being adapted to be operably connectable to a vacuum control valve, the vacuum conduit network further being adapted to be operably connectable to the power boost of the vehicle. The braking apparatus also includes a vacuum actuated servo mechanism adapted to be operably connectable to receive vacuum from the vacuum control means as directed by an electronic controller, the vacuum then being capable of actuating the vacuum actuated servo mechanism to move between a resting position and a braking position. The braking apparatus further includes a connection cable adapted to be mechanically connectable to both the vacuum actuated servo mechanism and the brake pedal of the vehicle such that the vacuum actuated servo mechanism and the brake pedal move responsively.

Abstract: In a distributed power railroad train, an apparatus for equalizing the equalizing reservoir pressure in the remote power unit and the brake pipe pressure. With these pressures equal, the remote unit cannot charge the brake pipe while the lead unit attempts to vent the brake pipe to command a brake application at the railcars of the train.

Abstract: Regenerative braking is actuated in an electrical vehicle during towing of the vehicle to recharge the battery and brake the vehicle. When a driver of a towing vehicle depresses the brakes of the vehicle (202), the electrical vehicle applies regenerative braking in proportion to a braking signal from the towing vehicle (206). Also, regenerative braking is applied to the electrical vehicle when the vehicle is inadvertently disconnected from a connector (110) that couples the electrical vehicle to the towing vehicle (208).

Abstract: A system for controlling the braking system of a towed vehicle being towed by a towing vehicle having a towing vehicle subsystem for the towing vehicle and a towed vehicle subsystem for the towed vehicle. The towing vehicle subsystem includes a towing vehicle control mechanism having a brakes-on indicator and a towing vehicle receiver mechanism for receiving wireless modulated digital signals.

Abstract: For determining a reference speed which is approximated to the actual vehicle speed, at least two wheel sensors are provided for each wheel speed to be measured. All existing wheel sensors are analyzed, and only one is selected and used for determining the reference speed as a function of the actual driving condition and of at least one defined speed criterion. At least one sensor is always available for controlling each wheel, even if one sensor is faulty.

Abstract: A brake controller, for controlling the brakes of a towed vehicle, having a control module and a power module is provided. The control module is mounted in the cab of a vehicle used for towing, in such a manner that it can be easily seen and accessed by the driver. The control module is provided with an accelerometer, which can read acceleration forces in at least two axes, and a microprocessor which polls the accelerometer and sends braking information to the power module. The control module is also provided with a gain control, to adjust the amount of brake force information, a manual braking lever and a display panel. The power module, which may be mounted in a convenient location, preferably on the towed vehicle, receives the braking information from the control module and secures power from the towed vehicle to engage its brakes.

Abstract: A method for diagnosing a braking system using a system including a radio-based hand-held analyzer, at least one radio-based feed valve, and at least one mobile data unit. The braking system includes at least one brake pipe section, a reservoir, and at least one brake cylinder. The brake pipe section connects to the reservoir, the brake cylinder, and the radio-based feed valve. The hand-held radio-based analyzer communicates with the mobile data unit and the radio-based feed valve. The method includes retrieving brake system data and information using the hand-held analyzer, interpreting the retrieved data and information, and performing maintenance functions based on the interpretation of the data and information.

Abstract: An electronically controlled pneumatic (ECP) end of train (EOT) pneumatic emulation system allows fill train operation of standalone ECP unit trains, even with non-ECP equipped locomotives. The emulation system is based on close integration with the EOT system and allows operation of unit trains equipped with “all electric” ECP without pneumatic overlay or emulation capability, using standard, non-ECP equipped locomotives.

Abstract: A system and method establishes an acceleration of a vehicle which may be used to control a brake system of a towed vehicle towed by a towing vehicle. The system and method establish a gravity vector representing acceleration due to gravity, measure acceleration of the vehicle in a first direction and responsively establish a first acceleration value, measure acceleration of the vehicle in a second direction and responsively establish a second acceleration value, and establish a magnitude of the acceleration of the vehicle in a plane orthogonal to the gravity vector as a function of the gravity vector and the first and second acceleration values.

Abstract: In a distributed power railroad train, an apparatus for equalizing the equalizing reservoir pressure in the remote power unit and the brake pipe pressure in response to airflow into the brake pipe from the remote locomotive. With these pressures equal, the remote unit cannot charge the brake pipe while the lead unit vents the brake pipe to command a brake application at the train railcars.