Abstract: A railway car control valve comprises a brake pipe port, an auxiliary reservoir port, a main piston configured to compare air pressures at the brake pipe port and the auxiliary reservoir port, and a one-way check valve positioned intermediate the brake pipe port and the auxiliary reservoir port. The one way check valve comprises a body having a bore extending from its first end to its second end, an elongated insert configured to reduce the rate of air flow through the body, and a sleeve received on the insert's outer surface. The insert is received in the body bore. One of the insert and the sleeve is configured to move between a first position and a second position that either allows air to flow or prevents air from flowing, respectively.

Abstract: A braking system for a train comprises a pneumatic brake pipe (BP), which extends along the train, and in which the pressure is controlled by a braking control apparatus (BCA) in the locomotive (L), and an electrical power supply and signal line (EL), which equally extends along the train, and which is linked to an electronic control unit (ECU) in the locomotive. Each wagon (W) in the train comprises a pneumatic brake valve (ELV) coupled with the brake pipe (BP) and suitable for applying to brake cylinders (BC) of the wagon (W) a brake pressure that is a function of a control pressure applied to a control input (CI) thereof; and an electro-pneumatic control assembly (EPC) including solenoid valve control devices (EVF, EVS), coupled with the brake pipe (BP) and with which a first pressure accumulator (DVE) is associated.

Abstract: Derailment control system for railway vehicles that, in addition to detecting and issuing a warning of said derailment, provides control over the brake of the derailed vehicle or vehicles and provides additional emergency braking and/or a warning to the driver's cab, said system having a main unit (1) to which are joined: an inertia sensor or detector (8) designed to detect derailments, an indicator (9) or device responsible for indicating that the derailment control system has been triggered and for keeping the system activated, a stopcock (10) that deactivates the derailment control, and a bottom connection point (11) for testing that makes it possible to simulate a triggering of the system via a threaded eyebolt, facilitating verification of proper operation both during bench testing and when the system is installed on the vehicle (7), and a device (39) situated at the exhaust outlet through which the automatic brake pipe (ABP)(5) is vented when said derailment is detected.

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 brake device is provided with an actuator which is operated by a pressure medium, used to apply and release a vehicle brake, especially a brake of a rail vehicle, includes an actuating piston which defines two pressure chambers. One pressure chamber impinges upon the vehicle brake in an applied position and the other pressure chamber impinges upon the vehicle brake in a release position. The two pressure chambers are connected to each other by a line with an overflow valve which opens at least during part of the transition phases—between the release position and open position—and which is otherwise closed.

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: 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: 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.

Abstract: A service portion of a rail pneumatic brake control valve which includes a piston responsive to pressure differential between brake pipe pressure at a brake pipe port and reservoir pressure at a reservoir port and a first valve controlled by the piston to determine pressure in a brake cylinder for a service application. A stability choke and check valve are connected in series between the brake pipe port and the reservoir port. The check valve permits flow from the brake pipe port to the reservoir port and prevents flow from the reservoir port to the brake pipe port independent of the piston.

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.

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: A releasable brake pedal system 10 for a vehicle includes a pedal assembly 12 operatively engageable by the driver of the vehicle and a hydraulic actuator assembly 20 for generating pressurized hydraulic fluid for actuating one or more brakes 44A-44D. The pedal system 10 further includes a pressure release valve 30 or 30´ coupled in fluid communication with the pressurized hydraulic fluid. The pressure release valve 30 or 30´ is operative to reduce the amount of pressure applied to the brakes 44A-44D during a detected vehicle deceleration indicative of a collision event. The pressure release valve 30 is responsive to a deceleration sensor 40 according to one embodiment, and valve 30´ employs a deceleration sensitive inertial mass 76 according to another embodiment. Accordingly, the pedal system 10 reduces forces that may otherwise be transferred to the pedal assembly 12 during a collision.

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 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: A vent valve made from a standard emergency brake valve portion. It includes an emergency portion body with an interface to be mated with the emergency portion interface of the pipe bracket. The body includes a casting with at least one cover and the casting including all the cast cavities and passages for an emergency portion. A vent valve selectively connects a first brake pipe port to a vent port on the body, A vent piston controls the vent valve and a discharge valve pneumatically controls the vent piston. An emergency piston is responsive to brake pipe pressure for controlling the discharge valve. The body does not include at least one of an in shot valve and an accelerated application valve.

Abstract: A pneumatically-operated braking system for a tractor-trailer combination incorporates a trailer control valve (4) for providing braking pressure for the trailer. The control valve (4) is adapted to be actuated by a pressure differential acting across it to limit the flow of air in the supply line (2) when a leak is present in the trailer control line (12), and the pressure differential is generated between the pressure in the supply line (2) and pressure supply from another independent source (1).

Abstract: A braking system is able to meet emergency stopping distance requirements associated with a failed rear axle service control line by modifying the service relay valve. The service relay valve incorporates a biased double check valve so that an additional or secondary control line from the foot control valve communicates with the service port of the relay valve. If the primary circuit is operational, a biasing force imposed on the double check valve permits normal operation via the primary service line. On the other hand, if the primary service line is lost, the biasing force is overcome and communication between the secondary service line and the service port of the relay valve is established.

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

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

Abstract: A brake control mechanism allows the engineman in a lead locomotive to control the brakes of a helper locomotive and does not require a manual connection of the brake pipe of the train to that of the helper locomotive. The End of Train (EOT) unit is used to effect this control. The EOT transmits brake pipe pressure data sensed at the end of the train. Both the lead locomotive and the helper locomotive are equipped with Head of Train (HOT) units which receive the transmitted data from the EOT unit. In the case of the HOT unit in the lead locomotive, this data is processed and displayed for the engineman in that locomotive, as is the normal operation in those units. However, in the case of the HOT unit in the helper locomotive, that unit is first of all set to receive the transmitted data from the EOT unit by dialing in the identification (ID) of the EOT unit using thumbwheels on the HOT unit provided for that purpose.

Abstract: A pressure relief valve for a railway emergency brake system that is simple in construction, easy to manufacture and to assemble and that, in operation, is self-cleaning of brake pipe dirt and debris. The inventive valve comprises a valve body having a hollow space being divided by a diaphragm into a first and a second chamber. Chambers are coupled via an orifice in the diaphragm, coupling pressure from the first chamber to the second. The valve comprises a peg aligned with the orifice, penetrating and cleaning the latter when the diaphragm moves from a closed position into an open position.

Abstract: A brake pipe continuity valve system permits the coupling of a pusher locomotive such that the engineer on the lead locomotive retains control of the entire train brake system including the pusher locomotive. The end-of-train device remains coupled to the air brake pipe line of the train, and a valve connects the air brake line pressure of the train with the air brake pipe of the pusher locomotive, upon moving the valve to an open position. The valve is automatically closed at the end of the pushing operation by the engineer on the pusher locomotive such that the brake pipe air remains intact throughout the main train including the end-of-train device, while isolating the pusher locomotive permitting it to back off at the end of the pushing operation.

Abstract: A control valve device for a railway car having an arrangement for changing the axial position of a variable area piston in order to adjust the output pressure of a piston valve assembly in accordance with a high or low speed of the railway car. The axial position of a supply valve seat is set in accordance with a high or low speed signal to in turn set the axial posiiton at which the piston assembly, including the variable area piston, assumes a lap condition.

Abstract: An accelerated application valve having a cyclic mode of operation during one phase of which a local quick service reduction of brake pipe pressure occurs and a steady state mode of operation during which a continuous local quick service reduction of brake pipe pressure is achieved. The specific mode of operation is dictated by a control signal that varies with the degree of service brake application called for, this control signal being the "breather" pressure at the ABD/ABDW Control Valve emergency portion.

Abstract: A motor driven ball valve may be driven in two modes of operation; those modes are a normal or testing mode and an emergency mode. The ball valve, when in its full open position, has an air passage that allows for the rapid exhaust of air in the air pipe of the air brake system to atmosphere, thereby inducing the emergency application of the brakes. The rotating ball valve assembly is capable of infinite variation between its full closed and its full open positions. Thus, the motor drive, which is remotely controlled, can effectively modulate the reduction in air pressure in the air pipe for a variety of purposes, including normal operation of the brakes and testing the air brake system. The motor drive mechanism may be in a cam, gear, or follower configuration. When an emergency application of the brakes is required, the motor drive mechanism is disengaged to allow a spring or other torsion device to rapidly rotate the ball to full open position, while drawing minimal electrical power.

Abstract: An automatic air braking system for a railway train having a flow detector for sensing the flow of pressurized air in the brake line during a brake release command time. A pilot chamber located in a relay valve which is pressurized when a signal from the flow detector exceeds a first predetermined pressure value and which stops the pressurization when the flow signal drops below a second predetermined pressure value. The brake line runs from the lead unit or locomotive of the train and through the railway vehicle or freight cars connected to and pulled by the lead unit or locomotive. The relay valve which is an automatic-lapping-type is located in the lead unit or locomotive in which the pilot chamber is exhausted in response to the reception of a brake release command. An output chamber, which is located in the relay valve, is connected to the brake line of the lead unit or locomotive.

Abstract: An automatic air brake system for accelerating the exhaustion of the pressure in the brake line of a train for more rapidly applying the brakes on all the railway vehicles. A flow rate detector connected to the brake line of the locomotive to detect the flow of air in the brake line. A pilot chamber of a relay valve is supplemented when a flow signal from the flow rate detector exceeds a predetermined value and the supplementation is stopped when the flow rate drops below a predetermined value. The pilot chamber is exhausted in response to a brake application command and is pressurized in response to a brake release command. The relay valve includes an output chamber which is connected to the brake line of the locomotive, and the brake line pressurizes and exhausts the output chamber in response to the pressurization and exhaustion of the pilot chamber.

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: An equalizer discharge valve for use on a railroad air brake system includes a valve housing having an equalizer chamber formed therein above a brake pipe chamber and separated by a piston, diaphragm configuration. The diaphragm is sealed on the outer circumference by the connection to the housing and on the inner circumference by the connection to the piston. A connecting passage formed in the piston has a check valve disposed therein such that fluid pressure can only flow from the equalizer chamber to the brake pipe chamber. An exhaust valve, disposed between the brake pipe chamber and an exhaust chamber, vents the brake pipe chamber when opened as corresponds to selected venting of the equalizer chamber fluid pressure. A back pressure chamber and piston configuration is formed above the equalizer chamber such that fluid pressure from the exhaust chamber can be communicated thereto to counterbalance the force on the piston exerted from the brake pipe side during an exhaust operation.

Abstract: A railway car has a brake control equipment group on each truck for governing the brakes thereof including simplified light weight triple valve and reservoir equipment and a modulation equipment group is disposed between trucks of the car providing normal per car requirements for modulating pressure in the brake pipe that would normally be provided by a conventional ABD valve required for each truck equipment group.

Abstract: A snow brake control system in which application of the snow brake pressure during release of a normal brake application is withheld for a duration sufficient to assure movement of the vehicle brake apparatus from a brake application position to a release position, to thereby cause automatic slack adjuster action to take place. In one embodiment, operation of a piloted pneumatic valve is delayed by restricting the exhaust of pressure from a volume reservoir via a choke to thereby momentarily withhold the connection of snow brake control pressure to one inlet of a double check valve that is subject at its opposite inlet to normal brake control pressure. The double check valve is effective to connect the predominant one of the pressures at its opposite inlets to a relay valve to produce brake pressure. In a second embodiment, the double check valve is eliminated and the pilot pneumatic valve controls the connection of either snow brake or normal brake control pressure to the relay valve.

Abstract: For use in an air brake system for a railroad car having at least three pipe sections, a valve and actuator assembly manually operable from opposite sides of the car for selectively interconnecting the pipe sections, having a valve housing with three ports leading to an interior valve chamber containing a ball element. The ports are adapted for connection to the pipe sections and the ball element is rotatable within the valve chamber about the axis of an operating stem which protrudes to the exterior of the valve housing. The ball element has communicating passages arranged to communicate with the ports in any one of four different combinations depending on the rotative displacement of the ball element. The ports not communicating with ball element passages are closed. An actuator housing is attached to the valve housing and defines an actuator chamber separate from the valve chamber.

Abstract: A quick service valve is proposed for providing continuous quick service in connection with the operation of a direct release triple valve preferably also provided with an emergency portion having a sensitivity valve for providing a bleed of fluid pressure from a quick action chamber to follow the pressure reductions in a brake pipe, the apparatus having a reference pressure input path connected to the quick service chamber, a brake pipe pressure signal input path, a pressure responsive member responsive to a predetermined difference between the brake pipe pressure and the reference pressure to operate a valve to initiate a restricted discharge from the brake pipe to cause a reduction of the reference pressure and consequent reclosure of the valve. The operation is repetitive during continuing reduction of brake pipe pressure at sufficient rate.

Abstract: A brake cylinder fluid pressure distributor having a control valve device of the pressure proportioning type that includes a main and auxiliary reaction piston, each subject on a corresponding face to pressure delivered by the control valve device to the brake cylinders in order to provide an actuating force on the piston valve assembly in a counteracting direction to the control force thereon, thereby automatically regulating the brake cylinder pressure. The auxiliary reacting piston is arranged on the piston valve assembly so as to be either engaged therewith or disengaged therefrom according to the effective load condition, speed range, deceleration rate or other parameter of a vehicle to be braked, thereby adjusting the effective brake cylinder pressure by adjusting the point in time when the delivery of pressure to the brake cylinders is terminated by the regulating action of the control valve device.

Abstract: Brake system for a railroad vehicle in which the angle cocks and cut-off valve are eliminated and supplanted by a single valve assembly in a valve housing positioned at the junction of the brake pipe and branch pipe; the valve element is in the form of a selectively positionable seal support member carried on a shaft which may be operated from a safe position at either side of the vehicle; a positive lock holds the position of the valve element and is designed to discourage vandalism.

Abstract: An uncoupling valve for use in rail car brake systems having a pressurized supervisory pipe includes opposed piston motors which hold the valve open long enough to depressurize the supervisory pipe and cause an emergency brake application, when two cars are uncoupled accidentally. On the other hand, the valve includes a controlled source of pressure for overpressurizing one of the piston motors to hold the valve closed to prevent depressurization of the supervisory pipe, when two cars uncoupled intentionally.

Abstract: An inexpensive emergency valve device embodies a first movable abutment, subject on its respective opposite sides to the pressures in a brake pipe and a quick action chamber, that, upon a service rate of reduction of brake pipe pressure, unseats a poppet valve from one of two valve seats between which it is disposed so that, while unseated from both valve seats, fluid can flow at a service rate from the quick action chamber, one side of the first abutment and both sides of a second abutment, operatively connected to a combined emergency and brake pipe vent valve to atmosphere so long as brake pipe pressure is reduced at a service rate thereby preventing an emergency brake application.

Abstract: An emergency valve device for a direct release triple valve for use in braking systems is proposed and which for rates of fall of brake pipe pressure below a given rate permits a discharge via a restriction to atmosphere of quick action chamber reference pressure but for higher rates this discharge cannot keep up with the rate of fall of brake pipe pressure and the valve device moves further cutting off the restriction and produces a servo action to operate a vent valve connected to the brake pipe and produce an emergency application by connecting the emergency reservoir to the brake cylinders.

Abstract: Combination fluid pressure and electric operable trip cock emergency brake apparatus for use with railway vehicles including a trip cock device having a fluid pressure portion and an electrical portion, both operable concurrently, when a trip lever thereon is actuated by a trip arm located on the roadway, for providing concurrent fluid pressure and electrical pilot signals to cause operation of a common control switch which in turn, when so operated, actuates propulsion and brake control devices to cause propulsion power to be cut off and an emergency brake application to be effected concurrently. The fluid pressure and electric portions of the trip cock device complement each other to insure that one or the other, if not both, will effect the desired results in an emergency situation.

Abstract: Apparatus on each vehicle in a train, for effecting a release of an emergency brake application upon a complete stop of the train, comprises a fluid pressure operated brake pipe vent valve device that is supplied with fluid under pressure from a quick action chamber when the emergency brake application is effected, a release valve device operable upon the release of fluid under pressure therefrom to vent fluid under pressure from the brake pipe vent valve device to atmosphere to cause closing of the brake pipe vent valve thereby enabling recharging of the brake pipe to effect a release of the prior emergency brake application, and a speed responsive device for supplying fluid to the release valve device at a pressure proportional to the speed of the train.

Abstract: A fluid brake control system is disclosed having an improved emergency application and stability control device for use in association with a brake control pipe, emergency and auxiliary fluid reservoirs, a first quick action chamber, a brake cylinder, and emergency and service control valves. An improved emergency application and stability control valve is provided comprising a housing containing a differential abutment subject to actuation axially by differences in fluid pressures in respective brake pipe pressure and quick action control pressure chambers on opposite sides of the abutment. The control device has at least one ball poppet type valve on each side of the abutment that is spring biased toward a closed position and has an operating push rod longitudinally disposed between the associated valve and the abutment. The poppet valve on one side of the abutment is opened by movement of the abutment in one direction for permitting application of fluid from the emergency reservoir to the brake cylinder.

Abstract: A train braking system is provided which operates conventionally to effect braking by a reduction of pressure in a brake pipe and which includes on a car of the train a fluid flow sensor operating in response to a pressure gradient due to flow over a length of the brake pipe in the car or over an interposed restriction in the brake pipe, the fluid flow sensor being sensitive to such flow to operate a valve via which fluid is permitted to be applied to or removed from the brake pipe ahead of the restriction or brake pipe section having regard to the direction of propagation to tend to enhance a pressure change being caused by the flow.

Abstract: An air brake system for a railway vehicle has a brake control valve connected to a main air line which is maintained at a certain pressure when the brakes are released. Connected to the brake control valve is an air reservoir and a brake cylinder which is connected through suitable linkage to operate a friction brake. A valve device is provided which is actuated in response to the operating state of the friction brake and pressure in the main air line and includes a venting valve connected to the main air line so that the venting valve is opened during a simultaneous occurrence of the brake being in the braking state and the regular pressure level is maintained in the air line. Under other conditions the venting valve is closed.

Abstract: A fluid brake control system is disclosed having an improved emergency application and stability control device for use in association with a brake control pipe, emergency and auxiliary fluid reservoirs, a first quick action chamber, a brake cylinder, and emergency and service control valves. An improved emergency application and stability control valve is provided comprising a housing containing a differential abutment subject to actuation axially by differences in fluid pressures in respective brake pipe pressure and quick action control pressure chambers on opposite sides of the abutment. The control device has at least one ball poppet type valve on each side of the abutment that is spring biased toward a closed position and has an operating push rod longitudinally disposed between the associated valve and the abutment. The poppet valve on one side of the abutment is opened by movement of the abutment in one direction for permitting application of fluid from the emergency reservoir to the brake cylinder.

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