A variable valve (10) that can proportion the amount of pressure provided by the control valve (CV) of a rail car to the brake cylinder (BC) of the rail car based on the loaded state of the rail car. The variable valve (10) has an arm (14) that extends to contact the side frame of a rail car in response to a brake application to detect the loaded state of the car. The arm (14) provides a variable amount of biasing force against a proportional spool (60) that is moveable to close communication between the pressure output (22) from the control valve (CV) and the pressure inlet (26) of the brake cylinder (BC). As a result, the proportional spool (60) will close communication between the control valve (CV) and the brake cylinder (BC) at a lower pressure for an unloaded rail car than a more fully loaded car.
B60T 8/18 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
B60T 15/18 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere
B60T 13/66 - Electrical control in fluid-pressure brake systems
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
A system for molding products from multiphase composite lubricants and other source materials sensitive to temperature and sheer. A press unit includes a pair of mold parts that are selectively moveable between an open position and a closed position. A pair of mold inserts are associated with the mold parts, respectively. Each mold insert includes a heater and a passage formed therethrough for receiving a cooling liquid. The system can precisely control the pressure being applied as well as the heating and cooling of the mold inserts to more carefully mold products from material such as multiphase composite lubricants.
A process of forming a railcar knuckle that includes attaching a chill to a predetermined location of a core that defines an internal cavity of a knuckle. The knuckle is molded around the core such that the chill is positioned adjacently to a throat of the knuckle so that the chill controls directional solidification of the molten metal in that region without the leaving any external surface deposits that require extra finishing for use of the knuckle.
B22C 9/02 - Sand moulds or like moulds for shaped castings
B22D 15/00 - Casting using a mould or core of which a part significant to the process of high thermal conductivity, e.g. chill castingMoulds or accessories specially adapted therefor
B22D 19/00 - Casting in, on, or around, objects which form part of the product
An air dryer bypass system that can protect the air supply system, including the air dryer, from damage that will occur if compressed air is allowed to flow through the air dryer because of an event that has compromised the ability of the air dryer to operate properly. The system has a valve with an inlet coupled to a first main reservoir of a locomotive air supply system, a first outlet coupled to an inlet of a locomotive air dryer, and a second outlet coupled to a second main reservoir downstream of an outlet of the air dryer. A pilot for moving the valve between a first position wherein the inlet is coupled to the first outlet and second position there the inlet is coupled to the second outlet. The valve is biased into the second position and a controller coupled to the pilot is programmed to move the valve to the first position when the air dryer is powered.
In one aspect the invention relates to a parking brake for a rail car that employs a threaded rod (22) that is coupled directly to the piston of a brake cylinder. A gear (52) having a set of internal threads is coupled to the threaded rod and can be selectively restricted by a pawl (54) that is biased by a spring into engagement with the gear to prevent movement of the piston into the brakes releases position. The pawl may be disengaged from the gear in response to sufficient brake pipe pressure by a piston (74) that is coupled to a source of brake pipe pressure and to drive a lever (70) into a pin (60) that can push the pawl against the bias of a spring (58). In the absence of brake pipe pressure at the piston, the spring will drive the pawl into engagement with the gear, thereby locking the threaded rod against movement and preventing release of the brakes. In a further aspect the invention relates to a method of providing a parking brake for a rail car.
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
A brake pipe pressure monitoring system evaluates the flow of pressure in the brake pipe and alerts the train driver when the brake pipe flow indicates a brake system failure. The system has a brake pipe pressure module coupled to computer controlled brake as well as to a brake pipe pressure transducer, a main reservoir pressure transducer, and a flow transducer that determines the amount of pressure flow from the main reservoir to the brake pipe. The brake pipe pressure module is programmed to calculated and track the flow in the brake pipe over time and to determine whether the flow in the brake pipe over time exceeds a predetermined threshold. In the even that flow exceeds the predetermined threshold, the computer controlled brake is signaled to alert the train driver of the failure condition.
A computer controlled brake that can selectively operate the 13 control portion exhaust magnet valve to couple the 13 pipe to atmosphere and the 20 control portion lead/trail magnet valve to pressurize the 20 pipe pressure of a trail locomotive in response to “consist swap” mode enabled while switching ends of a locomotive consist. The computer controlled brake is also configured to operate 13 control portion exhaust magnet valve to disconnect the source of 13 pipe pressure from atmosphere and to de-energize 20 control portion lead/trail magnet valve to stop pressurizing the source of 20 pipe pressure in response to sensing a rise in brake pipe from a newly established lead locomotive disabling “consist swap” mode.
A multiphase composite lubricant for a railway lubricant stick that can be used in both low and high temperature applications. The composition of the multiphase composite lubricant includes an amount of a lubricant, an amount of a thermoplastic lattice components that forms a lattice structure, and a polymer extender.
C10M 141/02 - Lubricating compositions characterised by the additive being a mixture of two or more compounds covered by more than one of the main groups , each of these compounds being essential at least one of them being an organic oxygen-containing compound
C10M 143/00 - Lubricating composition characterised by the additive being a macromolecular hydrocarbon or such hydrocarbon modified by oxidation
C10M 143/10 - Lubricating composition characterised by the additive being a macromolecular hydrocarbon or such hydrocarbon modified by oxidation containing aromatic monomer, e.g. styrene
C10M 145/18 - Macromolecular compounds obtained otherwise than by reactions only involving carbon-to-carbon unsaturated bonds
C10M 157/04 - Lubricating compositions characterised by the additive being a mixture of two or more macromolecular compounds covered by more than one of the main groups , each of these compounds being essential at least one of them being a nitrogen-containing compound
C10M 161/00 - Lubricating compositions characterised by the additive being a mixture of a macromolecular compound and a non-macromolecular compound, each of these compounds being essential
C10M 169/04 - Mixtures of base-materials and additives
A knuckle for a rail car coupler that reduces bending of an intermediate portion of the pivot pin that coupled the knuckle to a rail car coupler. The knuckle has a body with a throughbore defining a first bearing surface at a first end of the throughbore and a second bearing surface and a second end of the throughbore. A support extends from the body into the throughbore and includes a third bearing surface positioned between the first bearing surface and the second bearing surface. When a pivot pin is positioned in the throughbore, it will contact the first bearing surface, the second bearing surface, and the third bearing surface, with the third bearing support protecting against bending of the pivot between the first and second bearing surfaces.
B61G 3/04 - Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling head having a guard arm on one side and a knuckle with angularly-disposed nose and tail portions pivoted to the other side thereof, the nose of the knuckle being the coupling part, and means to lock the knuckle in coupling position, e.g. "A.A.R." or "Janney" type
10.
Combined dirt collector and cutout cock having controlled venting
A combined dirt collector and cutout cock (CDC & COC) device for a rail car control to prevent unintentional re-pressurization of the control valve and rail car braking system. The device has an inlet configured for interconnection to an air supply, an outlet configured for interconnection to a control valve of a rail car, a valve moveable between a first position where an inlet is connected to an outlet and a second position where the inlet is isolated from the outlet, and a control valve vent positioned downstream of the valve and configured to open in response to the valve being moved into the second position. The valve may include a ball having a first passageway for selectively connecting and disconnecting the inlet from the outlet and a second passageway formed therethrough that is positioned to interconnect the outlet with the vent when the valve is in the second position.
B60T 17/04 - Arrangement of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
B60T 15/52 - Other control devices or valves characterised by definite functions for quick release of brakes, e.g. for influencing counter-pressure in triple valve or recirculating air from reservoir or brake cylinder to brake pipe
B60T 17/00 - Component parts, details, or accessories of brake systems not covered by groups , or , or presenting other characteristic features
F16K 5/06 - Taps or cocks comprising only cut-off apparatus having at least one of the sealing faces shaped as a more or less complete surface of a solid of revolution, the opening and closing movement being predominantly rotary with plugs having spherical surfacesPackings therefor
F16K 24/02 - Devices, e.g. valves, for venting or aerating enclosures the enclosure being itself a valve, tap, or cock
11.
ELECTRONIC AIR BRAKE SYSTEM AND METHOD OF PERFORMING A CONSIST SWAP WITHOUT A RISK OF ROLLAWAY
One aspect of the invention relates to a method comprising the steps of: - providing a computer controlled brake (14) having a first magnet valve (54) that can selectively couple an actuating pipe (42) to atmosphere, thereby preventing any pressurisation of the actuating pipe and a subsequent release of a locomotive automatic brake and a second magnetic valve (64) that can selectively pressurize an independent application and release pipe (44), thereby keeping a brake cylinder pressure in a locomotive independent brake applied and preventing a loss in the locomotive independent brake, the method being characterized by further comprising the steps of: - receiving an operator input indicating a consist swap is desired; and - using the computer controlled brake to operate the first magnet valve to couple the actuating pipe to atmosphere and to operate the second magnet valve to pressurize independent application and release pipe in order to thus enable performing a consist swap without a risk of rollaway. A further aspect of the invention relates to an electronic air brake system, which is configured to perform said method.
A computer controlled locomotive brake (CCB) configured for setting and releasing the retainer valves of the railcars of a train. The CCB may initially recharge the brake pipe to a pressure slightly less than the retainer valve release pressure. The CCB may then continue charging to this level until the brake pipe flow, measured at the CCB on the controlling locomotive and the brake pipe pressure on the last car, as measured by an end of train device, indicate that the pressure in the braking system reservoirs are substantively equal to the brake pipe pressure. Once the reservoirs are substantively charged, the CCB may complete the brake release and recharge by recharging the brake pipe pressure to its final charge so that all retainer valves are released and the train has sufficient braking system recharge to safely control movement of the train.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
B60T 8/172 - Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
09 - Scientific and electric apparatus and instruments
Goods & Services
Locomotive monitoring system featuring embedded software for processing, integrating, and displaying real-time information and data and for providing improved train handling and control
14.
MULTIPHASE COMPOSITE LUBRICANT FOR A RAILWAY LUBRICANT STICK
A multiphase composite lubricant for a railway lubricant stick that can be used in both low and high temperature applications. The composition of the multiphase composite lubricant includes an amount of a lubricant, an amount of a thermoplastic lattice components that forms a lattice structure, and a polymer extender.
A nozzle for delivering fuel from a fueling station that can be remotely triggered to shut-off prior to the receiving fuel tank being filled. The nozzle includes a valve that can be opened by a lever and latched into the open position for continuous filling. The nozzle handle has an actuator positioned to cause the latch to release the lever and a controller that can energize the actuator in response to receipt of a wireless signal indicating that the delivery of fuel should be terminated. A wireless communication interface of the nozzle is in wireless communication with a fuel management system that can monitor a fuel flow meter to signal the nozzle to shut-off when the amount of fuel that has been delivered reaches a predetermined amount.
B67D 7/04 - Apparatus or devices for transferring liquids from bulk storage containers or reservoirs into vehicles or into portable containers, e.g. for retail sale purposes for transferring fuels, lubricants or mixed fuels and lubricants
B67D 7/14 - Arrangements of devices for controlling, indicating, metering or registering quantity or price of liquid transferred responsive to input of recorded programmed information, e.g. on punched cards
B61C 17/02 - BunkersTanksTendersWater or fuel pick-up or scoop apparatusWater or fuel supply fittings
A brake pipe pressure monitoring system evaluates the flow of pressure in the brake pipe and alerts the train driver when the brake pipe flow indicates a brake system failure. The system has a brake pipe pressure module coupled to computer controlled brake as well as to a brake pipe pressure transducer, a main reservoir pressure transducer, and a flow transducer that determines the amount of pressure flow from the main reservoir to the brake pipe. The brake pipe pressure module is programmed to calculated and track the flow in the brake pipe over time and to determine whether the flow in the brake pipe over time exceeds a predetermined threshold. In the even that flow exceeds the predetermined threshold, the computer controlled brake is signaled to alert the train driver of the failure condition.
A knuckle for a rail car coupler that reduces bending of an intermediate portion of the pivot pin that coupled the knuckle to a rail car coupler. The knuckle has a body with a throughbore defining a first bearing surface at a first end of the throughbore and a second bearing surface and a second end of the throughbore. A support extends from the body into the throughbore and includes a third bearing surface positioned between the first bearing surface and the second bearing surface. When a pivot pin is positioned in the throughbore, it will contact the first bearing surface, the second bearing surface, and the third bearing surface, with the third bearing support protecting against bending of the pivot between the first and second bearing surfaces.
B61G 3/04 - Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling head having a guard arm on one side and a knuckle with angularly-disposed nose and tail portions pivoted to the other side thereof, the nose of the knuckle being the coupling part, and means to lock the knuckle in coupling position, e.g. "A.A.R." or "Janney" type
A replacement cartridge for repairing rather than replacing an angle cock is disclosed. The cartridge has a ball key (114) with a ball and a shaft (124). A unitary ball seat (140) that has first and second internal bearing surfaces (120, 122) for engaging the ball is used to support the ball key (124) when installed in the angle cock body that is being repaired. A cover (128) is positioned over the ball seat and defines a bore through which the shaft of the ball key extends. A handle (132) is coupled to the shaft of the ball key so that a user may rotate the ball between the internal bearing surfaces between an open position and a closed position.
A system for identifying whether the braking system of a train is functioning properly such as during a train terminal test. A monitor on a rail car is used to detect abnormalities in the braking system and can report problems to a handheld terminal or a central controller in the locomotive. The monitor has a pressure sensor for measuring brake pipe pressure, auxiliary reservoir pressure, emergency reservoir pressure, and brake cylinder pressure at the rail car. The monitor also has a controller that can calculate whether brake pipe reduction resulting the appropriate amount of brake cylinder pressure. The monitor can then provide the results locally via a visual indicator or remotely to a handheld terminal used by a train inspector or the controller in the locomotive. Testing data over time may be stored for future reference or transmitted remotely to assist with maintenance and service scheduling.
G01M 3/26 - Investigating fluid tightness of structures by using fluid or vacuum by measuring rate of loss or gain of fluid, e.g. by pressure-responsive devices, by flow detectors
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 13/66 - Electrical control in fluid-pressure brake systems
A system for identifying whether the braking system of a train is functioning properly such as during a train terminal test. A monitor on a rail car is used to detect abnormalities in the braking system and can report problems to a handheld terminal or a central controller in the locomotive. The monitor has a pressure sensor for measuring brake pipe pressure, auxiliary reservoir pressure, emergency reservoir pressure, and brake cylinder pressure at the rail car. The monitor also has a controller that can calculate whether brake pipe reduction resulted in the appropriate amount of brake cylinder pressure. The monitor can then provide the results locally via a visual indicator or remotely to a handheld terminal used by a train inspector or the controller in the locomotive. Testing data over time may be stored for future reference or transmitted remotely to assist with maintenance and service scheduling.
H04L 67/12 - Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
21.
Brake cylinder maintaining with improved pressure regulation
A brake cylinder maintaining system that combines a brake cylinder maintaining check valve and a quick service limiting valve into a single unit to have lower hysteresis, and thus more precise BCM regulation pressure and a smaller pressure offset. The check valve and quick service valve are coupled to provide a single system having multiple valve seats for selective communication between quick service pressure and brake cylinder pressure on one hand, and between a brake cylinder maintaining pressure and brake cylinder pressure on the other hand.
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B60T 15/30 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere controlled by three fluid pressures with a quick braking action
B60T 17/04 - Arrangement of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
A bypass for an air dryer having an inlet, a prefiltration stage having a drain valve to purge contaminants, a pair of inlet valves in communication with the prefiltration stage to control the flow of compressed air through the desiccant towers, and an outlet coupled to the pair of desiccant towers. The bypass may be a bypass valve that is normally open to the outlet when the air dryer is unpowered and pilotable to be a closed to allow air to flow to the prefiltration stage when the air dryer is powered. The bypass may be a three-way valve that is normally coupled to the outlet and that may be piloted to connect to the prefiltration stage when the dryer is powered. The bypass may also be a check valve that opens in response to pressure in the inlet to allow compressed air to flow directly to the outlet.
B01D 53/02 - Separation of gases or vapoursRecovering vapours of volatile solvents from gasesChemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases or aerosols by adsorption, e.g. preparative gas chromatography
A bypass for an air dryer having an inlet, a prefiltration stage having a drain valve to purge contaminants, a pair of inlet valves in communication with the prefiltration stage to control the flow of compressed air through the desiccant towers, and an outlet coupled to the pair of desiccant towers. The bypass may be a bypass valve that is normally open to the outlet when the air dryer is unpowered and pilotable to be a closed to allow air to flow to the prefiltration stage when the air dryer is powered. The bypass may be a three-way valve that is normally coupled to the outlet and that may be piloted to connect to the prefiltration stage when the dryer is powered. The bypass may also be a check valve that opens in response to pressure in the inlet to allow compressed air to flow directly to the outlet.
A system for monitoring usage of rail car brake equipment and determining whether the actual lifespan of the brake equipment is shorter than an expected lifespan had the brake equipment been used under normal or constant parameters. The system includes a sensor for collecting and outputting data indicating how the brake equipment has been actually used. A controller is programmed to receive the data regarding how the brake system component has been used and to calculate whether the brake system component has an estimated lifespan that is shorter than the expected lifespan. The sensor may comprise an ambient temperature sensor, a flow sensor that determines the air used by the braking system that includes the brake system component, and/or a pressure sensor that can determines how frequently and in what manner the brake system has been used.
A system for monitoring usage of rail car brake equipment and determining whether the actual lifespan of the brake equipment is shorter than an expected lifespan had the brake equipment been used under normal or constant parameters. The system includes a sensor for collecting and outputting data indicating how the brake equipment has been actually used. A controller is programmed to receive the data regarding how the brake system component has been used and to calculate whether the brake system component has an estimated lifespan that is shorter than the expected lifespan. The sensor may comprise an ambient temperature sensor, a flow sensor that determines the air used by the braking system that includes the brake system component, and/or a pressure sensor that can determines how frequently and in what manner the brake system has been used.
B60T 8/88 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
F16D 66/00 - Arrangements for monitoring working conditions of brakes, e.g. wear or temperature
The present invention involves several approaches for coupling a cover (32) of an angle cock (10) to a main body (12) of the angle cock. The angle cock has a main body (12) with a brake pipe inlet (40), a brake pipe outlet (42), and a mouth (28) positioned between the brake pipe inlet and the brake pipe outlet. A ball valve positioned in the main body to selectively permit communication between the brake pipe inlet and the brake pipe outlet and has a stem (20) extending out of the mouth. A cover is positioned in covering relation to the mouth to seal the mouth and the stem. The cover and mouth include corresponding structures to ensure a tight seal and to interlock the cover and main body together.
B60T 17/04 - Arrangement of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
F16K 5/06 - Taps or cocks comprising only cut-off apparatus having at least one of the sealing faces shaped as a more or less complete surface of a solid of revolution, the opening and closing movement being predominantly rotary with plugs having spherical surfacesPackings therefor
A system for waking up a dormant car control device of rail car braking system that provides a sufficient wake up voltage in response to pressurization of the brake pipe of the transit car. A supercapacitor is used to output a predetermined voltage when a pressure switch responsive to a source of brake pipe pressure moves to a closed position in response to a charging of the brake system. A first circuit boosts the predetermined voltage of the supercapacitor and energized the contacts of a relay that can selectively provide the boosted voltage to an input of a car control device. A second circuit controls the relay to select when boosted voltage should be provided to the input of a car control device. A third circuit selectively provides power to the first and second circuits based on whether the car control device should receive the boosted voltage.
A system (10) and method (50) for waking up a dormant car control device (16) of rail car braking system that provides a sufficient wake up voltage in response to pressurization of the brake pipe of the transit car. A supercapacitor (14) is used to output a predetermined voltage when a pressure switch (12) responsive to a source of brake pipe pressure moves to a closed position in response to a charging of the brake system. A first circuit (22) boosts the predetermined voltage of the supercapacitor and energized the contacts of a relay (24) that can selectively provide the boosted voltage to an input of the car control device (16). A second circuit (20) controls the relay (24) to select when boosted voltage should be provided to the input of the car control device (16). A third circuit (40) selectively provides power to the first and second circuits based on whether the car control device should receive the boosted voltage.
A system that allows an electronically controlled pneumatic (ECP) railcar to be optionally selected as the ECP End of Train (EOT) device when that car is positioned at the end of a train regardless of its physical orientation. This eliminates the requirement to use and install a traditional End of Train (EOT) device at the end of an ECP train while maintaining the same train integrity monitoring functionality that is typically provided for train brake-in- two detection and closed cut-out cock detection. The system also eliminates the requirement for a dedicated EOT device at the end of the train for ECP "RUN" Mode operation, and allows any ECP car to function normally as part of the train or act as the EOT device when selected.
A system that allows an electronically controlled pneumatic (ECP) railcar to be optionally selected as the ECP End of Train (EOT) device when that car is positioned at the end of a train regardless of its physical orientation. This eliminates the requirement to use and install a traditional End of Train (EOT) device at the end of an ECP train while maintaining the same train integrity monitoring functionality that is typically provided for train brake-in-two detection and closed cut-out cock detection. The system also eliminates the requirement for a dedicated EOT device at the end of the train for ECP “RUN” Mode operation, and allows any ECP car to function normally as part of the train or act as the EOT device when selected.
A replacement cartridge for repairing rather than replacing an angle cock. The cartridge has a ball key with a ball and a shaft. A unitary ball seat that has first and second internal bearing surfaces for engaging the ball is used to support the ball key when installed in the angle cock body that is being repaired. A cover is positioned over the ball seat and defines a bore through which the shaft of the ball key extends. A handle is coupled to the shaft of the ball key so that a user may rotate the ball between the internal bearing surfaces between an open position and a closed position.
F16K 5/06 - Taps or cocks comprising only cut-off apparatus having at least one of the sealing faces shaped as a more or less complete surface of a solid of revolution, the opening and closing movement being predominantly rotary with plugs having spherical surfacesPackings therefor
A redundant brake control system for a locomotive consist (A,B) that employs corresponding air brake control units (14) in each locomotive (A,B) that are interconnected by an inter-unit cable (30) extending between the locomotives (A,B). Power to the air brake control units may be selectively connected and disconnected to select which air brake control unit is controlling the brakes of the train. The electronic brake valves (18) associated with the air brake control units remain powered so that braking command may be send from either electronic brake valve and responded to by whichever of the air brake control valves have been provided with power. The control of power may be performed by the locomotive control system (22) so that an operator can easily switch control between the air brake control units from the cab of any locomotive in the consist.
A redundant brake control system for a locomotive consist that employs corresponding air brake control units in each locomotive that are interconnected by an inter-unit cable extending between the locomotives. Power to the air brake control units may be selectively connected and disconnected to select which air brake control unit is controlling the brakes of the train. The electronic brake valves associated with the air brake control units remain powered so that braking command may be send from either electronic brake valve and responded to by whichever of the air brake control valves have been provided with power. The control of power may be performed by the locomotive control system so that an operator can easily switch control between the air brake control units from the cab of any locomotive in the consist.
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
B60T 13/22 - Brakes applied by springs or weights and released hydraulically
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 13/24 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
A railway vehicle parking brake that can provide the appropriate tension to the braking system using a motor, a brake chain drum interconnected to the motor to take up or release a brake chain, a load arm deflects in response to tension in the brake chain, and a switch that is closed by the load arm when it deflects. A movable sheave interconnects the brake chain and the load arm and is positioned between the brake chain drum and a fixed sheave over which the brake chain is looped. A control method considers the position of the first switch to determine whether to the motor off when applying the brakes and the amount of current being drawn by the motor to determine whether to the motor off because of a system failure.
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B60T 13/66 - Electrical control in fluid-pressure brake systems
B61H 13/04 - Hand or other personal actuation by mechanisms incorporating toothed gearing
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
An electronically controlled pneumatic (ECP) overlay control valve can selective switch between a conventional pneumatic mode and an ECP mode. In ECP mode, the overlay control valve shunts the brake cylinder pressure of the pneumatic control valve which allows a relay valve to build or exhaust pressure in the brake cylinder in response to an electronically controlled apply/release circuit. In conventional pneumatic mode, the overlay control valve disconnects the relay valve and allows a conventional pneumatic control valve to control the pressurization and exhausting of the brake cylinder.
B60T 15/18 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
B60T 15/24 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere controlled by three fluid pressures
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
38.
COMBINED DIRT COLLECTOR AND CUTOUT COCK HAVING CONTROLLED VENTING
A combined dirt collector and cutout cock (CDC & COC) device for a rail car control to prevent unintentional re-pressurization of the control valve and rail car braking system. The device has an inlet (12) configured for interconnection to an air supply, an outlet (14) configured for interconnection to a control valve of a rail car, a valve (16) moveable between a first position where an inlet is connected to an outlet and a second position where the inlet is isolated from the outlet, and a control valve vent (18) positioned downstream of the valve and configured to open in response to the valve being moved into the second position. The valve may include a ball (22) having a first passageway (24) for selectively connecting and disconnecting the inlet from the outlet and a second passageway (20) formed therethrough that is positioned to interconnect the outlet with the vent when the valve is in the second position.
06 - Common metals and ores; objects made of metal
07 - Machines and machine tools
12 - Land, air and water vehicles; parts of land vehicles
20 - Furniture and decorative products
37 - Construction and mining; installation and repair services
Goods & Services
Lubrication equipment, namely, metal oil cans sold empty; railway track service equipment, namely, non-automatic fueling nozzles, metal fuel oil hoses, spring-retracted metal hose reels and containers of metal for compressed gas or liquid air Lubrication equipment, namely, lubrication machines; air compressors; water pumps for use in motors and engines; exhaust gas treatment systems for diesel engines; exhausts for motors and engines; railway track service equipment, namely, skid-steer loaders, charging cranes and fuel cranes Locomotive service equipment and parts, namely, track carts; railway track service equipment, namely, wayside fuel lines for vehicles Lubrication equipment, namely, non-metal oil cans sold empty; railway track service equipment, namely, metal cabinets, metal lube and water cabinets, and reels, not of metal, non-mechanical, for flexible hoses Repair, servicing, and maintenance of railways, railway vehicles, and railway apparatus
06 - Common metals and ores; objects made of metal
07 - Machines and machine tools
12 - Land, air and water vehicles; parts of land vehicles
20 - Furniture and decorative products
37 - Construction and mining; installation and repair services
Goods & Services
Lubrication equipment, namely, metal oil cans sold empty; railway track service equipment, namely, non-automatic fueling nozzles, metal fuel oil hoses, spring-retracted metal hose reels and containers of metal for compressed gas or liquid air Lubrication equipment, namely, lubrication machines; air compressors; water pumps for use in motors and engines; exhaust gas treatment systems for diesel engines; exhausts for motors and engines; railway track service equipment, namely, skid-steer loaders, charging cranes and fuel cranes Locomotive service equipment and parts, namely, track carts; railway track service equipment, namely, wayside fuel lines for vehicles Lubrication equipment, namely, non-metal oil cans sold empty; railway track service equipment, namely, metal cabinets, metal lube and water cabinets, and reels, not of metal, non-mechanical, for flexible hoses Repair, servicing, and maintenance of railways, railway vehicles, and railway apparatus
41.
Combined dirt collector and cutout cock having controlled venting
A combined dirt collector and cutout cock (CDC & COC) device for a rail car control to prevent unintentional re-pressurization of the control valve and rail car braking system. The device has an inlet configured for interconnection to an air supply, an outlet configured for interconnection to a control valve of a rail car, a valve moveable between a first position where an inlet is connected to an outlet and a second position where the inlet is isolated from the outlet, and a control valve vent positioned downstream of the valve and configured to open in response to the valve being moved into the second position. The valve may include a ball having a first passageway for selectively connecting and disconnecting the inlet from the outlet and a second passageway formed therethrough that is positioned to interconnect the outlet with the vent when the valve is in the second position.
B60T 17/04 - Arrangement of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
B60T 15/52 - Other control devices or valves characterised by definite functions for quick release of brakes, e.g. for influencing counter-pressure in triple valve or recirculating air from reservoir or brake cylinder to brake pipe
B60T 17/00 - Component parts, details, or accessories of brake systems not covered by groups , or , or presenting other characteristic features
F16K 24/02 - Devices, e.g. valves, for venting or aerating enclosures the enclosure being itself a valve, tap, or cock
F16K 5/06 - Taps or cocks comprising only cut-off apparatus having at least one of the sealing faces shaped as a more or less complete surface of a solid of revolution, the opening and closing movement being predominantly rotary with plugs having spherical surfacesPackings therefor
A compressor deicing system having an intercooler deicer valve (26) and an after cooler deicer valve (28) for selectively open and closing the first stage unloader (18) and the second stage unloader (28) so that high temperature air will deice the intercooler and aftercooler. When the first stage unloader is closed and the second stage unloader is open, the first stage temperatures will increase and the resulting high-temperature first stage air will thaw any ice accumulated in the intercooler. When the first stage unloader is open and the second stage unloader is closed, the second stage temperatures will increase and the resulting high-temperature second stage air will thaw any ice accumulated in the aftercooler.
A railway vehicle parking brake that can provide the appropriate tension to the braking system using a motor, a brake chain drum interconnected to the motor to take up or release a brake chain, a load arm deflects in response to tension in the brake chain, and a switch that is closed by the load arm when it deflects. A movable sheave interconnects the brake chain and the load arm and is positioned between the brake chain drum and a fixed sheave over which the brake chain is looped. A control method considers the position of the first switch to determine whether to the motor off when applying the brakes and the amount of current being drawn by the motor to determine whether to the motor off because of a system failure.
A railway vehicle parking brake that can provide the appropriate tension to the braking system using a motor, a brake chain drum interconnected to the motor to take up or release a brake chain, a load arm deflects in response to tension in the brake chain, and a switch that is closed by the load arm when it deflects. A movable sheave interconnects the brake chain and the load arm and is positioned between the brake chain drum and a fixed sheave over which the brake chain is looped. A control method considers the position of the first switch to determine whether to the motor off when applying the brakes and the amount of current being drawn by the motor to determine whether to the motor off because of a system failure.
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B60T 13/66 - Electrical control in fluid-pressure brake systems
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
A compressor deicing system having an intercooler deicer valve and an after cooler deicer valve for selectively open and closing the first stage unloader and the second stage unloader so that high temperature air will deice the intercooler and aftercooler. When the first stage unloader is closed and the second stage unloader is open, the first stage temperatures will increase and the resulting high-temperature first stage air will thaw any ice accumulated in the intercooler. When the first stage unloader is open and the second stage unloader is closed, the second stage temperatures will increase and the resulting high-temperature second stage air will thaw any ice accumulated in the aftercooler.
A pressure swing adsorption drying unit which includes at least one of a sensor (46′) for the ambient temperature to which the drying unit is exposed, and a sensor (46) for the temperature of the gas stream in the inlet line (2) to the unit, and the threshold value for the humidity of the gas stream in the outlet line (42) is determined dependent on the measured temperature.
B60T 17/00 - Component parts, details, or accessories of brake systems not covered by groups , or , or presenting other characteristic features
B01D 53/04 - Separation of gases or vapoursRecovering vapours of volatile solvents from gasesChemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases or aerosols by adsorption, e.g. preparative gas chromatography with stationary adsorbents
47.
Automatic parking brake for truck mounted brake cylinder
An automatic parking brake for a truck mounted brake cylinder. The automatic parking brake includes rod that is interconnected to a piston of the brake cylinder and can prevent the piston from returning to the brakes releases position. The rod is controlled by locking nut that will rotate if the rod moves axially through the locking nut and a locking sleeve that is moveable between a locked position, where the locking sleeve engages the locking nut and prevents from the nut from rotating, and a released position, where the locking sleeve is disengages from the locking nut and the locking nut is free to rotate. A spring provides a force biasing the locking nut into the locked position, and brake pipe pressure biases the locking sleeve into the released position.
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
B60T 13/66 - Electrical control in fluid-pressure brake systems
F16D 127/06 - Locking mechanisms, e.g. acting on actuators, on release mechanisms or on force transmission mechanisms
48.
Brake cylinder maintaining with improved pressure regulation
A brake cylinder maintaining system that combines a brake cylinder maintaining check valve and a quick service limiting valve into a single unit to have lower hysteresis, and thus more precise BCM regulation pressure and a smaller pressure offset. The check valve and quick service valve are coupled to provide a single system having multiple valve seats for selective communication between quick service pressure and brake cylinder pressure on one hand, and between a brake cylinder maintaining pressure and brake cylinder pressure on the other hand.
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B60T 15/30 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere controlled by three fluid pressures with a quick braking action
B60T 17/04 - Arrangement of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
An intelligent locomotive brake control system which selects and optimizes use of dynamic, independent, and automatic brakes on the locomotive to assure intended brake power, to minimize in-train forces, minimize brake component wear, and to automate standard train brake protocol. The system may be programmed to alter an automatic brake application commanded by a train driver to omit or reduce the amount of the automatic brake application in favor of a dynamic brake application, and independent brake application, or combination thereof.
A train control system configured to automatically execute and ensure compliance with all requirements for radio blocking. A radio blocking module of the physical train control system of a lead train retrieves and displays the appropriate clearance points for acceptance by the train driver of the lead train. Once accepted, the clearance points are transmitted to a trailing train for display and acceptance by the train driver of the trailing train. An accepted clearance point is passed to the train control system for use as the next destination point for navigation purposes. The train control system can also electronically log all acts to comply with applicable radio blocking requirements.
B61L 27/04 - Automatic systems, e.g. controlled by trainChange-over to manual control
B61L 27/00 - Central railway traffic control systemsTrackside controlCommunication systems specially adapted therefor
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61L 25/06 - Indicating or recording the setting of track apparatus, e.g. of points, of signals
B61L 21/10 - Arrangements for trains which are closely following one another
B61L 23/34 - Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
B61L 25/02 - Indicating or recording positions or identities of vehicles or trains
B61L 3/00 - Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
A train control system configured to automatically execute and ensure compliance with all requirements for radio blocking. A radio blocking module of the physical train control system of a lead train retrieves and displays the appropriate clearance points for acceptance by the train driver of the lead train. Once accepted, the clearance points are transmitted to a trailing train for display and acceptance by the train driver of the trailing train. An accepted clearance point is passed to the train control system for use as the next destination point for navigation purposes. The train control system can also electronically log all acts to comply with applicable radio blocking requirements.
B61L 3/00 - Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61L 21/10 - Arrangements for trains which are closely following one another
B61L 23/34 - Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
A gladhand coupling that prevents inadvertent separation of the coupling halves without the need for additional structure or manipulation to connect and disconnect the halves. Each half is equipped with a lug having a ramped pad and a flange defining a channel having a corresponding ramped pad. When two halves are positioned together then rotated into the locked position, the ramped pad of the lug is positioned proximately to the ramped pad of the flange to prevent inadvertent lateral compression of the two halves that could cause unintentional uncoupling. The coupling may be disconnected by simple rotation of one coupling half relative to the other and by pulling the coupling apart as done by current rail car decoupling procedures without the need for manual manipulation of extraneous locking mechanisms.
B61G 5/08 - Couplings not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables for fluid conduits
A predictive maintenance system for determining when an item of equipment on a rail car is due for servicing. A server is configured to receive run data relating to a train and a database is associated with the server to maintain identifying information about the rail car, status information about an item of equipment, the date when the item of equipment will likely be due for servicing, and the current location of the rail car. The service date is calculated from the run data by estimating the amount of wear that likely has occurred based on the run data. The estimated amount of wear may then be used to determine the amount of wear remaining and the date when the equipment will likely reach its lifespan based on estimated use to date and the rate of usage.
A computer controlled locomotive brake (CCB) configured for setting and releasing the automatic parking brakes of the railcars of a train. The CCB may initially recharge the brake pipe to a pressure slightly less than the parking brake unlatch pressure. The CCB may then continue charging to this level until the brake pipe flow, measured at the CCB on the controlling locomotive and the brake pipe pressure on the last car, as measured by an end of train device, indicate that the pressure in the braking system reservoirs are substantively equal to the brake pipe pressure. Once the reservoirs are substantively charged, the CCB may complete the brake release and recharge by recharging the brake pipe pressure to its final charge so that all parking brakes are released and the train has sufficient braking system recharge to safely control movement of the train.
A computer controlled locomotive brake (CCB) configured for setting and releasing the retainer valves of the railcars of a train. The CCB may initially recharge the brake pipe to a pressure slightly less than the retainer valve release pressure. The CCB may then continue charging to this level until the brake pipe flow, measured at the CCB on the controlling locomotive and the brake pipe pressure on the last car, as measured by an end of train device, indicate that the pressure in the braking system reservoirs are substantively equal to the brake pipe pressure. Once the reservoirs are substantively charged, the CCB may complete the brake release and recharge by recharging the brake pipe pressure to its final charge so that all retainer valves are released and the train has sufficient braking system recharge to safely control movement of the train.
A computer controlled locomotive brake (CCB) configured for setting and releasing the retainer valves of the railcars of a train. The CCB may initially recharge the brake pipe to a pressure slightly less than the retainer valve release pressure. The CCB may then continue charging to this level until the brake pipe flow, measured at the CCB on the controlling locomotive and the brake pipe pressure on the last car, as measured by an end of train device, indicate that the pressure in the braking system reservoirs are substantively equal to the brake pipe pressure. Once the reservoirs are substantively charged, the CCB may complete the brake release and recharge by recharging the brake pipe pressure to its final charge so that all retainer valves are released and the train has sufficient braking system recharge to safely control movement of the train.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
B60T 8/172 - Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
A control valve (10) for an automatic parking brake having an inlet (20) for coupling to a source a brake pipe pressure, an outlet (22) for coupling to a control inlet of the automatic parking brake and a pilot (24) for coupling to the source of brake pipe pressure. The control valve is moveable between a first position where the inlet is in communication with the outlet and a second position where the inlet and the outlet are isolated from each other in response to a predetermined amount of brake pipe pressure at the pilot. The control valve includes a spring biasing the control valve into the first position.
A control valve for an automatic parking brake having an inlet for coupling to a source a brake pipe pressure, an outlet for coupling to a control inlet of the automatic parking brake and a pilot for coupling to the source of brake pipe pressure. The control valve is moveable between a first position where the inlet is in communication with the outlet and a second position where the inlet and the outlet are isolated from each other in response to a predetermined amount of brake pipe pressure at the pilot. The control valve includes a spring biasing the control valve into the first position.
B60T 15/18 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere
A train control system that can be integrated into a locomotive having a distributed power mode. The train control system includes a router interposed in a communication link between the locomotive computer and the distributed power module that is responsible for telling the locomotive computer whether distributed power mode is active or inactive. The train control system controls the router to obtain any locomotive operational data sent from the locomotive computer to the distributed power module for use by the train control system. The router may additionally intercept and block communications from the distributed power module to the locomotive computer and replace the communications with messages that cause the locomotive computer to provide locomotive operational data that is would not otherwise output in a particular distributed power state.
A pneumatically piloted retainer valve (10) for bottling brake cylinder pressure that can be set and released in response to changes in the brake pipe pressure. Pneumatically piloted retainer valve (26) provides a brake cylinder (BC) pressure retaining function that bottles applied brake cylinder pressure in the brake cylinder when brake pipe pressure is less than a predetermined cut-in pressure. Pneumatically piloted retainer valve includes a retainer valve (10) movable between a reset position, where brake cylinder pressure is in communication with exhaust and a bottle position, wherein brake cylinder pressure is isolated from exhaust. A retainer pilot control valve (40) provides for piloting of the retainer valve in response to a predetermined reduction or threshold increase in brake pipe pressure.
A pneumatically piloted retainer valve for bottling brake cylinder pressure that can be set and released in response to changes in the brake pipe pressure. Pneumatically piloted retainer valve provides a brake cylinder pressure retaining function that bottles applied brake cylinder pressure in the brake cylinder when brake pipe pressure is less than a predetermined cut-in pressure. Pneumatically piloted retainer valve includes a retainer valve movable between a reset position, where brake cylinder pressure is in communication with exhaust and a bottle position, wherein brake cylinder pressure is isolated from exhaust. A retainer pilot control valve provides for piloting of the retainer valve in response to a predetermined reduction or threshold increase in brake pipe pressure.
B61H 11/08 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes comprising a pump or the like circulating fluid, braking being effected by throttling of the circulation
B60T 15/54 - Other control devices or valves characterised by definite functions for controlling exhaust from triple valve or from brake cylinder
B60T 13/66 - Electrical control in fluid-pressure brake systems
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
A system that can automatically measure, track, and/or report train emissions for complying with geographic environmental restrictions. An emissions module determines the amount of emissions emitted by a train over time. A location module tracks the location of the locomotive of the train relative geographic locations having emission regulations. A compliance module records the amount of emissions emitted by the train in the geographic location.
A system that can automatically control the emissions of each locomotive in a consist to reduce overall train emissions. An emissions module determines the amount of emissions emitted by a train. An emissions control module commands the locomotive, via the train control system, to operate in a predetermined state to achieve a particular amount of emissions. A location module can track the location of the locomotive of the train relative geographic locations having emission regulations so that the emissions control module can command appropriate changes in the locomotive to reduce emissions.
A system that can automatically measure, track, and/or report train emissions for complying with geographic environmental restrictions. An emissions module determines the amount of emissions emitted by a train over time. A location module tracks the location of the locomotive of the train relative geographic locations having emission regulations. A compliance module records the amount of emissions emitted by the train in the geographic location.
G01N 33/00 - Investigating or analysing materials by specific methods not covered by groups
B61K 9/00 - Railway vehicle profile gaugesDetecting or indicating overheating of componentsApparatus on locomotives or cars to indicate bad track sectionsGeneral design of track recording vehicles
B61L 25/02 - Indicating or recording positions or identities of vehicles or trains
B61L 3/00 - Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
A system that can automatically control the emissions of each locomotive in a consist to reduce overall train emissions. An emissions module determines the amount of emissions emitted by a train. An emissions control module commands the locomotive, via the train control system, to operate in a predetermined state to achieve a particular amount of emissions. A location module can track the location of the locomotive of the train relative geographic locations having emission regulations so that the emissions control module can command appropriate changes in the locomotive to reduce emissions.
B61K 9/00 - Railway vehicle profile gaugesDetecting or indicating overheating of componentsApparatus on locomotives or cars to indicate bad track sectionsGeneral design of track recording vehicles
B61L 3/00 - Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61L 25/02 - Indicating or recording positions or identities of vehicles or trains
B61L 27/04 - Automatic systems, e.g. controlled by trainChange-over to manual control
An intelligent locomotive brake control system which selects and optimizes use of dynamic, independent, and automatic brakes on the locomotive to assure intended brake power, to minimize in-train forces, minimize brake component wear, and to automate standard train brake protocol. The system may be programmed to alter an automatic brake application commanded by a train driver to omit or reduce the amount of the automatic brake application in favor of a dynamic brake application, and independent brake application, or combination thereof.
An intelligent locomotive brake control system which selects and optimizes use of dynamic, independent, and automatic brakes on the locomotive to assure intended brake power, to minimize in-train forces, minimize brake component wear, and to automate standard train brake protocol. The system may be programmed to alter an automatic brake application commanded by a train driver to omit or reduce the amount of the automatic brake application in favor of a dynamic brake application, and independent brake application, or combination thereof.
An air dryer having a heater associated with its inlet and exhaust valves to prevent freezing at cold temperatures. The air dryer includes a temperature sensor associated with the valve block and a controller that can inhibit the operation of the valves when the temperature falls is a predetermined threshold until the heater can sufficiently warm the valve block. To prevent overheating of the heater, the controller can adjust the duty cycle of the heater as the inlet air temperatures increases.
F24F 3/14 - Air-conditioning systems in which conditioned primary air is supplied from one or more central stations to distributing units in the rooms or spaces where it may receive secondary treatmentApparatus specially designed for such systems characterised by the treatment of the air otherwise than by heating and cooling by humidificationAir-conditioning systems in which conditioned primary air is supplied from one or more central stations to distributing units in the rooms or spaces where it may receive secondary treatmentApparatus specially designed for such systems characterised by the treatment of the air otherwise than by heating and cooling by dehumidification
B01D 53/04 - Separation of gases or vapoursRecovering vapours of volatile solvents from gasesChemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases or aerosols by adsorption, e.g. preparative gas chromatography with stationary adsorbents
A locking mechanism for a brake cylinder that has a tube surrounding the hollow shaft of the brake cylinder with a first set of teeth formed along an outer surface thereof. A gate having a second set of teeth corresponding to the first set of teeth is moveable in between a first position, wherein the first and second set of teeth are engaged to prevent movement of the brake cylinder piston, and a second position where the first and second set of teeth are disengaged to allow movement of the brake cylinder piston. A spring biases the gate into the locked position and a supplemental piston responsive to a source of brake pipe pressure can move the gate into the unlocked position so that the main piston is free to move
A computer controlled locomotive brake (CCB) configured for setting and releasing the automatic parking brakes of the railcars of a train. The CCB may initially recharge the brake pipe to a pressure slightly less than the parking brake unlatch pressure. The CCB may then continue charging to this level until the brake pipe flow, measured at the CCB on the controlling locomotive and the brake pipe pressure on the last car, as measured by an end of train device, indicate that the pressure in the braking system reservoirs are substantively equal to the brake pipe pressure. Once the reservoirs are substantively charged, the CCB may complete the brake release and recharge by recharging the brake pipe pressure to its final charge so that all parking brakes are released and the train has sufficient braking system recharge to safely control movement of the train.
B60T 15/22 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere controlled by two fluid pressures with one or more auxiliary valves, for braking, releasing, filling reservoirs
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
B60T 8/172 - Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/24 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
71.
ELECTRONIC BRAKE VALVE CONTROLLER WITH ADJUSTABLE FRICTION AND DETENT TORQUE
A brake controller having independently adjustable friction and detent torque to allow for easy adjustment of handle feel without changing or replacing components. The brake handle is coupled to a cam that rotates with the handle and has a series of divots in its outer circumference corresponding to established brake handle positions. A detent roller is biased by an adjustable spring into engagement with the outer circumference of the cam and thus into the divots when the handle is moved. A separately adjustable spring biases a lateral surface of the cam into engagement with a frictional surface. Independent adjustment of the two spring can adjust both detent and friction torque, thus allowing a user to easily adjust handle feel without having to change or replace handle components.
G05G 5/06 - Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member for holding members in one or a limited number of definite positions only
An electronically controlled pneumatic (ECP) overlay control valve (10) can selective switch between a conventional pneumatic mode and an ECP mode. In ECP mode, the overlay control valve (10) shunts the brake cylinder pressure of the pneumatic control valve (12) which allows a relay valve (50) to build or exhaust pressure in the brake cylinder in response to an electronically controlled apply/release circuit. In conventional pneumatic mode, the overlay control valve disconnects the relay valve and allows a conventional pneumatic control valve to control the pressurization and exhausting of the brake cylinder.
B60T 15/18 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere
B60T 15/24 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere controlled by three fluid pressures
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
73.
Electronically controlled pneumatic (ECP) overlay control valve
An electronically controlled pneumatic (ECP) overlay control valve can selective switch between a conventional pneumatic mode and an ECP mode. In ECP mode, the overlay control valve shunts the brake cylinder pressure of the pneumatic control valve which allows a relay valve to build or exhaust pressure in the brake cylinder in response to an electronically controlled apply/release circuit. In conventional pneumatic mode, the overlay control valve disconnects the relay valve and allows a conventional pneumatic control valve to control the pressurization and exhausting of the brake cylinder.
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
B60T 15/18 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere
B60T 15/24 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere controlled by three fluid pressures
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
74.
Pneumatic configuration module for electronic air brake system
A modular EAB system that reduces the number of individualized modules but provides the desired functionality using a configuration module that is coupled to a plurality of brake system control modules and has a receptacle interface configured to engage a series of modular sections that can be selected from a variety of options to perform dedicated air brake functions. The dedicated air brake functions included comprise brake pipe cutout, equalizing reservoir backup, brake pipe emergency, automatic flow calibration, dead engine regulator, dynamic brake interlock, emergency limiting valve regulation, dynamic brake interlock and emergency limiting valve regulation, 20 pipe back up, and brake cylinder cutout.
B60T 15/18 - Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed-air or vacuum source or atmosphere
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
B60T 8/32 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B60T 8/36 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
75.
PNEUMATIC CONFIGURATION MODULE FOR ELECTRONIC AIR BRAKE SYSTEM
A modular EAB system (10) that reduces the number of individualized modules but provides the desired functionality using a configuration module (12) that is coupled to a plurality of brake system control modules (14,16,18, 20, 22) and has a receptacle interface configured to engage a series of modular sections that can be selected from a variety of options to perform dedicated air brake functions. The dedicated air brake functions included comprise brake pipe cutout, equalizing reservoir backup, brake pipe emergency, automatic flow calibration, dead engine regulator, dynamic brake interlock, emergency limiting valve regulation, dynamic brake interlock and emergency limiting valve regulation, pipe back up, and brake cylinder cutout.
A system for optimizing the control of a train that includes an interface for receiving data representing a set of operational parameters for a train that will traverse a predetermined route. A server is interconnected to the interface and programmed to generate a plurality of scenarios using the same set of operational parameters but different control parameters. A simulator is programmed to perform a simulation of the operation of the train as described by the operation parameters and control parameters. The server is programmed to review the results of the simulation and score how closely the simulations achieved one or more performance metrics, thereby identifying which control parameters should be used by the train and allowing the control parameters to be transmitted to the train.
B61L 27/00 - Central railway traffic control systemsTrackside controlCommunication systems specially adapted therefor
B61L 3/00 - Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
G06F 7/00 - Methods or arrangements for processing data by operating upon the order or content of the data handled
G06F 19/00 - Digital computing or data processing equipment or methods, specially adapted for specific applications (specially adapted for specific functions G06F 17/00;data processing systems or methods specially adapted for administrative, commercial, financial, managerial, supervisory or forecasting purposes G06Q;healthcare informatics G16H)
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
77.
AUTOMATED SYSTEM AND METHOD FOR OPTIMIZING THE CONTROL OF A TRAIN
A system for optimizing the control of a train that includes an interface for receiving data representing a set of operational parameters for a train that will traverse a predetermined route. A server is interconnected to the interface and programmed to generate a plurality of scenarios using the same set of operational parameters but different control parameters. A simulator is programmed to perform a simulation of the operation of the train as described by the operation parameters and control parameters. The server is programmed to review the results of the simulation and score how closely the simulations achieved one or more performance metrics, thereby identifying which control parameters should be used by the train and allowing the control parameters to be transmitted to the train.
A brake cylinder with a cylinder body having a first flange extending radially therefrom to form a radial edge with a bevel and a non-pressure head having a second flange extending radially therefrom, wherein the second flange is spaced apart from the first flange to define a first gap and includes an angled portion that extends over the bevel of the first flange to define a second gap in communication with the first gap. The two flanges form a gap in communication with the interior of the brake cylinder that extends outwardly to a V- shaped gap between the bevel of the first flange and the angled portion of the second flange to define a brake cylinder vent. The vent may be limited to four predetermined locations spaced equidistantly about the brake cylinder or the vent may extend circumferentially about the brake cylinder.
An air dryer having a heater element associated with its valves to prevent freezing at cold temperatures. The air dryer includes a temperature sensor and an electronic controller that reads the temperature sensor during normal operations and selectively opens and closes certain of the valves when the temperature falls below a predetermined threshold to enter a safe mode that avoids freezing of the valves during operation. If an exhaust valve is open when safe mode is entered, the corresponding inlet valve is closed, both of the exhaust valves are closed, and the other inlet valve if opened. If an exhaust valve is not open, both inlet valves are opened and both exhaust valves are closed.
B60T 17/00 - Component parts, details, or accessories of brake systems not covered by groups , or , or presenting other characteristic features
F04B 49/02 - Stopping, starting, unloading or idling control
F15B 21/04 - Special measures taken in connection with the properties of the fluid
B01D 53/00 - Separation of gases or vapoursRecovering vapours of volatile solvents from gasesChemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases or aerosols
An air dryer having a heater element associated with its valves to prevent freezing at cold temperatures. The air dryer includes a temperature sensor and an electronic controller that reads the temperature sensor during normal operations and selectively opens and closes certain of the valves when the temperature falls below a predetermined threshold to enter a safe mode that avoids freezing of the valves during operation. If an exhaust valve is open when safe mode is entered, the corresponding inlet valve is closed, both of the exhaust valves are closed, and the other inlet valve if opened. If an exhaust valve is not open, both inlet valves are opened and both exhaust valves are closed.
B01D 53/04 - Separation of gases or vapoursRecovering vapours of volatile solvents from gasesChemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases or aerosols by adsorption, e.g. preparative gas chromatography with stationary adsorbents
81.
SYSTEM FOR PROVIDING TEMPORARY SPEED RESTRICTIONS TO LOCOMOTIVES
A system for automatically updating route information to a locomotive that includes a route computer and voice radio encoder that merges data representing temporary changes in a route with a voice radio call placed by a dispatcher to a locomotive engineer. A voice radio decoder coupled to the locomotive cab voice radio extracts the data representing the temporary changes from the voice radio signal and provides the data directed to the energy management system so that there is no need for the engineer to manually enter the temporary data.
A system for automatically updating route information to a locomotive that includes a route computer and voice radio encoder that merges data representing temporary changes in a route with a voice radio call placed by a dispatcher to a locomotive engineer. A voice radio decoder coupled to the locomotive cab voice radio extracts the data representing the temporary changes from the voice radio signal and provides the data directed to the energy management system so that there is no need for the engineer to manually enter the temporary data.
An air dryer having a heater element associated with its valves to prevent freezing at cold temperatures. The air dryer includes a temperature sensor and an electronic controller that reads the temperature sensor and inhibits actuation of the valves whenever the temperature of valves is below freezing or a predetermined temperature that indicates a risk for freezing until the valves have been sufficiently warmed by the heater to avoid freezing during operation.
F16K 49/00 - Means in or on valves for heating or cooling
F16K 37/00 - Special means in or on valves or other cut-off apparatus for indicating or recording operation thereof, or for enabling an alarm to be given
A train speed profiling system for use in connection with a train management system that can generate a virtual profile of a predetermined route having an estimated time of arrival at a destination based on data specific to the route and the actual train that will travel on the route. The virtual profile may be adjusted for any acceleration and any deceleration required by the train, and then optimized for reduced fuel consumption by reducing braking effort and improving coasting opportunities over the route if the estimated time of arrival is earlier than a desired time of arrival. The virtual profile may further be conformed so that the estimate time of arrival matches the desired time of arrival within a narrow threshold.
A train speed profiling system for use in connection with a train management system that can generate a virtual profile of a predetermined route having an estimated time of arrival at a destination based on data specific to the route and the actual train that will travel on the route. The virtual profile may be adjusted for any acceleration and any deceleration required by the train, and then optimized for reduced fuel consumption by reducing braking effort and improving coasting opportunities over the route if the estimated time of arrival is earlier than a desired time of arrival. The virtual profile may further be conformed so that the estimate time of arrival matches the desired time of arrival within a narrow threshold.
A system that determines state of a locomotive and transmits the occurrence of any predetermined events to an off-board system. The onboard subsystem includes an event detection module programmed to receive data defining the state of a locomotive to determine whether the received state of the locomotive comprises an event as well as a transmission module programmed to transmit to an off-board subsystem data defining a status. An onboard database have reference variable values is used to compare the existing state of the locomotive to predetermined events. If an event is determined to have occurred, the occurrence of the event is transmitted to the off-board system.
B61L 3/00 - Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
G07C 5/00 - Registering or indicating the working of vehicles
G07C 5/08 - Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle, or waiting time
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61L 27/00 - Central railway traffic control systemsTrackside controlCommunication systems specially adapted therefor
B61L 27/04 - Automatic systems, e.g. controlled by trainChange-over to manual control
H04L 29/08 - Transmission control procedure, e.g. data link level control procedure
A system that determines state of a locomotive and transmits the occurrence of any predetermined events to an off-board system. The onboard subsystem includes an event detection module programmed to receive data defining the state of a locomotive to determine whether the received state of the locomotive comprises an event as well as a transmission module programmed to transmit to an off-board subsystem data defining a status. An onboard database have reference variable values is used to compare the existing state of the locomotive to predetermined events. If an event is determined to have occurred, the occurrence of the event is transmitted to the off-board system.
An equalizing reservoir backup system that offers air brake control to the operator when the air brake network has failed or when the computer control equipment of the air brake system has failed. The system includes an equalizing reservoir backup module that is programmed to receive the electrical signals from human machine interface and configuration messages from the computer controlled braking system via the network and to control the train brake pipe via equalizing reservoir control. The equalizing reservoir backup module follows network pressure commands when commanded to do so or transforms handle commands into equalizing pressure when commanded to do so or when communications with the network have been lost. As a result, the backup system can be used when the network has failed or when the computer equipment has failed.
An equalizing reservoir backup system that offers air brake control to the operator when the air brake network has failed or when the computer control equipment of the air brake system has failed. The system includes an equalizing reservoir backup module that is programmed to receive the electrical signals from human machine interface and configuration messages from the computer controlled braking system via the network and to control the train brake pipe via equalizing reservoir control. The equalizing reservoir backup module follows network pressure commands when commanded to do so or transforms handle commands into equalizing pressure when commanded to do so or when communications with the network have been lost. As a result, the backup system can be used when the network has failed or when the computer equipment has failed.
A locomotive air brake control system that responds to penalty braking requests from external systems by applying a varying amount of train brake level based on monitored and calculated parameters in order to enforce a defined train condition. The system may include a minimum acceptable train braking, a condition to be achieved to prevent further application of train brakes, and a maximum train brake level to be applied in response to the request. Alternatively, the system may apply braking in stepped levels according defined thresholds for a train behavior variable of interest such as speed or deceleration. The system may be configured to incrementally apply and release train brakes during the adaptive penalty, and may also adjust the level of braking according to calculated braking capacity of the train.
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
A locomotive air brake control system that responds to penalty braking requests from external systems by applying a varying amount of train brake level based on monitored and calculated parameters in order to enforce a defined train condition. The system may include a minimum acceptable train braking, a condition to be achieved to prevent further application of train brakes, and a maximum train brake level to be applied in response to the request. Alternatively, the system may apply braking in stepped levels according defined thresholds for a train behavior variable of interest such as speed or deceleration. The system may be configured to incrementally apply and release train brakes during the adaptive penalty, and may also adjust the level of braking according to calculated braking capacity of the train.
B60T 13/66 - Electrical control in fluid-pressure brake systems
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
A system for automatically performing a bail off of the locomotive brakes in response to certain train braking operations without the need for the train operator to manually bail off the locomotive brakes. The system includes a controller that is programmed to determine when an appropriate train braking operation has been requested and to issue commands to the locomotive braking system to cause the locomotive brake cylinder to be reduced to zero pressure or a predetermined minimum pressure. The controller is also programmed to determine when an automatic bail off should be inhibited and/or cancelled depending on ongoing train conditions.
A system for automatically performing a bail off of the locomotive brakes in response to certain train braking operations without the need for the train operator to manually bail off the locomotive brakes. The system includes a controller that is programmed to determine when an appropriate train braking operation has been requested and to issue commands to the locomotive braking system to cause the locomotive brake cylinder to be reduced to zero pressure or a predetermined minimum pressure. The controller is also programmed to determine when an automatic bail off should be inhibited and/or cancelled depending on ongoing train conditions.
A gladhand coupling that prevents inadvertent separation of the coupling halves without the need for additional structure or manipulation to connect and disconnect the halves. Each half is equipped with a lug having two spaced apart ramped pads and a flange defining a channel having a corresponding ramped pad. When two halves are positioned together then rotated into the locked position, the ramped pad of the flange is positioned proximately to the either of the ramped pads of the flange to prevent inadvertent lateral compression of the two halves that would otherwise cause unintentional uncoupling. The coupling may be disconnected by simple rotation of one coupling half relative to the other so that the ramped pad of the lug is positioned between the spaced apart ramped pads of the lug and by pulling the coupling apart as done by current rail car decoupling procedures.
B61G 5/08 - Couplings not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables for fluid conduits
B60T 17/04 - Arrangement of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
F16L 37/256 - Couplings of the quick-acting type in which the connection is made by inserting one member axially into the other and rotating it to a limited extent, e.g. with bayonet-action the coupling not being coaxial with the pipe
A gladhand coupling that prevents inadvertent separation of the coupling halves without the need for additional structure or manipulation to connect and disconnect the halves. Each half is equipped with a lug having two spaced apart ramped pads and a flange defining a channel having a corresponding ramped pad. When two halves are positioned together then rotated into the locked position, the ramped pad of the flange is positioned proximately to the either of the ramped pads of the flange to prevent inadvertent lateral compression of the two halves that would otherwise cause unintentional uncoupling. The coupling may be disconnected by simple rotation of one coupling half relative to the other so that the ramped pad of the lug is positioned between the spaced apart ramped pads of the lug and by pulling the coupling apart as done by current rail car decoupling procedures.
B60T 17/04 - Arrangement of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
F16L 37/256 - Couplings of the quick-acting type in which the connection is made by inserting one member axially into the other and rotating it to a limited extent, e.g. with bayonet-action the coupling not being coaxial with the pipe
A gladhand coupling that prevents inadvertent separation of the coupling halves. Each half is equipped with a lug having a ramped pad and a flange defining a channel having a corresponding ramped pad. When two halves are positioned together then rotated into the locked position, the ramped pad of the lug is positioned proximately to the ramped pad of the flange to prevent inadvertent lateral compression of the two halves that could cause unintentional uncoupling. The coupling may be disconnected by simple rotation of one coupling half relative to the other and by pulling the coupling apart as done by current rail car decoupling procedures.
B61G 5/08 - Couplings not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables for fluid conduits
A gladhand coupling that prevents inadvertent separation of the coupling halves without the need for additional structure or manipulation to connect and disconnect the halves. Each half is equipped with a lug having a ramped pad and a flange defining a channel having a corresponding ramped pad. When two halves are positioned together then rotated into the locked position, the ramped pad of the lug is positioned proximately to the ramped pad of the flange to prevent inadvertent lateral compression of the two halves that could cause unintentional uncoupling. The coupling may be disconnected by simple rotation of one coupling half relative to the other and by pulling the coupling apart as done by current rail car decoupling procedures without the need for manual manipulation of extraneous locking mechanisms.
B60T 17/04 - Arrangement of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
F16L 37/256 - Couplings of the quick-acting type in which the connection is made by inserting one member axially into the other and rotating it to a limited extent, e.g. with bayonet-action the coupling not being coaxial with the pipe
98.
Train brake safety monitoring and fault action system with PTC brake performance assurance
An intelligent, on-board, train brake safety monitoring and fault action system is disclosed. The system compares measured dynamic train brake performance using on-board train control system, such as a LEADER® system. Using the measured dynamic train brake performance, the brake monitoring system can determine whether the train is capable of stopping within a particular required distance, such as a stop distance set by a positive train control system in which the train is participating. The ongoing ability to meet external braking criteria, such as compliance with positive train control stop distances, may be used to extend the interval between any mandated train brake inspections and tests.
An intelligent, on-board, train brake safety monitoring and fault action system is disclosed. The system compares measured dynamic train brake performance using on-board train control system, such as a LEADER® system. Using the measured dynamic train brake performance, the brake monitoring system can determine whether the train is capable of stopping within a particular required distance, such as a stop distance set by a positive train control system in which the train is participating. The ongoing ability to meet external braking criteria, such as compliance with positive train control stop distances, may be used to extend the interval between any mandated train brake inspections and tests.
A railway air dryer that switches the flow and counter flow of air through each of two desiccant towers (46, 48) in response to the actual humidity of air being dried by the air dryer. The air dryer includes a humidity sensor (68), a temperature sensor (72) in the outlet air, and a temperature sensor (50) in the inlet air stream to determine when to initiate the regeneration of the desiccant. The air dryer system is generally specified to provide some minimum drying performance, for example 40 °C dew point suppression.
B01D 53/04 - Separation of gases or vapoursRecovering vapours of volatile solvents from gasesChemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases or aerosols by adsorption, e.g. preparative gas chromatography with stationary adsorbents
