New York Air Brake Corporation

Konstantinos Vilaetis

Erich Leonard

John M Reynolds

John W LaDuc

John W Laduc

Ben Kintish

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.

Pneumatic configuration module for electronic air brake 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.

Electronic configurable equalizing reservoir backup system

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.

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Watertown, NY, United States of America

Konstantinos Vilaetis