Nippon Air Brake Co., Ltd.

Nabco Limited

Westinghouse Air Brake Company

Shigeaki Doto

Seiki Maruta

Asaji Imanaka

Minoru Nagase

A brake monitoring device for railroad cars is provided with a first comparison device which compares the electrical brake power equivalent signal with a first standard value, judges whether or not electrical brake power is generated and closes the locomotive brake deficit check circuit with an interlock device when such electrical brake power equivalent signal is smaller than such first standard value and which opens the locomotive brake deficit check circuit when it is larger. Such brake monitoring device also includes a second comparison device which compares the electrical brake power equivalent signal with a second standard value which judges whether or not electrical brake power is supplied to the brake power of the trailer car. Such device closes the trailer car brake deficit check circuit with such interlock device when the electrical brake power equivalent signal is smaller than the second standard value and opens the trailer car brake deficit check circuit when it is larger. Thus, in cases where brake power is not supplied to the trailer car, even if brake power is generated, it is still possible to greatly improve the safety and simplicity of the delayed-action control brake device.

Brake monitoring device for railroad cars

A brake monitoring device for railroad cars is provided with a first comparison unit which compares the electrical brake power equivalent signal with a first standard value, judges whether or not electrical brake power is generated and closes the locomotive brake deficit check circuit with an interlock relay when such electrical brake power equivalent signal is smaller than such first standard value and which opens the locomotive brake deficit check circuit when it is larger. Such brake monitoring device also includes a second comparison unit which compares the electrical brake power equivalent signal with a second standard value which judges whether or not electrical brake power is supplied to the brake power of the trailer car. Such device closes the trailer car brake deficit check circuit with such interlock relay when the electrical brake power equivalent signal is smaller than the second standard value and opens the trailer car brake deficit check circuit when it is larger. Thus, in cases where brake power is not supplied to the trailer car, even if brake power is generated, it is still possible to greatly improve the safety and simplicity of the delayed-action control brake device.

Brake control device for railroad stock has a braking force setting unit to add a braking force command signal for a powered car and braking force command signals for trailer cars and output a composite command signal. A main control device receives such composite signal and generates an electrical braking force. A braking force computation unit splits an error in a electrical braking force equivalent command signal corresponding to an actual electrical braking force with respect to such composite command signal into a supplementary hydraulic braking force command signal for a powered car and supplementary hydraulic braking force command signals for trailer cars and outputs results to hydraulic brake devices of such cars, wherein the command signals of such trailer cars are individual car command signals obtained by splitting such command signals in rolling stock units a plurality of times. Such setting unit adds such command signal for such powered car and such plurality of individual trailer car command signals and the braking force computation unit computes and outputs a trailer car braking force load element in such electrical braking force equivalent signal as a plurality of individual trailer car braking force load signals in response to such individual car command signals and computes and outputs such supplementary hydraulic braking force command signals to such hydraulic brake devices of such cars based on the command signals in such rolling stock units for such cars and a sum of individual trailer car braking force load signals associated with such cars.

Brake control device for railroad rolling stock

A control method for a dual-cylinder moisture removal apparatus of a pneumatic system is taught. The control method places a limitation on the time for drying of moist air in a drying cylinder. The drying of moist air in one drying cylinder and the regeneration of the absorbent used to dry moist air in a second cylinder are alternated at each predetermined time. When the air compressor is stopped each drying cylinder is switched to a reverse position to the position it occupied just prior to the stopping of the air compressor. Furthermore, when the air compressor resumes operation, the position of each drying cylinder is maintained in the position it occupied just before resumption of operation of the air compressor.

Control method for a dual-cylinder moisture removal apparatus

A compound electropneumatic brake control system which has a compound brake power command controller for controlling an electric brake system and a fluid brake system on motor cars and trailer cars. A plurality of motor and trailer car weight setters and a plurality of signal summing networks which cause any brake deficiency is either supplemented by both the fluid brake systems on the motor cars and trailer cars or is initially supplemented by the fluid brake system on the trailer cars and then is subsequently supplemented by the fluid brake system on the motor cars.

Compound electropneumatic brake control system

A load responsive valve for the braking of vehicles having load supporting air springs. The air spring pressure is employed to regulate the brake pressure through conventional proportioning-type valving. A pilot valve senses the application and release of the vehicle brakes in order to nullify operation of the air spring operated control piston so long as the brake is released, in order to reduce component wear and air consumption due to valve oscillation resulting from air spring pressure variation as the car jounces in service. This is accomplished by pilot pressure supplied via the pilot valve to counteract the air spring pressure acting on the control piston. During a brake application, the pilot valve exhausts this pilot pressure to permit the air spring pressure to operate the control valve in a normal manner.

Load responsive brake control valve

A vehicle load responsive control valve device in which the output pressure regulating valve assembly is controlled by multiple diaphragm pistons, which are arranged separately in tandem relationship and are operative responsive to the fluid pressure of different air springs of the vehicle. Being of equal pressure areas, these diaphragm pistons are effective to exert a control force on the valve assembly according to the higher of the respective air spring pressures to ensure against low brake forces when the pressure of one of the air springs is inadvertently lost under loaded car conditions. Under empty car conditions, a bias spring is effective to obtain a predetermined output pressure.

Variable load valve device

An electrically controlled, fluid pressure operated valve device in which an electro-magnet is energized to produce magnetic force in response to which a self-lapping valve assembly is actuated to provide output fluid pressure according to the degree of energization of the electro-magnet. A bias spring is provided to counteract the magnetic force acting on the self-lapping valve assembly in order to withhold actuation thereof until the degree of energization of the electro-magnet exceeds a value above which a linear relationship exists between the electro-magnetic coil current and magnetic force produced.

Growing community of inventors

Kobe, Japan

Shigeaki Doto