The system provides for the control of a railway train for the transport of goods, comprising a plurality of wagons a master locomotive at the head of the train and one or more slave locomotives distributed along the train. The train is equipped with a pneumatic brake pipe which extends along the whole train. The master locomotive is equipped with a master control system for controlling the train, and the at least one slave locomotive is equipped with a slave control system subordinated to the master control system. The master and slave systems can communicate with each other via a radio channel. Each slave system is designed to control traction apparatuses, apparatuses for controlling the pressure in the brake pipe and apparatuses for applying the emergency brake of the corresponding slave locomotive, and for retransmitting signals indicating the status of these apparatuses of the slave locomotive to the master system.

A system and method for automating railroad maintenance by a tie gang using electronic tie marking (ETM) configured to optimize railroad asset maintenance. The system enables collision avoidance between members of the tie gang performing maintenance on railway assets (e.g., Rails, Ties, Ballasts, Turnouts, Crossings, etc.). The system can generate production numbers for the railway assets and evaluate an asset queue for the tie gang to perform maintenance. The system can utilize real-time updates from the tie gang to optimize work output. The system can provide a customizable user interface to identify, track, and process information related to maintenance of the railroad asset. The system also provides for a heads-up-display (HUD) to notify an operator of relevant information, such as maintenance information, travel indicators, and updated asset queue. The system can identify a next location and calculate an optimum path based on sensor input incorporating machine-specific and environmental characteristics.

A system and method for automating railroad maintenance by a tie gang using electronic tie marking (ETM) configured to optimize railroad asset maintenance. The system enables collision avoidance between members of the tie gang performing maintenance on railway assets (e.g., Rails, Ties, Ballasts, Turnouts, Crossings, etc.). The system can generate production numbers for the railway assets and evaluate an asset queue for the tie gang to perform maintenance. The system can utilize real-time updates from the tie gang to optimize work output. The system can provide a customizable user interface to identify, track, and process information related to maintenance of the railroad asset. The system also provides for a heads-up-display (HUD) to notify an operator of relevant information, such as maintenance information, travel indicators, and updated asset queue. The system can identify a next location and calculate an optimum path based on sensor input incorporating machine-specific and environmental characteristics.

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.

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.

A vented cap for a main spring housing of a slack adjuster including an inner portion having an inner seal surface configured for cooperating with an elongated rod member and an outer seal surface configured for cooperating with a sidewall located at an end portion of the main spring housing. The vented end cap includes at least one opening configured to allow fluid and/or contaminants trapped within the slack adjuster and/or the end cap to drain therethrough. Various seals and/or drainage openings can also be provided along the slack adjuster to prevent the entrance of and/or allow for drainage of fluid/contaminants from the slack adjuster. A method for preventing the accumulation of fluid and/or contaminants within a slack adjuster and for protecting a critical operating area of the slack adjuster is also provided.

A vented cap for a main spring housing of a slack adjuster including an inner portion having an inner seal surface configured for cooperating with an elongated rod member and an outer seal surface configured for cooperating with a sidewall located at an end portion of the main spring housing. The vented end cap includes at least one opening configured to allow fluid and/or contaminants trapped within the slack adjuster and/or the end cap to drain therethrough. Various seals and/or drainage openings can also be provided along the slack adjuster to prevent the entrance of and/or allow for drainage of fluid/contaminants from the slack adjuster. A method for preventing the accumulation of fluid and/or contaminants within a slack adjuster and for protecting a critical operating area of the slack adjuster is also provided.

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.

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.

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.