A method is provided for controlling a braking device which controls a braking force of towed vehicles in a combination vehicle which includes a towing vehicle and a plurality of towed vehicles towed by the towing vehicle, and in which the towing vehicle and the towed vehicle are coupled by a coupler and the towed vehicles are coupled by couplers. In the method for controlling the braking device, after the towed vehicle that is located on a rearmost side is made not to move, imparting a braking force to the plurality of towed vehicles towed by the towing vehicle starting in order from the towed vehicle located on a rear side.

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 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.

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 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 control system identifies vehicle systems for combining into a larger convoy. Each the vehicle systems is formed from at least one propulsion-generating vehicle and at least one non-propulsion-generating vehicle. The control system directs the identified vehicle systems to couple with each other for travel as the convoy from a first location toward a different, second location. The control system directs a first vehicle system in the convoy to separate from the convoy and/or a second vehicle system to join the convoy by coupling with at least one of the vehicle systems in the convoy in an intermediate location between the first and second locations. The vehicles in each of the vehicle systems in the convoy remain connected during separation of the first vehicle system from the convoy and/or during joining of the second vehicle system to the convoy.

An apparatus has a first truck that includes a frame. A roller is rotatably attached to the frame and a lever arm is pivotably connected to the frame. The lever arm includes a load point, a magnet, and a non-ferrous conductive material. A biasing element biases the lever arm into a first angular position. A load applied to the load point drives the lever arm against a biasing force of the biasing element, and towards a second angular position.

A method is provided for controlling a braking device which controls a braking force of towed vehicles in a combination vehicle which includes a towing vehicle and a plurality of towed vehicles towed by the towing vehicle, and in which the towing vehicle and the towed vehicle are coupled by a coupler and the towed vehicles are coupled by couplers. In the method for controlling the braking device, after the towed vehicle that is located on a rearmost side is made not to move, imparting a braking force to the plurality of towed vehicles towed by the towing vehicle starting in order from the towed vehicle located on a rear side.

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.

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.