The various embodiments of the present disclosure are directed to devices, system and processes for detecting saturation of a received signal in a PAS system. A process may include detecting, in a received signal and during a measurement interval, one or more correlated signal levels. Based on one or more results of the detecting, the process may include identifying in a correlated output signal portions of the received signal which exceed a given magnitude threshold during the measurement interval and providing the correlated output signal to an electronic control unit (ECU). A magnitude detector outputs the correlated output signal. A saturation detector determines whether the received signal is saturated during a portion of a measurement interval. When the received signal is saturated, a saturation signal is generated and provided on a delayed basis to the ECU such that it is provided substantially contemporaneously with the correlated output signal.

The various embodiments of the present disclosure are directed to devices, system and processes for detecting saturation of a received signal in a PAS system. A process may include detecting, in a received signal and during a measurement interval, one or more correlated signal levels. Based on one or more results of the detecting, the process may include identifying in a correlated output signal portions of the received signal which exceed a given magnitude threshold during the measurement interval and providing the correlated output signal to an electronic control unit (ECU). A magnitude detector outputs the correlated output signal. A saturation detector determines whether the received signal is saturated during a portion of a measurement interval. When the received signal is saturated, a saturation signal is generated and provided on a delayed basis to the ECU such that it is provided substantially contemporaneously with the correlated output signal.

A disc brake, an axle assembly having a disc brake, and a method of assembly. The disc brake may include a first friction element and a second friction element. The first and second friction elements may have an effective contact area with a brake rotor of at least 10,000 mm.sup.2.

A two stage brake actuation system including a push rod, a first actuator coupled to the push rod, and a second actuator. The first actuator may apply a first force to the push rod to move it between a brake clearance position and a brake adjacent position. The second actuator may apply a second force to the push rod to move it between the brake adjacent position and a brake applied position. The first actuator may be a large displacement, low force actuator, and the second actuator may be a small displacement, high force actuator. A method for braking a vehicle by applying a first force to a push rod to move it a first distance from a brake clearance to a brake adjacent position, and applying a second force to the push rod to move it a second distance from the brake adjacent to a brake applied position.

A two stage brake actuation system including a push rod, a first actuator coupled to the push rod, and a second actuator. The first actuator may apply a first force to the push rod to move it between a brake clearance position and a brake adjacent position. The second actuator may apply a second force to the push rod to move it between the brake adjacent position and a brake applied position. The first actuator may be a large displacement, low force actuator, and the second actuator may be a small displacement, high force actuator. A method for braking a vehicle by applying a first force to a push rod to move it a first distance from a brake clearance to a brake adjacent position, and applying a second force to the push rod to move it a second distance from the brake adjacent to a brake applied position.

A system and method for monitoring air pressure applied to a brake cylinder of a braking assembly of a railway vehicle, including an empty-load device, and an RFID transducer in communication with the empty-load device, wherein the RFID transducer is configured to measure the air pressure delivered to the brake cylinder of the braking assembly, and generate data on the air pressure delivered to the brake cylinder of the braking assembly; and a remote data monitor configured to read data from the RFID transducer.

A system and method for monitoring air pressure applied to a brake cylinder of a braking assembly of a railway vehicle, including an empty-load device, and an RFID transducer in communication with the empty-load device, wherein the RFID transducer is configured to measure the air pressure delivered to the brake cylinder of the braking assembly, and generate data on the air pressure delivered to the brake cylinder of the braking assembly; and a remote data monitor configured to read data from the RFID transducer.

The present disclosure relates to an air disk brake for a commercial vehicle, and more particularly, to an air disk brake for a commercial vehicle in which a bearing housing and a wheel flange of a brake assembly coupled to a vehicle axle are formed with a separate structure for more convenient replacement of a disk rotor.

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.

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.