A railway car air brake hose support bracket has an upper portion with first and second attachment members, a lower portion and an air hose connector. The first attachment member enters into and engages a portion of an accessible compartment of an uncoupling mechanism housing below the coupler head, and the second attachment member is secured to an air brake hose support lug of the railway car coupler. The air brake hose connector engages an air brake hose assembly and suspends this hose assembly from the railway coupler at a predetermined distance above the rail bed. A method of installing the hose support bracket includes positioning the first and second attachment members, securing them in place, and attaching one or more railway brake hose units to the air hose connector, either before or after this positioning and securing of the upper portion of the bracket.

An end hose support assembly for a rail car is disclosed. The end hose support assembly may include a rear support bracket configured to be removably engaged within a yoke and the support assembly may constrain the lateral and vertical movement of a portion of the trainline.

An end hose support assembly for a rail car is disclosed. The end hose support assembly may include a rear support bracket configured to be removably engaged within a yoke and the support assembly may constrain the lateral and vertical movement of a portion of the trainline.

A gladhand coupling that prevents inadvertent separation of the coupling halves without the need for additional structure or manipulation to connect and disconnect the halves. Each half is equipped with a lug having two spaced apart ramped pads and a flange defining a channel having a corresponding ramped pad. When two halves are positioned together then rotated into the locked position, the ramped pad of the flange is positioned proximately to the either of the ramped pads of the flange to prevent inadvertent lateral compression of the two halves that would otherwise cause unintentional uncoupling. The coupling may be disconnected by simple rotation of one coupling half relative to the other so that the ramped pad of the lug is positioned between the spaced apart ramped pads of the lug and by pulling the coupling apart as done by current rail car decoupling procedures.

A gladhand coupling that prevents inadvertent separation of the coupling halves without the need for additional structure or manipulation to connect and disconnect the halves. Each half is equipped with a lug having two spaced apart ramped pads and a flange defining a channel having a corresponding ramped pad. When two halves are positioned together then rotated into the locked position, the ramped pad of the flange is positioned proximately to the either of the ramped pads of the flange to prevent inadvertent lateral compression of the two halves that would otherwise cause unintentional uncoupling. The coupling may be disconnected by simple rotation of one coupling half relative to the other so that the ramped pad of the lug is positioned between the spaced apart ramped pads of the lug and by pulling the coupling apart as done by current rail car decoupling procedures.

A gladhand coupling that prevents inadvertent separation of the coupling halves without the need for additional structure or manipulation to connect and disconnect the halves. Each half is equipped with a lug having a ramped pad and a flange defining a channel having a corresponding ramped pad. When two halves are positioned together then rotated into the locked position, the ramped pad of the lug is positioned proximately to the ramped pad of the flange to prevent inadvertent lateral compression of the two halves that could cause unintentional uncoupling. The coupling may be disconnected by simple rotation of one coupling half relative to the other and by pulling the coupling apart as done by current rail car decoupling procedures without the need for manual manipulation of extraneous locking mechanisms.

A gladhand coupling that prevents inadvertent separation of the coupling halves without the need for additional structure or manipulation to connect and disconnect the halves. Each half is equipped with a lug having a ramped pad and a flange defining a channel having a corresponding ramped pad. When two halves are positioned together then rotated into the locked position, the ramped pad of the lug is positioned proximately to the ramped pad of the flange to prevent inadvertent lateral compression of the two halves that could cause unintentional uncoupling. The coupling may be disconnected by simple rotation of one coupling half relative to the other and by pulling the coupling apart as done by current rail car decoupling procedures without the need for manual manipulation of extraneous locking mechanisms.

A system includes first and second robotic machines and a task manager. The first and second robotic machines have respective first and second sets of capabilities for interacting with a surrounding environment. The task manager selects the first and second robotic machines from a group to perform a task based on the first and second sets of capabilities of the robotic machines. The task involves manipulating and/or inspecting a target object of a vehicle. The task manager assigns a first sequence of sub-tasks to be performed by the first robotic machine and a second sequence of sub-tasks to be performed by the second robotic machine. The first and second robotic machines are configured to coordinate performance of the first sequence of sub-tasks by the first robotic machine with performance of the second sequence of sub-tasks by the second robotic machine to accomplish the task.

A coupler for a railway car including a coupler anchor, a coupler mechanism pivotable relative to the coupler anchor from an on-center position to an off-center position in a substantially horizontal plane, and a coupler positioning device for pivoting the coupler mechanism relative to the coupler anchor. The coupler positioning device includes a controller adapted for receiving signal information from a bogie relating to an angular position of the bogie relative to a body of the railway car, and at least one pneumatic cylinder for pivoting the coupler mechanism. The controller controls the operation of the at least one pneumatic cylinder in response to the signal information received from the bogie.

A coupler for a railway car including a coupler anchor, a coupler mechanism pivotable relative to the coupler anchor from an on-center position to an off-center position in a substantially horizontal plane, and a coupler positioning device for pivoting the coupler mechanism relative to the coupler anchor. The coupler positioning device includes a controller adapted for receiving signal information from a bogie relating to an angular position of the bogie relative to a body of the railway car, and at least one pneumatic cylinder for pivoting the coupler mechanism. The controller controls the operation of the at least one pneumatic cylinder in response to the signal information received from the bogie.