A brake control system and method for a train having a lead locomotive or control car, at least one trailing locomotive or control car and, optionally, at least one railroad car. The lead locomotive or control car generates data representing an independent brake demand and data representing an automatic brake demand and transmits the data representing an independent brake demand and the data representing an automatic brake demand to the at least one trailing locomotive or control car. The at least one trailing locomotive or control car receives data representing an independent brake demand and data representing an automatic brake demand and controls a brake cylinder pressure of the at least one trailing locomotive or control car based on the data representing an independent brake demand and the data representing an automatic brake demand.

A system includes a sensor and a controller. The sensor is configured to detect sliding of a wheel of a vehicle. The controller is configured to communicate with the sensor and a traction motor operatively connected to the wheel such that the traction motor selectively applies forces in at least one direction to the wheel during operation. The controller is further configured to direct the traction motor to apply a motoring slide reducing force to the wheel when the sensor detects sliding of the wheel resulting from a frictional braking force.

Disclosed are a railway vehicle braking system and method. The railway vehicle braking system includes a braking command generating unit generating a braking command to stop a railway vehicle, a comparison unit determining whether the braking command has been changed, a delay unit delaying and outputting the braking command depending upon a determination result from the comparison unit, and a digital-to-analog converter converting the braking command, which has been delayed by the delay unit, into an analog signal and inputting the analog signal to an actuator.

A pressure equalization valve arrangement for a rail brake system includes a hold valve and a membrane vent valve each having a control chamber. The hold valve and vent valve are piloted by a respective solenoid valve. A further solenoid valve is connected to the control chamber of the vent valve to allow the pressure across the vent valve membrane to be equalized with the brake cylinder pressure to decrease the pressure difference across the membrane. This results in an improved vent time.

A brake control valve arrangement for controlling application of a braking force includes an electro-pneumatic brake control valve block including a hold valve and a vent valve (PRESSURE CONTROLLER), a main regulator valve (RELAY VALVE) and an emergency and a variable load control pressure regulator. The valve block has an inlet for a brake supply pressure, and an outlet in pneumatic connection with a brake cylinder. A pilot pressure into the main regulator valve from the variable load control pressure regulator is controlled by a remote release solenoid valve (CONTROL CHAMBER VENT MAGNET VALVE). The remote release solenoid valve adapted to vent brake cylinder pressure to atmosphere when de-energized thereby enabling release of the wheel braking force via the main regulator valve.

A locomotive air brake control system that responds to penalty braking requests from external systems by applying a varying amount of train brake level based on monitored and calculated parameters in order to enforce a defined train condition. The system may include a minimum acceptable train braking, a condition to be achieved to prevent further application of train brakes, and a maximum train brake level to be applied in response to the request. Alternatively, the system may apply braking in stepped levels according defined thresholds for a train behavior variable of interest such as speed or deceleration. The system may be configured to incrementally apply and release train brakes during the adaptive penalty, and may also adjust the level of braking according to calculated braking capacity of the train.

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.

The invention relates to an autonomous retarder system for a vehicle including a retarder (10) having a central rotor (11) and two stators (12), one on each side of the rotor (11). The rotor (11) is rigidly coupled to an axle (1). A generator (20, 30, 50) is also included, coupled to the retarder (10), for supplying same with electrical energy. In addition, the generator (20, 30, 50) comprises a stator (22) and a rotor (21, 31, 51) coupled to the retarder.

A method and mechanism for initiating an emergency stop for an unattended railcar is disclosed. The method may include using a trip arm placed alongside the railway tracks at a designated stop point that may contact a portable trip-cock lever arm that extends out beyond the perimeter of the railcar if the railcar reaches the stop point as it moves along the track. The trip-cock lever arm may be attached to a valve that is connected to the pneumatic brake system of the unattended railcar. As the trip-cock lever arm rotates, the valve may open to release the air pressure in the pneumatic brake system causing the brakes to engage the wheels causing the railcar to stop.

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.