A brake control device includes: a liquid pressure line provided for each vehicle wheel and supplied with a brake liquid pressure; a pressurization unit configured to supply a pressurization brake liquid pressure to the liquid pressure line; an abnormality detection unit configured to detect an abnormality of the liquid pressure line at a time the brake liquid pressure of the liquid pressure line is not greater than a threshold value; and a pressurization adjustment unit configured to continuously supply the pressurization brake liquid pressure to the liquid pressure line of the normal vehicle wheel having a low abnormality occurrence risk and suppress the supply pressure of the pressurization brake liquid pressure to the liquid pressure line of the vehicle wheel having a high abnormality occurrence risk until the abnormality of the liquid pressure line is detected by the abnormality detection unit.

A brake control device includes: a liquid pressure line provided for each vehicle wheel and supplied with a brake liquid pressure; a pressurization unit configured to supply a pressurization brake liquid pressure to the liquid pressure line; an abnormality detection unit configured to detect an abnormality of the liquid pressure line at a time the brake liquid pressure of the liquid pressure line is not greater than a threshold value; and a pressurization adjustment unit configured to continuously supply the pressurization brake liquid pressure to the liquid pressure line of the normal vehicle wheel having a low abnormality occurrence risk and suppress the supply pressure of the pressurization brake liquid pressure to the liquid pressure line of the vehicle wheel having a high abnormality occurrence risk until the abnormality of the liquid pressure line is detected by the abnormality detection unit.

A pressure reducer valve includes a first chamber having a first spring and a first volume for receiving an output fluid having an actual output pressure that equals the desired output pressure in response to the pressure reducer valve achieving equilibrium and a second chamber having a second spring and a second volume for receiving a return fluid having a return pressure that is less than the desired output pressure and the input pressure of an input fluid. The pressure reducer valve further includes a main shaft exposed to the first spring and the output fluid from the first chamber and the second spring and the return fluid from the second chamber such that the main shaft may move relative to the first chamber and the second chamber based on forces applied by the first spring, the output fluid, the second spring, and the return fluid.

A pressure reducer valve includes a first chamber having a first spring and a first volume for receiving an output fluid having an actual output pressure that equals the desired output pressure in response to the pressure reducer valve achieving equilibrium and a second chamber having a second spring and a second volume for receiving a return fluid having a return pressure that is less than the desired output pressure and the input pressure of an input fluid. The pressure reducer valve further includes a main shaft exposed to the first spring and the output fluid from the first chamber and the second spring and the return fluid from the second chamber such that the main shaft may move relative to the first chamber and the second chamber based on forces applied by the first spring, the output fluid, the second spring, and the return fluid.

A pressure-limiting valve includes a housing having a piston, a pressure-limiting adjusting spring, at least one inlet and at least one outlet. The piston can assume an open position in which the inlet and the outlet are connected to each other, and at least one closed position in which the inlet and the outlet are separated from each other. The piston has a first piston ring with a sealing surface and a second piston ring. In the closed position, the sealing surface is drawn against a housing projection in a sealing manner by a pneumatic force which acts on the second piston ring and is directed against the force of the pressure-limiting adjusting spring. A pneumatic passage in the piston which implements a safety valve function can be sealed by a spring-loaded safety valve body arranged on a side of the second piston ring that is opposite the outlet.

A pressure-limiting valve includes a housing having a piston, a pressure-limiting adjusting spring, at least one inlet and at least one outlet. The piston can assume an open position in which the inlet and the outlet are connected to each other, and at least one closed position in which the inlet and the outlet are separated from each other. The piston has a first piston ring with a sealing surface and a second piston ring. In the closed position, the sealing surface is drawn against a housing projection in a sealing manner by a pneumatic force which acts on the second piston ring and is directed against the force of the pressure-limiting adjusting spring. A pneumatic passage in the piston which implements a safety valve function can be sealed by a spring-loaded safety valve body arranged on a side of the second piston ring that is opposite the outlet.

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 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 outboard wheel half has an axis and includes an outboard wheel structure configured to receive at least a portion of a tire. The outboard wheel half also includes a structure defining an alignment hole usable to align a hubcap relative to the structure. The structure defines a pocket circumferentially aligned with the alignment hole to reduce an amount of stress at a location of the alignment hole.

An outboard wheel half has an axis and includes an outboard wheel structure configured to receive at least a portion of a tire. The outboard wheel half also includes a structure defining an alignment hole usable to align a hubcap relative to the structure. The structure defines a pocket circumferentially aligned with the alignment hole to reduce an amount of stress at a location of the alignment hole.