MXPA00007930A - Railcar braking system - Google Patents

Abstract

A pneumatic railcar braking system (11) for freight or passenger cars, wherein the system is operable as an electronically controlled pneumatic brake system in conjunction with a head end unit (35) in the locomotive or as a conventional pneumatic brake system in conjunction with a pneumatic brake control (36) in the locomotive.

Description

RAIL BRAKE SYSTEM DESCRIPTION OF THE INVENTION This invention relates in general to a braking control system for wagons that can operate in response to pneumatic and / or electronic signals / commands and which reduces braking distances. It is well known that for many years railroad trains in North America, Europe, and other parts of the world have been equipped with some form of "automatic" pneumatic brake systems that are sometimes referred to as air brakes. Strictly known tire brakes provide a simple, reliable and generally fail-safe means to allow the engineer, driver, or train personnel to apply the brakes throughout the entire train Such air brake systems include an air compressor in the locomotive connected to a brake pipe that extends through the train to provide compressed air to all the wagons and to operate the brake cylinders in the wagons which, through a maneuvering mechanism, apply braking action to the Wagon wheels The pneumatic commands or signals are provided by the engineer to the brake pipe which are detected by Control valves in each of the wagons to apply the braking functions. Generally speaking, when the air pressure reduction in a brake pipe is detected, the brakes are applied, and when an increase in pressure is detected, the brakes are released. In addition, the degree of braking is in proportion to the value and speed of the reduction, although once the pressure of the brake pipe begins to increase, the brakes are released completely. A strictly pneumatic brake system has disadvantages particularly when used in a long freight train such as one having 150 wagons being up to one and one and one-half miles long. For this train length, it takes approximately eighteen seconds for the reduction of air pressure started in the locomotive to reach the last car on the train. Consequently, only a slight pressure reduction is usually initiated by the engineer to prevent the last train cars from hitting the wagons with heavily applied brakes. As a result, the total pressure braking is delayed and the braking distances are longer. In order to solve the problems that exist in strictly pneumatic brake systems, electronically controlled pneumatic brake systems (ECP systems) have been proposed in recent years and are currently being tested. For example, such a system is described in U.S. Patent No. 5,335,974; and in the North American Patent No. 5, 722, 736, which belong to the assignee of this application. It has been shown that ECP systems that incorporate a part of the automatic pneumatic braking system in wagons and that is controlled by a unit from start to finish (HEU) or main controller of the locomotive substantially improves braking and substantially reduces distances of braking by providing brake signals substantially instantaneously and simultaneously to all wagons so that they can brake substantially at the same time. However, it is virtually impossible to completely update all the wagons in existence at the same time, and therefore a braking system capable of an ECP operation must also be capable of a strictly pneumatic operation, since it is very likely that some of the wagons on the train do not have the ECP system, and then the control of the locomotive will be from a pneumatic controller. It should be understood that the total ECP systems requires that each car be equipped with a wagon control device (CCD), and the locomotive with a HEU. The brake system of the present invention includes an electronic wagon control device and a wagon valve assembly that can be modernized into standard wagon pipe clamps. The power of the CCD can be taken by the train line or by a local power generation system mounted on the car. The wagon control valve incorporates part of the pneumatic brake system equipment in a wagon that can include the brake line, the tank tanks, the brake cylinders, the check valve, the release link of the manual brake cylinder, and the maneuver mechanism or link between the brake cylinders and the brake elements. The braking system of the invention is capable of operating either the emulation mode or the pure ECP mode, while also achieving uniform transitions between modes. When operating in the emulation mode, the brakes operate substantially in the same manner as conventional strictly pneumatic systems. When operating in the ECP mode, the system is electronically controlled by commands provided by the engineer in the locomotive. In this way, the system of the invention is universal in nature and can be updated in the current wagons, whose wagons can be mixed with other wagons having strictly pneumatic braking systems while also having the ability to operate on trains with pure ECP systems. . In ECP mode, brake cylinder pressure is controlled through a network controlled by a computer where each car is equipped with a CCD and a locomotive is equipped with a HEU. The engineer instructs the HEU to apply a percentage of full service brake cylinder pressure where the HEU simultaneously sends a corresponding signal to each CCD. Then the CCD in each car calculates the amount of brake cylinder pressure in response to the electronic signals issued by the HEU, other preprogrammed car information, and other inputs. The CCD then instructs the valve manifold through the valves controlled by it. Solenoid to fill and empty the brake cylinders according to these online calculations as ordered by the HEU. The braking system of the present invention significantly reduces the braking pressure increase time and the braking distances in the ECP mode by providing a simultaneous and substantially instantaneous application of the brakes in all wagons of the train. In addition, this system facilitates the substantial increase in braking control, provides a graduated release of the brakes application, increases the braking uniformity which decreases the damage related to. the brakes and extends the life of the wheels, constantly recharges the supply reservoir during normal operation that includes braking applications, dramatically reduces the braking action induced by the brakes between the wagons, decreases the time it takes to load and test the system during an adjustment, with this reducing the terminal delays and also works in the sets of articulated wagons of three packages or five packages. Accordingly, a better overall train braking is provided by the system of the present invention when in the ECP mode which allows the train to run faster and more efficiently. The braking system of the invention includes a wagon control valve assembly that responds to electrical signals from a wagon control device in the form of a computer. When operating in emulation mode, the braking system electronically simulates the function of the strictly pneumatic conventional system. Pressure transducers continuously check the pressure in the valve assembly and apply or release the car brake accordingly as pneumatic signals or commands are received in the brake line from the locomotive. The energy is generated for each CCD locally, for example, by the use of a shaft generator, solar energy, a rotary pneumatic generator, a vibration generator, batteries, or any other suitable source. Since the CCD operates with low power consumption, local power generation can be easily provided. However, a train line is provided which can supply power, it is not necessary to use local power generation.

The advantages of the emulation mode of the present invention over the operation of previous strictly pneumatic systems particularly occur in the period of transition from the conventional system to the ECP systems. This allows the owners of the vans to operate trains conventionally until the whole set of wagons is updated with the ECP systems. It is contemplated that this period of transition can take many years for the whole set, although some trains will have pure ECP systems. In addition, the system of the present invention, when in the emulation mode, works better than the pure pneumatic conventional valve being emulated. Particularly, the present system in emulation mode uses air more efficiently in logical operations. On the other hand, it is more sensitive to recognizing pressure changes that accelerate initial rapid service and accelerated release functions. Finally, it is lighter, easier to install, and easier to maintain than a conventional valve system, and is adapted to be connected to the conventional check valve. Accordingly, it is an object of the present invention to provide a new and improved braking system capable of operating in an ECP mode or in an emulation mode which provides more efficient braking operations to allow the train equipped with the system to run more efficiently. Quick. A further object of the present invention is to provide a braking system capable of operating in the ECP mode with the emulation mode, and which is also capable of being incorporated for the use of a standard check valve used in wagons and which is can operate by a wagon to control braking operations. A further object of the present invention is to provide a braking system capable of operating in the ECP mode or the emulation mode, and which, when operating in the emulation mode, accelerates the performance of recognizing a pneumatic emergency through the use of pressure transducers that immediately recognize a low pressure in the brake line and signal operations of an electronic emergency load valve for the application of the brakes. A further object of the present invention is to provide a braking system capable of operating in the ECP mode and the emulation mode which includes a pneumatic circuit that tolerates the leak that does not adversely affect the operation of the control valve assembly. Another object of the present invention is to provide an improved braking system capable of operating in the ECP mode or in the. emulation mode and which includes an impact valve arrangement to facilitate the application of the brakes in an emergency. Other objects, features and advantages of the invention will be apparent from the following detailed description, taken together with the accompanying drawings, in which the reference numerals refer to similar parts BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a somewhat schematic view of a train illustrating a locomotive and two freight cars and which incorporate the braking system of the invention, Figure 2 is a block diagram which illustrates the operation of the present system in the ECP mode. Figure 3 is a schematic view of the pneumatic circuit 'of the control valve assembly of the present invention using conventional ANSI symbols, Figure 4 is a block diagram of a wagon control device of the present invention, Figure 5 is a block diagram illustrating the mode of emulation of the present invention, Figure 6 is a schematic diagram of the pipe clamp that shows the emergency side manifold and the service side manifold to which the control valve assembly of the present invention will be connected; Figure 7 is a schematic view of the pneumatic circuit of a modified control valve assembly of the present invention using conventional ANSI symbols and which includes the additional feature of obtaining a pneumatic airlock circuit for the pneumatic cylinder release valve; Figure 7a is a schematic view of a modified pneumatic airlock circuit. Figure 8 is a schematic view of the pneumatic circuit of yet another modified control valve assembly of the present invention using conventional ANSI symbols and which includes a pressure sensitive impact circuit instead of the time sensitive impact circuit in Figure 3: Figure 8A is a schematic view of a variation of the pressure sensitive impact circuit used in the embodiment of Figure 8, Figure 9 is a schematic view of the pneumatic circuit of a modified additional control valve assembly of the present invention using conventional ANSI symbols and a dual pilot relay valve employed in place of a single pilot relay valve and the pneumatic relay neutralizing valve as used in the embodiment of Figure 3; 9A is a schematic view of a variation of the dual pilot relay valve used in Figure 9 and which employs a double-acting valve_ to achieve the same functions as the dual pilot relay valve; Figure 10 is a schematic view of the pneumatic circuit of a modified control valve assembly of the present invention using conventional ANSI symbols where the pneumatic emergency circuit of the control valve is simplified for the removal of the emergency load valve pneumatic electronics shown in Figure 3; Figure 10A is a schematic view of a variation of the pneumatic emergency circuit shown in Figure 10; Figure 11 is a schematic view of the pneumatic circuit of another modified control valve assembly of the present invention using conventional ANSI symbols which also includes an electronic emergency neutralization valve in the pneumatic emergency circuit to avoid certain cases where the applications of pressure sensitive emergency are not allowed in a conventional braking system; Figure HA is a schematic view of a variation of the emergency electronic neutralization valve feature shown in Figure 11; Figure 12 is a schematic view of a pneumatic circuit of another modified control valve assembly of the present invention using conventional ANSI symbols and which combines the chokes shown in the embodiment of Figure 3 in a single choke; Figure 13 is a schematic view of the pneumatic circuit of another modified control valve assembly of the present invention using conventional ANSI symbols which illustrates the use of volume chambers for the control valve; Figure 14 is a schematic view of the pneumatic circuit of the preferred embodiment of the control valve assembly of the present invention using conventional ANSI symbols; Figure 15 is a schematic view of the pneumatic circuit of yet another modified control valve assembly of the present invention using conventional ANSI symbols which relocate the pneumatic cylinder release valve from the position shown in the embodiment of Figure 3; and Figure 16 is a schematic view of the pneumatic circuit of a modified control valve assembly of the present invention that is used only for the electronic operation of the brake system. Referring now to the drawings, and particularly to Figure 1, a train including a locomotive 10, a first load wagon 11, and a second load wagon 12 is diagramatically illustrated. It will be appreciated that a train includes any number of wagons of cargo or can include passenger cars. With respect to freight car trains, - a long train can include 150 wagons and extend up to one and one and a half miles long. The present invention relates to a braking system for these wagons which may include as shown in Figure 1 a wagon control valve assembly 15 (CVA) and a wagon control device 16 (CCD) including a CPU or a computer 17. The wagon control valve assembly 15 may be suitably mounted in the pipe clamp of a wagon., which as shown in Figure 6 is designated by number 20, and which may include collectors on the sides of emergency service. The control valve assembly 15 of the invention is mounted on the service side of the pipe clamp, as can be seen in Figure 6. To illustrate the pipe clamp connection, the pipe connections include a chamber 22 of fast action (QAC) is located within the pipe clamp, the brake cylinder line 23 is connected to the brake cylinder, the brake line line 24 is connected to the brake line, the reservoir line 25 of emergency is connected to the emergency tank, the auxiliary tank 26 is connected to the auxiliary tank, and the exhaust line 27 is connected to the check valve. After this, these pipe connections will sometimes simply be called by their names in order to be able to clarify the air flows as controlled by the control valve assembly. For the present invention, a manifold 30 is mounted on the emergency side of the pipe clamp and a manifold 32 is mounted on the service side of the pipe clamp. The control valve of the present invention is connected for the most part to the service side of the pipe clamp and therefore will facilitate the updating and may be familiar with the railway personnel working with the valves. As can be seen in Figure 6, the auxiliary and emergency tanks are interconnected, as is the fast action camera. It is not necessary to include the fast action camera in the pneumatic circuit, although adding a certain volume to the total air available for use in the braking operation. For purposes of relating to the valve control assembly that will be described later, the combination of the fast acting, auxiliary and emergency action tank tanks in the supply or air supply tank and on line 34 will be considered. Except for the embodiment of Figure 16, the brake system of the invention can operate in the ECP mode by receiving electronic commands from the locomotive or in the emulation mode receiving pneumatic locomotive commands. The system in Figure 16 can only be controlled in the ECP mode. As can be seen particularly in Figure 1, when the locomotive includes a head-to-head unit (HEU) or a master controller 35, it will be capable of generating electronic signals to the wagon control device 16 of the brake system of the invention. These signals will usually be transmitted along a train line but may alternatively be transmitted by wireless equipment. The locomotive also includes a pneumatic brake line controller (BPC) 36 and a locomotive air compressor 38 (LAC) to supply air to a large tank or reservoir that is connected to the brake line. The pneumatic brake pipe controller can be used to transmit commands or pneumatic signals through the brake pipe to the wagon control valve assemblies. As can be seen in Figure 2, a block diagram of the train including a locomotive 10 and a loading wagon 11 is illustrated to show the different components that can be used together with a train where the locomotive is not only equipped with a HEU but also with a conventional pneumatic brake pipe controller Thus, the locomotive 10 in Figure 2 includes a HEU 35 and a pneumatic brake pipe controller 36 and which will operate to control the ECP / emulation brake system Accordingly, a train composed of several wagons having an ECP system as in the present invention can also include a wagon having a conventional pneumatic braking system and the locomotive can control braking through the train in ECP mode and emulation mode. The brake line is connected to the brake line 24 so that conventional pneumatic signals or commands can be sent through the brake line by a reduction or increase in brake line pressure. Additionally, the locomotive can include a train line power supply 40 to supply power to the control devices of 'wagon of an ECP system according to the present invention along a train line 41. As can be seen in Figure 2, the train line power supply can be connected to an electrical connection box 42 (J-BOX) in a loading wagon, which in turn can provide a connection to the device 16 of Wagon control through line 41 of energy. The wagon control valve 15 of the invention can be electronically interconnected to the wagon control device 16 and additionally connected pneumatically to the brake line 24 as well as the brake cylinders 44 and the supply reservoir 46, which will be connected to supply line 34. For purposes hereinafter to describe the invention and particularly the wagon control valve and the wagon control device, reference will be made to the supply tank as supplying air to the wagon control valve instead of the various tanks which they are normally provided in the cargo wagon. The supply tank in each car can then consequently include the "auxiliary and emergency tanks and optionally the fast action chamber to provide the maximum volume of air for braking." The braking system of the invention, when used in freight cars pulled by a locomotive that does not have a HEU, then it can be operated in the emulation mode and a block diagram illustrating the general components shown in Figure 5 where the locomotive 10 only includes the brake pipe controller 36 conventional tire for brake line 24. It should be appreciated that the braking system can also operate in emulation mode, when a HEU is provided, when the HEU 35 fails or there is a loss of line power in the device. Wagon control after an application and full service release or a one hour time period. If you operate in emulation mode, then it will respond to commands or pneumatic signals. An illustration in block form of the emulation mode is shown in Figure 5 wherein the locomotive simply includes a conventional brake pipe controller which is connected to the brake line 24 and which reduces or increases the air pressure of the brake. the brake pipe. The pneumatic signals are mainly detected by the wagon control device 16 to apply the necessary braking functions. In this embodiment, the energy in the wagon control device is provided by a suitable local power generator, such as a shaft generator, a solar power generator, a pneumatic rotary generator, a vibration generator, suitable batteries, or any another suitable type of generating equipment that can supply electric power necessary to activate the wagon control device 16. In the emulation mode, the combination of the wagon control device and the control valve electronically simulates the function of the strictly pneumatic conventional braking system. Pressure transducers are provided to continuously detect the pressure of the brake line to apply or release the brake cylinder, as will be described more clearly below. The pressure transducers improve the speed to recognize the change in speed and reduction of brake line pressure. Also, as mentioned in the above, the advantage of being able to use this mode of operation is especially valuable in the transitional period where the wagons are being changed and updated from conventional pneumatic systems to ECP systems. Under these circumstances, wagon owners can operate wagons conventionally until the entire set of wagons is upgraded with ECP brakes. On the other hand, the emulation mode will currently yield better than the pure conventional pneumatic valve that is emulating particularly using more air efficiently in logical operations. The brake system of the present invention is more sensitive to the emulation mode for recognizing pressure changes through the pressure transducers that accelerate the initial rapid service and accelerate the release functions. The wagon control valve assembly 15 is shown in detail in Figure 3 and includes a plurality of valves for controlling the air flow to operate the brake cylinder 44 under any conditions. Although only one brake cylinder is shown and referenced in this, it should be understood that the valve assembly can operate all the brake cylinders in the car. As mentioned above, the valve assembly is connected to the brake line which supplies pressure to the supply tank and also in the emulation mode serves to transmit pneumatic commands and signals to the valve assembly. All valves in the assembly can be operated by a two-position / three-way solenoid, operated pneumatically by two positions / five directions, or any other type of pneumatic or electronic pneumatic valve that provides the desired airflow control to operate the system . As shown in Figure 3, some of the valves are retained to be secured in one of two positions. Also, as mentioned above, the control valve assembly can continue to maintain the operation of the conventional check valve and is connected to the check valve which is known and has been used in cargo wagons, mainly for the purpose to provide certain braking when degrees are treated and to produce a delayed release. It is well known that a check valve includes three positions. The first position and the normal position is the exhaust pipe position - where all the brake cylinder pressure can be expelled. The second position is called a high pressure position, which is used to always retain a certain pressure value in the brake cylinders and is particularly used when the train goes downhill and there is a desire to have the particular wagon where the valve is activated The third position is called slow and direct, which allows a gradual release of the cylinder pressure until it reaches zeros. As mentioned above, the check valve is normally adjusted at the position of the exhaust pipe which allows the output of the pressure of the brake cylinder according to the operation of the control valve assembly during the emulation. It should be further appreciated that the present invention operating in the ECP mode does not need to use the check valve since the braking can be controlled in its entirety electronically at any time. When referring to the different valves, pressure transducers, and elements, numerical legends will be provided, for the letter designations for additional clarity that is provided according to the following list: _ Pipe Pipe Connection to Pipe Clamp BC Cylinder Brake BP Brake Pipe E Escape RT Check Valve S or SP Supply (auxiliary and emergency chamber combined and optionally fast acting) Valve Valve Gate S or SP Supply E Exhaust Acronym Name CSP Supply Verification Valve. CRAP Combined Restrictor Application Hole DPPRY EAP Pilot Pneumatic Relay Valve EAP Electronic Application Valve EAR Electronic Accelerated Release Valve ECR Electronic Cylinder Release Valve EEC Electronic Emergency Charge Valve EEO Electronic Emergency Neutralization Valve EIQ Electronic Initial Fast Service Valve ERL Electronic Release Valve ERS Electronic Readjustment Valve MRV Manual Release Release Valve Pneumatic Accelerated Release Valve PCR Pneumatic Pneumatic Brake Cylinder Release Valve PEC Emergency Pneumatic Charge Valve (backup) PEE Emergency Electronic Pneumatic Charge Valve PEI Pneumatic Emergency Impact Valve PER Pneumatic Emergency Release Valve PIÓ Pneumatic Impact Neutralization Valve PIQ Pneumatic Initial Quick Service Valve PLA Pneumatic Safety Application Valve PLM Pneumatic Safety Main Valve PLR Pneumatic Safety Release Release Valve PRO PES Pneumatic Relay Neutralization Valve PRY Pneumatic Reset Valve RAP Pneumatic Relay Valve RAP Restrictor Application Hole RIC Restrictor Emergency Impact Hole RIC Restrictor Initial Load Hole RRL Restrictor Release Hole RRS Resetting Orifice Restrictor XBC XBP Brake Cylinder Transducer XPL Brake Pipe Transducer XSP Pilot Line Transducer Supply Depot Transducer The supply line 24, through its pressure, normally supplies and maintains the reservoir 46 of supply in the same pressure. When the system is initially charged, the pressure of the brake pipe is supplied to the supply 46 via the line 47 in which is located an initial restrictor loading orifice 48 and a check valve 50 which only allows the Air flows in one direction into the supply tank. Once the supply tank is fully loaded, the valve assembly can then function to apply braking operations. On a continuous basis, the brake line will maintain the supply tank at the same pressure as the brake line unless the pressure in the brake line drops below the pressure in the supply tank. The functions of the emulation mode of the valve assembly of the present invention include brake control functions, communication functions, direct operator functions, and miscellaneous braking functions. The brake control functions are related to the control of the air pressure in the brake cylinders and particularly to the application and the release of that pressure. This activity 'can be either a normal service operation or an emergency operation. More specifically, functions include service release, service application, emergency application, emergency release, pneumatic emergency application, and pneumatic emergency release. Standard or normal service application operations include the application of brakes for scheduled stops or the decrease of train speed on slopes. Similarly, normal service release operations include releasing the brakes to allow the train to start after a scheduled stop or to freely release the brakes after completing a trip along a slope. Emergency application operations will be carried out when a threatening situation confronts the train and requires an unscheduled stop or when a wagon or series of wagons is disconnected from the locomotive to expose the brake line to the atmosphere. The "direct operator" functions result from the introduction or operation of a wagon locally in a wagon, for the particular control of a wagon, these functions include the operation of a manual release valve to release the air from the brake cylinder, release the supply tank pressure, or to reapply the brake cylinder pressure, and the operation of the check valve adjustment. The brake cylinder release function is useful particularly when maintenance is being carried out on the brake shoes in a parked car where the manual operation of a lever or button releases the pressure in the brake cylinder to the atmosphere after the brake cylinder pressure has been applied first. The function "to re-apply the brake cylinder gives instructions to the brakes to be applied after the brakes have been manually released by the cylinder release function." The function of release of supply allows the operator to completely get rid of the pressure contained in the supply tank and more typically used when removing and maintaining the entire brake system as mentioned above.The check valve position is used to select different brake cylinder operating pressures. downhill, the brakes can be set to keep the brakes constantly applied at a certain level even when the brake line pressure commands or electronic commands give instructions to fully release the brakes.Communication functions allow brake systems in different wagons successfully interact and include the accelerated emergency release function, accelerated service release function, and initial rapid service or braking function. The rapid initial service function accelerates the preparation of the brake application signal through the brake line. By expelling brake line pressure locally at each brake system, the time required for subsequent brake systems to recognize the pressure drop at the front end of the brake line is reduced. Likewise, the accelerated brake release function helps propagate pneumatic signals to other cars by placing air locally from the supply reservoir into the brake line. This allows the accumulation of pressure in the brake line to react more quickly, and accelerates the time required for subsequent brakes or downhill cars to recognize the release signal in the brake line. The accelerated service release feature accelerates the release of a service application. The various brake functions include an electronic adjustment of the cylinder release valve, the brake cylinder impact function, the supply charge function and the accelerated charge function. The electronic adjustment function neutralizes the cylinder release function when the brakes are instructed that it is active. The brake cylinder impact function is used during pneumatic emergencies to accelerate the initial brake application as the brake cylinder extends under constant pressure to a minimum application level. The function of load of supply allows a slow load of all the chamber of supply tank of each wagon, from which the braking system extracts volume of air to apply air pressure to the brake cylinder so that the deposits in all the wagons can charged substantially at the same level. It should be understood that the position of the valves in Figure 3 and Figures 7 to 16 are those found before any brake system operation is performed and prior to loading the supply tank. The electronic pilot valves move from the normal position to the activated position when the solenoid of that valve is energized in accordance with an electronic signal from the wagon control device and provides the pilot with the operation of related pneumatic valves that produce the functions of braking. The strictly pneumatic valves respond to pneumatic pressures. Most pneumatic and electronic valves when not activated, are driven to their normal position by return springs. The electronic valves have ports connected to the supply tanks and / or to the atmospheric exhaust pipe. As mentioned above, the entire area of the brake cylinder exhaust pipe passes through the check valve while the exhaust pipe of the other valves goes to the atmosphere. The pneumatic circuit of the brake system, as shown in Figure 3, is attached to the wagon control device 16 to check the pressures in the brake cylinder, the brake line, the supply or delivery tank and the pilot line to the relay valve - Accordingly, the brake pipe pressure transducer, designated at 52, is connected to the brake line line 24, as can be seen in Figure 3, for the purpose of providing an electronic signal proportional to the brake pipe pressure to the wagon control device computer 17, as illustrated in Figure 4. A transducer 53 is connected to the supply line 54 to verify the pressure in the supply tank 46 and to producing an electronic signal for transmission to the wagon control deposit computer 17. A pneumatically operated relay valve 56, which generally controls the pressure in the brake cylinder, responds to the pressure in the pilot line 57. The valve 56 is maintained in its null or normal position by a return spring and the pressures in the pilot line 57 and the brake cylinder line 60, and will be activated to connect the brake cylinder line 60 to the atmospheric exhaust pipe. or to supply when the pressure on line 57 piloted is different from the downstream pressure or pressure in the brake cylinder line. A pilot line pressure transducer 58 checks the pressure in the pilot line 57 and converts it into an electrical signal for the car control device 17 computer. The fourth pressure transducer is connected to the brake cylinder line 60 and is designated 61 to check the pressure in the brake cylinder 44. The pressure transducer 61 produces an electrical signal for the computer so that the car control device 17 registers the pressure "d brake cylinder in the computer." For the operation of the pneumatic valve during a regular application and functions of the vehicle. brake cylinder release, an application valve 63 operated by a solenoid and a release valve 64 activated by a solenoid serving to operate the pneumatic relay valve 56. BRAKE CONTROLLER FUNCTIONS Service Application Function When the device 16 of the wagon control detects a change in sufficient proportion through the brake pipe pressure transducer 52, during the emulation mode, the wagon control device recognizes that the locomotive engineer has sent a pneumatic application signal through the the brake pipe The wagon control device then calculates the cylinder pressure Appropriate target brake rod based on the difference between the maximum brake pipe pressure and the current brake pipe pressure; and sends a series of pulsation signals to the application valve 63 activated by the solenoid to increase the brake cylinder pressure until the target pressure is achieved. By sending these pulsation signals, the rate of increase in brake cylinder pressure is controlled. Also, when the pulsation signals are sent to the application valve 63, those signals will go through the pilot line 57 and will be detected by the pneumatic relay valve 56, which then connects the supply tank to the brake cylinder to through the pneumatic relay neutralizing valve 66, the pneumatic emergency impact valve 68 and the pneumatic cylinder release valve 70 which have been readjusted to connect the brake cylinder line 60 to the line 68a coming from the valve 68 of impact. The valve 68 is merely retained by a pressure action, while the valve 70 is retained to be secured in one of two positions. Once the air fills the brake cylinder, the valve 56 moves to the center to cut off further communication with the supply. When the pressure in the valve 56 is balanced between that of the pilot line 57 and the brake cylinder line 60 and the spring, the valve 56 is not connected to the supply or exhaust pipe. Likewise, in the ECP mode, the electronic signals to the wagon control device can set the braking at any time to any desired level by controlling the activation of the application valve 63. Service Release Function In the emulation mode, when the wagon control device 16 detects * that the pressure in the brake line has increased sufficiently after a service application function has caused braking, the width of pulsation of the wagon control device modulates the leveling valve 64 activated by the solenoid to obtain the desired proportion and pressure until the pressure of the brake cylinder has been decreased. In the activated position, the release valve 64 connects the pilot line 57 of the relay valve to the atmospheric exhaust pipe thereby expelling the air in the pilot line which then allows the force of the return spring of the valve 56 of pneumatic relay returns the valve to its position, as shown in Figure 3, which connects the brake cylinder line 60 to the exhaust pipe through a pneumatic relay neutralizing valve 66, the pneumatic emergency impact valve 68, and the pneumatic cylinder release valve 70, when the valve 70 which is double-impact connects the line 60 to the impact line 68e. While the pressure in the pilot line 57 will be discharged by the release valve 64 to readjust the relay valve and connect the brake line to the exhaust pipe, preferably the air in the brake cylinder is released when the valve 70 is readjusted. cylinder release to connect the brake cylinder line 60 to the RT port of the check valve. • Valve ports designated E go to atmosphere, while port RT of valve 70 is connected to the check valve. It will be appreciated that the service release function will be carried out after a service application function and will again operate the brake pipe pressure which increases by a predetermined amount above the brake pipe pressure. Minimum detected during the service application.- For example, when the brake pipe pressure increases a predetermined amount above the minimum brake pipe pressure detected during the service application, the service release function will be performed. As stated above, the pneumatic cylinder release valve 70 will be readjusted in the position shown in Figure 3 when the release function begins to eject the area of the brake cylinder through the check valve. This can be done by activating the electronic cylinder release valve 83. The brake cylinder pressure will be decreased to 0 psi when the check valve is set to the exhaust pipe position. "In ECP mode, the signals to the wagon control device are sent electronically to control the release function, as well as the braking degree by controlling the release valve 64. Also, in this mode, the brake cylinder is ejected through the relay valve, while the brake cylinder is ejected, through the retainer valve in the emulation mode. However, the wagon control device can optionally be programmed to cause the cylinder release valve 70 to eject the brake cylinder air through the retainer valve during the ECP mode. Emergency Application Function In the emulation mode, when the wagon control device detects a sufficient negative ratio change value through the brake line pressure transducer 52, which of course would be greater than the ratio of service application, the wagon control device recognizes that the locomotive engineer is now sending a pneumatic emergency application signal through the brake line or that there is braking in the brake line and that a function Emergency application should start. The brakes are applied and then the wagon control device suspends all operations for a specific period of time in order to ensure that the entire train has reached a total stop. This period also prevents the locomotive engineer from releasing the emergency application position before propagating the emergency application signal to the entire train. If the emergency time has expired, then emergency release may occur. The wagon control device will detect the pneumatic command in the brake line through the pressure transducer 52, and energize the electronic emergency valve 95 activated by the solenoid to activate the pneumatic emergency valve 94 and connect the pilot line 86 of emergency to the supply that is going to be charged. The pneumatic neutralization valve 66 will change to cut the relay valve 56 and will connect the supply directly to the brake cylinder line 60. Simultaneously, upon charging pilot line 86, pneumatic reset valve 88 will change to connect supply to end 70b of release valve 70 to readjust valve 70 to connect brake cylinder line 60 to impact valve 68 if a readjustment signal has not been previously sent to the electronic reset valve 86. In this regard, the pneumatic reset valve 88 is a backup for the electronic reset valve 83 if the car control device has no power. During the initial stage of the emergency function, air flow is provided through the impact valve 68 and the diversion line 68c. Once the choke or contrictor 90 allows the pressure to accumulate at 68a, the -impact valve changes to cut the flow through the valve, but still allows air to flow through the deviation line for a proportion of emergency application. Although shown separately in Figure 3, the chokers 90, 88b and 85c can be consolidated as a single choke in the emergency pilot line 86. In order to propagate the pneumatic command signal for brake application on the other wagons in the train having only pneumatic automatic brake systems, a pneumatic initial service valve 72 that can be operated by the initial rapid service valve 73 activated by The solenoid works to connect the brake pipe to the exhaust pipe. When the CCD produces a signal to activate the solenoid pilot valve 73, it will connect the activation end of the pneumatic initial service valve 72 to supply the change to the valve 73 and connect the brake line 24 to the exhaust pipe. During an emergency situation the CCD will start a countdown timer started with an account in seconds equal to the maximum brake pressure pressure of the brake pipe before the emergency starts. In ECP mode, all emergency brake operations can be controlled by the relay valve 56, since the wagon control device will make the calculations necessary to operate the brake cylinder and, consequently, will activate the solenoid application valve 63 or the Solenoid release valve 64. Emergency Release Function In the emulation mode, when the wagon control device detects the signal from the brake line pressure transducer that has increased more than the amount required for a normal application, and sufficient time has elapsed from the case of Emergency application, the wagon control device first recognizes through the brake pipe pressure transducer 52 when the power was activated, that the locomotive engineer is sending an emergency release signal through the brake pipe . At that time, the wagon control device calculates the target brake cylinder pressure based on the maximum brake pressure experienced prior to the emergency application. The target pressure is substantially equivalent to a typical total service application. Next the wagon control device sends a signal to the cylinder release valve 83 activated by the solenoid to activate the cylinder release valve 70 to expel air in the brake cylinder line until the cylinder pressure of the cylinder is achieved. objective brake. This operation essentially releases the brake from an emergency brake condition so that it can return to a typical total service brake condition that may correspond to the maximum brake pipe pressure before the emergency was initiated. In ECP mode, all emergency release functions can be controlled through the relay valve by operation of the electronic release valve 64. Pneumatic Emergency Application Function The pneumatic emergency application function provides a fail-safe backup system that operates during system operation failure if the wagon control device loses power through damage or lack of power, or there is a break in the train (the train breaks in two). The brake system of the invention must recognize emergency application conditions when the electronics of the system fail, as described above. Conditions can also be useful to ensure that cars are stopped when they are stored in a car park without locomotive control. When the pressure of the brake pipe drops below a predetermined level without taking into account the reduction ratio, the pressure in the brake cylinder is set to a maximum given the current supply tank conditions. The pneumatic emergency load valve 75, which initially loads the emergency pilot line 86, takes the position shown in Figure 3, causing the pneumatic reset valve 88 to press "on" and connect the supply to the underside of 70b of the pneumatic cylinder release valve for changing it as well as for disconnecting the brake cylinder line 60 from the exhaust pipe through the retainer valve and reconnecting it to the supply line coming from the neutralizing valve 66. Substantially and simultaneously with the pulsation of the reset valve 88, the pneumatic relay neutralizing valve 66 is changed and the supply tank is directly connected to the brake cylinder line 60 through the impact valve 68 and the valve 70 of cylinder release. A choke or constrictor 88 allows sufficient air to feed into the line for 88b, and when the air pressure in the line for 88b equals the air pressure in 88a, then the pressure in 88b plus the return spring will cause the change from the reset valve to the position shown in the drawings, and thereby cutting the connection between the supply line of the valve 88 and the end 70b of the cylinder release valve 70. Pneumatic Emergency Release Function 'The pressure of the brake cylinder can also be released by the pneumatic emergency release valve 85. When the pressure in the pneumatic emergency pilot line 86 decreases, the pressure at 85a when it is delayed by the choke 85c exceeds the pressure at 85b and the return spring presses the valve to connect the supply to the end 70a of the release valve 70 of solenoid and activates the valve 70 to expel the pressure in the line 60 of the brake cylinder through the retainer valve. Otherwise, when the pressure on the pilot line 86 is present, the emergency release valve 85 maintains its position as shown in the drawings. It should be noted that the pneumatic cylinder release valve 70 is a stop valve to be able to provide a violent cut and hold the valve in any position it takes based on the pressure values at the opposite ends of the valve. As mentioned above, any time that it is desired to re-establish the pneumatic cylinder release valve for the brake application, the electronic reset valve 87 can be activated to connect the supply pressure to the lower end 70 of the valve and cause it to take the position shown in the drawing. After this, the reset valve 87 returns to the position shown in the drawing to remove the pressure from the lower end of the cylinder release valve 70. COMMUNICATION FUNCTIONS Accelerated Service Release Functions In the emulation mode, in the wagon control device first recognizes a sufficient increase in the brake pipe pressure of the brake line pressure transducer 52 for the purpose of releasing the cylinder of a service application brake, an accelerated service release communication function is initiated by the pneumatic accelerated release valve 77 as controlled by the accelerated pilot release valve 78 operated by the electronic solenoid to initiate the communication function of accelerated service release. The activation of the electronic accelerated release valve 78 and readjusts the pneumatic accelerated release valve 77 to discharge the supply air into the brake line 24, thereby propagating the release signal in the brake line for the other wagons in the train. Because an extremely large volume of air is present in the brake line in a complete train, it can take an unreasonable amount of time for wagons near the rear of the train to recognize that the brake line pressure is increasing. To help accelerate the signal to the wagons in the rear, when each brake recognizes an increase in brake pipe pressure after an application, it helps the increase by discharging any available air from the local supply tank in the brake line. This accelerates the propagation of the service release function to the rear of the train. Accelerated service release valves are not used in the ECP mode since all wagons would receive the electronic release signal from the HEU at the same time. Accelerated Emergency Release Function When in the emulation mode, the accelerated emergency release function is similar in all respects to the accelerated service release function with the exception that it occurs only after an emergency application. In ECP mode, this function is not applicable. Initial Rapid Service Function In the emulation mode, the initial rapid service communication function is initiated when the first wagon control device recognizes a sufficient decrease in brake line pressure through the brake line pressure transducer to start the brake cylinder operation. As previously mentioned, because there is an extremely large volume of air in the brake line in a complete train, it can take an unreasonable amount of time for the wagons near the rear of the train to recognize that the pressure in the brake line is decreasing . This is particularly critical because of the danger that the train will crash where the wagons will collide with each other due to slow braking. This is a phenomenon that occurs due to the fact that the wagons towards the front of the train start by applying the pressure of the brake cylinder before the wagons in the rear because they detected the brake pipe pressure reduction ordered by the engineer more immediately. Therefore, when there is a complete train of wagons with millions of tons of cargo, the force of the wagons moving freely in the rear inside the delayed wagons towards the front of a train can result in dangerous situations such as buckling of the train or even a derailment. To avoid this situation, the application signal is accelerated to the rear of the train by releasing the pressure of the brake pipe locally in each brake system. In this way, the application signal propagates through the brake line by further expelling brake line pressure through the pneumatic initial rapid service valve 72, is activated by the pilot valve 73 operated by the solenoid, which will pulse the pneumatic valve 72. Again, this quick service feature is not used. DIRECT OPERATOR FUNCTIONS Brake Cylinder Release Function These functions require the introduction or operation of a wagon locally on or near the brake of a wagon. When it becomes necessary to perform maintenance on the brake shoes, the car usually stops at a service parking where the brake shoes can be applied. Before the brake shoes can be removed from the brake maneuvering mechanism, the brake cylinder must be released. Up to a condition, given where the brakes are applied, a manual release valve 80 having a piston or release rod 81 is provided on the service side of the pipe clamp and can be pressed against the force of the return spring to activate the valve. Normally, a lever can be located on one side of the car and connected through a series of mechanisms when operating to finally press a momentary actuator loaded by a spring on the release valve 80. A short activation of this valve releases the pressure in the brake cylinder and allows the operator to perform any necessary maintenance. Activation of the manual release valve by momentarily activating a lever to operate the button 81, for a sufficient time, causes the supply to be connected to the end 70a of the cylinder release valve 70 to readjust the valve and connect the cylinder. Brake the exhaust pipe through the retainer valve. Supply Release Function When it is time to perform maintenance on the entire brake control system, all pressure in the system must be released. This operation is performed by the operator using the same lever used in the aforementioned brake cylinder release function. A momentary activation of the valve releases the brake cylinder. However, if the valve is kept open, the air supply reservoir is also released to the atmosphere during this time. The manual release valve 80, when momentarily depressed, not only connects the supply through the electronic cylinder release valve 83 to the pneumatic cylinder release valve to operate it and causes the brake cylinder to expel its air through of the check valve or otherwise to the atmosphere, but also the supply is directly connected to expel so that the air in the supply tank can also be completely expelled. While the manual release button is pressed, the supply pressure in the supply tank will be released into the atmosphere. Brake Cylinder Re-Application Function Where only maintenance on the brake shoes has been performed as a function of the brake cylinder release function, the maintenance person will need to check the cylinder seat, the maneuver mechanism, and the operation of the brake cylinder. the brake shoe, a button is provided to cause energization of the electronic reset valve 87 that readjusts the cylinder release valve to reconnect the brake cylinder with the pressurized brake cylinder line 60 and cause the brake to reactivate pressurizing the brake cylinder 44. In this way, the operator can press the brake cylinder reapplication button "after the brake cylinder release function has been provided.This allows the operator to reapply the brakes and evaluate the brake cylinder, the mechanism of maneuvers, and the interaction of shoes with the wheels MISCELLANEOUS BRAKE FUNCTIONS In addition to being able to release the pressure in the brake cylinder when a car is parked using the manual release valve 80, the cylinder release valve 70 pneumatic can be changed by operation of the electronic cylinder release valve 83 to activate the valve 70 to the piston shown in Figure 3. Activation of the valve 83 causes the supply pressure to be connected to the rear side 70a of the valve 70 release of pneumatic cylinder to adjust the valve and connect the brake cylinder line 60 to the exhaust pipe of the valve The retainer The impact valve 68 is also shown in a high flow state and when it is adjusted to its other position after the pressure at 68a exceeds the pressure at 68b of the return spring, the flow through the valve will be cut, but a reduced flow will pass through the deviation line 68c which is restricted by the restrictor orifice '68d. The size of the restrictor hole defines the delay before the impact valve 68 changes. In this way, the impact ratio will allow flow through both trajectories, the trajectory through the valve and the diversion line for emergency situations to the impact exit line 68e. The impact valve 68 minimizes the time to extend the brake cylinder. This decreases the reaction time of the brake cylinder from the initial activation. To further improve the performance of the pneumatic circuit, a pneumatic emergency load valve 95 activated by a solenoid is provided. By activating the pneumatic emergency load valve 95 activated by a solenoid. Supply pressure is applied to the end 94a of the pneumatic emergency load valve 94 to adjust the valve and connect the supply pressure directly to the pneumatic emergency pilot line 86. The pressure at 94a surpasses the return spring to adjust the valve. While the emergency load valve is not absolutely necessary in the pneumatic circuit, it improves the performance of the braking system. In this way, the pneumatic load valve 94 accelerates the loading of the system in pneumatic emergencies. VALVE FUNCTION SUMMARY Valves 63 and 64 activated by the solenoid in either the ECP or emulation mode respectively actuate the pneumatic relay valve 56 by applying air to the pilot line 57 to charge the brake cylinder for the operations of brake application and to release air from pilot line 57 to expel air from the brake cylinder for brake release operations in ECP mode and to otherwise vent air from line 57 for a brake application function additional. As mentioned above, these operations will be possible when the valve 70 is adjusted to connect the brake cylinder line 60 to the impact line 68. further, in the emulation mode, the valve 70 will be adjusted to connect the brake cylinder to the check valve during the brake release functions. In this way, the pneumatic relay valve 56 responds to either the application valve 63 activated by the sole oid or the release valve 64 activated by the solenoid when operating the brake cylinder 44 during normally programmed brake operations by piloting the activation of the relay valve 56 and when the energy is available in the wagon control device. On the other hand, once the brake cylinder is filled with air at the desired brake level, the valve 56 is centered to cut off further communication with the supply, in this way, when the pressure at the valve 56 is balanced between the pressure on the pilot line 57 and the pressure on the brake cylinder line 60 plus the return spring, the spool on the valve 56 is placed in a null position where neither the supply nor the exhaust pipe are connected to the line of brake cylinder, as explained above. The initial quick service valve 73 activated by the solenoid, when activated electronically, pilots the operation of the pneumatic quick service valve 72 to discharge the brake line pressure to the atmosphere and propagate the brake application signal to the bottom of the train. The release valve 78 activated by the solenoid pilots the pneumatic accelerated release valve 77 to connect the supply air to the brake line 24 and propagates a pneumatic release signal to the other wagons towards the rear of the train by placing supply air inside the brake pipe. The emergency load valve 95 operated by the solenoid pilots the pneumatic emergency load valve 94 to charge the pneumatic emergency pilot line 86 in the emergency circuit when a pneumatic emergency situation is detected. By charging the pilot line 86 immediately the pneumatic relay neutralization valve 66 is changed to cut the relay valve 56 and connect the brake cylinder supply through the impact valve 68 and the deflection line 68c around the valve of impact to provide the maximum emergency load of the brake cylinder for braking operations. Simultaneously, the pneumatic reset valve 88 is adjusted to ensure that the cylinder release valve is positioned to connect the brake cylinder line 60 to the impact line 68e. For example, when the pressure of the brake line is at the normal level of 90 psi, the pneumatic backup emergency load valve 75 will be adjusted to connect the pilot line 86 through the electronically activated pneumatic emergency valve 94 for the "atmospheric exhaust pipe to establish the emergency load condition of the pilot line 86 that can be carried out upon receipt of an electronic signal going to the valve 95 that pilots the operation of the emergency load valve 94 to connect the supply to the pilot line 86. In the event that the electronic energy has been lost, thereby disabling the wagon control device 16, which would prevent the operation of the electronic emergency load valve 95 to fit the valve 94 pneumatic electronic emergency charging to connect the supply area to the emergency pilot line 86, and when the pressure of the piping f When the reindeer falls to a predetermined set pressure, the pneumatic backup valve 75 will be adjusted to connect the supply area to the pilot line 86 to perform an emergency brake operation. It will be appreciated that in the emulation mode an electronic signal for an emergency brake operation will provide a much quicker emergency brake operation because when the control device detects a decrease in brake pressure of a predetermined proportion, will signal the electronic emergency load valve 95 to cause the pneumatic emergency load valve 94 to adjust and load the pilot line 86. However, the pneumatic backup valve 75 will wait until the pressure in the brake line has dropped to a predetermined set pressure before operating to charge the emergency circuit pilot line 86. After an emergency brake signal and the load of line 86, after the pressure beyond the chokes 90 and 85c has increased sufficiently, the impact valve will close to cut off the flow through the valve. impact but will still allow flow through the 68c deviation line. - On the other hand, the pneumatically operated cylinder release valve 70 will operate to expel the air pressure in the brake cylinder in response to the command of a wagon that operates the electronic cylinder release valve 83 that adjusts the valve 70 to connect the brake cylinder to expel through the retainer valve. In addition, the cylinder release valve can operate to release the air pressure in the brake cylinder by operating the manual release valve 80 momentarily by activating the valve 80. As already mentioned, the valve 70 for releasing. The cylinder is connected to the check valve so that the air exhaust pipe of the brake cylinder through the release valve 70 will pass through the check valve. While a conventional release valve valve can be used, the valve 80 is additionally useful to completely decrease the supply reservoir causing the rod 81 to connect the supply to the atmospheric exhaust pipe until the decrease is complete. The cylinder release valve 70 can be readjusted for normal braking operations by the electronic reset valve 87. It can also be readjusted for normal braking operations if it has been adjusted to expel the air pressure from the brake cylinder by the pneumatic reset valve 88 which is readjusted when charging the emergency pilot line 86 after the water carrier 88c it allows pressure buildup and pilot line pressure to go to end 70b of valve 70. When operating a pneumatic brake system as an electronically controlled system, braking operations are directly controlled by the different pilot valves activated by the solenoid in response to the electronic commands made by the locomotive to the wagon control device either through a train line or through wireless communication. Braking operations are also controlled by the solenoid valves in the emulation mode in response to signals from the pressure transducers. Accordingly, it will be appreciated that the braking system of the present invention can be operated in the ECP mode or in the emulation mode so that it can work with trains which additionally has a head-to-head unit or a main controller in the locomotive as well as than the pneumatic controller. Thus, when the brake system of the invention is being operated in the ECP mode, the brake can be controlled electronically by commands or signals provided by the engineer in the locomotive, while during the emulation mode, the brake is operated from the same way as the strictly pneumatic conventional system. . It should be appreciated that in case the train is shorter and all the cars have the braking system of the invention, at the start of the train to load the air supply of each car, the pneumatic accelerated release valve 77 can be adjusted by the solenoid pilot valve 78 to effectively deflect the choke 48 and accelerate, loading the supply tanks in the wagons. In this regard, the torque valve 77 is used in reverse. • On the other hand, and when all the wagons are equipped with the braking system of the invention, and a HEU in the locomotive operates in the system in the ECP mode, the CPU of the wagon control devices sends signals to the HEU in the system state just as they receive and respond to HEU signals. Another feature of the wagon control device is that it includes devices 98 for verifying the good condition of the wagon, as shown in Figure 4. These devices can include accelerometers mounted on wagons indicating the movement of the wagon during a train run, temperature detectors to detect wheel / axle support temperatures, wagon compartments or other wagon accessories, load detectors to detect wagon weights or load weights, or other types of detectors. With respect to Figure 4, it will be understood that the HEU block designated at 35a represents a communication port HEU for connection to a HEU of a locomotive. A modified control valve assembly is shown in Figure 7, which differs from the control valve assembly of Figure 3 in that it includes a pneumatic safety circuit to secure the pneumatic brake cylinder release valve 70 in the -mode of brake application instead of the strictly mechanical safety of the retained release valve. This pneumatic safety circuit prevents any possible unlocking of the valve due to vibration during transit, since it will be appreciated that unlocking prematurely would release the brakes during a braking function. This pneumatic safety circuit includes a main pneumatic safety valve (PLM) 100 and a pneumatic safety release valve (PLR) 102 imposed between the electronic reset valve 87, the manual release valve 80, and the release valve 70 of pneumatic brake cylinder. The main pneumatic safety valve 100 can be pressed by the electronic cylinder release valve 83, the pneumatic emergency release valve 85, or the manual release valve 80 to cause the pneumatic cylinder release valve 70 to pulse and connect the brake cylinder line in the check valve to eject the brake cylinder. Both the main pneumatic safety valve 100 and the pneumatic safety release valve 102 are adjusted during the brake application function to regulate to prevent the pneumatic cylinder release valve from unlocking due to the pressure applied against the end 70b of the pneumatic cylinder. the pneumatic cylinder release valve 70. This feature prevents the pneumatic cylinder release valve from changing while experiencing high load pressures in the axial direction. The air pressure keeps the valve in its position without leaning on the valve retention. It will be appreciated that the retained valve insurance in addition to the pressure insurance is optional. However, the mechanical lock additionally helps to create a pressure action of the valve when the valve is adjusted from one position to another. In addition, the pneumatic safety release valve 102 also functions to apply the pressure at the other end of the pneumatic cylinder release valve to fit in the brake position. The embodiment of Figure 7A shows a variation of the pressure insurance circuit of Figure 7 in that the functions of the pneumatic safety release valve 102 are separated between a pneumatic safety relay valve 103 and an insurance application valve. pneumatic or valve 104 of application. Otherwise, the pressure insurance circuit of this mode performs the same functions as the pressure insurance circuit of the embodiment of Figure 7. The control valve assembly of Figure 3 uses a time-sensitive impact circuit. by using restrictor or choke application hole 90. Modification of the impact valve circuit is shown in Figure 8 where the impact is pressure sensitive. In this modality, the pneumatic emergency impact valve 68 is not directly connected to the pilot pressure line 86 if it is not connected to an impact neutralizing valve 106 (PIÓ) which responds to the pressure in the emergency pilot line 86 during emergencies to adjust against the return spring, to connect the feedback pressure of the impact valve. To prevent activation of the impact valve during the service application, to provide the pneumatic impact neutralizing valve 106. With respect to the value of the return spring of the valve 106, it must be suitable to accommodate the upstream pressure that arises without changing the impact valve until a preset brake cylinder pressure is reached. The pilot side of the neutralizing valve 106 is connected to the emergency pilot line 86. This valve will remain in the closed position with the feedback line 107 until it is activated by the pressure in the emergency line 86. In this way, once the pressure reaches a threshold level on line 86, the neutralizing valve is adjusted to connect the pressure of the brake cylinder on line 68e to adjust the impact valve to accelerate the flow of brake air of the brake cylinder. The pressure sensitive impact circuit of Figure 8 allows the flow of impact during service applications but also allows emergency braking applications with emergency pressure being on the pilot line 86. A variation of the pressure-sensitive impact circuit is shown in Figure 8a that allows for impact flow adjustments during emergency and service applications. This circuit differs from the embodiment of Figure 8 in that the impact valve pilot line is always connected to brake cylinder line 60 through line 68e and therefore responds to brake cylinder pressure during applications of emergency and service. Another modification of the control valve assembly of Figure 3 is shown in Figure 9, where a dual pilot relay valve 110 (DPPRY) is used in place of the relay valve 56 and the neutralizing valve 66 shown in the FIG. Figure 1, with this simplifying the number of necessary components in the circuit. The valve 110 incorporates the functionality of the neutralizing valve 66 in the embodiment of Figure 3. It not only reduces costs with respect to the general valve assembly but also reduces the need for space in the manifold and simplifies the pneumatic circuit. In this way, the dual piloted valve not only responds to the pilot pressure of line 57, but also to the pilot pressure of line 86 during emergency situations in order to provide braking functions. A variation of this valve assembly is illustrated in Figure 9A, which likewise reduces the cost of the general circuit by eliminating the need for a neutralizing valve while also eliminating the need for a neutralizing valve while also eliminating the need for a dual piloted relay valve wherein a double-acting valve 112 responds to the pressure of the pilot line 57 or the pressure of the pilot line 86 which will serve to adjust the spring return relay valves 56 in a service application function or in an emergency function. In this way, a regular relay valve can be used in the case where only a single signal is provided to the relay valve depending on the pressure in the pilot line 57 or the pressure in the pilot line 86. An additional embodiment of the control valve assembly on the embodiment of Figure 3 is shown in Figure 10, wherein the activation of the emergency braking function does not include the use of the pneumatic electronic emergency load valve 94. In this mode, the wagon control device software can be used to initiate a mechanical emergency electronically that can occur faster than mechanically activated emergencies. Activation of the electronic emergency load valve that loads the brake line 24 can activate-pilot the pneumatic emergency backup valves 75 allowing the return spring to connect the supply directly to the pilot line 86. Similarly, in the event that a pneumatic command is required where a loss of energy is experienced in the wagon control device, the pneumatic emergency load valve can also be adjusted to connect the direct supply to the emergency pilot line 86 in order to be able to initiate an emergency braking function. A variation of this emergency activation circuit is shown in Figure 10A, where a dual pilot pneumatic emergency load valve 75a is normally actuated against a return spring to connect the pilot line 86 to the exhaust pipe, but on a pneumatic emergency command would be adjusted to connect the pilot line 86 to the supply and for the emergency braking function. Additionally, the electronic emergency load valve 95 must be activated by an electronic signal from the wagon control device to apply pressure to the other side of 75a and cause an emergency braking function by connecting the supply of the pilot line 86. On the other hand, with regard to the modality of Figure 10, the electronic emergency valve 95 does not work to activate a pneumatic emergency load valve, such as valve 94, shown in Figure 3 but are used in a different way in the circuit. An additional embodiment of the control valve assembly of Figure 3 is illustrated in Figure 11, where it differs in that an electronic emergency neutralizing valve 114 is included between the brake line 24 and the pneumatic emergency charge valve 35. A line 115 is connected between the electronic emergency neutralizing valve 114 and the pneumatic emergency load valve 75 which prevents the mechanically activated emergency. This circuit can be used in situations where the emergency application sensitive to pressure allows an emergency to occur when it does not occur in a conventional braking system. In this way, activation of the emergency neutralizing valve 114 would prevent pneumatic emergency situations from occurring in the emergency braking circuit of a control valve assembly. A variation of the embodiment of Figure 11 is shown in Figure HA, where a double-acting valve 117 is disposed between the brake line and the line 115 going to the pneumatic emergency load valve 75 where the pressure Normal brake can be supplied to line 115 and pneumatic emergency load valve 75, thereby closing the exhaust port of the electronic emergency neutralizing valve 114a but would be neutralized when activating valve 114a to avoid a condition of mechanical activated emergency. Since it is not shown in Figure 4, it will be appreciated that the neutralizing valve 114, 114a will be controlled by the electronic signals of the CPU 17 as well as the other electronically controlled valves. An additional embodiment of the control valve assembly of Figure 3 is illustrated in Figure 12 where each of the chokes 85c, 88c and 90 at the bottom of Figure 3 are combined into a single combo chopper or an orifice 120 of restrictor application. This combined watermaker then functions to provide a time sensitive impact function as the embodiment of Figure 3, with the difference of using a single choke or restrictor application hole. An additional embodiment of the control valve assembly of the invention is shown in Figure 13, which differs from the embodiment of Figure 3, mainly by the addition of volume chambers in critical zones in the pneumatic circuit. This embodiment is more particularly similar to the embodiment of Figure 11, with the exception that the electronic emergency neutralizing valve 114a has been relocated and the pneumatic emergency loaded valve 75b has been changed to be pneumatically operated from both ends, one end by being connected to the brake line 24 and the other end while being connected to the electronic emergency neutralizing valve 114A. This neutralizing valve 114A will mechanically place the control valve in an emergency braking mode during a signal generated by the wagon control device which then adjusts the pneumatic emergency load valve 75b to pressurize the emergency pilot line 86 and the emergency braking function. It will be appreciated that the volume chambers provide volume levels of pressure in the general circuit where it is necessary at critical times to ensure proper valve operation. More specifically, a volume chamber 57a is provided on the pilot line 57 in the relay valve circuit. Additionally, a volume chamber 91a is provided on the line 91 between the restrictor orifice 90 and the pneumatic emergency impact valve 68. Likewise, a volume chamber 88 is provided between the pneumatic reset valve 88c and the pneumatic reset valve 88. Finally, a volume chamber 85d is provided in the line between the restrictor emergency release orifice 85c and the pneumatic emergency release valve 85d. The preferred control valve assembly of the present invention is illustrated in Figure 14, which combines the characteristics of the pressure-sensitive safety of the pneumatic cylinder release valve illustrated in Figure 7, the impact-sensitive valve the pressure as shown in the embodiment of Figure 8A, the electronic emergency neutralization feature of Figure 11 and HA, the volume chamber feature of the embodiment of Figure 13, and the dual pilot relay characteristic of Figure 9, as well as the manual relocation of the 80th release. More specifically, the positive pressure insurance characteristic for the pneumatic cylinder release valve is identical to that shown in Figure 7, and the pressure sensitive impact circuit is identical to that shown in Figure 8A. Likewise, the dual pilot relay valve is identical to that shown in Figure 9. The volume chamber features are substantially similar to that shown in Figure 13. The manual release valve 80a has been relocated. It functions substantially in the same manner as stated above in relation to the manual release valve 80 as used in Figure 3. Another embodiment of the invention is shown in Figure 15, which differs from the embodiment of Figure 3 because the pneumatic cylinder release valve has been relocated to be connected between the relay valve and the electronic application of the release valves that allow the valve to have a smaller size because it does not carry the braking air flow. Otherwise, the operation of the valve assembly is like that of Figure 3. In this same mode, the pneumatic cylinder valve is designated by the number 70d and is otherwise controlled by the reset relay circuit and the circuit of liberation. The embodiment of Figure 16 illustrates a control valve assembly that only operates in the ECP mode since it does not include the features necessary to operate in emulation mode in response to pneumatic command signals. This valve assembly incorporates the dual pilot relay valve characteristic of the mode 'of Figure 9 and the positive pressure positive characteristic of the Figure. 7. It also maintains the characteristic of pneumatic emergency backup valve in case of loss or power in the wagon control device. On the other hand, the cylinder release valve is not connected to the retainer valve, since all the functions continue to be handled electronically by the wagon control device. In this way, during operation, the pneumatic emergency load valve 75 is set to provide zero pressure for the emergency pilot line 86. The pneumatic cylinder release valve is adjusted by the reset valve 87d and the pressure is blocked to connect the service pilot line 57 on the relay valve 56 to modulate the brake line pressure to the brake cylinder during the functions of service release and service application. As backup in the case of power loss of the wagon control device, the backup valve 75 will cause the relay valve to apply emergency braking air to the brake cylinder. Otherwise, the other components operate as the bottom of Figure 3 and particularly, the manual release valve, the electronic release valve, and the pneumatic emergency release valve. It should be understood that modifications and variations may be made without departing from the scope of the novel concepts of the present invention, but it should be understood that this application will be limited only by the scope of the appended claims.

Claims (26)

1. CLAIMS 1. A brake system for a train that includes a locomotive and a plurality of wagons connected to the locomotive, intercommunicated brake pipes in the wagons and the locomotive, means of air supply in the locomotive to supply air to the pipelines. brake, each wagon also includes an air supply reservoir, a manually operable check valve (RT), a brake cylinder to produce a brake fusion, means to direct air from the air supply to the brake cylinder for the application of braking and venting that air from the brake release, the air steering means in at least one of the wagons is further characterized because it includes a control valve and a wagon control device for operating the control valve, the valve of control responds to either pneumatic signals from the brake pipe or to electronic signals from the wagon control device, the control valve includes a relay valve operated pneumatically to connect the supply tank to the brake cylinder, a solenoid-operated application valve that responds to a brake application signal from the wagon control device to produce a pilot pressure In a pilot line to the relay valve to activate the relay valve to supply braking air to the brake cylinder, a solenoid-operated release valve responds to the brake release signals of the wagon control device "by ventilating the pilot pressure in the pilot line, a pneumatically activatable brake cylinder release valve of two positions connected to the relay valve and the brake cylinder and having an exhaust pipe connected to the check valve, means to secure the valve cylinder release in one position for normal service application functions, and means to act ivar the cylinder release valve in another position to connect the brake cylinder to the check valve during the brake cylinder exhaust pipe, and a pneumatic emergency circuit to produce an emergency pilot pressure and provide braking functions emergency. The brake system according to claim 1, characterized in that it also includes an electronic cylinder release valve for adjusting the brake cylinder release valve during brake release functions to expel air from the brake to the check valve , and pressure transducers to provide electrical signals to the wagon control device to provide brake line pressure, brake cylinder pressure, supply reservoir pressure and pilot line pressure to the "pneumatic relay valve. 3. The brake system according to claim 1, characterized in that it also includes an impact valve that responds to an emergency braking signal to accelerate the flow of braking air to the brake cylinders in an emergency. The brake system according to claim 3, characterized in that the impact means include time sensitive means. 5. The brake system according to claim 3, characterized in that the impact means include pressure sensitive means. The brake system according to claim 5, characterized in that the pressure sensitive means include means that prevent the flow of impact air during service applications. The brake system according to claim 5, characterized in that the pressure sensitive means include means for allowing the flow of impact air during emergency and service applications. The brake system according to claim 1, characterized in that the pneumatic emergency circuit includes a pneumatic backup valve that can 'operate in the event that the wagon control device loses energy to neutralize the relay valve and direct Braking air to the brake cylinder. 9. The brake system according to claim 1, further characterized in that it includes an accelerated initial rapid service valve for propagating a pneumatic brake application signal to the other wagons. The brake system according to claim 1, further characterized in that it includes accelerated brake application means for propagating a pneumatic brake application signal to the other wagons. The brake system according to claim 1, further characterized by an accelerated release means for propagating a pneumatic brake release signal to the other wagons. The brake system according to claim 1, further characterized in that it includes a conventional release valve valve for releasing and applying the brakes, and for emptying the air supply tank. • 13 The brake system according to claim 1, characterized in that the means for securing include a pneumatic safety circuit. The brake system according to claim 1, characterized in that the means for securing include mechanical means in the valve and a pneumatic safety circuit. 15. The brake system according to claim 1, characterized in that the pneumatic emergency circuit includes pneumatic relay neutralizing means that respond to electronic emergency signals of the wagon control devices or pneumatic emergency signals of the brake line to neutralize the Relay valve during emergency functions to provide emergency braking areas to the brake cylinders through the brake cylinder release valve. 16. The brake system according to claim 15, characterized in that the relay neutralizing means includes a pneumatic relay neutralizing valve between the relay valve and the brake cylinder to lock the relay valve and connect the brake cylinder directly. to the air supply. The brake system according to claim 15, characterized in that the relay neutralizing means includes double-acting valve means that respond to the pilot pressure of the solenoid-operated release and application valves and the pneumatic emergency signals. of the brake pipe. The braking system according to claim 2, characterized in that the pneumatic emergency circuit includes electronically controlled pneumatic emergency charging means for responding to a signal generated by the brake line pressure transducer or an electronic signal received by the wagon control device to neutralize the relay valve and charge the brake cylinder. 19. The brake system according to claim 18, characterized in that the emergency charging means includes a pilot-operated pneumatic electronic emergency charging valve (PEE) and an electronic emergency charging valve (EEC) that responds to an electronic signal from the wagon control device to selectively provide a pilot pressure to the PEE to activate it. 20. A brake system for a train that includes a locomotive and a plurality of wagons connected to the locomotive, intercommunicated brake pipes in the wagons and the locomotive, air supply means in the locomotive to supply air to the brake lines , each including an air supply tank, brake cylinders, to produce a braking function for the wagon, a wagon control valve between the brake line and the air supply tank that controls the air pressure in the tank and operation of braking air supply to the cylinders, and a wagon control device to send electronic command signals to the wagon control valve, the wagon control valve also responds to the pneumatic command signals of the brake pipe, the wagon control valve is characterized in that it comprises: a relay valve operated by a pilot to selectively supply braking air to and expel braking air from the brake cylinders, electronically controlled means to control the pilot pressure in a pilot line to the relay valve during the release braking and service application functions, pressure transducers connected to the brake line, brake cylinder, air supply tank and pilot line to provide electronic signals to the wagon control device corresponding to the pressures of the respective transducers, and one. Pneumatically activated brake cylinder release valve to provide manual operation of brake cylinders and emergency and service braking functions. 21. The brake system according to claim 20, characterized in that the pneumatically activated brake cylinder release valve includes means for securing the valve in a first position to allow emergency and service functions to provide braking air to the valves. cylinders and in a second position to connect the brake cylinders to expel the braking air to the atmosphere. 22. The brake system according to claim 21, characterized in that the pneumatically activated brake cylinder release valve is connected between the relay valve and the brake cylinders. 23. The brake system according to claim 22, characterized in that the pneumatically activated brake cylinder release valve selectively connects the brake cylinders with the relay valve or a retainer valve exhaust pipe. 24. A brake system for a wagon that includes a locomotive and a plurality of wagons connected to the locomotive, brake pipes interconnected in the wagons and the locomotive, air supply means in the locomotive to supply air to the brake lines , each wagon also includes an air supply tank, brake cylinders to produce a braking function for the wagon, a wagon control valve between the brake line and the air supply tank that controls the air pressure in the deposit and operation of the braking air supply to the cylinders, and a wagon control device to send electronic command signals to the wagon control valve, the wagon control valve further responds to the pneumatic command signals of the brake pipe, the wagon control valve is characterized because it comprises: • a dual pilot relay valve having a pilot for Selectively supplying braking air to and expelling braking air from the brake cylinders in response to a first pilot pressure on a first pilot line controlled by the electronic release and application valves and a second pilot which neutralizes the first pilot pressure in response to the pneumatic commands of the brake pipe in case of loss of power in the wagon control device, pressure transducers connected to the brake line, a brake cylinder, a first pilot line and a tank air supply to provide electronic signals with the wagon control device corresponding to the pressures of the transducers, a pneumatically activated brake cylinder release valve to provide the application of the emergency release operation and manual of the cylinders of Brake and emergency braking and service functions, one valve Impact between the relay valve and the cylinder release valve that corresponds to an emergency braking signal to accelerate the flow of braking air to the brake cylinders, pneumatic securing means to pneumatically secure the cylinder release valve in the emergency braking or brake application function positions, and an electronic neutralizing valve that responds to an electronic signal from the wagon control device to avoid an emergency braking function in response to a pneumatic command signal. 25. The brake system according to claim 24, characterized in that the wagon control valve further includes pressure sensitive means for activating the impact valve during service applications when the downstream pressure in the brake cylinder reaches a default value. 26. The brake system according to claim 25, characterized in that the wagon control valve further includes a volume chamber in the pilot line of the release and electronic application valves to the relay valve.