WO2016018215A1 - Système de commande pour frein de stationnement de véhicule ferroviaire - Google Patents

Système de commande pour frein de stationnement de véhicule ferroviaire Download PDF

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Publication number
WO2016018215A1
WO2016018215A1 PCT/US2014/048412 US2014048412W WO2016018215A1 WO 2016018215 A1 WO2016018215 A1 WO 2016018215A1 US 2014048412 W US2014048412 W US 2014048412W WO 2016018215 A1 WO2016018215 A1 WO 2016018215A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
pressure
inlet
brake
parking brake
Prior art date
Application number
PCT/US2014/048412
Other languages
English (en)
Inventor
Eric C. Wright
Original Assignee
New York Air Brake, LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by New York Air Brake, LLC filed Critical New York Air Brake, LLC
Priority to PCT/US2014/048412 priority Critical patent/WO2016018215A1/fr
Priority to CA2956532A priority patent/CA2956532C/fr
Priority to AU2014402522A priority patent/AU2014402522B2/en
Priority to CN201480080902.9A priority patent/CN106536308B/zh
Publication of WO2016018215A1 publication Critical patent/WO2016018215A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/04—Driver's valves
    • B60T15/048—Controlling pressure brakes of railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/266—Systems with both direct and indirect application, e.g. in railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles

Definitions

  • the present invention relates to train parking brake systems and, more particularly, to a system and method for controlling a rail car braking system.
  • Parking brake systems for railway are well-known and generally use a mechanical source of parking brake force that is held off by air pressure.
  • One embodiment in particular is the spring applied/air released parking brake, which uses a large spring for the parking force.
  • the spring is normally held in the compressed state and allowed to expand to apply the parking brake.
  • the parking brake is then released when the system is pressurized to recompress the spring.
  • Parkloc® system available from New York Air Brake, LLC of Watertown, New York, which is additionally described in U.S. Patent Nos. 7,163,090 and 7,377,370.
  • the Parkloc® system uses a pneumatically controlled, mechanical locking mechanism to lock the air brake cylinder in the applied, loaded state. As a result, even if the air brake cylinder subsequently leaks away due to a long parking duration, the brakes are mechanically held in the applied position.
  • the latching mechanism in the Parkloc is piloted by brake pipe pressure and is arranged to lock when brake pipe pressure drops below 60 psi and unlock when brake pipe exceeds 65 psi.
  • the actual pressures to lock and unlock can be defined by the design of the latching piston, including the piston area and spring preloads, the hysteresis, i.e., the difference between locking and unlocking pressures, is not so easily changed, as locking and unlocking are the result of pressurizing a single piston element with a fixed wetted area.
  • the present invention comprises a system for retaining brakes on a grade that use a three way valve having an inlet and being moveable between a first position, where said inlet is connected to a first outlet, and a second position, wherein said inlet is connected to a second outlet.
  • a spring having a force is used to bias the valve into the second position, and a pneumatic pilot that is interconnected to both of the first and second outlets is used to bias the valve into the first position.
  • a cracking valve having a cracking pressure is positioned between said inlet and said second outlet.
  • the parking brake retention system may additionally be coupled to a rate sensitive valve for delaying the release of parking brakes on the rail cars that are at the front of the train and often release first due to higher pressure and flow rates at the head of the train.
  • a first embodiment of a rate sensitive has an inlet connected directly to a first pilot and connected to a second pilot via a choke and a reservoir. The rate sensitive valve is moveable between a first position, wherein the inlet is connected to an outlet via a cracking valve having a cracking pressure, and a second position, wherein the inlet is connected directly to said outlet.
  • the rate sensitive valve has an inlet connected directly to a first pilot and connected to a second pilot via a choke and a reservoir, and the rate sensitive valve is moveable between a first position, wherein the inlet is connected to an outlet via the choke, and a second position, wherein the inlet is connected directly to the outlet
  • FIG. 1 is a schematic of a control system for a rail car parking brake in a first position according to the present invention
  • Fig. 2 is a schematic of a control system for a rail car parking brake in a second position according to the present invention
  • FIG. 3 is a schematic of an embodiment of a delayed release circuit for a control system of a rail car parking brake
  • Fig. 4 is a schematic of another embodiment of a delayed release circuit for a control system of a rail car parking brake.
  • Fig. 5 is a schematic showing an embodiment of a delayed release circuit coupled to a control system for a rail car parking brake according to the present invention.
  • FIG. 1 a parking brake control system 10 that will actuate the parking brake of a rail car at a low pressure and release the parking brake at a higher pressure to allow the parking brake to hold the train until the air brakes are substantively recharged and it is safe to move the train.
  • System 10 comprises a pneumatically piloted three-way valve 12 that may be interconnected to a locking mechanism 14 of a conventional Parkloc braking system, such as that seen in U.S. Patent Nos. 7,163,090 and 7,377,370.
  • a Parkloc braking system includes a parking brake locking mechanism 14 includes a locking sleeve 16 that cooperates with a rotatable locking nut 18 to prevent release of a rail car braking cylinder, thus providing a parking brake system.
  • Locking nut 18 is rotatable about a threaded portion of the brake cylinder shaft and has teeth that cooperate to lock and unlock the parking brake locking mechanism 14 by engaging with corresponding teeth positioned on locking sleeve 16, thereby prevent the release of the brake cylinder when locking nut 18 and locking sleeve 16 are engaged.
  • Locking mechanism 14 is unlocked or released by applying fluid pressure from the brake pipe via an inlet 22 to a contact area 20 of sleeve 16, thereby driving locking sleeve 16 away from and thus out of engagement with locking nut 18 by disengaging the toothed surfaces.
  • a spring 24 returns locking sleeve 16 into engagement with locking nut 18, thus returning locking mechanism 12 into a locked position. Based on the force of spring 24, the amount of brake pressure that must be removed for the locking mechanism to engage can be controlled.
  • the brake pipe pressure is reduced and the air brake control system on a rail car pressurizes the pneumatic brake cylinder on the car by an amount proportional to the brake pipe reduction.
  • the brake pipe release and recharge pressure is 90 psi.
  • a full service brake application would reduce the brake pipe pressure to approximately 65 psi.
  • the brake pipe, auxiliary reservoir, and brake cylinder pressures are equalized to the same pressure. Further reduction of brake pipe pressure, known as an over-reduction, will not result in additional service brake.
  • the latching pressure is usually set at a value less than equalization, such as 60 psi.
  • the brake pipe pressure must therefore be intentionally reduced beyond full service, e.g., 65 psi, to a value less than 60 psi, so that spring 24 can move sleeve 16 into the locked position with respect to locking nut 18.
  • the parking brake is set by reducing brake pipe pressure below full service.
  • valve 12 is positioned upstream of inlet 22 of locking sleeve 16 to ensure that locking sleeve 16 does not disengage from locking nut 18 until the brake pipe pressure exceeds a predetermined amount as necessary to safely maintain the braking system when the train is on a grade.
  • the Parkloc locking mechanism will not be released during a recharge until the brake pipe pressure has been sufficient recharged such that it is safe for the parking brake to be released and the train to move.
  • Valve 12 of system 10 is connected at an inlet port 26 to brake pipe pressure and is moveable between first and second positions to selectively connect one of two outlets 28 and 30 to inlet 22 of locking sleeve 16.
  • Valve 12 is controlled by a pneumatic pilot 32 that acts against the bias force of a spring 34.
  • a pneumatic pilot 32 that acts against the bias force of a spring 34.
  • valve 12 allows the full amount of brake pipe pressure to be directed to inlet 2 of parking brake locking mechanism 14, such as that described above with respect to a Parkloc system.
  • the parking brake may be set in the conventional manner by decreasing brake pipe pressure below the predetermined threshold.
  • valve 12 When the brake pipe pressure at pilot 32 of valve 12 is below the force of spring 34, i.e., the brake pipe pressure has been reduced below a normal brake application to set the parking brake, valve 12 will then move into a second position under the bias of spring 34.
  • Spring 34 is preloaded to act against the pneumatic pilot pressure and the preload value is set to be substantively the same pressure as the latching pressure in, for example, a Parkloc braking system. It should be recognized that the preload value may be adjusted according to particular needs or for other types of parking brake systems.
  • valve 12 interconnects the brake pipe pressure of pilot
  • Valve 12 also includes a low- cracking pressure back flow check valve 38 positioned in parallel with offset check valve 36. Low-cracking pressure back flow check valve 38 allows the pilot pressure to vent if the brake pipe pressure is further reduced, for example when the brake pipe is vented to zero when the locomotive is separated from a cut of cars.
  • control valve 12 moves to back to the first, high pressure position so that the full brake pipe pressure at pilot port 26 of valve 12 is directly connected to locking sleeve 16.
  • valve 12 will allow the train air brakes to be fully released, i.e., the parking brake is unlocked, and the braking is substantively recharged such that the brakes may be used to prevent rolling of the train if it is on a grade.
  • system 10 allows for safe release of the parking brake even if the train is on a grade because sufficient normal braking capabilities are available to control the train at the point at which system 10 allows the parking brake to release.
  • the predetermined latching pressure and release pressure of system 10 can be defined and modified by selecting appropriate valve preloads to achieve the desired results for a particular braking system.
  • Valve 12 may optionally include a release delay system that is enabled for the cars at the front of the train so that the entire train will release the brakes at more or less the same time.
  • a release delay system that is enabled for the cars at the front of the train so that the entire train will release the brakes at more or less the same time.
  • the release system of the present invention accomplishes a release delay by including a valve function that is sensitive to the rate of brake pipe pressure increase and, as seen in Fig. 5, is connected upstream of pilot port 26.
  • a first embodiment of a release delay system comprises a rate sensitive retardation valve 40 having an inlet 44 connected to brake pipe pressure and an outlet 46 for providing a brake pipe pilot pressure (BP2) to system 10.
  • Inlet 44 is connected directly to a first pilot 48 of retardation valve 40 and to outlet 46 via a check valve 50 (shown with an exemplary cracking pressure of 8 psi).
  • Inlet 44 is further connected via a choke 52 to a volume 54 that is in turn connected to a second pilot 56 of valve 40 in parallel with a valve spring 58.
  • Valve spring 58 has a low spring force, sufficient to bias valve 40 in the direct release position when the pressures in pilot 48 and pilot 56 are nominally equal.
  • valve 40 In a first position, valve 40 connects brake pipe pressure to system 10 via check valve 50 and in a second position valve 40 connects brake pipe pressure directly to system 10.
  • rate sensitive retardation valve 40 moves to the pressure offset state, which includes check valve 50. The output pressure of rate sensitive retardation valve 40 in this state will be the input brake pipe pressure less the pressure preload of inline check valve 50.
  • a valve 40 positioned at the head of the train will not provide sufficient brake pipe pressure to enable valve 12 to reset until the brake pipe pressure in the head of the train is equal to the control valve release pressure, e.g., 80 psi, plus the cracking pressure of check valve 50 of rate sensitive valve 40, e.g., 8 psi, or 88 psi in total until the pressure in volume 54 substantively equals the brake pipe pressure acting on pilot 48, at which time valve 40 moves to the direct release position under the influence of spring 58.
  • the time of the delay may be determined or controlled by the relative size of choke 52 and the volume of reservoir 54.
  • a second embodiment of a release delay system comprises a rate sensitive retardation valve 60 having an inlet 64 connected to brake pipe pressure and an outlet 66 for providing a brake pipe pilot pressure (BP2) to system 10.
  • Inlet 64 is connected directly to a first pilot 68 of retardation valve 60 and to outlet 66 via a choke 70.
  • Inlet 64 is further connected to a volume 72 that is in turn connected to a second pilot 74 of valve 60 that is in parallel with a valve spring 76.
  • Valve spring 76 has a low spring force, sufficient to bias valve 60 in the direct release position when the pressures in pilot 68 and pilot 74 are nominally equal.
  • valve 60 In a first position, valve 60 connects brake pipe pressure to system 10 via choke 70 and, in a second position, valve 60 connects brake pipe pressure directly to system 10.
  • the brake pipe pilot pressure (BP2) to release control valve 12 is delayed by the pneumatic circuit consisting of choke 70 and a reservoir 72. The time of the delay may be determined or controlled by the relative size of choke 70 and the volume of reservoir 72.
  • the output (BP2) is connected to timing reservoir 72. In this way, the output pressure, BP2, lags the actual input brake pipe pressure at that car location and thus further delays the release of the parking brake.
  • control valve 12 is in direct communication with brake pipe pressure for cars in the rear of the train where the rate of brake pipe pressure increase is lower. In both cases, control valve 12 will release when the pilot pressure exceeds the specified release pressure, e.g., 80 psi, and will thus not be delayed by any release delay system.
  • the specified release pressure e.g. 80 psi
  • Control valve 12 as well as any brake pipe rate sensitive release delay circuit
  • system 40 or 60 can optionally be packaged in the non-pressure region of a brake cylinder having a Parkloc module, or it may be realized as a separate valve module that is piped in-line with inlet 22 that provides the brake pipe connection to the Parkloc module.
  • system 10 of the present invention was described in combination with a Parkloc® parking brake system, system 10 may be used to control a spring-applied, air released parking brake actuators that are released in response to a predetermined threshold brake pipe pressure.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne un système de commande de frein de stationnement, positionné en amont d'un mécanisme de verrouillage de frein de stationnement de véhicule ferroviaire, qui empêche le frein de stationnement de se libérer jusqu'à ce que le système de freinage soit suffisamment rechargé pour être utilisé pour maintenir le train sur une pente. Le système comprend une soupape à trois voies qui réduit la pression pilote de conduite générale fournie au système de déverrouillage de frein de stationnement jusqu'à ce que la pression de conduite générale atteigne un seuil prédéterminé. Un système de retardement de relâchement peut être couplé au système de commande de frein de stationnement pour ralentir la vitesse à laquelle les freins de stationnement de véhicules ferroviaires, positionnés à proximité de la tête d'un train, sont relâchés pour garantir que les freins de stationnement de l'ensemble du train sont relâchés à peu près en même temps.
PCT/US2014/048412 2014-07-28 2014-07-28 Système de commande pour frein de stationnement de véhicule ferroviaire WO2016018215A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
PCT/US2014/048412 WO2016018215A1 (fr) 2014-07-28 2014-07-28 Système de commande pour frein de stationnement de véhicule ferroviaire
CA2956532A CA2956532C (fr) 2014-07-28 2014-07-28 Systeme de commande pour frein de stationnement de vehicule ferroviaire
AU2014402522A AU2014402522B2 (en) 2014-07-28 2014-07-28 Control system for rail car parking brake
CN201480080902.9A CN106536308B (zh) 2014-07-28 2014-07-28 用于轨道车停车制动器的控制系统

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2014/048412 WO2016018215A1 (fr) 2014-07-28 2014-07-28 Système de commande pour frein de stationnement de véhicule ferroviaire

Publications (1)

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WO2016018215A1 true WO2016018215A1 (fr) 2016-02-04

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PCT/US2014/048412 WO2016018215A1 (fr) 2014-07-28 2014-07-28 Système de commande pour frein de stationnement de véhicule ferroviaire

Country Status (4)

Country Link
CN (1) CN106536308B (fr)
AU (1) AU2014402522B2 (fr)
CA (1) CA2956532C (fr)
WO (1) WO2016018215A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018139983A1 (fr) * 2017-01-24 2018-08-02 New York Air Brake, LLC Valve de retenue à commande pneumatique pour véhicules ferroviaires
WO2018147830A1 (fr) * 2017-02-07 2018-08-16 New York Air Barake, Llc Système de commande destiné au frein de stationnement automatique d'un véhicule ferroviaire
WO2018156104A1 (fr) * 2017-02-21 2018-08-30 New York Air Brake, LLC Système de commande de robinet de retenue de frein commandé par ordinateur
WO2018156102A1 (fr) * 2017-02-21 2018-08-30 New York Air Brake, LLC Frein commandé par ordinateur et système de commande de frein de stationnement
CN112298151A (zh) * 2020-10-27 2021-02-02 中车青岛四方机车车辆股份有限公司 一种动车组停放制动状态监控方法、装置、系统和动车组

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Publication number Priority date Publication date Assignee Title
DE102018205957A1 (de) * 2017-05-18 2018-11-22 Robert Bosch Gmbh Elektronisch druckregelbare Bremsanlage und Verfahren zur Steuerung einer elektronisch druckregelbaren Bremsanlage
JP6822355B2 (ja) * 2017-09-06 2021-01-27 トヨタ自動車株式会社 制動力制御システム
EP3695993B1 (fr) * 2019-02-15 2022-07-06 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Unité de commande pneumatique

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GB1206893A (en) * 1967-06-21 1970-09-30 Westinghouse Italiana Fluid pressure distribuiton system for controlling fluid pressure brakes
FR2366967A1 (fr) * 1976-10-11 1978-05-05 Sab Industri Ab Appareil d'asservissement du mecanisme de commande d'un frein a ressort
EP0268183A2 (fr) * 1986-11-19 1988-05-25 Knorr Brake Holding Corporation Système de freinage de stationnement pour véhicules ferroviaires
EP0784003A2 (fr) * 1996-01-09 1997-07-16 SAB WABCO S.p.A. Agencement de commande de freinage d'un train de chemin de fer
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DE102007031235A1 (de) * 2007-07-05 2009-01-08 Deutsche Bahn Ag Bremseinrichtung eines Schienenfahrzeugs mit separatem Betätigungsorgan zur Betätigung der aktiven Druckluftbremse als Festhaltbremse
WO2013181707A1 (fr) * 2012-06-07 2013-12-12 Faiveley Transport Australia Ltd Ensemble de commande de frein de stationnement

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US3208801A (en) * 1962-07-13 1965-09-28 Westinghouse Air Brake Co Railway brake control system with optional direct or graduated release feature
GB1206893A (en) * 1967-06-21 1970-09-30 Westinghouse Italiana Fluid pressure distribuiton system for controlling fluid pressure brakes
FR2366967A1 (fr) * 1976-10-11 1978-05-05 Sab Industri Ab Appareil d'asservissement du mecanisme de commande d'un frein a ressort
EP0268183A2 (fr) * 1986-11-19 1988-05-25 Knorr Brake Holding Corporation Système de freinage de stationnement pour véhicules ferroviaires
EP0784003A2 (fr) * 1996-01-09 1997-07-16 SAB WABCO S.p.A. Agencement de commande de freinage d'un train de chemin de fer
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Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10407084B2 (en) 2017-01-24 2019-09-10 New York Air Brake, LLC Pneumatically piloted retainer valve for rail cars
CN110248855B (zh) * 2017-01-24 2021-09-28 纽约气闸有限公司 用于轨道车厢的气动导向保持器阀
AU2017396414B2 (en) * 2017-01-24 2020-10-22 New York Air Brake, LLC Pneumatically piloted retainer valve for rail cars
WO2018139983A1 (fr) * 2017-01-24 2018-08-02 New York Air Brake, LLC Valve de retenue à commande pneumatique pour véhicules ferroviaires
CN110248855A (zh) * 2017-01-24 2019-09-17 纽约气闸有限公司 用于轨道车厢的气动导向保持器阀
AU2017398475B2 (en) * 2017-02-07 2019-11-14 New York Air Brake, LLC Control system for automatic parking brake of rail vehicle
US10336306B2 (en) 2017-02-07 2019-07-02 New York Air Brake, LLC Control system for automatic parking brake of rail vehicle
CN110290989A (zh) * 2017-02-07 2019-09-27 纽约气闸有限公司 用于轨道车辆的自动停车制动器的控制系统
WO2018147830A1 (fr) * 2017-02-07 2018-08-16 New York Air Barake, Llc Système de commande destiné au frein de stationnement automatique d'un véhicule ferroviaire
US10173651B2 (en) 2017-02-21 2019-01-08 New York Air Brake, LLC Computer controlled brake retainer valve control system
CN110312647A (zh) * 2017-02-21 2019-10-08 纽约气闸有限公司 计算机控制的制动器驻车制动控制系统
CN110325417A (zh) * 2017-02-21 2019-10-11 纽约气闸有限公司 计算机控制的制动器保持阀控制系统
AU2017400667B2 (en) * 2017-02-21 2019-10-17 New York Air Brake, LLC Computer controlled brake parking brake control system
WO2018156102A1 (fr) * 2017-02-21 2018-08-30 New York Air Brake, LLC Frein commandé par ordinateur et système de commande de frein de stationnement
WO2018156104A1 (fr) * 2017-02-21 2018-08-30 New York Air Brake, LLC Système de commande de robinet de retenue de frein commandé par ordinateur
CN110325417B (zh) * 2017-02-21 2021-07-27 纽约气闸有限公司 用于控制列车的保持阀的系统及方法
USRE49191E1 (en) 2017-02-21 2022-08-30 New York Air Brake, LLC Computer controlled brake retainer valve control system
CN112298151A (zh) * 2020-10-27 2021-02-02 中车青岛四方机车车辆股份有限公司 一种动车组停放制动状态监控方法、装置、系统和动车组

Also Published As

Publication number Publication date
CA2956532C (fr) 2018-07-17
CA2956532A1 (fr) 2016-02-04
AU2014402522A1 (en) 2017-02-16
AU2014402522B2 (en) 2017-05-25
CN106536308A (zh) 2017-03-22
CN106536308B (zh) 2019-03-26

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