New York Air Brake Corporation a Knorr Brake Company

Total Page:16

File Type:pdf, Size:1020Kb

New York Air Brake Corporation a Knorr Brake Company NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY 748 Starbuck Avenue, Watertown, New York 13601 C.W. 278 COMPONENT WRITE-UP OF BRAKE CONTROLLER P/N 775292 ISSUE NO. 1 C.W. 278 DATE: APRIL 1, 1998 8 PAGES NEEDS TO BE REVIEWED FOR CONTENT (UPDATED) 4-22-98 Purpose The Brake Valve Controller is a 'desktop' arranged device used by the engineer to control the application and release of train brakes (Automatic Brake Lever) or locomotive brakes (Independent Brake Lever) by sending a frequency signal to the Computer. No direct pneumatic action is taken other than initiation of an emergency brake application when the auto handle is placed in the emergency position. Operation A. The Brake Valve functions to indicate to the Computer the handle positions. No direct action is taken other than initiation of an emergency brake application. B. Refer to Figure 1. The 'knob' type handle, located to the right, is the INDEPENDENT BRAKE lever and is detented in only the 'release' position. Movement of the handle away from the operator will command the computer, via a fiber optic link, to apply the independent brake fully variable from 'min' to 'max' application. The independent brake may be released in a like manner by pulling the handle toward the operator. C. The 'BAIL-OFF' feature is activated by depressing the button the 'knob' on the independent brake lever or by depressing the button in the automatic brake lever. Lifting up on the lower portion of the knob, when the independent handle is in release position, will release the brake cylinder pressure, if an auto application is in affect. When the handle is in an application zone, the brake cylinder pressure will be reduced to the value corresponding to the position of the independent handle, if the auto application is higher than the selected independent value. For example: 1. A 10 psi reduction in brake pipe will equal 25 psi brake cylinder and a 30 psi independent application will equal 30 psi brake cylinder. When bail off knob is lifted brake cylinder pressure will remain at 30 psi. 2. A 20 psi reduction in brake pipe will equal 50 psi brake cylinder and a 20 psi independent application will equal 20 psi brake cylinder. When bail off knob is lifted brake cylinder pressure will reduce to 20 psi. - 1 - NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY 748 Starbuck Avenue, Watertown, New York 13601 C.W. 278 COMPONENT WRITE-UP OF BRAKE CONTROLLER P/N 775292 ISSUE NO. 1 C.W. 278 DATE: APRIL 1, 1998 8 PAGES - 2 - D. The 'T' type handle, located to the left, is the AUTOMATIC BRAKE lever. The automatic brake's fiber optic output signal, commands the computer to maintain the desired level of pressure in the brake pipe trainline. The automatic brake lever has all the same detented positions as are found on the standard 26C type brake valve. When pushed to the extreme forward detented emergency position (away from the operator), a Vent Valve, mounted on the rear of the controller, is mechanically forced open to exhaust #21 pipe initiating an emergency brake application. E. Redundant sensors are incorporated to provide failure protection. Some of these protections are as follows: 1. Loss of Independent brake signal results in no variable brake application only a maximum application or a full release is commanded due to the limit switches. When the handle is moved out of release position a maximum brake will occur. 2. Loss of automatic brake signal results in reduction of ER to zero psi at a service rate. An emergency brake application does not occur. 3. Redundant brake pipe cut-off and power knock-out when the automatic brake lever is in the emergency position. 4. Redundancy in the automatic brake release command position assures train brakes are not inadvertently released. F. Figure C.W. 278-1 shows the wiring schematic of the Brake Valve. Handle Positions The Automatic Brake Lever has six handle positions, arranged from the closest to the operator, (RELEASE), to the farthest away from the operator, (EMERGENCY), as shown in Figure C.W. - 247, which perform the following functions. A. Release (Running) Position (REL) In this position a frequency is indicated to the computer to charge the equipment and release the locomotive and train brakes. It is located with the handle moved to the first detent in the extreme backward position (toward the operator). B. Minimum Reduction Position (MIN) With the Brake Valve Controller handle moved to this position, a frequency is indicated to the computer to obtain a minimum brake pipe reduction (5 to 7 psi ). It is located in the detent forward of release position C. Service Position In this position a variable frequency is indicated to the computer to obtain a service brake application dependent on the position of the handle, in the sector from minimum service to full service. When in the 'FS' position (second detent position) of this sector, a full service brake application is commanded. D. Suppression Position (SUP) In addition to providing a full service brake application as with the brake valve controller handle in full service position, suppression of a penalty brake application is indicated to the computer. It is located in the third detent position. NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY 748 Starbuck Avenue, Watertown, New York 13601 C.W. 278 COMPONENT WRITE-UP OF BRAKE CONTROLLER P/N 775292 ISSUE NO. 1 C.W. 278 DATE: APRIL 1, 1998 8 PAGES E. Handle Off Position (HO) This is the position (fifth detent position) in which the handle is placed, when setting up a locomotive to operate in a trailing or non-controlling mode or when being towed "dead" in a train. In this position, equalizing reservoir on this locomotive is commanded too vent to atmosphere in preparation for setting up for another mode of operation. F. Emergency Position (EMERG) This position is located farthest away from the operator. An electrical and pneumatic emergency brake application is initiated. This position must be used for making brake valve emergency brake applications and for resetting after any emergency resulting from any cause other than a brake valve initiated emergency brake application. VENT VALVE ASSEMBLY (Item 2) A. A #21 Pipe Vent Valve is mounted directly to the Brake Valve Controller. When the Automatic handle is placed into the emergency position, a plunger in the brake valve controller contacts the mushroom head of the vent valve. The vent valve opens and vents #21 Pipe, initiating an emergency brake application causing brake pipe to vent to atmosphere at the PCU. - 4 - NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY 748 Starbuck Avenue, Watertown, New York 13601 C.W. 278 COMPONENT WRITE-UP OF BRAKE CONTROLLER P/N 775292 ISSUE NO. 1 C.W. 278 DATE: APRIL 1, 1998 8 PAGES REVISION PAGE: C.W. 278 ISSUE NO. 1 Original Issue DATE: APRIL 1, 1998 - 5 - NOMENCLATURE FOR FIGURE C.W. 278-2 AE1 AUTOMATIC EMERGENCY SWITCH NO.1, N.C. AE2 AUTOMATIC EMERGENCY SWITCH NO.2, N.O. AP AUTOMATIC VARIABLE HANDLE POTENTIOMETER AR AUTOMATIC RELEASE SWITCH, N.O. AUTO AUTOMATIC BLK BLACK BO1 BAIL OFF BUTTON, N.O. AUTOMATIC BO2 BAIL OFF BUTTONM, N.O. INDEPENDENT BVJ1 BRAKE VALVE EXTERNAL CONNECTORS BVJ2 BRAKE VALVE EXTERNAL CONNECTORS CRU COMPUTER RELAY UNIT CS/HO CONTINUOUS SERVICE/HANDLE OFF DI DIGITAL INPUT DO DIGITAL OUTPUT FOJ1 AUTOMATIC FIBER OPTIC EXTERNAL CONNECTOR FOJ2 INDEPENDENT FIBER OPTIC EXTERNAL CONNECTOR FOR PCB FIBER OPTIC RECEIVER PCB IM INDEPENDENT MAXIMUM APPLIED SWITCH, N.O. IND INDEPENDENT I/O INPUT/OUTPUT IP INDEPENDENT VARIABLE HANDLE POTENTIOMETER IR INDEPENDENT RELEASE SWITCH, N.O. J1-J10 PCB INTERNAL CONNECTORS PCB PRINTED CIRCUIT BOARD PCU PNEUMATIC CONTROL UNIT SH. SHEET SHLD SHIELD SS1 PCB DIGITAL I/O PCB TB TERMINAL BOARD WHT WHITE • CONTACT CLOSED ° CONTACT OPEN BAIL OFF SWITCHES BO1 BO2 NORMAL ° ° BAIL • • 2 POSITION. MOMENTARY, LIFT IND MODULE IR IM RELEASE • ° SERVICE ZONE ° ° MAXIMUM ° • AUTO MODULE AR AE1 AE2 RELEASE • • ° MIN ° • ° SERVICE ZONE ° • ° SUPP ° • ° CS/HO ° • ° EMER ° ° • FIGURE C.W. 278 BRAKE VALVE CONTROLLER 772502 UNITS 1 THRU 75 -7- FIGURE C.W. 278-1 BRAKE VALVE CONTROLLER 773361 UNITS 76 AND UP -8- FIGURE C.W. 278-2 BRAKE VALVE SCHEMATIC -9- C.W. 278 WRITTEN BY: SCOTT MARGESON REVISION DATE: ARPIL 1, 1998 ISSUE NO. 1 APPROVED BY: Project Engineer Date: Technical Publications Date: .
Recommended publications
  • Productivity Through Technology
    Systems for Heavy Haul Rail Vehicles Productivity through Technology www.nyab.com Productivity through Technology Who we are Products and services This capability brochure provides a brief overview of New York Air Brake’s expanding product line and services, designed for the AAR heavy haul railroad market. New York Air Brake Corporation, located in Watertown, New York, has served railroad customers for over 110 years, supplying innovative air brake and train control systems to the railroad industry worldwide. New York Air Brake (NYAB) is part of the Knorr-Bremse Group, headquartered in Munich, Germany. Knorr-Bremse is a global leader in the field of brake systems for rail and commercial highway vehicles, and operates 45 production and sales facilities in 26 countries. NYAB North American Operations AAR Worldwide NYAB Facilities Knorr-Bremse SfS. GmbH. Headquarters 2 | Systems for Heavy Haul Rail Vehicles Zero defect goal The way to achieve a Zero Defect workplace We all make mistakes, but: Mistakes must not leave the company Detect errors and correct them before Basic they become defects mindset Find discrepancies as early as possible in the process We will achieve Zero Defect through Systematic and proactive root cause Methods analysis Early correction and ongoing monitoring Zero Defect Philosophy Is important for everyone Allows no compromises Commitment to quality NYAB is a leading supplier of heavy haul AAR air brake and advanced train handling technologies to the heavy haul railroad industry. Safety is the primary driver in our business, driving our Processes and product quality NYAB excellence brings focus on important focus on Zero Defects in all aspects of our business.
    [Show full text]
  • Bnsf Contract Ccb Brake Equipment Maintenance Manual
    New York Air Brake CCB Brake System BNSF CONTRACT CCB BRAKE EQUIPMENT MAINTENANCE MANUAL IP-157-C For the DASH 9 LOCOMOTIVE Operated by BURLINGTON NORTHERN SANTA FE JUNE 1999 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES. LIST OF EFFECTIVE PAGES NOTE: The portion of the text effected by the changes is indicated by a vertical line in the outer margin of the page. The total number of pages in this Maintenance and Instruction Manual, is 310, consisting of: PAGE NO. CHANGE NO. ISSUE Title 1 June/99 A 1 June/99 B 1 June/99 i through vi 1 June/99 1-1 through 1-80 1 June/99 2-1 0 October/96 2-2 (Blank) 0 October/96 C.W. 135 1 January/83 C.W. 217 3 June/96 C.W. 218 1 April/94 C.W. 219 2 October/95 C.W. 220 2 October/95 C.W. 221 2 October/95 C.W. 222 2 October/95 C.W. 223 2 October/95 C.W. 224 2 June/96 C.W. 225 2 June/96 C.W. 226 3 June/96 C.W. 227 2 June/96 C.W. 228 2 June/96 C.W. 229 2 June/96 C.W. 230 2 June/96 C.W. 231 3 June/96 C.W. 232 1 April/94 C.W. 233 4 June/96 C.W. 236 2 October/95 C.W. 239 3 November/97 C.W. 243 3 June/96 C.W. 248 1 March/95 C.W.
    [Show full text]
  • Splunk® at New York Air Brake Optimized Operations and Billions in Savings for Top Railroads
    CASE STUDY Splunk® at New York Air Brake Optimized Operations and Billions in Savings for Top Railroads The Business New York Air Brake (NYAB), a Knorr-Bremse company, is a leading supplier to the railroad industry of braking systems and components, training simulators and train “Railroads used to rely solely on industry control systems. Train Dynamic Systems (TDS), a unit of New York Air Brake, is standards and engineer experience. considered the worldwide leading industry expert in train dynamics, train control Thanks to Splunk, our systems allow our and training simulators. customers to provide engineers with real- time feedback and use operational insight Challenges to achieve optimal runs every time.” Director of Engineering The $60 billion U.S. freight rail industry railroads moved more than 1.7 trillion ton- Train Dynamic Systems miles of freight in 2012 using 3.6 billion gallons of fuel at a cost of approximately (a division of NYAB) $11.5 billion. While railroads are considered the most efficient form of freight transport—it takes just one gallon of fuel to move a ton of freight nearly 500 miles— reduced fuel consumption is still a primary objective for the industry. Based in Irving, Texas, NYAB division Train Dynamic Systems (TDS) is helping many OVERVIEW of the world’s top railroads achieve substantial improvements in fuel efficiency and other operational metrics with its LEADER (Locomotive Engineer Assist/Display & INDUSTRY Event Recorder) train management system. The LEADER system uses data captured • Freight railroad brakes and control from onboard train systems to help railroads achieve ‘golden runs’ where fuel systems economy, in-train forces and schedule compliance are optimized.
    [Show full text]
  • Parking Brakes for Passenger Locomotives and Cars
    APTA STANDARDS DEVELOPMENT PROGRAM APTA PR-M-S-006-98, Rev. 3 STANDARD First Published: March 4, 1999 American Public Transportation Association First Revision: February 13, 2004 1300 I Street, NW, Suite 1200 East, Washington, DC 20006 Second Revision: June 2, 2007 Third Revision: June 1, 2017 PRESS Mechanical Working Group Parking Brakes for Passenger Locomotives and Cars Abstract: This document provides standards for parking brake systems for passenger locomotives and passenger cars. Keywords: grade holding, handbrake Summary: Design standards for parking brake systems for passenger locomotives and cars for the passenger railroad industry are provided. Scope and purpose: This standard applies to North American passenger locomotive and car parking brake systems and is intended to promote safe, efficient and reliable operation. This standard recognizes the existence of service proven equipment that may not meet all provisions of this standard, primarily in areas of required brake actuating force and design safety factors. In these cases, the existing requirements are accepted and indicated accordingly; however, it is intended that all new designs shall meet the updated requirements. Specific areas addressed are grade-holding requirements; prevention of equipment damage; and human interface for parking brake operation, as well as annunciation, manual release provisions, validation and related safety issues. This document represents a common viewpoint of those parties concerned with its provisions, namely operating/ planning agencies, manufacturers, consultants, engineers and general interest groups. The application of any standards, recommended practices or guidelines contained herein is voluntary. In some cases, federal and/or state regulations govern portions of a transit system’s operations. In those cases, the government regulations take precedence over this standard.
    [Show full text]
  • NEW YORK AIR BRAKE CORPORATION a KNORR BRAKE COMPANY 748 Starbuck Avenue, Watertown, New York 13601
    NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY 748 Starbuck Avenue, Watertown, New York 13601 C.W. 307 COMPONENT WRITE-UP OF CCB-26 LOCOMOTIVE BRAKE SYSTEM ISSUE NO. 1 C.W. 307 JUNE 28, 2006 14 PAGES GENERAL The CCB-26 system is a microprocessor based electronic air brake system designed to function as a direct replacement for an AAR freight 26L system, with an added pneumatic penalty brake function with provisions for pipes #3 (suppressible) & #10 (non-suppressible). This system is not intended for locomotives that have a locomotive computer and/or screen interface requirements. CCB-26 does not require an interface for cab electronics or screen displays. Instead, the engineers interface contains the basic two duplex gauges for pressure display and rotary selectors for mode selection. This system contains simple electronic modules that enable full closed loop pressure control, which allow for full time diagnostic health and performance monitoring and can take action to make a safe stop if system failure is detected. Equalizing reservoir, brake pipe control and IA&R pipe control are managed by computer electronics. Brake cylinder control is fully pneumatic and actuating pipe control is electro-pneumatic. This system does not include passenger mode (graduated release) functionality. The system performs several diagnostic functions like self test, calibrations, and a fault flagging via PTU software typically run on a laptop. Faults are detected and displayed on an LCD screen mounted on the driver’s brake valve (EBV). A “one wrench” maintenance philosophy allows for rapid replacement of failed modules based upon the displayed fault information.
    [Show full text]
  • LOCOMOTIVE ENGINEER TRAINING HANDBOOK February, 2006
    LOCOMOTIVE ENGINEER TRAINING HANDBOOK February, 2006 Locomotive Control Stand Orientation An important part of your Locomotive Engineer training will be operating locomotive simulators, and your first simulator activity will be very early in the class. The following pages are an introduction to some of the controls on a locomotive control stand. While there are some differences between locomotives, there are also many common items that are covered in the following pages. This material is intended more as an introduction; it will make your first simulator activities easier and will help you prepare for more material that will be covered in lessons on air brakes, preparing locomotives for service, dynamic braking and train handling. Your assignment for tonight is to read this material and answer the questions at the end. The assignment will be checked for completeness at the start of day one orientation. LET Staff The reverser handle is the lowest handle on the control stand. It has three positions: left, centered, and right. When the handle is moved to the right, circuits are set up for the locomotive to move in that direction. When the handle is moved to the left, the locomotive will move in that direction when power is applied. With the reverser handle centered, mechanical interlocking prevents movement of the dynamic brake handle, but the throttle can be moved. In such case, power will not be applied to the traction motors. Reverser Handle The reverser handle is centered and removed from the panel to lock the throttle in IDLE position and the dynamic brake handle in OFF position.
    [Show full text]
  • A HOMEGROWN LEADER Ew York Air Brake Boasts a Storied History in Northern New York, at N Michael J
    20 QUESTIONS NORM JOHNSTON | NNY BUSINESS A HOMEGROWN LEADER ew York Air Brake boasts a storied history in Northern New York, at n Michael J. Hawthorne, new NYAB one point employing thousands to manufacture train and truck brakes. president, committed to growth, success Today the firm remains a vital part Nof the region’s economic landscape. On July 1, ing Paul make both the tactical introductions to the way a manufacturing facility down in North Carolina near 18-year NYAB veteran Michael J. Hawthorne, a the business runs and teach me why we are structured Charlotte. I’d say all of those have helped build the Harrisville native, assumed the job of president. the way we are and then the personal introductions to portfolio of products from the footprint in New York Air the broader business elements because of our board of Brake. We are in this incredibly cyclical market and We sat down with Mr. Hawthorne for his first in- directors and our shareholders. when the industry starts to decline, people don’t build depth interview since he moved into the top post. [train] cars. Then the manufacturing floor here starts to NNYB: How does a young man from Harrisville lose its work, so all the other products have now come wind up on the path that you’ve taken and leading a NNYB: How has the company transitioned from the in to help to smooth out and bolster the capability of major company? leadership of J. Paul Morgan, who was president for the company. We also know, and this is with all the more than 20 years, to a new leader? How does HAWTHORNE: I would say most of my interest in humility I can muster, we have the best products.
    [Show full text]
  • Locomotive Parking Brake
    Product Guide LOCOMOTIVE, RAILCAR & RAIL SERVICES PRODUCTS E2O : Engineered to Outperform www.nyabproducts.com Everything we do is Engineered to Outperform. Introduction From our control valve that preserves 85% of the brake force lost to brake cylinder leakage and keeps cars running longer; to our Electronic Brake Valve, that’s installed on over 95% of heavy-haul locomotives and sets the standard for reliability; to our train handling system that reduces fuel consumption by up to 16% and runs longer trains; to an air compressor that lasts 8 years without overhauls and uses no oil… New York Air Brake has a proven track record of innovating train control solutions that help heavy-haul railroads run smarter, safer and more profitably. To calculate our total value is to also account for countless intangible benefits we deliver to our customers: whether it’s the responsiveness and knowledge of our field service experts, speedy shipments and a vast inventory of the parts you need at our centrally located Kansas service center, or the reliability and operational excellence of our precision manufacturing and lean logistics systems. Looking to align your operation with a train control company that delivers industry-leading technology and support? Talk to us. We’ll listen. 315.786.5431 or www.nyab.com E2O : Engineered to Outperform Locomotive, Railcar & Rail Services Products Innovation, Right Down the Line. New York Air Brake is Knorr-Bremse’s worldwide Center of Competence for Heavy Haul Train Control. NYAB Headquarters, Watertown NY Since 1991, New York Air Brake has been a member company of Knorr-Bremse -- the world’s leading manufacturer of braking systems for rail and commercial vehicles, with more than one billion people transported each day on board vehicles and trains equipped with Knorr-Bremse systems.
    [Show full text]
  • Locomotive Safety Standards; Final Rule
    Vol. 77 Monday, No. 68 April 9, 2012 Part IV Department of Transportation Federal Railroad Administration 49 CFR Parts 229 and 238 Locomotive Safety Standards; Final Rule VerDate Mar<15>2010 15:21 Apr 06, 2012 Jkt 226001 PO 00000 Frm 00001 Fmt 4717 Sfmt 4717 E:\FR\FM\09APR4.SGM 09APR4 pmangrum on DSK3VPTVN1PROD with RULES4 21312 Federal Register / Vol. 77, No. 68 / Monday, April 9, 2012 / Rules and Regulations DEPARTMENT OF TRANSPORTATION • Federal eRulemaking Portal: Go to A. Executive Orders 12866, 13563, and http://www.regulations.gov. Follow the DOT Regulatory Policies and Procedures Federal Railroad Administration online instructions for submitting B. Regulatory Flexibility Act and Executive comments. Order 13272 49 CFR Parts 229 and 238 C. Paperwork Reduction Act Instructions: All submissions must D. Federalism Implications [Docket No. FR–2009–0095; Notice No. 3] include the agency name and docket E. Environmental Impact number or Regulatory Identification F. Unfunded Mandates Reform Act of 1995 RIN 2130–AC16 Number (RIN) for this rulemaking. Note G. Privacy Act that all comments received will be I. Executive Summary Locomotive Safety Standards posted without change to http:// AGENCY: Federal Railroad www.regulations.gov including any The requirements that are being Administration (FRA), Department of personal information. Please see the established by this final rule are based Transportation (DOT). Privacy Act heading in the on: existing waivers that have been granted by FRA’s Safety Board; existing ACTION: Final rule. SUPPLEMENTARY INFORMATION section of this document for Privacy Act clarifications of requirements that are SUMMARY: FRA is revising the existing information related to any submitted currently being enforced; new regulations containing Railroad comments or materials.
    [Show full text]
  • News Release
    News Release PRESS RELEASE For more information, contact: Barbara Gould Director, Corporate Communications – North America (440) 329-9609 / (440) 225-6869 [email protected] FOR IMMEDIATE RELEASE Photo Included NEW YORK AIR BRAKE MARKS GRAND OPENING OF PREMTEC DIVISION SALISBURY, N.C. MANUFACTURING SITE Expanded Manufacturing Footprint at Newest Location in Salisbury Helps Meet Business Growth and Customer Demand Salisbury, North Carolina – March 18, 2019 – Moving just 5.5 miles down the road paves the way for sustainable growth as New York Air Brake LLC (NYAB) today held a grand opening celebration of its expanded manufacturing operations in Salisbury, N.C. The facility, which began full production in October 2018, houses NYAB’s Premtec division. Premtec is focused on hose manufacturing, plus freight car component production and testing. The celebration was attended by Premtec employees, as well as members of NYAB’s senior leadership team, NYAB business leaders, state and local legislators, economic development representatives, and other invited guests. New York Air Brake, with headquarters in Watertown, New York, has served the rail industry since 1890. The company offers freight and locomotive air brake control systems. As part of its business unit-focused approach, NYAB has been operating Premtec in Rowan County for 10 years. “The new Premtec plant is just one more way we continue to optimize our operations on the East Coast, along with our manufacturing operations in North Carolina, while addressing customer demand at the highest level possible today and tomorrow,” said Ulisses Camilo, New York Air Brake president and CEO. -more- NEW YORK AIR BRAKE MARKS GRAND OPENING OF SALISBURY MANUFACTURING SITE March 18, 2019/Page 2 The 100,000-square-foot facility, located within the Summit Corporate Center, is just one of several business unit-focused NYAB facilities strategically located across North America.
    [Show full text]
  • Cover-Story Knorr-Bremse in North America Location Joint Venture Icer Rail HVAC Acquisition Product BP Compact and BC Compact
    Rail Vehicle Systems Edition 28 | December 2010 The customer magazine of Knorr-Bremse Rail Vehicle Systems Cover-Story Knorr-Bremse in North America Location Joint Venture Icer Rail HVAC acquisition Product BP Compact and BC Compact Quality Successful audit Edition 28 | December 2010 CONTENT Editorial J. Paul Morgan, President New York Air Brake 3 Sites Joint Venture Icer Rail 4 HVAC acquisition 6 News Green HVAC technology 7 Cover-Story Knorr-Bremse in North America 8 Interview with Rich Bowie, 14 President Knorr Brake Corporation Aftermarket Rail-Services 16 Quality Successful audit 18 Products Disc brakes 19 BP Compact and BC Compact 20 Fairs Overview 2011 22 E-NEWS-0028-EN Imprint: Information for Knorr-Bremse's worldwide customers and business partners This publication may be subject to alteration without prior notice. A printed copy of this Publisher: Central Editorial Office: Conception, text and design by: document may not be the latest revision. Please Knorr-Bremse Systeme für Knorr-Bremse Systeme für Knorr-Bremse Systeme für contact your local Knorr-Bremse representative or check our website www.knorr-bremse.com Schienenfahrzeuge GmbH Schienenfahrzeuge GmbH Schienenfahrzeuge GmbH for the latest update. The figurative mark “K” and December 2010 Marketing the trademarks KNORR and KNORR-BREMSE Tanja Mohme Text: Torsten Rienth are registered in the name of Knorr-Bremse AG. Copyright 2010 © Knorr-Bremse AG - All Moosacher Strasse 80 rights reserved. Including industrial property 80809 München Design: KB Media GmbH rights applications. Knorr-Bremse AG retains Germany any power of disposal, such as for copying and Tel. +49 89 35470 Layout, graphics: Cathrin Huber transferring.
    [Show full text]
  • Locomotive Brake Control Unit with Dynamic Brake Interlock
    Europäisches Patentamt *EP000829404B1* (19) European Patent Office Office européen des brevets (11) EP 0 829 404 B1 (12) EUROPEAN PATENT SPECIFICATION (45) Date of publication and mention (51) Int Cl.7: B60T 13/66, B60T 17/22 of the grant of the patent: 14.05.2003 Bulletin 2003/20 (21) Application number: 97115898.5 (22) Date of filing: 12.09.1997 (54) Locomotive brake control unit with dynamic brake interlock Lokomotive- Bremssteuereinheit mit dynamischer Bremsverriegelung Ensemble de commande de frein d’une locomotive muni de verrouillage dynamique de freinage (84) Designated Contracting States: • Root, Kevin B. DE FR GB IT SE Black River, New York 13612 (US) (30) Priority: 13.09.1996 US 26039 P (74) Representative: Specht, Peter, Dipl.-Phys. et al Loesenbeck, Stracke, Loesenbeck, (43) Date of publication of application: Patentanwälte, 18.03.1998 Bulletin 1998/12 Jöllenbecker Strasse 164 33613 Bielefeld (DE) (73) Proprietor: New York Air Brake Corporation Watertown, New York 13601 (US) (56) References cited: US-A- 5 048 569 US-A- 5 137 455 (72) Inventors: US-A- 5 172 316 US-A- 5 301 717 • Newton, Ronald O. Adams, New York 13605 (US) Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention). EP 0 829 404 B1 Printed by Jouve, 75001 PARIS (FR) 1 EP 0 829 404 B1 2 Description auxiliary reservoir in response to the actuating, or 13-pipe.
    [Show full text]