John W Laduc

6347840, Feb 19, 2002

Feb 15, 2001

09/783218

Jon M. Marra - Henderson NY
Dale R. Stevens - Adams Center NY
James R. Truglio - Watertown NY
John W. LaDuc - Harrisville NY
Roger B. Lewis - Stem NC

New York Air Brake Corporation - Watertown NY

B60T 1366

303 3, 303 7, 303 15, 303 86, 303 20

An integrated pneumatic and electropneumatic train brake system and method of operation. An electropneumatic brake controller in at least one of the locomotives provides an emergency brake signal on a brake pipe and the network to the pneumatic and electropneumatic brakes for an emergency position of the operator interface. The brake controller also provides an emergency signal only on the network to the electropneumatic brakes in the continuous service position of the operator interface.

6361124, Mar 26, 2002

Oct 30, 2000

09/698287

Jon M. Marra - Henderson NY
Roger B. Lewis - Stem NC
John LaDuc - Harrisville NY
Kevin B. Root - Black River NY

New York Air Brake Corporation - Watertown NY

B60T 700

303 15, 303 7

A method of integral operating the brake and propulsion systems includes determining if the brake command signal is a pneumatic or electrical system initiated emergency brake command or an operator initiated emergency brake command. A brake signal and an emergency propulsion signal are transmitted on the network for pneumatic and electrical system and operator initiated brake commands. A brake signal is transmitted on the train brake pipe for operator and pneumatic system initiated brake commands.

6484085, Nov 19, 2002

Apr 4, 2001

09/824883

Jon M. Marra - Henderson NY
Dale R. Stevens - Adams Center NY
James R. Truglio - Watertown NY
John W. LaDuc - Harrisville NY
Roger B. Lewis - Stem NC
Kip P. Flint - Castorland NY

New York Air Brake Corporation - Watertown NY

B60T 1358

701 70, 701 19, 701 20, 303 15, 303 20, 303 226, 246182 B

A method of transitioning between the pneumatic and electric modes of an integrated pneumatic/electro-pneumatic train brake system which includes a brake control having a common operator brake controller. Initially, the control applies the brakes in response to the operator brake controller in the present mode. The control enables the next mode upon request from the operator and applies the brakes in the next mode to match the applied brakes in the present mode. Once the present mode brake is released, the control and system switch to the next mode. Other brake controllers monitor the network and automatically switches modes based on the status of the network.

6626034, Sep 30, 2003

Apr 3, 2001

09/823978

Jon Marra - Henderson NY
Dale R. Stevens - Adams Center NY
Kevin B. Root - Black River NY
Roger B. Lewis - Stem NC
John W. LaDuc - Harrisville NY
Patrick S. Lacombe - Watertown NY

New York Air Brake Corporation - Watertown NY

G01M 1500

73121, 73129

The method includes reducing pressure of a charged brake pipe to a predetermined pressure value. The brake pipe is then charged only from the head end unit. Each intermediate brake pipe monitoring and charging device sequentially reports on the network a pressure which is an increase if the brake pipe is continuous between it and the head end unit. Subsequent to receipt of a report of an increased pressure on the network from an intermediate unit, the head end unit commands that intermediate unit to participate in charging the brake pipe. The head end unit determines the brake pipe continuity from the pressure increases reported by the intermediate units.

6972670, Dec 6, 2005

Dec 4, 2003

10/726659

John LaDuc - Harrisville NY, US
Jon M. Marra - Henderson NY, US
Dale R. Stevens - Adams Center NY, US
Joseph Mario Nazareth - Rockledge FL, US
Bryan David Cain - Rockledge FL, US

New York Air Brake Corporation - Watertown NY

B60Q001/00

340438, 34031001, 303 7

A method of determining the configuration of locomotives in wired distributed trains. It includes determining consists of adjacent locomotives in the train. It determines one or more sub-consists of adjacent locomotives, which are controlled separately from a preceding adjacent locomotive within the consist. Locomotives which have an available wired distributed power controller is determined. A common consist indicator is assigned to all adjacent locomotives of a consist if the consist has at least one available wired distributed power controller. A common sub-consist indicator is assigned to all locomotives of a sub-consist if the consist has at least one available wired distributed power controller.

8346413, Jan 1, 2013

Sep 8, 2008

12/673606

Patrick Storms - Carthage NY, US
Richard Matusiak - Watertown NY, US
John LaDuc - Harrisville NY, US
Bryan McLaughlin - Watertown NY, US
Gary S. Newton - Adams NY, US
Dale R. Stevens - Adams Center NY, US
Jon M. Marra - Henderson NY, US

New York Air Brake Corporation - Watertown NY

G05D 1/00
B60T 13/74

701 19, 303 3

The present interface system includes a controller monitoring pressure on a locomotive brake pipe port, controlling pressure on a train brake pipe port in response to the pressure on a locomotive brake pipe port, providing ECP commands on an ECP trainline via a train electrical terminal in response to the pressure on the locomotive brake pipe port, and providing electrical power on the ECP trainline via an train electrical trainline terminal from the locomotive electrical trainline terminal. A transceiver is connected to the controller for wireless communication with the controller. A wireless display unit communicates via the transceiver with the controller and displays information from the controller to the operator remote from the interface system and provides inputs from the operator to the controller. The system also includes a three position change over valve. An event recorder and a GPS system may be connected to the controller.

8483894, Jul 9, 2013

Nov 8, 2010

12/941588

Jon M. Marra - Henderson NY, US
John W. Laduc - Sackets Harbor NY, US
Dale R. Stevens - Adams Center NY, US

New York Air Brake Corporation - Watertown NY

B60T 13/00
B60T 13/66
G06F 17/00
G05D 13/34

701 19, 701 20, 701 70, 303 226

The present method operates an electrically controlled pneumatic (ECP) brake system that includes a system controller and a plurality of ECP devices on a train, in a semi-active mode between an active mode and an in active mode. The method includes setting the system controller to the semi-active mode if the ECP brake command is release; and setting the released ECP devices to the inactive state by the system controller when entering the semi-active mode. The ECP devices are set to an active state and to apply the brake by the system controller in response to an ECP brake command of apply. The ECP devices are reset to release and then to the inactive state by the system controller in response to an ECP brake command of release.

61262455, Oct 3, 2000

Dec 1, 1997

8/980819

Wayne H. Barber - Watertown NY
John W. Laduc - Harrisville NY
Steven R. Newton - Adams NY
Ronald O. Newton - Adams NY

New York Air Brake Corporation - Watertown NY

B60T 802

303 3

An electropneumatic brake controller of the present invention including a main reservoir, pneumatic brake pipe relay and first and second restrictions connected in series with the main reservoir, the brake pipe relay and brake pipe and first electropneumatic valve connected in parallel to the second restriction. The second restriction is smaller than the first restriction. The first electropneumatic valve is responsive to an electric release signal to cut out the second restriction. When the two restrictions are in series, this is the running mode whereas when the second restriction is cut out, this is the release mode. A control unit controls the electropneumatic valves to produce an overcharge cycle in response to a release brake signal. This cycle includes overcharging the brake pipe, holding the overcharged condition for a fixed period of time and bleeding to a normal release brake pipe pressure.