A force actuator comprising an output member (1) movable from a first position to a second output-force-exerting position; first operating means (2) connected by a first transmission path (3) to the output member (1), and second operating means (20) connected by a second transmission path (23) to the output member (1); the ratio of the transmission paths, (3,23), the inertia of the respective transmission paths (3,23) and the operating means (2,20) connected thereto and the accelerating force capable of being generated by the respective operating means (2,20) and transmitted via the transmission path (2,23) connected thereby to the output member (1) all collectively being such that, with the output member (1) in its first position, simultaneous initiation of the operating means (2,20) causes the first operating means (2) to constitute the prime means by which the output member (1) is moved to its second position and, when in that second position, the second operating means (20) constitutes the prime means by which the output member (1) is caused to exert the output force.

A spring applied force actuator having an output member (1) movable from a first position to a second output position, a first power spring (4) by which can be generated on the output member (1) an output force when the member is in its second position, first power means (5) by which potential energy can be generated in the first spring (4) therein to be held until this spring (4) is released to apply its stored force as an output force on the output member (1), a second spring (10) release of potential energy stored in which moves the output member (1) from its first position to its second output position, and second power means (30) by which the output member (1) can be moved back from its second output position to its first position thereby, at the same time, generating in the second spring (10) the potential energy subsequently to move the output member (1) back to its second output position upon the subsequent release of that second spring (4).

Der Druckregler (14) des Führerbremsventiles weist ein Druckregelventil (17, 18, 19) auf. das durch einen Kolben (21) betätigbar ist, der einerseits vom Regeldruck und anderseits vom Atmosphärendruck und einer Feder (23) belastbar ist.

Um die Regelfeder (23) möglichst klein ausbilden zu können, wird eine zweite Feder (32) angeordnet, die zusätzlich zur Regelfeder (23) auf den Kolben (21) wirkt.

Der Druckregler (14) des Führerbremsventfles weist ein Druckregelventil (17,18,19) auf, das durch einen Kolben (21) betätigbar ist der einerseits vom Regeldruck und anderseits vom Atomsphärendruck und einer Feder (23) belastbar ist.

Um die Feder (23) möglichst klein ausbilden zu können, wird ein Differentialkolben (21,22) angeordnet, der einerseits vom Regeldruck in Kammer (30) und anderseits von einer Feder (23) und einem zusätzlichen Druck in Kammer (32) belastet ist. Dieser zusätzliche Druck ermöglicht es, die Feder (23) kleiner auszubilden.

A timing controller (14, 24) outputs an interrupt signal each time the timing controller (14, 24) detects a synchronization frame included in a communication frame transmitted or received by a communicator (12, 22). A start controller (13, 23) starts, in accordance with a drive command most-recently acquired by a command acquirer (11, 21), brake control each time the timing controller (14, 24) outputs the interrupt signal. The start controller (13, 23) performs brake control by outputting a control command indicating pressure of a brake cylinder included in a mechanical brake (3, 4). A valve controller (15, 25) controls a magnet valve included in a pneumatic controller (16, 26) in accordance with the control command. The mechanical brake (3, 4) is actuated by air outputted by the pneumatic controller (16, 26) controlled by the valve controller (15, 25), thereby controlling the brake of a train.

The present invention relates to a gateway apparatus and method for establishing a communication connection between an internal bus system (IL1) which connects internal components (163) of a unit device (167) of a distributed brake control system in a rail vehicle and an external bus system (EL1) which connects different ones of said unit device (167) of said distributed brake control system. A routing mode between channels of the internal bus system and channels of the external bus system is configured in response to a supplied routing control information.

The present invention relates to a train control device. The train control device sets an emergency brake pattern and a regular brake pattern as patterns of maximum speed according to the distance to a stopping point, and outputs a braking command when the train speed exceeds the maximum speed. Then, when the maximum speed defined in the regular brake pattern falls below a set speed, the maximum speed of the regular brake pattern is kept constant for a predetermined distance. After that, the maximum speed is gradually reduced toward a stopping point of the emergency brake pattern. This allows a train to make an approach to a fixed stopping position in an automatic train operation even when the fixed stopping position is located farther than a stopping point of the regular brake pattern, and excessive output of an emergency braking command based on the emergency brake pattern can be reduced.