RICHARD J MAZUR
Engineers in Greer, SC

6095621, Aug 1, 2000

Oct 22, 1999

9/425428

James A. Wood - Spartanburg SC
Richard J. Mazur - Greer SC

Westinghouse Air Brake Company - Wilmerding PA

B60T 818

303 226

An electronic load weigh device is used with a railcar truck control unit. A relay valve provides to a brake cylinder a pressure proportional to the pressure impinging upon its control port. A first feedback signal is indicative of the pressure at the control port. A second feedback signal is indicative of the load borne by the truck. A pressure switch opens when pressure within a trainline changes to a level indicative of an emergency. By controlling the opening and closing of application and release magnet valves, a controller controls the pressure impinging on the control port and thereby service braking of the wheels of the truck. The load weigh device includes (i) circuitry for electronically compensating for the load during braking and (ii) a mechanism for granting the circuitry exclusive control over the magnet valves. Should such emergency occur, the mechanism responds to such emergency by disconnecting the controller from the magnet valves. This gives the circuitry exclusive control over the magnet valves.

6120109, Sep 19, 2000

Apr 9, 1998

9/057673

James A. Wood - Spartanburg SC
Richard J. Mazur - Greer SC

Westinghouse Air Brake Company - Wilmerding PA

B60T 818

303 226

An electronic load weigh device is used with a railcar truck control unit. A relay valve provides to a brake cylinder a pressure proportional to the pressure impinging upon its control port. A first feedback signal is indicative of the pressure at the control port. A second feedback signal is indicative of the load borne by the truck. A pressure switch opens when pressure within a trainline changes to a level indicative of an emergency. By controlling the opening and closing of application and release magnet valves, a controller controls the pressure impinging on the control port and thereby service braking of the wheels of the truck. The load weigh device includes (i) circuitry for electronically compensating for the load during braking and (ii) a mechanism for granting the circuitry exclusive control over the magnet valves. Should such emergency occur, the mechanism responds to such emergency by disconnecting the controller from the magnet valves. This gives the circuitry exclusive control over the magnet valves.

5791744, Aug 11, 1998

Jan 28, 1997

8/789920

James A. Wood - Spartanburg SC
Richard J. Mazur - Greer SC

Westinghouse Air Brake Company - Wilmerding PA

B60T 802, B60T 836

303 7

A pneumatic trainline control unit receives air from a first pneumatic trainline which it uses to charge and maintain pressure in a second pneumatic trainline. It also provides brake control pressure to a universal pneumatic brake unit on a rail vehicle upon receiving an emergency braking request from the second trainline. The pneumatic trainline control unit includes an air piloted transfer valve, an air piloted maintaining valve, a charging magnet valve, an emergency release magnet valve, a low pressure switch, an air piloted vent valve and a pipe network. The pipe network allows the first trainline to supply air to the transfer valve, the charging valve and the maintaining valve. The transfer valve features a transfer pilot port. It connects a command port of the pneumatic trainline control unit to atmosphere unless its transfer pilot port receives the emergency braking request in which case it connects the pipe network to the command port.

5650933, Jul 22, 1997

Aug 21, 1996

8/701196

Richard J. Mazur - Greer SC
James A. Wood - Spartanburg SC
John W. Drake - Cincinnati OH

Westinghouse Air Brake Company - Wilmerding PA

B60T 1368

36442601

Apparatus for implementing two to three state emulator process so two state dump valve can be used in wheel slip correction for braking systems comprising an AND gate which receives a plurality of inputs for generating an output based on value of inputs. An OR gate receives another plurality of inputs for generating another output based on value of inputs. One such input being the output generated by such AND gate. A valve response checking unit receives another plurality of inputs for generating a plurality of outputs. One input is the output generated by such OR gate. Another OR gate receives another plurality of inputs for generating an output based on value of inputs. A lap state determination unit receives another plurality of inputs for generating another plurality of outputs. One input being one of outputs generated by such valve response checking unit and another input being such output generated by such second OR gate. A lap state interrupt processor unit receives another plurality of inputs for generating another plurality of outputs.

5738417, Apr 14, 1998

Jan 29, 1997

8/790575

James A. Wood - Spartanburg SC
Richard J. Mazur - Greer SC

Westinghouse Air Brake Company - Wilmerding PA

B60T 1300

303 7

A brake pipe sensing unit may be used with a universal pneumatic brake control unit of a rail vehicle. The brake pipe sensing unit includes a control reservoir, an auxiliary reservoir, a three state valve, a quick service valve, a brake pipe transducer and a transmission device. The control reservoir is used as a volume in which gas under pressure may stored and from which gas under pressure may be supplied. The auxiliary reservoir communicates with a supply port of the universal unit and with a first and a second route of the brake pipe sensing unit. The three state valve has a first pilot port in communication with a brake pipe of the rail vehicle, a second pilot port in communication with the control reservoir, and first and second exhaust ports both of which connect to atmosphere. The three state valve operates in an apply position, a release position and a lap position depending on the pressure bearing on the first and second pilot ports. The quick service valve connects within the first route and has a service pilot port in communication with both the auxiliary reservoir and the supply port.

5535122, Jul 9, 1996

Mar 30, 1994

8/219778

James A. Wood - Spartanburg SC
David A. Greer - Simpsonville SC
Richard J. Mazur - Greer SC

Westinghouse Air Brake Company - Wilmerding PA

B60T 888, G06F 770

36442601

Method of providing brake retardation capability safety check. Method includes generating a signal representing vehicle mass, and combining it with an electric brake feedback signal and a brake cylinder pressure signal to generate a signal representing vehicle deceleration rate. Integrating the signal representing vehicle acceleration rate to generate an output signal representative of a process cycle speed reduction value. Inputting and storing values of process cycle speed reduction output signals to and in, respectively, a summation unit. Adding such values inputted to summation unit to a predetermined number of seconds worth of process cycle speed reduction values and generating output signal representative of braking effort available in terms of speed reduction over such predetermined number of seconds. Inputting brake command signal to brake command jerk limiting unit. Adding a delay value to brake command signal and jerk limiting brake command signal to provide output signal having a value equal to deceleration rate request value.

5788339, Aug 4, 1998

Jan 28, 1997

8/790574

James A. Wood - Spartanburg SC
Richard J. Mazur - Greer SC

Westinghouse Air Brake Company - Wilmerding PA

B60T 1300

303 7

A universal unit controls the brakes of a truck of a rail vehicle. The unit includes a service valve, an emergency valve, a variable load relay valve, a release valve, a local control device, a solenoid driver device and a brake assurance device. The service valve when opened provides a first control pressure. The emergency valve when opened provides a second control pressure. In response the control pressures, the variable valve provides to the brake cylinder a load compensated pressure proportional to air spring pressure. The brakes then apply to the wheels of the truck a force that accounts for the load borne by the rail vehicle. The release valve when opened prevents the variable valve from providing the load compensated pressure. The local control device controls the control pressures according to a brake force command signal and a control pressure feedback signal. The solenoid device operates the valves in response to valve command signals received from the local control device.

4987543, Jan 22, 1991

Feb 21, 1989

7/312837

James A. Wood - Spartanburg SC
Richard J. Mazur - Greer SC

American Standard Inc. - Spartanburg SC

B60T 800

36442603

An energy storage wheel spin propulsion control system for detecting and correcting a spinning wheel situation so that the maximum available adhesion is utilized to the fullest extent in accelerating a railway vehicle while at the same time maximizing the use of the available processing time to permit an appropriate amount of time for diagnostic purposes. The primary data used to form the logic inputs is derived from the axle rate signals which are fed to spin energy storage value threshold and difference comparison sensors. The spin energy storage value and difference comparison sensors supply logical inputs in spin energy threshold, dissipation threshold and optimization threshold sensors and spin rate difference sum sensor, respectively, which, in turn, supply logic inputs to spin enable timer and spin enable sensors and a spin control logic output sensor. A slip-spin output determination sensor receives logic signals from a power-brake signal circuit and command signal from the spin control logic outer sensor and a slip interface circuit to cause the production of a full requested, reduce and/or hold tractive effort command.

5315520, May 24, 1994

Sep 6, 1991

7/756021

John B. Drake - Cincinnati OH
James A. Wood - Spartanburg SC
Carl J. Slavick - Greenville SC
Richard J. Mazur - Greer SC

Westinghouse Air Brake Company - Wilmerding PA

B60L 300

36442605

A friction brake interface health check system for dynamically diagnosing and monitoring the operational status of a plurality of input signals by using a pattern fault recognition and an intelligent diagnostic matrix which is generated by brake level demand, power/brake trainline, electric brake feedback and electric brake rate request modules to control an interface health determination fault monitor module which determines which errors are to be reported to the event interface file, the RAM fault log and which are displayed on a seven (7) segment display.

6286913, Sep 11, 2001

Nov 9, 1995

8/556198

Richard J. Mazur - Greer SC
Richard F. Balukin - Pittsburgh PA
Robert D. Dimsa - Elizabeth PA
Paul E. Jamieson - Greer SC

Westinghouse Air Brake Company - Wilmerding PA

B60T 1370

303 15

A limp-in control arrangement for an electro-pneumatic integrated control system for railway vehicles including a supply and exhaust magnet valve for electrically controlling the pneumatic brakes on the railway vehicle, an electromagnetic relay for sensing the operational condition of the electro-pneumatic integration control system, a switching device for enabling a limp-in control function when the electro-pneumatic integrated control system is experiencing a malfunction, an operating device for initiating a limp-in control function by releasing and reapplying the pneumatic brakes to allow the railway vehicle to be moved to a repair facility.