A method for assessing contamination of a rail, in particular for a railway vehicle, comprises the steps of imposing a first sliding value lower than a first threshold between the wheels of a first controlled axle and the rail, the first controlled axle being the head axle of the railway vehicle, imposing a second sliding value greater than a second threshold between the wheels of a second controlled axle and the rail, the second axle following the first axle and the second threshold being greater than the first threshold, and determining the trend of an adhesion curve between the wheels belonging to a plurality of controlled axles and the rail, based on a first adhesion value between the wheels of the first axle and the rail, and a second adhesion value between the wheels of the second axle and the rail.

A method and control system includes controlling operation of a vehicle system according to a first set of operating conditions while the vehicle system is moving along a route. The vehicle system including plural vehicles with two or more vehicles of the vehicle system contributing a predetermined amount of effort to propel the vehicle system to move along the route based on the first set of operating conditions. Responsive to determining a revised amount of effort that at least one of the two or more vehicles of the vehicle system needs to contribute to propel the vehicle system to control one or more performance variables of the vehicle system, the vehicle system may be automatically controlled according to a second set of operating conditions. At least one vehicle may contribute the revised amount of effort while the vehicle system operates according to the second set of operating conditions.

A method and control system includes controlling operation of a vehicle system according to a first set of operating conditions while the vehicle system is moving along a route. The vehicle system including plural vehicles with two or more vehicles of the vehicle system contributing a predetermined amount of effort to propel the vehicle system to move along the route based on the first set of operating conditions. Responsive to determining a revised amount of effort that at least one of the two or more vehicles of the vehicle system needs to contribute to propel the vehicle system to control one or more performance variables of the vehicle system, the vehicle system may be automatically controlled according to a second set of operating conditions. At least one vehicle may contribute the revised amount of effort while the vehicle system operates according to the second set of operating conditions.

A combined track conditioning unit includes a dispensing apparatus with an outflow opening integrated in the front region of the dispensing apparatus which is suitable for applying a gaseous drying medium to a rail. A gritting material outlet unit which is integrated in the rear region of the dispensing apparatus and is suitable for applying a gritting agent to the rail also forms part of the dispensing apparatus. A rail vehicle is also provided. Additionally, a method for increasing a coefficient of friction between a rail and a wheel of a rail vehicle with the aid of a track conditioning unit is provided.

A pneumatic regenerative system for a railway vehicle equipped with a plurality of axles includes a plurality of pneumatic drive mechanisms coupled to each of the plurality of axles. Each pneumatic drive mechanism includes an accumulator and a pneumatic device. The pneumatic device may in some examples be a reversible air motor device. The accumulator is operable to receive and store pressurized air. The reversible air motor device is coupled to the accumulator and one of the plurality of axles of the vehicle. The reversible air motor device is operable in a first configuration and a second configuration. During a braking operation of the railway vehicle, the reversible air motor device in the first configuration is driven by rotation of the one of the plurality of axles to generate and store pressurized air in the accumulator. During an acceleration operation, of the railway vehicle the reversible air motor device receives pressurized air from the accumulator to drive rotation of the one of the plurality of axles.

A pneumatic regenerative system for a railway vehicle equipped with a plurality of axles includes a plurality of pneumatic drive mechanisms coupled to each of the plurality of axles. Each pneumatic drive mechanism includes an accumulator and a pneumatic device. The pneumatic device may in some examples be a reversible air motor device. The accumulator is operable to receive and store pressurized air. The reversible air motor device is coupled to the accumulator and one of the plurality of axles of the vehicle. The reversible air motor device is operable in a first configuration and a second configuration. During a braking operation of the railway vehicle, the reversible air motor device in the first configuration is driven by rotation of the one of the plurality of axles to generate and store pressurized air in the accumulator. During an acceleration operation, of the railway vehicle the reversible air motor device receives pressurized air from the accumulator to drive rotation of the one of the plurality of axles.

Conventional APUs for diesel-electric locomotives may include an AC electric generator and typically require additional hardware to be installed to convert the AC power output by the generator to DC power that can power electrical systems or charge batteries in the locomotive. According to some embodiments, there is provided an auxiliary power unit (APU) or system for operation in cooperation with a primary engine. The APU includes a secondary engine; a primary engine coolant heating system, or a primary engine lubricant heating system; a control system that automatically shuts down the primary engine and starts the secondary engine responsive to a predetermined condition; and a Direct Current (DC) power generator that generates an output voltage, the DC power generator being driven by the secondary engine.

A vehicle control system determines a predicted location of wheel slip for an upcoming trip of a vehicle system by comparing a vehicle characteristic, route characteristic, and/or weather characteristic associated with the upcoming trip with a vehicle characteristic, route characteristic, and/or weather characteristic associated with a previous detection of wheel slip. Movement of the vehicle system is controlled during the upcoming trip by reducing tractive effort generated by a leading vehicle of the vehicle system relative to a trailing vehicle of the vehicle system during movement over the predicted location, reducing tractive effort generated by a leading axle in a vehicle of the vehicle system relative to a trailing axle of the vehicle during movement over the predicted location, and/or directing an adhesion modifying device to automatically dispense an adhesion modifying substance onto the predicted location.

A vehicle control system determines a predicted location of wheel slip for an upcoming trip of a vehicle system by comparing a vehicle characteristic, route characteristic, and/or weather characteristic associated with the upcoming trip with a vehicle characteristic, route characteristic, and/or weather characteristic associated with a previous detection of wheel slip. Movement of the vehicle system is controlled during the upcoming trip by reducing tractive effort generated by a leading vehicle of the vehicle system relative to a trailing vehicle of the vehicle system during movement over the predicted location, reducing tractive effort generated by a leading axle in a vehicle of the vehicle system relative to a trailing axle of the vehicle during movement over the predicted location, and/or directing an adhesion modifying device to automatically dispense an adhesion modifying substance onto the predicted location.

Embodiments of the present invention provide a train control method for maximizing utilization of regenerative energy. The method mainly comprises: working out a matching error T of a current matched pair of trains Mx (i, j) of a station in the current running situation; and comparing the matching error T with a preset maximum adjustable error T.sub.x of the current matched pair of trains Mx (i, j) of the station and determining a strategy for adjusting train running of the current matched pair of trains Mx (i, j) according to comparison results.