A train consist for freight transportation includes a first or lead locomotive and at least one second or trail, adjacent locomotive directly connected with one another, followed by a plurality of cars or wagons. Each of the locomotives has an Electronically Controlled Pneumatic Brake System (ECPBS), a brake handle installed in the driver's cab providing electric signals to control the ECPBSs upon train operator's commands, and a communication layer used to transmit various signals between the two or more adjacent locomotives of the consist. The electrical signals generated by the brake handle in the lead locomotive are extended to at least the first trail locomotive through the communication layer in order to control the ECPBS in the trail locomotive, providing full train brake redundancy, allowing non-degraded train operation even in case of an unrecoverable failure of the brake control system in the lead locomotive.

A train consist for freight transportation includes a first or lead locomotive and at least one second or trail, adjacent locomotive directly connected with one another, followed by a plurality of cars or wagons. Each of the locomotives has an Electronically Controlled Pneumatic Brake System (ECPBS), a brake handle installed in the driver's cab providing electric signals to control the ECPBSs upon train operator's commands, and a communication layer used to transmit various signals between the two or more adjacent locomotives of the consist. The electrical signals generated by the brake handle in the lead locomotive are extended to at least the first trail locomotive through the communication layer in order to control the ECPBS in the trail locomotive, providing full train brake redundancy, allowing non-degraded train operation even in case of an unrecoverable failure of the brake control system in the lead locomotive.

A resistor includes an elongated cylindrical body having nodes and elongated members. The elongated members interconnect the nodes to form openings between the nodes and the elongated members for the flow therethrough of a cooling fluid. The body is configured to receive electric current from a powered system and to conduct and provide electric resistance to the electric current to dissipate at least part of the electric current as heat from the body. The body may be coupled with at least one other resistor of the powered system in one or more of a parallel or series arrangement in an electric circuit.

A resistor includes an elongated cylindrical body having nodes and elongated members. The elongated members interconnect the nodes to form openings between the nodes and the elongated members for the flow therethrough of a cooling fluid. The body is configured to receive electric current from a powered system and to conduct and provide electric resistance to the electric current to dissipate at least part of the electric current as heat from the body. The body may be coupled with at least one other resistor of the powered system in one or more of a parallel or series arrangement in an electric circuit.

A locomotive consist includes a first locomotive unit that receives a power command from a throttle signal or a dynamic brake signal from MU trainlines, a second locomotive unit with an energy storage system electrically connected to one or more second unit traction motors, and a hybrid control system on the first locomotive unit. The hybrid control system intercepts the throttle signal or the dynamic brake signal from the MU trainlines, calculates first and second alternate power commands for the first and second locomotive units, respectively, that when added together equal the power command received on the MU trainlines, communicates the first power command to the first locomotive prime engine or dynamic braking system, and communicates the second power command to the second locomotive unit.

A locomotive consist includes a first locomotive unit that receives a power command from a throttle signal or a dynamic brake signal from MU trainlines, a second locomotive unit with an energy storage system electrically connected to one or more second unit traction motors, and a hybrid control system on the first locomotive unit. The hybrid control system intercepts the throttle signal or the dynamic brake signal from the MU trainlines, calculates first and second alternate power commands for the first and second locomotive units, respectively, that when added together equal the power command received on the MU trainlines, communicates the first power command to the first locomotive prime engine or dynamic braking system, and communicates the second power command to the second locomotive unit.

A rail vehicle braking device has at least one electrodynamic brake, which comprises a drive unit, which has at least one drive motor and a power supply unit for supplying the drive motor when the drive unit is in a traction mode. The rail vehicle braking device has at least two brake control units in order to increase the safety of the electrodynamic brake. In a first braking mode, a first brake control unit in an active state controls the power supply unit for providing a braking effect, a first brake effect monitoring unit and a switching unit, which serves to switch, depending on a brake effect parameter in the first braking mode, into a second braking mode, in which the second brake control unit in an active state controls the power supply unit for providing a brake effect.

A rail vehicle braking device has at least one electrodynamic brake, which comprises a drive unit, which has at least one drive motor and a power supply unit for supplying the drive motor when the drive unit is in a traction mode. The rail vehicle braking device has at least two brake control units in order to increase the safety of the electrodynamic brake. In a first braking mode, a first brake control unit in an active state controls the power supply unit for providing a braking effect, a first brake effect monitoring unit and a switching unit, which serves to switch, depending on a brake effect parameter in the first braking mode, into a second braking mode, in which the second brake control unit in an active state controls the power supply unit for providing a brake effect.

The invention relates to a rail vehicle brake system comprising a conditioning device, having at least one disc brake per axle, the conditioning device having a control device. The conditioning device is formed having at least one wagon control unit and at least one coupling unit for selective actuation of the at least one disc brake per axle. The invention further relates to a conditioning device and to a method for operating a conditioning device, and to a method for deicing and/or for preventing icing of a brake unit of a rail vehicle brake system.

The invention relates to a rail vehicle brake system comprising a conditioning device, having at least one disc brake per axle, the conditioning device having a control device. The conditioning device is formed having at least one wagon control unit and at least one coupling unit for selective actuation of the at least one disc brake per axle. The invention further relates to a conditioning device and to a method for operating a conditioning device, and to a method for deicing and/or for preventing icing of a brake unit of a rail vehicle brake system.