A system includes a phase break input unit, one or more vehicle location detectors, and one or more processors. The phase break input unit is configured to obtain phase break location information indicating a location of a phase break along a route to be traversed by a vehicle. The one or more vehicle location detectors are configured to obtain vehicle location information indicating at least one of location of the vehicle or movement of the vehicle. The one or more processors are configured to determine an estimated arrival time of the vehicle at the phase break using the phase brake location information and the vehicle location information, and send a phase break control signal to a control system of the vehicle responsive to the estimated arrival time satisfying a threshold.

The current invention relates to a method for monitoring a wear of a brake element (6) of a rail wagon (1) by means of a monitoring system (9, 4), said rail wagon (1) comprising a brake assembly (2) comprising said brake element (6), said brake assembly (2) further comprising a brake regulator device (7) comprising a first part (71) at a first end and a second part (72) at a second end for automatic adjusting of a clearance (13) with respect to said brake element (6), said clearance (13) relating to a braking of a wheel (3) of said rail wagon (1), said method comprising a plurality of steps.

A method and system supply compressed air to a vehicle as required, more particularly a rail vehicle, wherein at least the primary air requirement of the rail vehicle for operating a pneumatic braking system is covered by a primary air compressor that is connected to a primary tank air line and wherein additional compressed air for operating auxiliary units is generated by at least one electromotive auxiliary air compressor having a lower delivery output than the primary air compressor. When the vehicle is parked, only the at least one auxiliary air compressor is used to generate compressed air as required, the air being used, whilst the vehicle is parked, to maintain permanent contact between a current collector that is actuated by a pneumatic actuating drive and an electric supply line.

A method and system supply compressed air to a vehicle as required, more particularly a rail vehicle, wherein at least the primary air requirement of the rail vehicle for operating a pneumatic braking system is covered by a primary air compressor that is connected to a primary tank air line and wherein additional compressed air for operating auxiliary units is generated by at least one electromotive auxiliary air compressor having a lower delivery output than the primary air compressor. When the vehicle is parked, only the at least one auxiliary air compressor is used to generate compressed air as required, the air being used, whilst the vehicle is parked, to maintain permanent contact between a current collector that is actuated by a pneumatic actuating drive and an electric supply line.

Disclosed is a brake system for a railroad vehicle, including a parking brake provided with a piston and having a first configuration in which the piston is in a working position in which it acts on a lining support and applies a predetermined force to a brake disc; a second configuration in which the piston is in a rest position in which it does not act on the support and does not apply any force to the disc; and a third configuration in which, when the vehicle is not at a standstill and the ambient temperature in the environment of the disc is greater than a threshold value, it forces the piston to move towards a trip position different from its working and rest positions, in order to limit or cancel the force applied to the disc.

A brake cylinder maintaining system includes a main valve comprising a first diaphragm, a second diaphragm, and a valve member, with the first diaphragm having a reference pressure on one side of the first diaphragm and a brake cylinder pressure on an opposite side of the first diaphragm. The second diaphragm having a brake cylinder pressure on one side of the second diaphragm with the first diaphragm configured to move between a first position and a second position based on a differential between the reference pressure and the brake cylinder pressure. The valve member is configured to place a brake cylinder in fluid communication with a brake pipe when the first and second diaphragm are each in the second position and configured to isolate a brake cylinder from a brake pipe when the first diaphragm or the second diaphragm are in the first position.

A brake cylinder maintaining system includes a main valve comprising a first diaphragm, a second diaphragm, and a valve member, with the first diaphragm having a reference pressure on one side of the first diaphragm and a brake cylinder pressure on an opposite side of the first diaphragm. The second diaphragm having a brake cylinder pressure on one side of the second diaphragm with the first diaphragm configured to move between a first position and a second position based on a differential between the reference pressure and the brake cylinder pressure. The valve member is configured to place a brake cylinder in fluid communication with a brake pipe when the first and second diaphragm are each in the second position and configured to isolate a brake cylinder from a brake pipe when the first diaphragm or the second diaphragm are in the first position.

A trip cock valve for a brake system on a rail car includes a valve body that defines an inlet, a chamber downstream from the inlet, and an outlet downstream from the chamber. A piston is inside the chamber. A valve member operably connected to the piston has a first position that prevents fluid flow through the outlet and a second position that permits fluid flow through the outlet. A lever is operably engaged with the valve member to move the valve member from the first position to the second position. A valve position indicator downstream from the inlet is in fluid communication with the inlet when the valve member is in the second position.

A trip cock valve for a brake system on a rail car includes a valve body that defines an inlet, a chamber downstream from the inlet, and an outlet downstream from the chamber. A piston is inside the chamber. A valve member operably connected to the piston has a first position that prevents fluid flow through the outlet and a second position that permits fluid flow through the outlet. A lever is operably engaged with the valve member to move the valve member from the first position to the second position. A valve position indicator downstream from the inlet is in fluid communication with the inlet when the valve member is in the second position.

A brake cylinder for a railway vehicle includes a body, a piston assembly including a piston member and a rod having a threaded surface, and a parking brake locking mechanism including a working nut, a locking gear, and a locking pawl, with the working nut having a threaded surface engaged with the threaded surface of the rod. The piston member has a first position and a second position in a direction extending from the second end of the body toward the first end of the body. The working nut is fixed relative to the locking gear. The locking pawl has an unlocked position spaced from the locking gear and a locked position engaged with the locking gear. The piston is restricted from moving from the second position to the first position when the locking pawl is in the locked position.