The embodiments of the present application disclose an anti-collision method and apparatus for trains in a cooperative formation. The anti-collision method includes: determining whether it is necessary to control the current train to brake; determining whether a real-time distance between the current train and a previous adjacent train in the same formation as the current train is greater than a preset minimum safety distance; controlling, under a condition that the real-time distance is less than the preset minimum safety distance, the current train to perform electromagnetic braking; and calculating, under a condition that the real-time distance is greater than the preset minimum safety distance, a real-time safety distance between the current train and the previous adjacent train, and controlling, under a condition that the real-time distance is less than the real-time safety distance, the current train to brake.

The embodiments of the present application disclose an anti-collision method and apparatus for trains in a cooperative formation. The anti-collision method includes: determining whether it is necessary to control the current train to brake; determining whether a real-time distance between the current train and a previous adjacent train in the same formation as the current train is greater than a preset minimum safety distance; controlling, under a condition that the real-time distance is less than the preset minimum safety distance, the current train to perform electromagnetic braking; and calculating, under a condition that the real-time distance is greater than the preset minimum safety distance, a real-time safety distance between the current train and the previous adjacent train, and controlling, under a condition that the real-time distance is less than the real-time safety distance, the current train to brake.

An on board unit (OBU) of a train may determine that a trip or shift has ended and may initiate a train log-off procedure. The OBU may monitor for at least one alert condition during performance of the log-off procedure, the at least one alert condition comprising a condition wherein unauthorized train movement is possible. In response to detecting the at least one alert condition, the OBU may report the at least one alert condition and disable the train log-off procedure until the OBU determines that the at least one alert condition is resolved. In response to failing to detect the at least one alert condition and/or in response to determining that the at least one alert condition is resolved, the OBU may complete the train log-off procedure.

An on board unit (OBU) of a train may determine that a trip or shift has ended and may initiate a train log-off procedure. The OBU may monitor for at least one alert condition during performance of the log-off procedure, the at least one alert condition comprising a condition wherein unauthorized train movement is possible. In response to detecting the at least one alert condition, the OBU may report the at least one alert condition and disable the train log-off procedure until the OBU determines that the at least one alert condition is resolved. In response to failing to detect the at least one alert condition and/or in response to determining that the at least one alert condition is resolved, the OBU may complete the train log-off procedure.

A branch pipe tee for a rail car having a length that is below standard. The branch pipe tee has a standard mount for connecting to the brake pipe and branch pipe as well as integral volume that compensates for the reduced brake pipe length of the rail car. The integral volume is dimensioned to make the effective brake pipe length of rail car fall within standard ranges so that the braking system of the rail car can perform normally and avoid the need for additional equipment to compensate for the length of the rail car.

A branch pipe tee for a rail car having a length that is below standard. The branch pipe tee has a standard mount for connecting to the brake pipe and branch pipe as well as integral volume that compensates for the reduced brake pipe length of the rail car. The integral volume is dimensioned to make the effective brake pipe length of rail car fall within standard ranges so that the braking system of the rail car can perform normally and avoid the need for additional equipment to compensate for the length of the rail car.

Provided are a brake system, a brake device, and a method of controlling brakes for railroad cars in which control can be multiplexed with a simple configuration. In a brake system 1 for railroad cars includes brake control devices 11, 12, 13 provided in railroad cars 101, 102 103 respectively that form a unit 104. Each brake control device 10 (11, 12, 13) is capable of outputting information of the corresponding car (101, 102, 103) to the other brake control devices 10 through a transmission device 20. The brake control device 10 can calculate a total necessary braking force value BRA required for braking all of the cars 101, 102 103 using the information output from the other brake control devices 10 to the transmission device 20.

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 superconducting magnet for eddy-current braking for a high-speed train. The superconducting magnet is fixed at a bottom of a bogie of the high-speed train through a connecting mechanism, and an air gap is formed between the superconducting magnet and a top of a guide rail below the bogie. The superconducting magnet after being excited generates an eddy-current effect with the guide rail of the high-speed train, so as to generate a braking force opposite to a traveling direction of the train, thereby braking the high-speed train. A liquid-level meter is provided on the superconducting magnet to detect a position of a cooling agent liquid level in real time. The superconducting magnet withstands vibration impact through elastic tie rod assemblies when the high-speed train is under operation, showing good adaptability.

A superconducting magnet for eddy-current braking for a high-speed train. The superconducting magnet is fixed at a bottom of a bogie of the high-speed train through a connecting mechanism, and an air gap is formed between the superconducting magnet and a top of a guide rail below the bogie. The superconducting magnet after being excited generates an eddy-current effect with the guide rail of the high-speed train, so as to generate a braking force opposite to a traveling direction of the train, thereby braking the high-speed train. A liquid-level meter is provided on the superconducting magnet to detect a position of a cooling agent liquid level in real time. The superconducting magnet withstands vibration impact through elastic tie rod assemblies when the high-speed train is under operation, showing good adaptability.