A braking method includes: obtaining a first state information of the vehicle, which includes a vehicle mass and a deceleration required by braking; calculating a braking torque according to the first state information, and controlling the vehicle to output an electric braking torque according to the braking torque; obtaining a current vehicle speed and a mechanical braking application delay time; calculating an electric braking exit speed according to the braking torque required by the vehicle and the deceleration required by braking; calculating a mechanical braking application speed according to the mechanical braking application delay time, the deceleration required by braking, and the electric braking exit speed; and determining whether to control the vehicle to unload the electric braking torque, and whether to control the vehicle to apply a mechanical braking torque according to the current vehicle speed, the electric braking exit speed, and the mechanical braking application speed.

A logic control system for magnetic track braking of a rail transit vehicle includes a magnetic track braking control circuit, a magnetic track braking power supply execution circuit, and a magnetic track braking status monitoring and feedback circuit. The magnetic track braking control circuit includes a pneumatic actuator relay, an electromagnet relay, a system protection relay, a power-on delay relay, a power-off delay relay, an automatic control branch circuit, and a manual control branch circuit. The pneumatic actuator relay is connected to the power-on delay relay, and the system protection relay is connected to the power-off delay relay. The automatic control branch circuit includes a first isolation magnetic track braking switch and an emergency braking relay contact. The manual control branch circuit includes a first circuit breaker, a cab signal option switch, a second isolation magnetic track braking switch and a manual touch button.

A logic control system for magnetic track braking of a rail transit vehicle includes a magnetic track braking control circuit, a magnetic track braking power supply execution circuit, and a magnetic track braking status monitoring and feedback circuit. The magnetic track braking control circuit includes a pneumatic actuator relay, an electromagnet relay, a system protection relay, a power-on delay relay, a power-off delay relay, an automatic control branch circuit, and a manual control branch circuit. The pneumatic actuator relay is connected to the power-on delay relay, and the system protection relay is connected to the power-off delay relay. The automatic control branch circuit includes a first isolation magnetic track braking switch and an emergency braking relay contact. The manual control branch circuit includes a first circuit breaker, a cab signal option switch, a second isolation magnetic track braking switch and a manual touch button.

A system and method includes commencing movement of a vehicle system including a plurality of vehicles from a stationary state. Operation of the vehicle system is controlled to control spacing between the vehicles of the vehicle system.

A system and method includes commencing movement of a vehicle system including a plurality of vehicles from a stationary state. Operation of the vehicle system is controlled to control spacing between the vehicles of the vehicle system.

An emergency action system for use with a railcar or locomotive is described herein. The emergency action system may include a transmitter and a locomotive transceiver located within a cabin of the locomotive. The locomotive transceiver may receive a signal sent from the transmitter and may further send an emergency stop signal to a set of brakes on the locomotive to stop. The emergency stop signal may cause air to be released from the brake pipe, thereby applying the brakes and bringing the train to an immediate stop. The emergency action system enables crew members to stop a train or railcar without communication to the locomotive operator when a hazard is recognized.

An emergency action system for use with a railcar or locomotive is described herein. The emergency action system may include a transmitter and a locomotive transceiver located within a cabin of the locomotive. The locomotive transceiver may receive a signal sent from the transmitter and may further send an emergency stop signal to a set of brakes on the locomotive to stop. The emergency stop signal may cause air to be released from the brake pipe, thereby applying the brakes and bringing the train to an immediate stop. The emergency action system enables crew members to stop a train or railcar without communication to the locomotive operator when a hazard is recognized.

A method controls a movement of a train to a stop at a stopping position between a first position and a second position. The method determines constraints of a velocity of the train with respect to a position of the train forming a feasible area for a state of the train during the movement, such that an upper curve bounding the feasible area has a zero velocity only at the second position, and a lower curve bounding the feasible region has a zero velocity only at the first position. Next, the method controls the movement of the train subject to the constraints.

A method controls a movement of a train to a stop at a stopping position between a first position and a second position. The method determines constraints of a velocity of the train with respect to a position of the train forming a feasible area for a state of the train during the movement, such that an upper curve bounding the feasible area has a zero velocity only at the second position, and a lower curve bounding the feasible region has a zero velocity only at the first position. Next, the method controls the movement of the train subject to the constraints.

A system for recharging a railcar air-brake system for a road-rail vehicle, including a rail-capable material handler, adapted or modified for transporting an at least one railcar that permits an air compression system to provide a near-constant low-volume airflow to recharge the respective air-brake systems without requiring the road-rail vehicle to be driven. The system can generally comprise a hydraulic pump, an air compressor, and at least one railcar air-brake system. The system can be adapted for recharging railcar air-brake systems for a road-rail vehicle adapted for transporting at least two railcars that does not significantly diminish the utility of the road-rail vehicle.