A method for operating a tractive vehicle and a vehicle combination are disclosed. A tractive vehicle includes a first friction brake device for generating a first stopping braking-force, a traction device for generating a tractive force and a control device for controlling at least the traction device. The method includes a step whereby the traction device activated if a first undesired kinematic state is detected. Activation of the traction device would take place in such a way that a tractive force, counteracting the first undesired kinematic state, is generated and provided for deceleration to a standstill and/or for holding the tractive vehicle at a standstill.

A method for operating a tractive vehicle and a vehicle combination are disclosed. A tractive vehicle includes a first friction brake device for generating a first stopping braking-force, a traction device for generating a tractive force and a control device for controlling at least the traction device. The method includes a step whereby the traction device activated if a first undesired kinematic state is detected. Activation of the traction device would take place in such a way that a tractive force, counteracting the first undesired kinematic state, is generated and provided for deceleration to a standstill and/or for holding the tractive vehicle at a standstill.

Provided is a brake control system that can reduce use of a mechanical braking in a railway vehicle using an automatic train control (ATC). The present disclosure is a brake control system for a railway vehicle using an ATC. The brake control system includes: a main electric motor, a main conversion device, a brake controller, and an ATC device. The main electric motor generates a braking force by converting kinetic energy of a wheel of the railway vehicle to electrical energy. The main conversion device actuates the main electric motor. The brake controller outputs a braking signal to the main conversion device. The ATC device outputs a braking command to the brake controller based on the ATC. In addition, the ATC device outputs a preliminary braking signal for energizing the main electric motor prior to output of the braking command.

Provided is a brake control system that can reduce use of a mechanical braking in a railway vehicle using an automatic train control (ATC). The present disclosure is a brake control system for a railway vehicle using an ATC. The brake control system includes: a main electric motor, a main conversion device, a brake controller, and an ATC device. The main electric motor generates a braking force by converting kinetic energy of a wheel of the railway vehicle to electrical energy. The main conversion device actuates the main electric motor. The brake controller outputs a braking signal to the main conversion device. The ATC device outputs a braking command to the brake controller based on the ATC. In addition, the ATC device outputs a preliminary braking signal for energizing the main electric motor prior to output of the braking command.

A variable load calculator calculates a variable load command VL based on AS pressure and a predetermined table. A vehicle deceleration calculator calculates vehicle deceleration based on a brake notch command BN and a predetermined table. A required braking force calculator calculates required braking force BL by multiplying a weight indicated by the variable load command VL and the vehicle deceleration . An electric braking controller calculates an electric braking pattern in accordance with the required braking force BL and then transmits the electric braking pattern to an inverter controller. The electric braking controller calculates an electric braking force produced by operation of the electric motor and then transmits to a subtractor as feedback BT the electric braking force adjusted in accordance with a speed of the electric motor. The subtractor transmits to a mechanical brake as a mechanical braking command a result obtained by subtracting the feedback BT from the required braking force BL.

A variable load calculator calculates a variable load command VL based on AS pressure and a predetermined table. A vehicle deceleration calculator calculates vehicle deceleration based on a brake notch command BN and a predetermined table. A required braking force calculator calculates required braking force BL by multiplying a weight indicated by the variable load command VL and the vehicle deceleration . An electric braking controller calculates an electric braking pattern in accordance with the required braking force BL and then transmits the electric braking pattern to an inverter controller. The electric braking controller calculates an electric braking force produced by operation of the electric motor and then transmits to a subtractor as feedback BT the electric braking force adjusted in accordance with a speed of the electric motor. The subtractor transmits to a mechanical brake as a mechanical braking command a result obtained by subtracting the feedback BT from the required braking force BL.

A brake control device includes a mechanical brake output determination unit configured to determine the stage number of a braking force on the basis of a target deceleration of a moving body from one or a plurality of braking force stages output from a mechanical brake included in the moving body, a mechanical braking force estimation unit configured to estimate braking force of the mechanical brake corresponding to the stage number determined by the mechanical brake output determination unit, and a regenerative brake control unit configured to output a regenerative brake command value such that a regenerative brake included in the moving body outputs a braking force corresponding to a difference between target braking force based on the target deceleration and the braking force estimated by the mechanical braking force estimation unit.

A brake control device includes a mechanical brake output determination unit configured to determine the stage number of a braking force on the basis of a target deceleration of a moving body from one or a plurality of braking force stages output from a mechanical brake included in the moving body, a mechanical braking force estimation unit configured to estimate braking force of the mechanical brake corresponding to the stage number determined by the mechanical brake output determination unit, and a regenerative brake control unit configured to output a regenerative brake command value such that a regenerative brake included in the moving body outputs a braking force corresponding to a difference between target braking force based on the target deceleration and the braking force estimated by the mechanical braking force estimation unit.

An electro-pneumatic braking system including a pneumatic pressure supply pipe, a generator for generating a vehicle load signal, a weighting system designed to supply a weighted pressure which defines a maximum braking pressure, limited as a function of the load signal, and braking control units connected to the weighting system and having a relay valve connected between the pipe and at least one brake cylinder, to cause the application to this cylinder of a controllable braking pressure, equal to or less than the weighted pressure. The weighting system includes an electro-pneumatic drive assembly, interposed between the pipe and the drive inlet of the relay valve and is connected to the pipe through a pressure limiter, and an electronic weighting control unit which controls this drive assembly as a function of the load signal, so as to modulate in predetermined ways the pressure at the drive inlet of the relay valve.

An electro-pneumatic braking system including a pneumatic pressure supply pipe, a generator for generating a vehicle load signal, a weighting system designed to supply a weighted pressure which defines a maximum braking pressure, limited as a function of the load signal, and braking control units connected to the weighting system and having a relay valve connected between the pipe and at least one brake cylinder, to cause the application to this cylinder of a controllable braking pressure, equal to or less than the weighted pressure. The weighting system includes an electro-pneumatic drive assembly, interposed between the pipe and the drive inlet of the relay valve and is connected to the pipe through a pressure limiter, and an electronic weighting control unit which controls this drive assembly as a function of the load signal, so as to modulate in predetermined ways the pressure at the drive inlet of the relay valve.