Disclosed is a rolling unit (8) for a test rig (1) for testing an automatic underground train, including: two rolling belts (27), each one provided for a wheel (6) of the train to roll thereon, the wheels driving the movement of the belts; and a rotary inertial body (28); each belt including: a pinion (31) that is rotatably connected to the inertial body; two rollers (33); and a grooved rolling surface (32) mounted on the rollers, meshed with the pinion, and forming a rolling area (34) for a respective wheel between the rollers.

Disclosed is a rolling unit (8) for a test rig (1) for testing an automatic underground train, including: two rolling belts (27), each one provided for a wheel (6) of the train to roll thereon, the wheels driving the movement of the belts; and a rotary inertial body (28); each belt including: a pinion (31) that is rotatably connected to the inertial body; two rollers (33); and a grooved rolling surface (32) mounted on the rollers, meshed with the pinion, and forming a rolling area (34) for a respective wheel between the rollers.

Disclosed is a rolling unit for a test rig for testing an automatic underground train, including: two rolling belts, each one provided for a wheel of the train to roll thereon, the wheels driving the movement of the belts; and a rotary inertial body; each belt including: a pinion that is rotatably connected to the inertial body; two rollers; and a grooved rolling surface mounted on the rollers, meshed with the pinion, and forming a rolling area for a respective wheel between the rollers.

Disclosed is a rolling unit for a test rig for testing an automatic underground train, including: two rolling belts, each one provided for a wheel of the train to roll thereon, the wheels driving the movement of the belts; and a rotary inertial body; each belt including: a pinion that is rotatably connected to the inertial body; two rollers; and a grooved rolling surface mounted on the rollers, meshed with the pinion, and forming a rolling area for a respective wheel between the rollers.

A system and method control an automobile by decelerating the automobile at a first deceleration using a braking mechanism in response to detecting that a parking brake switch is turned on, a second deceleration which is smaller than the first deceleration, in response to not detecting that the parking brake switch is turned on and determining that the driver is incapacitated, and a third deceleration which is smaller than the first deceleration, in response to determining that an SOS switch is turned on, detecting that the parking brake switch is changed from on to off, and not determining that the driver is incapacitated.

A system and method control an automobile by decelerating the automobile at a first deceleration using a braking mechanism in response to detecting that a parking brake switch is turned on, a second deceleration which is smaller than the first deceleration, in response to not detecting that the parking brake switch is turned on and determining that the driver is incapacitated, and a third deceleration which is smaller than the first deceleration, in response to determining that an SOS switch is turned on, detecting that the parking brake switch is changed from on to off, and not determining that the driver is incapacitated.

A method for determining an optimum or maximum-permissible speed of a rail vehicle, dependent on a thermal state of at least one friction element of at least one friction brake of includes detecting at least one parameter which characterizes a current operating situation of the rail vehicle, determining or estimating a first influence on the thermal state of the at least one friction element based on the current operating situation of the rail vehicle, determining or estimating a second influence on the thermal state of the at least one friction element, determining the optimum or maximum-permissible speed of the rail vehicle in such a way that an allowed friction-element maximum temperature of the at least one friction element is not exceeded, or the allowed friction-element maximum temperature of the at least one friction element is substantially obtained, at the at least one friction element under the first or second influence.

A method for monitoring and diagnosing components of a rail vehicle, as a singular rail vehicle or as part of a rail vehicle train consisting of a plurality of rail vehicles, with regard to the necessary repair or maintenance, as appropriate, of at least one component, in which at least one measuring device captures at least one measurement variable, which is relevant to an assessment of a necessary repair or maintenance, as appropriate, of the component, is performed in which supplementation, extension, modification or adaptation of evaluation software implemented in an evaluation device is performed based on instructions, data and/or software modules sent from a control center to the evaluation device.

A method for monitoring and diagnosing components of a rail vehicle, as a singular rail vehicle or as part of a rail vehicle train consisting of a plurality of rail vehicles, with regard to the necessary repair or maintenance, as appropriate, of at least one component, in which at least one measuring device captures at least one measurement variable, which is relevant to an assessment of a necessary repair or maintenance, as appropriate, of the component, is performed in which supplementation, extension, modification or adaptation of evaluation software implemented in an evaluation device is performed based on instructions, data and/or software modules sent from a control center to the evaluation device.

Provided is a driver error response system with which it is possible to further increase safety during a driver error. This driver error response system has a switch operated during an error of the driver, an electronically controlled braking system that can execute automatic braking, a vehicle-external output unit that informs the outside of the vehicle that the driver error response system is operating, and a control unit that turns on the electronically controlled braking system and the vehicle-external output unit when at least the switch is operated, the control unit continuing the ON operation of the electronically controlled braking system when a part related to the driver error response system fails during the operation of the driver error response system.