A system for vehicle management includes a control signal interface subsystem and a vehicle-mounted subsystem. Each of these subsystems includes an ultra-wideband (UWB) communications component. The subsystems communicate with each other through the UWB components. The vehicle mounted subsystem interfaces with a braking system of the vehicle. The vehicle mounted subsystem determines the distance between it and the control signal interface subsystem based on the time-of-flight of at least one communication between the subsystems. The vehicle-mounted subsystem can cause the braking system of the vehicle to activate if the distance between the vehicle-mounted subsystem and the control signal interface subsystem is less than a threshold.

A braking system includes a brake pipe, a pressure sensor and a pressure valve, each operatively associated with the brake pipe. The pressure valve is directed to reduce a pressure in the brake pipe in response to data from the pressure sensor, and a secondary pressure sensor is operatively associated with the brake pipe, wherein a pressure in the brake pipe is reduced in to data from the secondary pressure sensor.

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 control apparatus mounted on a railcar including a plurality of wheelsets includes: a torque basic value setting portion configured to set a basic value of torque applied to each of the plurality of wheelsets; an adhesion determining portion configured to determine whether or not each of the plurality of wheelsets adheres to a rail; and a torque correcting portion configured to correct the basic value of the torque to obtain a corrected value that is smaller than the basic value. The plurality of wheelsets includes one or more specific wheelsets and one or more general wheelsets other than the specific wheelsets. The torque correcting portion calculates the corrected value of the torque, applied to the general wheelset, in accordance with a first rule and calculates the corrected value of the torque, applied to the specific wheelset, in accordance with a second rule different from the first rule.

An electropneumatic rail brake system configured to provide emergency braking including an emergency magnet valve which controls air flow into an emergency regulator valve, which valve has an emergency back-up chamber. The emergency regulator provides an output pressure nominally equal to the variable load pressure and no lower than the tare back-up. The magnet valve is closed when energized and when de-energized, pressure is allowed into the emergency back-up chamber, Regulation of the brake cylinder pressure continues during an emergency application such that the brake cylinder pressure applied during an emergency stop does not drop below a predetermined level. In the event of power-loss during an emergency brake stop, the nominal emergency brake pressure is applied to the brake cylinders.

A system for measuring motion of a locomotive vehicle includes a speed sensor, a decelerometer and an onboard processing unit. The speed sensor is configured to measure wheel speed of the locomotive vehicle. The decelerometer includes a level-sensitive device configured to measure acceleration or deceleration of the locomotive vehicle as a function of a tilt from a level position. The onboard processing unit computes a current grade traversed by the locomotive vehicle prior to detection of a slip or slide condition based on a first measurement signal from the decelerometer. Upon detection of the slip or slide condition, the onboard processing unit obtains a second measurement signal from the decelerometer and filters out the current grade from the second measurement signal. The onboard processing unit determines an actual acceleration or deceleration of the locomotive vehicle during the slip or slide condition from the filtered second measurement signal from the decelerometer.

An emergency brake valve system for a pneumatic brake system of a vehicle, in particular of a rail vehicle, includes a first valve and a second valve, wherein the first valve is configured to conduct an auxiliary pressure to, or isolate this from, the second valve, whereas the second valve is configured to provide either a static or a regulated pressure in a manner which is dependent on the auxiliary pressure. The first valve is configured in such a way that it isolates the prevailing auxiliary pressure from the second valve in regular operation, with the result that the second valve provides a regulated pressure, and that it conducts the prevailing auxiliary pressure to the second valve in emergency operation, with the result that the second valve provides a static pressure.

An adapter assembly for an electronically controlled pneumatic (ECP) manifold system includes a housing having a mounting face that includes a plurality of ports. The housing also has a brake cylinder passageway, a reservoir passageway, and a brake cylinder exhaust passageway that are in fluid communication with the ports. The adapter assembly also includes an adapter valve configured to be in fluid communication with the brake cylinder passageway, the reservoir passageway, and the brake cylinder exhaust passageway. The adapter valve has a first position where the brake cylinder passageway and the reservoir passageway are in fluid communication while the brake cylinder passageway is isolated from the brake cylinder exhaust passageway. The adapter valve also has a second position where the brake cylinder passageway is isolated from the reservoir passageway while the brake cylinder passageway is in fluid communication with the brake cylinder exhaust passageway.

A rotational monitoring system of at least one axle designed to identify at least one axle controlled by it having an estimated instantaneous linear speed lower than a predetermined instantaneous linear limit speed, and remove the braking force to one or more wheels of the axle identified to have an estimated instantaneous linear speed lower than the predetermined instantaneous linear limit speed, by canceling a pressure to brake cylinders associated with the at least one axle identified to have an estimated instantaneous linear speed lower than the predetermined instantaneous linear limit speed. The cancellation of a pressure is obtained by acting on an electro-pneumatic valve designed to perform a Remote Release function associated with the pneumatic circuits generating braking pressure for the brake cylinders and adapted to cancel a residual braking pressure.

A method detects systematic deviations during a determination of a movement variable of a ground-based, more particularly rail-based, vehicle. To optimize the operation of the vehicle, more particularly to minimize operational restrictions during operation of the vehicle, the method proposes that—based on a measurement value, assigned to a time, of at least one sensor, a value, assigned to the time, of the movement variable is determined and—subject to the value, assigned to the time, of the movement variable and a statistical sensor accuracy value, determined for this value, of the at least one sensor, a test variable value, assigned to the time, is formed and is compared in a comparison with a predefined test bound in order to make an assumption regarding an existence of a systematic deviation. The assumption is subject to a comparison result obtained from the comparison.