A train compartment brake control method comprises the following steps: acquiring the number of train compartments of a current train; acquiring the number and type of a current train compartment; and on the basis of a train brake instruction and the number of train compartments of the current train, calculating a braking force of the current train compartment, and performing brake control on the current train compartment. The technical solution described in the present application is applicable to a train having any number of train compartments. The above method acquires the number of train compartments of a train in real time, calculates the braking force required by each train compartment according to the number and type of a current train compartment, and performs brake control on the train. The method ensures normal operation of brake control for a train having any number of train compartments and ensures that the brake control is not effected by an adjustment to the order or the number of train compartments. In the above technical solution, brake control units (BCUs) of each train are no longer distinguished as a primary BCU or a secondary BCU. The BCUs of each train are at the same control level and are redundant to each other, so as to reduce the use of a BCU of a single train compartment, thereby reducing operating costs.

A rail train brake control system, comprising: a single vehicle brake control unit, a train brake control unit, a traction control unit and a communication control unit; the single vehicle brake control unit is provided in each vehicle of the rail train, the train brake control unit and the communication control unit are provided in the vehicles at both ends of the rail train, and the traction control unit is disposed in motor vehicles of a plurality of vehicles; and the single vehicle brake control unit, the train brake control unit, the traction control unit and the communication control unit implement communication by means of the gateway. The system can realize flexible marshalling of a train. Further disclosed is a train comprising the train brake control system.

A system and method for managing braking in a degraded adhesion condition for a vehicle system including at least one vehicle comprising setting a target deceleration value, applying a non-degraded braking force via a braking system of the vehicle system, detecting a presence of a degraded adhesion condition between the vehicle system and a route along which the vehicle system moves. Responsive to the degraded adhesion condition not being detected, maintaining the application of the non-degraded braking force, or responsive to the degraded adhesion condition being detected, applying a degraded braking force, activating recovery means to control deceleration of the vehicle system, determining a compensation deceleration value, and applying at least one of the braking system or recovery means to control the deceleration of the vehicle system.

In a method of train deceleration, a train computer: (a) causes brakes of the train to be set according to a target deceleration curve, profile, or braking model estimated to decelerate the train from a present speed at a present location to a target speed at a target location; (b) during deceleration of the train according to the target deceleration curve, profile, or braking model of step (a), determines an actual deceleration curve of the train; (c) in response to determining from the actual deceleration curve that the train will overshoot the target speed at the target location, determines another target deceleration curve, profile, or braking model estimated to decelerate the train to the target speed at the target location; and (d) causes the brakes of the train to be set according to the other target deceleration curve, profile or braking model of step (c).

A device for checking a wheel of a rail car for flat spots. The device includes a microelectromechanical microphone for acquiring measured air-borne sound values within a first time span. In addition, the device includes a processing unit, which is configured to determine, as a function of the measured air-borne sound values acquired, if the wheel has a flat spot. The essence of the present invention is that the device includes an acoustic waveguide. In addition, the device takes the form of a mobile device and may be situated on or in the rail car in such a manner, that air-borne sound, which is radiated at a boundary surface, as air-borne sound, by structure-borne sound propagating through the rail car, is transmitted to the microphone by the acoustic waveguide. Also described is a related method for checking a wheel of a rail car for flat spots.

An anti-skid system for an electromechanical braking system of at least one vehicle including at least one wheel is described, comprising an anti-skid module arranged to execute a predetermined anti-skid function and a supervisor module arranged to monitor the anti-skid module, wherein the supervisor module includes a braking force application request adjustment module, wherein the supervisor module and the anti-skid module are modules that are distinct from each other, and the braking force application request adjustment module is arranged to adjust a braking force application request signal independently of the execution of the anti-skid function by the anti-skid module.

A rail vehicle has at least two railroad cars (111, 112, 11n) and a braking system with control units (121-1, 121-2, 122-1, 122-2, 12n-1, 12n-2) at least one of which is arranged in each railroad car. Each control unit receives a brake input signal (B), and in response thereto generates a control signal (c.sub.11, c.sub.12, c.sub.13, c.sub.14, c.sub.21, c.sub.22, c.sub.23, c.sub.24, c.sub.n1, c.sub.n2, c.sub.n3, c.sub.n4). The control signals are generated on the further basis of at least one motion parameter expressing a respective movement of the railroad cars (111, 112, 11n). At least one brake actuator (131.sub.1a, 131.sub.1b, 131.sub.2a, 131.sub.2b, 131.sub.1a, 131.sub.1b, 131.sub.2a, 131.sub.2b, 13n.sub.1a, 13n.sub.1b, 13n.sub.2a, 13n.sub.2b) is arranged in each railroad car. Each brake actuator receives the control signal generated by a control unit in the same railroad car as the brake actuator is located, and based thereon produces a brake-force signal (f.sub.11, f.sub.12, f.sub.13, f.sub.14, f.sub.21, f.sub.22, f.sub.23, f.sub.24, f.sub.n1, f.sub.n2, f.sub.n3, f.sub.n4) to a brake unit (141-1, 141-2, 141-3, 141-4, 142-1, 142-2, 142-3, 142-4, 14n-1, 14n-2, 14n-3, 14n-4). In response thereto, each brake unit causes a pressing member to apply a braking force to a rotatable member so as to reduce a rotation speed of at least one wheel of a railroad car in the rail vehicle.

An electro-pneumatic service and emergency braking control system is described, comprising: a switching device arranged to allow the connection of a first group of control and feedback signals from an emergency braking control module to an electro-pneumatic emergency braking module when a monitoring device determines the correct operation of the emergency braking control module and to allow the connection of a third group of control and feedback signals from the service braking control module to the electro-pneumatic emergency braking module when the monitoring device determines the incorrect operation of the emergency braking control module.

An apparatus and method are provided for determining the braking status of trailers and dollies in a multi-trailer vehicle train. A vehicle controller receives inputs from the vehicle to determine an estimate of the total vehicle mass from the dynamic response of the vehicle to an input such as application of engine torque, and to determine an estimate of the loads of the vehicle based on information provided from trailers and dollies communicating with the vehicle controller. A plausibility analysis is conducted to determine whether the estimates are within a tolerance range indicative of whether all of the trailers and dollies are communicating with the vehicle controller. If the vehicle controller determines that not all of the trailer and dolly anti-lock braking and/or stability control systems are available, the vehicle controller may in subsequent braking events command trailer and dolly brake application at a reduced level intended to avoid trailer and dolly wheel skidding.

An apparatus and method are provided for determining the braking status of trailers and dollies in a multi-trailer vehicle train. A vehicle controller receives inputs from the vehicle to determine an estimate of the total vehicle mass from the dynamic response of the vehicle to an input such as application of engine torque, and to determine an estimate of the loads of the vehicle based on information provided from trailers and dollies communicating with the vehicle controller. A plausibility analysis is conducted to determine whether the estimates are within a tolerance range indicative of whether all of the trailers and dollies are communicating with the vehicle controller. If the vehicle controller determines that not all of the trailer and dolly anti-lock braking and/or stability control systems are available, the vehicle controller may in subsequent braking events command trailer and dolly brake application at a reduced level intended to avoid trailer and dolly wheel skidding.