A method and a control device determine a position-related braking ability of a vehicle. A first vehicle determines at least one piece of position-related information of a route section, the at least one piece of position-related information of the route section being information relating to the braking ability on the route section. The first vehicle transmits the at least one piece of position-related information to a receiver, the receiver being at least one second vehicle, whereby the braking curves of at least one rail vehicle are adapted according to the situation, thus allowing safety on the route section and the utilization of the section to be improved.

An emergency halt method for a vehicle driving at least partially in automated fashion. The method includes receiving an emergency halt signal; providing a blocking signal, a first control unit being blocked, and the control over controlling driving maneuvers of the vehicle being withdrawn from the first control unit; and providing a not-drive signal for starting an emergency halt maneuver of the vehicle.

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 monitoring device of the open or closed state of an electric line is disclosed. The device includes a first connection terminal and a second terminal connected to the electric line, a current generator that provides a non-zero reference current when there is a voltage greater than a predetermined minimum voltage Vmin at its ends and provides a zero current when there is a voltage less than the predetermined minimum voltage Vmin at its ends, at least one opto-isolator means including a lighting device and a respective photosensitive semi-conductor element, and a current detection and power supply module that detects current flowing therein, supplies a supply current to the lighting device when the detected current is equal to or greater than the reference current, and supplies a zero supply current to the lighting device when the detected current is less than the reference current.

A system comprises a plurality of handheld devices including a plurality of transceivers. A control unit may be coupled to a handheld device of the plurality of handheld devices. The system may further include a plurality of end-of-train air devices coupled to a plurality of air brakes. An air manifold may be coupled to the plurality of air brakes. The system may include a controller coupled to the control unit and to the air manifold. A processor may be coupled to the controller and the control unit, and a non-transitory computer readable medium may be coupled to the processor. The non-transitory computer readable medium may include instructions executable to receive information from the control unit corresponding to an air brake test performed on the plurality of end-of-train air devices, determine a status of the air brake test, and generate an inspection form based on the received information and the determined status.

The system provides for the control of a railway train for the transport of goods, comprising a plurality of wagons a master locomotive at the head of the train and one or more slave locomotives distributed along the train. The train is equipped with a pneumatic brake pipe which extends along the whole train. The master locomotive is equipped with a master control system for controlling the train, and the at least one slave locomotive is equipped with a slave control system subordinated to the master control system. The master and slave systems can communicate with each other via a radio channel. Each slave system is designed to control traction apparatuses, apparatuses for controlling the pressure in the brake pipe and apparatuses for applying the emergency brake of the corresponding slave locomotive, and for retransmitting signals indicating the status of these apparatuses of the slave locomotive to the master system.

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.

An emergency braking control circuit based on coupler coupling detection includes a coupler status detection circuit and a coupler status relay that are connected in series with a train power loop. A normally open contact of the coupler status relay is connected to an emergency braking train line in a cross-parallel manner. When a coupler is coupled normally, inductive proximity sensors located at a knuckle and a central pivot are closed to drive the coupler status relay, and the normally open contact of the coupler status relay is connected in a cross-parallel manner to ensure that a corresponding node of the emergency braking loop is closed. In case of abnormal coupling or accidental uncoupling of couplers, the inductive proximity sensors of the couplers of two adjacent cars are disconnected simultaneously, the coupler status relays of the two cars are powered off, and emergency braking is applied.

A system and method for simulating positive train control (PTC) systems in a local and controlled environment using software and hardware. The system can simulate various functionalities of the PTC system in the environment using software and hardware components. The system can instruct the software of a train management computer (TMC) to control electromechanical valves to simulate air compression on brake pipes in response to the PTC system executing a penalty on the locomotive. The system can display statuses of various systems on the locomotive to a user using a cab display unit (CDU). The system can control the software and hardware components to simulate warnings and actions from the PTC system allowing locomotive engineers and conductors to experience the PTC system for optimum training.

A controller in a first vehicle includes an electrical input port adapted to receive a first electrical signal, based on a presence of a first service brake demand associated with a first brake valve on the first vehicle, and a second electrical signal, based on a presence of a second service brake demand associated with a second brake valve on the first vehicle. The controller is capable of determining if at least one of the first electrical signal and the second electrical signal indicates the respective presence of the first service brake demand and the second service brake demand. An electrical output port is adapted to transmit an electrical deceleration signal based on the presence of the at least one of the first service brake demand and the second service brake demand. A speed reducing mechanism on a second vehicle is applied based on the electrical deceleration signal.