Disclosed is a railway braking system including a service brake supplied by a first source, a parking brake having a device for immobilizing the service brake and a mobile control device for mobile control of the immobilizing device, and a command and control unit configured to receive information indicative of a value of the first source, process information indicative of a parking brake setpoint so as to actuate the control device, and determine a value of a second source according to the setpoint and to the information indicative of a value of the first source, so as to supply a pressure chamber of the service brake.

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 system for controlling centralized brake of vehicles, comprising: a pressure collection device for collecting the pressure of a main blast pipe and a train pipe control device. The pressure signal output end of the pressure collection device is connected to the pressure signal input end of the train pipe control device; the brake signal input end of the train pipe control device is connected to the brake signal output end of a brake controller; the train pipe control device is pneumatically connected to the main blast pipe and a train pipe separately by means of an air channel. By means of the solution, the installation space of a trailer is reduced, and the costs are lowered. In addition, the change in the pressure of the train pipe is controlled by an automatic brake control system, the train can operate after being connected to an automatically air-braked coach, according to a brake request output by the brake controller and the detection of the real-time pressure of the train pipe, the change in the pressure of the train pipe is controlled, and a five-line control signal is used, so that flexible marshalling can be implemented.

An electronic control system of emergency and service braking comprises an emergency brake module and a service brake module, each module including an independent and segregated electronic architecture. The service brake module receives a deceleration/service braking demand signal and generates a service braking pressure signal. The emergency brake module connected to the service brake module to receive the service braking pressure signal, receives a signal indicative of an emergency braking demand, generates a respective intermediate braking pressure signal indicating an emergency braking, generates a signal corresponding to the higher value between the service braking pressure signal and the intermediate braking pressure signal indicative of an emergency braking, which is converted to braking pressure.

An electropneumatic brake control module (1) for utility vehicles (100) includes a supply port (2) for connecting a compressed air supply (3); a first axle channel port (4); a pneumatically controlled inlet/outlet valve unit (10) for outputting a first braking pressure (PB1) at the first axle channel port (4); and an electropneumatic pilot control unit (8) for outputting at least one first control pressure (P1) at the inlet/outlet valve unit (10). The brake control module (1) further includes a redundancy pressure port (6) for receiving a redundancy pressure (PR) and a redundancy valve unit (12) connected to the redundancy pressure port (6) for outputting a redundancy braking pressure (PBR) at the first axle channel port (4) in the event that the electropneumatic pilot control unit (8) has a fault.

A parking brake device for motor vehicles includes at least one compressed air connection, an inlet venting-solenoid valve unit, a relay valve and at least one first compressed air outlet. The compressed air connection is connected to the inlet venting solenoid valve unit and the relay valve. A control line is provided such that the relay valve is connected or can be connected to the inlet venting solenoid valve unit, wherein the control line has a first branch and a second branch upstream of the relay valve. An output line is provided, which is connected to the at least one first compressed air outlet and has an output branch. A spring brake line is connected via the first branch to the control line and via the output branch to the output line, and a trailer valve line is connected via the second branch to the control line. The parking brake device has a spring brake valve, which is arranged in the spring brake line and is connected to the relay valve, and a throttle unit, which is situated in the spring brake line between the output branch of the output line and the first branch of the control line.

A parking brake device for motor vehicles includes at least one compressed-air connection, an inlet venting-solenoid valve unit, a relay valve and at least one first compressed-air outlet. The compressed air connection is connected to the inlet venting-solenoid valve unit and the relay valve. A control line is mounted such that the relay valve is or can be connected to the inlet venting-solenoid valve unit, the control line having a first branch and a second branch upstream of the relay valve. An outlet line is provided that is connected to the at least one first compressed-air outlet and has an outlet branch. The parking brake device further has a spring brake line that is connected to the control line via the first branch and to the outlet line via the outlet branch, and a trailer valve line that is connected to the control line via the second branch. The parking brake device also has a spring brake valve that is arranged in the spring brake line and is connected to the relay valve, and a throttle unit that is arranged in the spring brake line between the outlet branch of the outlet line and the first branch of the control line.

An electropneumatic brake control module (1) for utility vehicles (100) includes a supply port (2) for connecting a compressed air supply (3); a first axle channel port (4); a pneumatically controlled inlet/outlet valve unit (10) for outputting a first braking pressure (PB1) at the first axle channel port (4); and an electropneumatic pilot control unit (8) for outputting at least one first control pressure (P1) at the inlet/outlet valve unit (10). The brake control module (1) further includes a redundancy pressure port (6) for receiving a redundancy pressure (PR) and a redundancy valve unit (12) connected to the redundancy pressure port (6) for outputting a redundancy braking pressure (PBR) at the first axle channel port (4) in the event that the electropneumatic pilot control unit (8) has a fault.

Disclosed is a railway braking system including a first pneumatic distribution device formed by a first distributor provided with a single inlet opening connected to a source for supplying pneumatic pressure mediums and with a single outlet opening connected to a parking brake chamber in order to optionally supply a parking brake with a second pneumatic pressure medium so as to place the brake in either of inoperative and operative configurations, and a second pneumatic distribution device formed by a second distributor provided with a single inlet opening connected to the supply source and with a single outlet opening connected to a service pressure chamber in order to supply a service brake with a third pneumatic pressure medium of which the pressure value is predetermined, so as to apply a predetermined braking force when the parking brake is in the operative configuration thereof.

Disclosed is a rail braking system including a detection and storage device designed to receive first information representing the position of a device for locking a service brake piston, to receive second information representing the supply of a service brake pressure chamber with a pneumatic pressure agent, to deduce information representing the application of a parking brake from the first and second information, and to store the deduced information; as a result of which the information representing the application of the parking brake is kept even if the service brake pressure chamber is no longer supplied with the pneumatic pressure agent.