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.

The train anti-derailment and braking system is configured for use with a train. The train anti-derailment and braking system is an emergency device that secures and slows the train in circumstances where a load wheel is about to be separated from a rail. The train anti-derailment and braking system further forms a sacrificial structure that can be used as a supplemental braking system in emergency situations. The train anti-derailment and braking system comprises an anti-derailment structure and a braking structure. The anti-derailment structure is a mechanical apparatus that secures and slows the train in potential derailment situations. The braking structure is a mechanical device that forces the anti-derailment structure into the rail in emergency situations.

A system and method for reducing the threat of derailment of a train during deceleration is provided. An individualized braking force for each rail car of a train, such individualized braking force being determined by the braking deceleration of the train's locomotive, may be calculated by the rail car's controller and is directly proportional to the mass of the rail car. The controller may utilize the various forces acting upon the individual rail car as measured by a plurality of sensing and measuring devices to dynamically adjust the braking force applied to the individual rail car's brakes. Such a system and method allows for the train to act as a single body mass when decelerating to eliminate rail car pile-up and reduce the threat of derailment.

A trip cock valve for a brake system on a rail car includes a valve body that defines an inlet, a chamber downstream from the inlet, and an outlet downstream from the chamber. A piston is inside the chamber. A valve member operably connected to the piston has a first position that prevents fluid flow through the outlet and a second position that permits fluid flow through the outlet. A lever is operably engaged with the valve member to move the valve member from the first position to the second position. A valve position indicator downstream from the inlet is in fluid communication with the inlet when the valve member is in the second position.

A system and method for reducing the threat of derailment of a train during deceleration is provided. An individualized braking force for each rail car of a train, such individualized braking force being determined by the braking deceleration of the train's locomotive, may be calculated by the rail car's controller and is directly proportional to the mass of the rail car. The controller may utilize the various forces acting upon the individual rail car as measured by a plurality of sensing and measuring devices to dynamically adjust the braking force applied to the individual rail car's brakes. Such a system and method allows for the train to act as a single body mass When decelerating to eliminate rail car pile-up and reduce the threat of derailment.

A railway vehicle, including an emergency braking device including at least one brake module, wherein each module includes a contact element intended to be in contact with the ground at the moment of braking, and movable between a retracted position and a deployed position in which the contact element is in contact with the ground and is able to slow down the moving railway vehicle by applying a pressure force to the ground, and at least one control unit that is capable of communicating commands to the brake module, wherein the control unit is able to communicate to the brake module the command to deploy the contact element to its deployed position when at least a portion of the vehicle leaves the track on which the vehicle is traveling.

A trip cock valve for a brake system on a rail car includes a valve body that defines an inlet, a chamber downstream from the inlet, and an outlet downstream from the chamber. A piston is inside the chamber. A valve member operably connected to the piston has a first position that prevents fluid flow through the outlet and a second position that permits fluid flow through the outlet. A lever is operably engaged with the valve member to move the valve member from the first position to the second position. A valve position indicator downstream from the inlet is in fluid communication with the inlet when the valve member is in the second position.

A safety system for a train equipped with an ECP air brake arrangement, in which the train includes at least one locomotive and at least one railcar connected to a trainline network, the system including: at least one power supply; at least one power supply controller to communicate over the trainline network and control the at least one power supply; at least one local controller to: communicate over the trainline network; receive or determine railcar data including a condition or parameter associated with the at least one railcar; and, based at least partially on the railcar data, generate at least one first message to deactivate the at least one power supply. A computer-implemented method for monitoring and responding to at least one railcar's derailment is also disclosed.

Provided is a control system for use in an own motor vehicle adapted to: detect a first other motor vehicle participating in traffic in front of the own motor vehicle and a second other motor vehicle in the rear of the own motor vehicle using at least one surroundings sensor; determine a current driving situation of the own motor vehicle with respect to the current driving situation of the first and second other motor vehicles based on the movements of the first and/or second other motor vehicles and the own motor vehicle; repeatedly determine a measure of a brake requirement in the form of, for example, a time until the beginning of a deceleration; and, provided that a necessity measure exceeds a predetermined threshold, trigger a deceleration of the own vehicle at a point in time which lies before the determined time until the beginning of a deceleration.

A railway vehicle, including an emergency braking device including at least one brake module, wherein each module includes a contact element intended to be in contact with the ground at the moment of braking, and movable between a retracted position and a deployed position in which the contact element is in contact with the ground and is able to slow down the moving railway vehicle by applying a pressure force to the ground, and at least one control unit that is capable of communicating commands to the brake module, wherein the control unit is able to communicate to the brake module the command to deploy the contact element to its deployed position when at least a portion of the vehicle leaves the track on which the vehicle is traveling.