Systems for generating compressed air and for air conditioning of rail vehicles

Abstract

The system (600) includes a first compressor (602) that generates compressed air to supply the railcar's main tank (616) and main brake pipe (617) via an air dryer unit (615), and a second compressor (608) that compresses refrigerant gas for the air conditioning system (620). The system (600) includes a single electric motor (601) for generating a mechanical torque selectively supplied to the first compressor (602) or the second compressor (608), or simultaneously to both the first compressor (602) and the second compressor (608), in response to (a) a first electrical signal (619) generated by a pressure measuring device (618) and indicative of the pressure in the main brake pipe (617) or the main tank (616), and (b) at least one second electrical signal (621) coming from an air conditioning system (620) indicative of air temperature, pressure, and humidity values, and at least one third electrical signal (622) indicative of the temperature of the environment to be conditioned within the railcar.

Description

[Technical field]

[0001] The present invention relates generally to the field of air conditioning and compressed air generation systems for railway vehicles. [Background technology]

[0002] Modern trains for rail passenger transport are composed of fixed trainsets. The definition of "fixed trainset" indicates that the configuration of the vehicles is determined at the design stage, which vehicles will have a traction drive and which will be towed, i.e. the composition of the train. After the construction and composition of the train, the train is only split into individual vehicles when maintenance is to be performed due to severe structural damage associated with one of the vehicles that compose the train.

[0003] FIG. 1 shows a non-exclusive example of a fixed train consist of a train 100 consisting of five cars 101, . . . , 105.

[0004] Each rail car of the modern train 100 is equipped with a local HVAC (Heating, Ventilation, Air Conditioning) system, i.e. a system for heating, ventilation and air conditioning of the passenger compartment.

[0005] Furthermore, in railway passenger transport systems, it is known that braking systems use compressed air, suitably injected into brake cylinders, to generate braking force. The compressed air is generated by one or more compressors. Compressors for this purpose are capable of utilizing a number of different air flow rates. Typically, two compressors are installed, integrated in the AGTU system 121, 124, as shown as a non-exclusive example in FIG. 1. The dimensioning of the flow rate is derived from the filling speed requirements of the empty system during the daily start-up of the train and from the redundancy criteria in case at least one of the installed compressors fails.

[0006] It is known that HVAC systems 111, ..., 115 are each integrated into self-contained structures. Typically, HVAC systems 111, ..., 115 are designed to be mounted on the roof of trains. Figure 3 shows a 1:1 scale example of an HVAC system for regional trains.

[0007] FIG. 2 shows how the inside of the HVAC system looks like. Inside the HVAC system, among other devices, there is a compressor 201 used to compress a refrigerant gas. In FIG. 2, it is shown how this refrigerant gas is exchanged with the rest of the HAVC system 202. The compressor 201 is mechanically connected to a motor 203 by a shaft 204. A mechanical joint, not shown, may be interposed between the motor 203 and the compressor 201 to compensate for misalignments resulting from the two half shafts. An electronic unit 205 receives electrical signals 207 from sensors that are part of the rest of the HVAC system 202 and electrical signals 208 from the passenger compartment to be conditioned. The electronic unit 205 controls a power supply 206. The power supply 206 receives electrical energy 209 distributed on the vehicle and supplies power to the motor 203. The power supply 206 may be a simple remote control switch or a power frequency control device that controls the motor 203 according to speed control criteria. The recurring power value for the motor 203 is on a 10 KVA scale.

[0008] An HVAC system of similar size to the HVAC system shown in FIG. 3 typically has a scale weight of 500 kg.

[0009] The AGTU systems 121, 124 are known to be integrated into self-contained structures. Typically, the AGTU systems 121, 124 are designed to be mounted on the roof of the associated vehicle or suspended under the body of the associated vehicle. Figure 5 shows a 1:1 scale example of an AGTU system for a passenger vehicle.

[0010] Figure 4 shows what the inside of an AGTU system looks like. Inside the AGTU system, in addition to various other devices, there is a compressor 401 for compressing air. The compressed air is sent to a dryer 402 and then stored in a main tank 403. The stored compressed air is then distributed from the main tank 403 to users via a main brake pipe 404.

[0011] The compressor 401 is mechanically connected to the motor 405 by means of a resilient joint 406. The resilient joint 406 is used to compensate for misalignment arising from the two half shafts. A pressure switch 407 with hysteresis activates the power supply 408 at a minimum pressure value between 7 bar (700 KPa) and 8 bar (800 KPa), as a non-exclusive example. The pressure switch 407 deactivates the power supply 408 at a maximum pressure value between 9 bar (900 KPa) and 10 bar (1000 KPa), as a non-exclusive example. The power supply 408 may be a remote control switch or, more rarely, a power frequency controller that controls the motor 405 according to a speed control criterion. This power frequency controller is known to have a "soft start" function.

[0012] A typical power / flow rate for the motors 405 is on the scale of 1 KVA of power for 100 L / min flow rate. Each AGTU system 121, 124 in a practical case such as the passenger train shown in Figure 1 requires a flow rate between 800 L / min and 1200 L / min. That is, each motor 405 needs to have a power between about 8 KVA and about 12 KVA.

[0013] An AGTU system of similar dimensions to that shown in Figure 5 has a scale weight of 500kg. The associated motor 405 weight is a scale of 70kg. The weight of the support frame for a complete AGTU system can vary from 70kg to 150kg.

[0014] To reduce sources of contamination such as lubricating oil inside the compressor, so-called "oil-free" technologies have been favored in recent years. "Oil-free" solutions further improve the so-called "Life Cycle Cost" LCC, i.e. they improve the total life cycle cost of the compressor, since they eliminate the regular periodic maintenance linked to changing the lubricating oil.

[0015] These air flows can be achieved with "oil-free" technology. To a limited extent, these air flows can be achieved with non-lubricated piston compressors, which have the characteristic that they generate high acoustic noise and high vibrations from the load-bearing structures or vehicles to which they are attached.

[0016] As an "oil-free" alternative to piston compressors, "non-lubricated scroll compressors" are known ("scroll" compressors). "Scroll" compressors are characterized by purely rotary behavior without acoustic noise or harmful mechanical vibrations. However, "scroll" compressors cannot reach high flow rates of up to 500 L / min. If one wanted to use scroll compressors, one would have to insert many units, with the additional cost of motors and AGTU support frames, which would result in increased weight and space required for the installation of those units. Summary of the Invention [Problem to be solved by the invention]

[0017] The object of the present invention is to provide a solution that allows the integration of an AGTU system and an HVAC system that form part of at least one rail train or part of one or more rail cars of said rail train.

[0018] A further object of the invention is to provide a solution which makes it possible to reduce the number of motors required for the generation of compressed air and for the air conditioning of at least one railway train or for several rail cars of said railway train.

[0019] According to one aspect of the present invention, the above and other objects and advantages are achieved by a system for compressed air production and air conditioning having the features defined in claim 1. Preferred embodiments of the invention are defined in the dependent claims, the content of which is to be understood as an essential part of this description. [Brief description of the drawings]

[0020] Next, functional and structural features of some preferred embodiments of an electronic control system for emergency and service braking according to the present invention will be described in detail with reference to the accompanying drawings. [Figure 1] Figure 1 shows a non-exclusive example of a fixed train configuration consisting of five cars. [Diagram 2] Figure 2 shows the internal structure of an HVAC system. [Diagram 3] FIG. 3 shows an example of an HVAC system for a vehicle used in passenger transportation. [Figure 4] Figure 4 shows the internal structure of the AGTU system. [Diagram 5] FIG. 5 shows an example of an AGTU system for a vehicle used in passenger transportation. [Figure 6] FIG. 6 shows a system for compressed air production and air conditioning according to the invention. [Figure 7] FIG. 7 shows one non-exclusive example implementation of a fixed train consist of five cars incorporating the solution shown in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0021] Before describing several embodiments of the invention in detail, it should be made clear that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following specification or illustrated in the drawings. The invention is capable of other embodiments and of being actually practiced or constructed in a variety of different ways. Also, it is to be understood that the phraseology and terminology are for the purpose of description and should not be construed as limiting. The words "include," "comprise," or variations thereof, mean the inclusion of the elements described below and equivalents thereof, as well as additional elements and equivalents thereof.

[0022] The present invention relates to a solution for integrating an AGTU system and an HVAC system forming part of one train.

[0023] FIG. 6 shows a system for compressed air production and air conditioning according to the invention.

[0024] Specifically, a single electric motor 601 may be selectively coupled by a first coupling means 603 to a first compressor 602 that compresses air.

[0025] A first compressor 602 is provided to compress the intake air at atmospheric pressure. The compressed air is sent to a dryer 615 and then stored in a main tank 616. From the main tank 616, the stored air is distributed via a main brake pipe 617 to various users, which may be, as a non-exclusive example, a train braking system.

[0026] The single electric motor 601 may further be selectively coupled to a second compressor 608 by a second coupling means 609 .

[0027] The second compressor 608 is connected to the HVAC systems 111, . . . , 115.

[0028] A second compressor 608 is provided to compress a refrigerant gas that is exchanged with the remainder of the HVAC system 620 .

[0029] Thus, the system 600 includes a single electric motor 601 configured to generate mechanical torque that is selectively supplied to a first compressor 602 and / or a second compressor 608.

[0030] A mechanical torque is selectively provided to the first compressor 602 and / or to the second compressor 608 in response to a first electrical signal 619, at least one second electrical signal 621 and at least one third electrical signal 622. The first electrical signal 619 is generated by a pressure measuring device 618 and is indicative of the pressure in the main brake pipe 617 or in the main tank 616. The at least one second electrical signal 621 is sent from an air conditioning system (HVAC system) 620 and is indicative of a temperature, pressure or humidity value. The at least one third electrical signal 622 is indicative of a temperature value of the environment to be conditioned of the rail vehicle.

[0031] The system 600 may include an electronic control unit 607. The electronic control unit 607 is arranged to generate a first control signal 606 and a second control signal 612. The first control signal 606 is generated for a first coupling means 603 for coupling or uncoupling the electric motor 601 and the first compressor 602. The second control signal 612 is generated for a second coupling means 609 for coupling or uncoupling the electric motor 601 and the second compressor 608.

[0032] The first connecting means 603 and the second connecting means 609 may each be an electromagnetic joint.

[0033] In this case, a first coupling means 603, i.e. an electromagnetic coupling, couples / discouples a first half shaft 604 associated with a first compressor 602 and a second half shaft 605 associated with an electric motor 601 in response to a first electrical command by a first control signal 606 generated by an electronic control unit 607.

[0034] When the first coupling means 603 couples the first half shaft 604 and the second half shaft 605, the electric motor 601 transmits mechanical torque to the first compressor 602. On the other hand, when the first coupling means 603 decouples the first half shaft 604 and the second half shaft 605, the first compressor 602 does not receive mechanical torque from the electric motor 601.

[0035] A second coupling means 609, i.e. an electromechanical joint, couples / decouples the third half shaft 610 and the fourth half shaft 611 in response to a second electrical command by a second control signal 612 generated by the electronic control unit 607. The third half shaft 610 is associated with the electric motor 601 and the fourth half shaft 611 is associated with the second compressor 608.

[0036] When the second coupling means 609 couples the third half shaft 610 and the fourth half shaft 611, the electric motor 601 transmits a mechanical torque to the second compressor 608. On the other hand, when the second coupling means 609 decouples the third half shaft 610 and the fourth half shaft 611, the second compressor 608 does not receive a mechanical torque from the electric motor 601.

[0037] For example, but not limited to, the electromechanical joint of the first connecting means 603 and the electromechanical joint of the second connecting means 609 may each be an electromagnetic clutch.

[0038] With continued attention to Figure 6, the electronic control unit 607 receives a first electrical signal 619 generated by the pressure measuring device 618.

[0039] The pressure measuring device 618 may be, for example, but not limited to, a pressure switch with hysteresis. In this case, the first electrical signal 619 may indicate a request to activate the first compressor 602 when the first electrical signal 619 indicates that the pressure in the main brake pipe 617, measured by the pressure measuring device 618, has reached a minimum pressure. The first electrical signal 619 may thus indicate a request to supply the first compressor 602 with a mechanical torque generated by the electric motor 601. The minimum pressure value in the main brake pipe 617 may be, for example, but not limited to, a value between 7 bar (700 KPa) and 8 bar (800 KPa).

[0040] As another non-exclusive example, the pressure measuring device 618 may be a pressure sensor generating a first electrical signal 619 proportional to a pressure value measured in the main brake pipe 617. In this case, the first electrical signal 619 may indicate a request to deactivate the first compressor 602 when the pressure in the main brake pipe 617 measured by the pressure measuring device 618 reaches a maximum pressure. Thus, the first electrical signal 619 in this case does not indicate a request to provide the first compressor 602 with a mechanical torque generated by the electric motor 601. The maximum pressure value in the main brake pipe 617 may be, for example and without limitation, a value between 9 bar (900 KPa) and 10 bar (1000 KPa).

[0041] Furthermore, the electronic control unit 607 further receives at least one second electrical signal 621 and at least one third electrical signal 622. The at least one second electrical signal 621 is transmitted from at least one sensor belonging to the HVAC system 620. The at least one third electrical signal 622 is transmitted from at least one temperature sensor in the passenger compartment of the train to be air-conditioned. Needless to say, the second electrical signal 621 may be multiple and may be transmitted from several sensors. The several sensors may be sensors respectively suitable for pressure measurement, temperature measurement or humidity measurement related to the HVAC system 620. The third electrical signal 622 may be multiple and may be transmitted from several temperature sensors provided in various passenger compartments of the railcar to be air-conditioned.

[0042] The electronic control unit 607 may receive electrical power 614 distributed to the rail vehicle and control a power supply 613 arranged to power the electric motor 601 .

[0043] The power supply 613 may be, for example, a simple remote controlled switch or a mains frequency controller for controlling the electric motor 601 according to a speed control criterion. A mains frequency controller is also known in the art as an "inverter".

[0044] The electronic control unit 607 may activate the power supply 613, and thereby the electric motor 601, when the first electrical signal 619 indicates a request to activate the first compressor 602, or when at least one of the second electrical signal 621 or the third electrical signal 622 indicates a request to activate the second compressor 608 and provide the mechanical torque generated by the electric motor 601 to the second compressor 608.

[0045] If the activation requests of the first compressor 602 and the second compressor 608 by the first electrical signal 619, the second electrical signal 621 and the third electrical signal 622, respectively, are not made simultaneously, the electronic control unit 607 deactivates the power supply 613 and switches off the electric motor 601.

[0046] To summarise what has been presented above, the electronic control unit 607 continuously analyses the first electrical signal 619, the second electrical signal 621 and the third electrical signal 622. Furthermore, the electronic control unit 607 determines when to activate the power supply 613 and, consequently, when to activate the electric motor 601. Furthermore, the electronic control unit 607 determines whether to activate the first coupling means 603 or the second coupling means 609 to provide the appropriate mechanical torque generated by the electric motor 601 to the first compressor 602 and / or the second compressor 608, respectively.

[0047] In one possible embodiment, the electric motor 601 is scaled to provide a mechanical torque equivalent to the sum of the peak values ​​of the mechanical torque of the first compressor 602 and the second compressor 608, and the first compressor 602 and the second compressor 608 can be activated simultaneously.

[0048] In this embodiment, the electronic control unit 607 activates the first coupling means 603 when the first electrical signal 619 indicates an activation request for the first compressor 602. Furthermore, the electronic control unit 607 activates the second coupling means 609 when at least one of the second electrical signal 621 and the third electrical signal 622 indicates an activation request for the second compressor 608. Furthermore, in case of simultaneous activation requests by the first electrical signal 619 of the first compressor 602 and the second electrical signal 621 or the third electrical signal 622 of the second compressor 608, the electronic control unit 607 simultaneously activates both the first coupling means 603 and the second coupling means 609 to connect the electric motor 601 to both the first compressor 602 and the second compressor 608.

[0049] The electronic control unit 607 deactivates the first coupling means 603 when the first electrical signal 619 indicates that a maximum pressure has been reached in the main tank 616, i.e. when it does not indicate a demand for the first compressor 602 to provide a mechanical torque generated by the electric motor 601. Alternatively, the electronic control unit 607 deactivates the second coupling means 609 when at least one of the second electrical signal 621 and the third electrical signal 622 indicates that compression of the refrigerant gas is not required, i.e. when it does not indicate a demand for the second compressor 608 to provide a mechanical torque generated by the electric motor 601.

[0050] In yet another possible embodiment, the electric motor 601 is configured to provide the greater of the peak mechanical torque of the first compressor 602 or the peak mechanical torque of the second compressor 608 .

[0051] In this further embodiment, the electric motor 601 may only provide the greater of the mechanical torques characteristic of the first compressor 602 and the second compressor 608. Thus, in case of simultaneous requests for activation of the electric motor 601 from the first electrical signal 619 and / or the second electrical signal 621 or the third electrical signal 622, the electronic control unit 607 activates the first coupling means 603 and the second coupling means 609 alternately. The electronic control unit 607 activates the first coupling means 603 and the second coupling means 609 alternately and connects the electric motor 601 alternately to the first compressor 602 and the second compressor 608 according to a strategy pre-loaded in the non-volatile memory 624, for example in the form of an executable code or in the form of operating parameters.

[0052] For example, but not limited to, a first method includes giving absolute priority to the mechanical torque demand coming from the first electrical signal 619 for the first compressor 602, as this is typically linked to the pressure demand from the braking system.

[0053] In response to a mechanical torque request from the first electrical signal 619, the electronic control unit 607: activating the power supply 613 if it has not already been activated; deactivating the second coupling means 609 if it is already activated due to an ongoing request from at least one of the second electrical signal 621 or the third electrical signal 622; activating the first connecting means 603 and maintaining the first connecting means 603 in an active state until the pressure in the main tank 616 reaches a predetermined maximum value.

[0054] When the pressure in the main tank 616 reaches a predetermined maximum value, the electronic control unit 607: deactivating the first coupling means 603; activating the second coupling means 609 if there is an ongoing request from at least one of the second electrical signal 621 or the third electrical signal 622; If the requirements from the second electrical signal 621 and the third electrical signal 622 fail or are not present, the second mechanical coupling means 609 is deactivated or kept deactivated and the power supply unit 613 is deactivated.

[0055] If, during the phase in which the second coupling means 609 is activated, a demand from the first electrical signal 619 occurs again, the cycle begins again.

[0056] As a non-exclusive example, the second method involves giving temporary priority to an activation request coming from the first electrical signal 619, as this is usually linked to a pressure request from the braking system. This second method requires that the pressure measuring device 618 includes a linear pressure transducer capable of providing a continuous pressure value signal as the first electrical signal 619.

[0057] In response to a mechanical torque request from the first electrical signal 619, the electronic control unit 607: activating the power supply 613 if it has not already been activated; deactivating the second coupling means 609 if it is already activated due to an ongoing request by at least one of the second electrical signal 621 or the third electrical signal 622; activating the first coupling means 603 and maintaining the first coupling means 603 in an active state until the pressure in the main tank 616 reaches a first intermediate pressure value comprised between a minimum value and a predefined maximum value, the first intermediate pressure value being (in a non-exclusive example) a value sufficient to ensure at least one emergency brake; deactivating the first coupling means 603 and activating the second coupling means 609 when a first intermediate pressure value is reached; deactivating the second coupling means 609 and reactivating the first coupling means 603 when the second electrical signal 621 and the third electrical signal 622 indicate that the mechanical torque demand on the second compressor 608 has ended; deactivating the first coupling means 603 and deactivating the power supply 613 when the first electrical signal 619 indicates that a predetermined maximum pressure has been reached.

[0058] If, during the above sequence, the first electrical signal 619 returns to a value indicative of a minimum pressure in the main tank 616, the sequence is reactivated.

[0059] The first compressor 602 and the second compressor 608 may be volumetric compressors. It is known that the mechanical torque required by a volumetric compressor can be considered proportional to the pressure at its output, unless a mechanical torque contribution is required to overcome compressor friction.

[0060] Based on this definition, it may be defined that the mechanical torque required for the first compressor 602 when the pressure in the main tank 616 is at a predetermined minimum is less than the mechanical torque required for the first compressor 602 when the pressure in the main tank 616 reaches a predetermined maximum. A similar determination may be made for the second compressor 608. Thus, when both the first compressor 602 and the second compressor 608 are at their minimum operating pressures, the sum of the mechanical torques required to operate the compressors may be less than the maximum torque that can be provided by the electric motor 601.

[0061] It is known that the inverter device, which is part of the power supply 613 or which constitutes the power supply 613, is capable of controlling the current supplied to the electric motor 601, determining the instantaneous value of this current, and further providing continuous information of the instantaneous value of this current to the electronic control unit 607.

[0062] As a non-exclusive example, if the power supply 613 includes or is comprised of an inverter, a third method provides that upon simultaneous requests from the first electrical signal 619 and at least one of the second electrical signal 621 and the third electrical signal 622 to provide mechanical torque to the respective compressors 602, 608, the electronic control unit 607 simultaneously activates the first coupling means 603 and the second coupling means 609. The electronic control unit 607 simultaneously activates the first coupling means 603 and the second coupling means 609 to connect the electric motor 601 to both the first compressor 602 and the second compressor 608, as long as the current provided by the inverter (power supply 613) does not reach the maximum value that can be provided by the inverter (power supply 613).

[0063] When the maximum current value achievable by the inverter is reached as a result of the gradual increase in pressure downstream of the first compressor 602 and the second compressor 608, the electronic control unit 607 may then employ the first or second method described above.

[0064] Figure 1 shows a non-exclusive example of a fixed train consist of a train 100 made up of five cars 101,...,105, each equipped with a partial HVAC system 111,...,115. The train 100 furthermore is equipped with two partial AGTU systems 121,124. If the inventive solution is adopted, the train 100 will take the configuration 700 shown in figure 7. Each car 701,...,705 of the configuration 700 is equipped with a respective system 711,...,715 for compressed air generation and air conditioning.

[0065] In this case, the air flow provided by two compressors integrated in the AGTU system 121, 124 is divided between various systems 711, ..., 715 for compressed air generation and air conditioning.

[0066] 7 provides the benefit of eliminating the AGTU systems 121, 124, thereby reducing the weight of the train 700 and increasing the space available for other on-board systems.

[0067] 1 and 7 with a ratio of 2:5, the distribution of air from a limited number of AGTU systems 121, 124 to a larger number of systems for compressed air generation and air conditioning 711, ..., 715 allows a reduction in the flow rate of the compressors integrated in the systems for compressed air generation and air conditioning 711, ..., 715. This reduction in flow rate advantageously allows, for example, a switch from a non-lubricated piston compressor to a non-lubricated "scroll" compressor, reducing the acoustic noise generated by the compressor and the mechanical vibrations caused by it for the associated vehicle.

[0068] 6 may comprise a connection to an on-board communication system 623 arranged to connect at least two of the systems 711, ..., 715 (AGTU for compressed air generation and HVAC for air conditioning) on ​​board the train 700. The main brake pipe 617 and the main tank 616 should be considered as common to all the systems 711, ..., 715 for compressed air generation and air conditioning, as well as for the entire train 700.

[0069] In this case, the method for attributing the drive torque provided by the electric motor 601 to the first compressor 602 and the second compressor 608 of each system 711, ..., 715 for compressed air generation and air conditioning may be based on distributed management.

[0070] As previously described in the first, second and third methods, before prioritizing the request coming from the first electrical signal 619, the first system among the systems for compressed air generation and air conditioning 711, ..., 715 that encounters simultaneous requests for mechanical torque for the first compressor 602 and the second compressor 608 from the electrical signals 619, 621 and 622 verifies, by exchanging information via the built-in communication system 623, that at least one other system among the systems for compressed air generation and air conditioning 711, ..., 715 has requested mechanical torque for the second compressor 608 from at least one of the second electrical signal 621 and / or the third electrical signal 622. In this case, the first system for compressed air generation and air conditioning prioritizes the mechanical torque request for the first compressor 602 from at least one of the second electrical signal 621 and / or the third electrical signal 622.

[0071] If there are communication means 623 allowing the electronic control units 607 of two or more systems 711, ..., 715 for compressed air generation and air conditioning to communicate with each other, another distributed method can be achieved that globally and always prioritizes supply requests to the main tank 616 when the internal pressure value reaches a minimum value, similar to the method described above.

[0072] Various aspects and embodiments of the system for compressed air production and air conditioning according to the present invention have been detailed. It is understood that each embodiment can be combined with any other embodiment. Moreover, the invention is not limited to the detailed embodiments, but may be modified within the scope defined by the appended claims.

Claims

1. A system (600) for generating compressed air and conditioning for at least one rail vehicle (701, ..., 705), comprising: The system (600) comprises: a first compressor (602) arranged to generate the compressed air and to supply the generated compressed air to a main tank (616) and a main brake pipe (617) of the rail vehicle via an air dryer unit (615); a second compressor (608) arranged to compress a refrigerant gas for an air conditioning system (620) of the at least one rail vehicle; The system (600) comprises a single electric motor (601) arranged to generate a mechanical torque selectively applied in response to a first electric signal (619), at least one second electric signal (621) and at least one third electric signal (622) to any of the following three cases: (i) to the first compressor (602), (ii) to the second compressor (608), and (iii) to both the first compressor (602) and the second compressor (608) simultaneously; said first electrical signal (619) being generated by a pressure measuring device (618) and indicative of pressure in said main brake pipe (617) or said main tank (616); said at least one second electrical signal (621) being transmitted from said air conditioning system (620) and indicative of a temperature value, a pressure value or a humidity value; The at least one third electrical signal (622) is indicative of a temperature of an environment to be conditioned of the rail vehicle. The system (600) includes an electronic control unit (607) for controlling the system (600); The electronic control unit (607) configured to receive the first electrical signal (619), the at least one second electrical signal (621), and the at least one third electrical signal (622); the electronic control unit (607) is arranged to activate a power supply (613) powered by a power source (614) to power the single electric motor (601) when the first electric signal (619) indicates a demand for the mechanical torque for the first compressor (602) or when at least one of the at least one second electric signal (621) or the at least one third electric signal (622) indicates a demand for the mechanical torque for the second compressor (608), said electronic control unit (607) being arranged to generate a first control signal (606) and a second control signal (612); said first control signal (606) being generated for first coupling means (603) arranged to couple or decouple said electric motor (601) and said first compressor (602); a second control signal (612) is generated for second coupling means (609) arranged to couple or decouple said electric motor (601) and said second compressor (608); each of the first compressor (602) and the second compressor (608) demanding a respective peak mechanical torque, and the electric motor (601) is capable of supplying a mechanical torque at least equal to the greater of the respective peak mechanical torques demanded by the first compressor (602) and the second compressor (608); if only the first electrical signal (619) sent from the pressure measuring device (618) indicates the demand for the mechanical torque for the first compressor (602), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the first compressor (602), if only the at least one second electrical signal (621) or the at least one third electrical signal (622) transmitted from the air conditioning system (620) or the environment to be conditioned indicates the request for the mechanical torque for the second compressor (608), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to provide the mechanical torque generated by the electric motor (601) only to the second compressor (608), When the first electrical signal (619) transmitted from the pressure measuring device (618) indicates the demand for the mechanical torque for the first compressor (602) and at the same time at least one of the at least one second electrical signal (621) or the at least one third electrical signal (622) transmitted from the air conditioning system (620) or the environment to be conditioned indicates the demand for the mechanical torque for the second compressor (608), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the first compressor (602).

2. A system (600) for generating compressed air and conditioning for at least one rail vehicle (701, ..., 705), comprising: The system (600) comprises: a first compressor (602) arranged to generate the compressed air and to supply the generated compressed air to a main tank (616) and a main brake pipe (617) of the rail vehicle via an air dryer unit (615); a second compressor (608) arranged to compress a refrigerant gas for an air conditioning system (620) of the at least one rail vehicle; The system (600) comprises a single electric motor (601) arranged to generate a mechanical torque selectively applied in response to a first electric signal (619), at least one second electric signal (621) and at least one third electric signal (622) to any of the following three cases: (i) to the first compressor (602), (ii) to the second compressor (608), and (iii) to both the first compressor (602) and the second compressor (608) simultaneously; said first electrical signal (619) being generated by a pressure measuring device (618) and indicative of pressure in said main brake pipe (617) or said main tank (616); said at least one second electrical signal (621) being transmitted from said air conditioning system (620) and indicative of a temperature value, a pressure value or a humidity value; The at least one third electrical signal (622) is indicative of a temperature of an environment to be conditioned of the rail vehicle. The system (600) includes an electronic control unit (607) for controlling the system (600); The electronic control unit (607) configured to receive the first electrical signal (619), the at least one second electrical signal (621), and the at least one third electrical signal (622); the electronic control unit (607) is arranged to activate a power supply (613) powered by a power source (614) to power the single electric motor (601) when the first electric signal (619) indicates a demand for the mechanical torque for the first compressor (602) or when at least one of the at least one second electric signal (621) or the at least one third electric signal (622) indicates a demand for the mechanical torque for the second compressor (608), said electronic control unit (607) being arranged to generate a first control signal (606) and a second control signal (612); said first control signal (606) being generated for first coupling means (603) arranged to couple or decouple said electric motor (601) and said first compressor (602); a second control signal (612) is generated for second coupling means (609) arranged to couple or decouple said electric motor (601) and said second compressor (608); The electronic control unit (607) comprises a non-volatile memory (624) in which a control method for the system (600) is pre-stored; each of the first compressor (602) and the second compressor (608) demanding a respective peak mechanical torque, and the electric motor (601) is capable of supplying a mechanical torque at least equal to the greater of the respective peak mechanical torques demanded by the first compressor (602) and the second compressor (608); if only the first electrical signal (619) sent from the pressure measuring device (618) indicates the demand for the mechanical torque for the first compressor (602), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the first compressor (602), if only the at least one second electrical signal (621) or the at least one third electrical signal (622) transmitted from the air conditioning system (620) or the environment to be conditioned indicates the request for the mechanical torque for the second compressor (608), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to provide the mechanical torque generated by the electric motor (601) only to the second compressor (608), When the first electrical signal (619) transmitted from the pressure measuring device (618) indicates the demand for the mechanical torque for the first compressor (602) and at the same time at least one of the at least one second electrical signal (621) or the at least one third electrical signal (622) transmitted from the air conditioning system (620) or the environment to be conditioned indicates the demand for the mechanical torque for the second compressor (608), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the first compressor (602).

3. A system (600) for generating compressed air and conditioning for at least one rail vehicle (701, ..., 705), comprising: The system (600) comprises: a first compressor (602) arranged to generate the compressed air and to supply the generated compressed air to a main tank (616) and a main brake pipe (617) of the rail vehicle via an air dryer unit (615); a second compressor (608) arranged to compress a refrigerant gas for an air conditioning system (620) of the at least one rail vehicle; The system (600) comprises a single electric motor (601) arranged to generate a mechanical torque selectively applied in response to a first electric signal (619), at least one second electric signal (621) and at least one third electric signal (622) to any of the following three cases: (i) to the first compressor (602), (ii) to the second compressor (608), and (iii) to both the first compressor (602) and the second compressor (608) simultaneously; said first electrical signal (619) being generated by a pressure measuring device (618) and indicative of pressure in said main brake pipe (617) or said main tank (616); said at least one second electrical signal (621) being transmitted from said air conditioning system (620) and indicative of a temperature value, a pressure value or a humidity value; The at least one third electrical signal (622) is indicative of a temperature of an environment to be conditioned of the rail vehicle. The system (600) includes an electronic control unit (607) for controlling the system (600); The electronic control unit (607) configured to receive the first electrical signal (619), the at least one second electrical signal (621), and the at least one third electrical signal (622); the electronic control unit (607) is arranged to activate a power supply (613) powered by a power source (614) to power the single electric motor (601) when the first electric signal (619) indicates a demand for the mechanical torque for the first compressor (602) or when at least one of the at least one second electric signal (621) or the at least one third electric signal (622) indicates a demand for the mechanical torque for the second compressor (608), said electronic control unit (607) being arranged to generate a first control signal (606) and a second control signal (612); said first control signal (606) being generated for first coupling means (603) arranged to couple or decouple said electric motor (601) and said first compressor (602); a second control signal (612) is generated for second coupling means (609) arranged to couple or decouple said electric motor (601) and said second compressor (608); each of the first compressor (602) and the second compressor (608) demanding a respective peak mechanical torque, and the electric motor (601) is capable of supplying a mechanical torque at least equal to the greater of the peak mechanical torques demanded by the first compressor (602) and the second compressor (608); if only the first electrical signal (619) sent from the pressure measuring device (618) indicates the demand for the mechanical torque for the first compressor (602), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the first compressor (602), if at least one of the at least one second electrical signal (621) or the at least one third electrical signal (622) transmitted from the air conditioning system (620) or the environment to be conditioned indicates the request for the mechanical torque for the second compressor (608), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to provide the mechanical torque generated by the electric motor (601) only to the second compressor (608), said electronic control unit (607) operates on said first coupling means (603) and said second coupling means (609) to provide the mechanical torque generated by said electric motor (601) only to said first compressor (602), when said first electric signal (619) transmitted from said pressure measuring device (618) indicates a pressure value of said main tank (616) lower than a predetermined intermediate pressure value and at the same time said at least one of said at least one second electric signal (621) or said at least one third electric signal (622) transmitted from said air conditioning system (620) or said environment to be conditioned indicates said request for said mechanical torque for said second compressor (608), The system (600), wherein the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the second compressor (608), when the first electrical signal (619) transmitted from the pressure measuring device (618) indicates a pressure value of the main tank (616) higher than the predetermined intermediate pressure value and at the same time at least one of the at least one second electrical signal (621) or the at least one third electrical signal (622) transmitted from the air conditioning system (620) or the environment to be conditioned indicates the request for the mechanical torque for the second compressor (608).

4. A system (600) for generating compressed air and conditioning for at least one rail vehicle (701, ..., 705), comprising: The system (600) comprises: a first compressor (602) arranged to generate the compressed air and to supply the generated compressed air to a main tank (616) and a main brake pipe (617) of the rail vehicle via an air dryer unit (615); a second compressor (608) arranged to compress a refrigerant gas for an air conditioning system (620) of the at least one rail vehicle; The system (600) comprises a single electric motor (601) arranged to generate a mechanical torque selectively applied in response to a first electric signal (619), at least one second electric signal (621) and at least one third electric signal (622) to any of the following three cases: (i) to the first compressor (602), (ii) to the second compressor (608), and (iii) to both the first compressor (602) and the second compressor (608) simultaneously; said first electrical signal (619) being generated by a pressure measuring device (618) and indicative of pressure in said main brake pipe (617) or said main tank (616); said at least one second electrical signal (621) being transmitted from said air conditioning system (620) and indicative of a temperature value, a pressure value or a humidity value; The at least one third electrical signal (622) is indicative of a temperature of an environment to be conditioned of the rail vehicle. The system (600) includes an electronic control unit (607) for controlling the system (600); The electronic control unit (607) configured to receive the first electrical signal (619), the at least one second electrical signal (621), and the at least one third electrical signal (622); the electronic control unit (607) is arranged to activate a power supply (613) powered by a power source (614) to power the single electric motor (601) when the first electric signal (619) indicates a demand for the mechanical torque for the first compressor (602) or when at least one of the at least one second electric signal (621) or the at least one third electric signal (622) indicates a demand for the mechanical torque for the second compressor (608), said electronic control unit (607) being arranged to generate a first control signal (606) and a second control signal (612); said first control signal (606) being generated for first coupling means (603) arranged to couple or decouple said electric motor (601) and said first compressor (602); a second control signal (612) is generated for second coupling means (609) arranged to couple or decouple said electric motor (601) and said second compressor (608); The electronic control unit (607) comprises a non-volatile memory (624) in which a control method for the system (600) is pre-stored; each of the first compressor (602) and the second compressor (608) demanding a respective peak mechanical torque, and the electric motor (601) is capable of supplying a mechanical torque at least equal to the greater of the peak mechanical torques demanded by the first compressor (602) and the second compressor (608); if only the first electrical signal (619) sent from the pressure measuring device (618) indicates the demand for the mechanical torque for the first compressor (602), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the first compressor (602), if at least one of the at least one second electrical signal (621) or the at least one third electrical signal (622) transmitted from the air conditioning system (620) or the environment to be conditioned indicates the request for the mechanical torque for the second compressor (608), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to provide the mechanical torque generated by the electric motor (601) only to the second compressor (608), said electronic control unit (607) operates on said first coupling means (603) and said second coupling means (609) to provide the mechanical torque generated by said electric motor (601) only to said first compressor (602), when said first electric signal (619) transmitted from said pressure measuring device (618) indicates a pressure value of said main tank (616) lower than a predetermined intermediate pressure value and at the same time said at least one of said at least one second electric signal (621) or said at least one third electric signal (622) transmitted from said air conditioning system (620) or said environment to be conditioned indicates said request for said mechanical torque for said second compressor (608), The system (600), wherein the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the second compressor (608), when the first electrical signal (619) transmitted from the pressure measuring device (618) indicates a pressure value of the main tank (616) higher than the predetermined intermediate pressure value and at the same time at least one of the at least one second electrical signal (621) or the at least one third electrical signal (622) transmitted from the air conditioning system (620) or the environment to be conditioned indicates the request for the mechanical torque for the second compressor (608).

5. A system (600) for generating compressed air and air conditioning for at least one rail vehicle (701, ..., 705), comprising: The system (600) comprises: a first compressor (602) arranged to generate the compressed air and to supply the generated compressed air to a main tank (616) and a main brake pipe (617) of the rail vehicle via an air dryer unit (615); a second compressor (608) arranged to compress a refrigerant gas for an air conditioning system (620) of the at least one rail vehicle; The system (600) comprises a single electric motor (601) arranged to generate a mechanical torque selectively applied in response to a first electric signal (619), at least one second electric signal (621) and at least one third electric signal (622) to any of the following three cases: (i) to the first compressor (602), (ii) to the second compressor (608), and (iii) to both the first compressor (602) and the second compressor (608) simultaneously; said first electrical signal (619) being generated by a pressure measuring device (618) and indicative of pressure in said main brake pipe (617) or said main tank (616); said at least one second electrical signal (621) being transmitted from said air conditioning system (620) and indicative of a temperature value, a pressure value or a humidity value; The at least one third electrical signal (622) is indicative of a temperature of an environment to be conditioned of the rail vehicle. The system (600) includes an electronic control unit (607) for controlling the system (600); The electronic control unit (607) configured to receive the first electrical signal (619), the at least one second electrical signal (621), and the at least one third electrical signal (622); the electronic control unit (607) is arranged to activate a power supply (613) powered by a power source (614) to power the single electric motor (601) when the first electric signal (619) indicates a demand for the mechanical torque for the first compressor (602) or when at least one of the at least one second electric signal (621) or the at least one third electric signal (622) indicates a demand for the mechanical torque for the second compressor (608), said electronic control unit (607) being arranged to generate a first control signal (606) and a second control signal (612); said first control signal (606) being generated for first coupling means (603) arranged to couple or decouple said electric motor (601) and said first compressor (602); a second control signal (612) is generated for second coupling means (609) arranged to couple or decouple said electric motor (601) and said second compressor (608); each of the first compressor (602) and the second compressor (608) demanding a respective peak mechanical torque, and the electric motor (601) is capable of supplying a mechanical torque that is equal to or greater than the sum of the peak mechanical torques demanded by the first compressor (602) and the second compressor (608); if only the first electrical signal (619) sent from the pressure measuring device (618) is indicative of the demand for the mechanical torque for the first compressor (602), the electronic control unit (607) operates the first coupling means (603) and the second coupling means (609) of the system (600) to supply the mechanical torque generated by the electric motor (601) only to the first compressor (602); if only one of the at least one second electric signal (621) or the at least one third electric signal (622) indicates the demand for the mechanical torque for the second compressor (608), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the second compressor (608), if the first electrical signal (619) sent from the pressure measuring device (618) indicates the demand for the mechanical torque on the first compressor (602) and simultaneously the at least one second electrical signal (621) or the at least one third electrical signal (622) indicates the demand for the mechanical torque on the second compressor (608), the electronic control unit (607) operates the first coupling means (603) and the second coupling means (609) to provide the mechanical torque generated by the electric motor (601) to the first compressor (602) and the second compressor (608) simultaneously, each of the first compressor (602) and the second compressor (608) demanding a respective peak mechanical torque, and the electric motor (601) is capable of supplying a mechanical torque at least equal to the greater of the peak mechanical torques demanded by the first compressor (602) and the second compressor (608); if only the first electrical signal (619) sent from the pressure measuring device (618) indicates the demand for the mechanical torque for the first compressor (602), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the first compressor (602), if at least one of the at least one second electrical signal (621) or the at least one third electrical signal (622) transmitted from the air conditioning system (620) or the environment to be conditioned indicates the request for the mechanical torque for the second compressor (608), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to provide the mechanical torque generated by the electric motor (601) only to the second compressor (608), said electronic control unit (607) operates on said first coupling means (603) and said second coupling means (609) to provide the mechanical torque generated by said electric motor (601) only to said first compressor (602), when said first electric signal (619) transmitted from said pressure measuring device (618) indicates a pressure value of said main tank (616) lower than a predetermined intermediate pressure value and at the same time said at least one of said at least one second electric signal (621) or said at least one third electric signal (622) transmitted from said air conditioning system (620) or said environment to be conditioned indicates said request for said mechanical torque for said second compressor (608), The system (600), wherein the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the second compressor (608), when the first electrical signal (619) transmitted from the pressure measuring device (618) indicates a pressure value of the main tank (616) higher than the predetermined intermediate pressure value and at the same time at least one of the at least one second electrical signal (621) or the at least one third electrical signal (622) transmitted from the air conditioning system (620) or the environment to be conditioned indicates the request for the mechanical torque for the second compressor (608).

6. A system (600) for generating compressed air and air conditioning for at least one rail vehicle (701, ..., 705), comprising: The system (600) comprises: a first compressor (602) arranged to generate the compressed air and to supply the generated compressed air to a main tank (616) and a main brake pipe (617) of the rail vehicle via an air dryer unit (615); a second compressor (608) arranged to compress a refrigerant gas for an air conditioning system (620) of the at least one rail vehicle; The system (600) comprises a single electric motor (601) arranged to generate a mechanical torque selectively applied in response to a first electric signal (619), at least one second electric signal (621) and at least one third electric signal (622) to any of the following three cases: (i) to the first compressor (602), (ii) to the second compressor (608), and (iii) to both the first compressor (602) and the second compressor (608) simultaneously; said first electrical signal (619) being generated by a pressure measuring device (618) and indicative of pressure in said main brake pipe (617) or said main tank (616); said at least one second electrical signal (621) being transmitted from said air conditioning system (620) and indicative of a temperature value, a pressure value or a humidity value; The at least one third electrical signal (622) is indicative of a temperature of an environment to be conditioned of the rail vehicle. The system (600) includes an electronic control unit (607) for controlling the system (600); The electronic control unit (607) configured to receive the first electrical signal (619), the at least one second electrical signal (621), and the at least one third electrical signal (622); the electronic control unit (607) is arranged to activate a power supply (613) powered by a power source (614) to power the single electric motor (601) when the first electric signal (619) indicates a demand for the mechanical torque for the first compressor (602) or when at least one of the at least one second electric signal (621) or the at least one third electric signal (622) indicates a demand for the mechanical torque for the second compressor (608), said electronic control unit (607) being arranged to generate a first control signal (606) and a second control signal (612); said first control signal (606) being generated for first coupling means (603) arranged to couple or decouple said electric motor (601) and said first compressor (602); a second control signal (612) is generated for second coupling means (609) arranged to couple or decouple said electric motor (601) and said second compressor (608); The electronic control unit (607) comprises a non-volatile memory (624) in which a control method for the system (600) is pre-stored; each of the first compressor (602) and the second compressor (608) demanding a respective peak mechanical torque, and the electric motor (601) is capable of supplying a mechanical torque that is equal to or greater than the sum of the peak mechanical torques demanded by the first compressor (602) and the second compressor (608); if only the first electrical signal (619) sent from the pressure measuring device (618) is indicative of the demand for the mechanical torque for the first compressor (602), the electronic control unit (607) operates the first coupling means (603) and the second coupling means (609) of the system (600) to supply the mechanical torque generated by the electric motor (601) only to the first compressor (602); if only one of the at least one second electric signal (621) or the at least one third electric signal (622) indicates the demand for the mechanical torque for the second compressor (608), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the second compressor (608), if the first electrical signal (619) sent from the pressure measuring device (618) indicates the demand for the mechanical torque on the first compressor (602) and simultaneously the at least one second electrical signal (621) or the at least one third electrical signal (622) indicates the demand for the mechanical torque on the second compressor (608), the electronic control unit (607) operates the first coupling means (603) and the second coupling means (609) to provide the mechanical torque generated by the electric motor (601) to the first compressor (602) and the second compressor (608) simultaneously, each of the first compressor (602) and the second compressor (608) demanding a respective peak mechanical torque, and the electric motor (601) is capable of supplying a mechanical torque at least equal to the greater of the peak mechanical torques demanded by the first compressor (602) and the second compressor (608); if only the first electrical signal (619) sent from the pressure measuring device (618) indicates the demand for the mechanical torque for the first compressor (602), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the first compressor (602), if at least one of the at least one second electrical signal (621) or the at least one third electrical signal (622) transmitted from the air conditioning system (620) or the environment to be conditioned indicates the request for the mechanical torque for the second compressor (608), the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to provide the mechanical torque generated by the electric motor (601) only to the second compressor (608), said electronic control unit (607) operates on said first coupling means (603) and said second coupling means (609) to provide the mechanical torque generated by said electric motor (601) only to said first compressor (602), when said first electric signal (619) transmitted from said pressure measuring device (618) indicates a pressure value of said main tank (616) lower than a predetermined intermediate pressure value and at the same time said at least one of said at least one second electric signal (621) or said at least one third electric signal (622) transmitted from said air conditioning system (620) or said environment to be conditioned indicates said request for said mechanical torque for said second compressor (608), The system (600), wherein the electronic control unit (607) operates on the first coupling means (603) and the second coupling means (609) to supply the mechanical torque generated by the electric motor (601) only to the second compressor (608), when the first electrical signal (619) transmitted from the pressure measuring device (618) indicates a pressure value of the main tank (616) higher than the predetermined intermediate pressure value and at the same time at least one of the at least one second electrical signal (621) or the at least one third electrical signal (622) transmitted from the air conditioning system (620) or the environment to be conditioned indicates the request for the mechanical torque for the second compressor (608).

7. The system (600) of claim 3, wherein the predetermined intermediate pressure value is a pressure value set to ensure at least one emergency brake.

8. said first coupling means (603) being an electromechanical coupling arranged to mechanically couple or decouple a first half shaft (604) associated with said first compressor (602) and a second half shaft (605) associated with said electric motor (601) so as to connect said electric motor (601) to said first compressor (602) in response to a command from said electronic control unit (607); 8. The system (600) according to any one of claims 1 to 7, wherein the second coupling means (609) is an electromechanical coupling arranged to mechanically couple or decouple a third half shaft (610) associated with the electric motor (601) and a fourth half shaft (611) associated with the second compressor (608) so as to connect the electric motor (601) to the second compressor (608) in response to a command from the electronic control unit (607).

9. said electronic control unit (607) being connected to further electronic control units of further systems for the generation of compressed air and for the air conditioning associated with further rail cars of a train, The system (600) according to any of the preceding claims, wherein the electronic control unit (607) and the further electronic control unit are connected to each other by communication means (623).

10. 10. The system (600) of claim 9, wherein said communication means (623) is of the serial or wireless type.

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