Abstract: The present disclosure relates to managing data transmission from a plurality of telemetry devices onboard one or more trains. The plurality of telemetry devices comprises a first telemetry device and one or more second telemetry devices in a vicinity of the first telemetry device at an instant of time. The first telemetry device is configured to detect presence of the one or more second telemetry devices, and to initiate a negotiation process for identifying a designated telemetry device from the one or more second telemetry devices. During the negotiation process, status data associated with the telemetry devices are aggregated. The aggregated status data is further processed to identify a designated telemetry device from among the telemetry devices. The designated telemetry device performs actions for managing data transmission from the telemetry devices based on the aggregated status data.

Abstract: To locate a shunt, the shunt includes an RF transmitter configured to wirelessly transmit an identifier of the shunt such as the configured shunt frequency. The shunt may include switches or memory locations that may be configured by an installer to correspond to the configured shunt frequency. Other embodiments employ switches or sensors influenced by jumpers installed in the shunt to configure the frequency of the shunt. A portable device receives a transmission including the identifier and displays it along with an indication of the received signal strength of the transmission, and maintenance personnel move the portable device along the track to locate the highest received signal strength, which indicates the location of the shunt. The shunt may also include a test circuit that may be configurable to generate a test frequency, determine a parameter indicative of shunt performance, and output a signal based on the parameter.

Abstract: A highway grade crossing gate mechanism having a smart cam system capable of measuring a parameter of the gate mechanism in real time is provided. The gate mechanism includes a DC motor, a cam system, and a controller. The DC motor is coupled to a main shaft for driving a gate arm between a vertical position and a vertical position. The cam system includes manually adjustable cams coupled to the main shaft that move contacts to open or close at some preset angular rotation in order to set operational features of a crossing gate. An internal sensing device is disposed internal to the cam system measuring a parameter of the gate mechanism in real time. A controller controls the motor and receives and stores the parameter. The parameter may be transmitted to an external network giving accurate feedback of the state of the gate mechanism in real time.

Abstract: A grade crossing control system includes a track circuit with a grade crossing predictor (GCP) system coupled to rails of a railroad track at a grade crossing, wherein a railroad vehicle travelling on the railroad track causes a change of impedance when entering the track circuit, and wherein the GCP system generates grade crossing activation signals in response to the change of the impedance of the track circuit, wherein, for detecting the change of impedance, the GCP system includes a first transmitter transmitting a first signal over the track circuit and a first receiver detecting a first response signal, a second transmitter transmitting a second signal over the track circuit and a second receiver detecting a second response signal, wherein the first transmitter and the first receiver are preprogrammed to a first frequency, and wherein the second transmitter and the second receiver are preprogrammed to a second frequency.

Abstract: A Head-of-Train device suitable for mounting inside a cab of a train is disclosed. The Head-of-Train device includes a memory and a processing unit communicatively coupled to the memory, wherein the processing unit is configured to execute one or more instructions in the memory to synthesize an audio message based on status associated with at least one equipment onboard the train. The Head-of Train device further includes an audio output device configured to output the audio message.

Abstract: Aspects of the disclosed embodiments generally relate to railway track circuits, in particular track circuits with continued distance monitoring and broken rail protection.

Abstract: Examples of techniques for anomaly detection in a grade crossing prediction system are disclosed. Aspects include receiving a training data set comprising a plurality of labelled time series of signal values from a track circuit in a grade crossing predictor system, removing one or more non-unique values from each labelled time series of signal values in the plurality of labelled time series of signal values, extracting a plurality of features from the plurality of labelled time series of signal values, the plurality of features comprising: a number of signal values for each labeled time series of signal values in the plurality of labelled time series of signal values that are larger than a first threshold and a standard deviation for each labelled time series of signal values in the plurality of labelled time series of signal values, and training a machine learning algorithm utilizing the plurality of features.

Abstract: A crossing gate mechanism includes an enclosure housing multiple components including a control unit configured to operate the crossing gate mechanism and associated crossing gate arm, wherein the enclosure comprises a base and a cover, the cover being moveable between multiple positions including an open position and a closed position, and a cover detection device configured to detect a position of the cover.

Abstract: A grade crossing control system includes a controller that receives start and end inputs corresponding to a train traversing an outer approach, determines the difference in time between the start and end inputs, and uses the difference in time to determine a delay period by which activation of a grade crossing warning system will be delayed following detection of the train by a track occupancy circuit in an inner approach in order to compensate for slow moving trains. The start and end inputs for the outer approach may be supplied in different ways including a separate track occupancy circuit for the outer approach, by train detection devices unconnected to the track at the start and end of the outer approach, or by overlapping track occupancy circuits positioned at the start of the outer and inner approaches.

Abstract: A system and method in which various sensors collect and/or generate data that are analyzed to provide automated transit features. In the automatic capacity management feature, a transit operator is alerted of potential capacity issues in advance to enable the operator to handle the situation before a station or a vehicle reaches its capacity limit. The automatic trip planning feature allows a passenger to dynamically plan the fastest route to a destination according to real time data and historical data trends. The automatic fraud detection feature alerts a fare inspector to a ticket fraud or other fraudulent activity at a specific transit station or on a specific transit vehicle. The automatic vehicle routing feature dynamically routes autonomous transit vehicles to stations, notifies transit vehicle drivers to stop at a particular station, and/or notifies transit operators to route a vehicle to a particular station based on current and historical demand from passengers.

Abstract: A lifting apparatus (100) includes a connector assembly (110) with a first connecting member (120), a second connecting member (130) and a connecting link (140), the first and second connecting members (120, 130) configured to be pivot-mounted at first ends (122, 132) to a first stationary component (200), and a pneumatic supporting member (150) is coupled to the first and second connecting members (120, 130) via the connecting link (140). The connector assembly (110) and the pneumatic supporting member (150) are configured to perform a lifting motion, wherein, when performing the lifting motion, the first and second connecting members (120, 130) transition from a first position (P1) to a second position (P2) and the pneumatic supporting member (150) transitions from an extended position (EP) to a compressed position (CP).

Abstract: There are disclosed methods for withdrawal of a bearing from a gate mechanism including a mechanism housing, a carrier assembly, and discrete fasteners. The carrier assembly includes a carrier housing and a carrier bearing. The carrier bearing is supported for rotation within the carrier housing. The carrier housing has a carrier support mating with a receiving bore of the mechanism housing. The carrier housing has multiple flange fasteners aligning with housing fasteners and housing surfaces of the mechanism housing when the carrier housing mates with the receiving bore. Multiple discrete fasteners are removed from a first group of the flange fasteners aligned with the housing fasteners. The carrier assembly is displaced from the mechanism housing in response to inserting the plurality of discrete fasteners to a second group of the plurality of flange fasteners aligned with the plurality of housing surfaces.

Abstract: A crossing gate mechanism (300) with a PCB reconfigurable for exit and entrance gate mode, the mechanism including a brake and a brake relay (312) coupled to an electric motor (320), the mechanisms being configured to operate a crossing gate arm of a crossing gate. The mechanism includes a configuration logic circuit (310) connected to the brake relay (312), and a internal power source (316), wherein the configuration logic circuit (310) is configured to operate the brake relay (312) in a entrance gate mode or exit gate mode, wherein the control of the brake relay is inverted in the exit gate mode with respect to the entrance gate mode, and wherein, in the exit mode, the internal power source (316) provides power for operating the brake relay (312).

Abstract: A grade crossing control system (400, 600) includes a track circuit with a grade crossing predictor (GCP) system (40), and at least one auxiliary shunting device (420, 430) connected to the rails (20a, 20b) of the railroad track (20), wherein a railroad vehicle travelling on the railroad track (20) causes a change of impedance when entering the track circuit, wherein the at least one auxiliary shunting device (420, 430) detects a presence of the railroad vehicle travelling on the railroad track (20) and generates an auxiliary change of the impedance of the track circuit, and wherein the GCP system (40) generates grade crossing activation signals in response to the change of the impedance or the auxiliary change of the impedance of the track circuit. The auxiliary shunting device is provided to improve reliability in case of poor shunting.

Abstract: An apparatus for mounting an attachment structure (such as an EOT) to a railroad coupler includes a base, a locking member (J-hook), a bolt and one or more spring elements. The base includes a mounting portion for the attachment structure and a sleeve insertable through the attachment structure. The base, the J-hook and the bolt cooperate such that the J-hook is rotated from an unlocked position to a locked position by torque applied via the bolt head. Consequently, the J-hook shaft is pulled inside the sleeve and the J-hook aligns with a clamp face of the base to clamp a portion of the coupler therebetween. Responsive to the applied torque, the one or more spring elements are compressed to allow mechanical engagement between a first surface and a second surface, producing a mechanical torque opposing the applied torque, which reduces axial forces on the J-hook.

Abstract: A system for measuring motion of a locomotive vehicle includes a speed sensor, a decelerometer and an onboard processing unit. The speed sensor is configured to measure wheel speed of the locomotive vehicle. The decelerometer includes a level-sensitive device configured to measure acceleration or deceleration of the locomotive vehicle as a function of a tilt from a level position. The onboard processing unit computes a current grade traversed by the locomotive vehicle prior to detection of a slip or slide condition based on a first measurement signal from the decelerometer. Upon detection of the slip or slide condition, the onboard processing unit obtains a second measurement signal from the decelerometer and filters out the current grade from the second measurement signal. The onboard processing unit determines an actual acceleration or deceleration of the locomotive vehicle during the slip or slide condition from the filtered second measurement signal from the decelerometer.

Abstract: A railroad crossing control system (100) includes a constant warning time device (40) with a control unit (50) configured to produce multiple signals, and a wheel sensing system (120) comprising at least one sensor (122) connected to a rail (20a, 20b) of a railroad track (20) at a predetermined position (P), wherein the wheel sensing system (120) detects a presence of railroad vehicle travelling on the railroad track (20) such that the at least one sensor (122) detects wheels of the railroad vehicle using electromagnetic fields, wherein the wheel sensing system (120) provides speed values of the railroad vehicle to the constant warning time device (40), and wherein the constant warning time device (40) produces a constant warning time signal for controlling a railroad crossing warning device in response to receiving the speed values of the wheel sensing system (120).

Abstract: Examples described herein provide a computer-implemented method that includes detecting a loss of power to a motor of the gate crossing mechanism. The motor is operably coupled to a gate of the gate crossing mechanism. The method further includes, responsive to detecting the loss of the power, providing, by at least one supercapacitor, power to the motor to initiate the gate moving from an open position to a closed position.

Abstract: A system and method providing device configuration using quick response (QR) and/or other machine readable codes. The system and method reduce the time and costs associated with configuring devices/equipment based on site plans while also reducing the potential for errors during the configuration process.

Abstract: A surge suppression circuit for a track circuit is provided. The surge suppression circuit comprises a first surge protection device including a first pair of silicon avalanche diodes and a second surge protection device including a second pair of silicon avalanche diodes. The first surge protection device is connected on a first connection line between a first terminal of a railroad signaling electronic equipment to be protected from a surge and a first terminal of a first rail of two physical rails. The second surge protection device is connected on a second connection line between a second terminal of the railroad signaling electronic equipment and a second terminal of a second rail of the two physical rails. The first surge protection device and the second surge protection device are connected to an earth ground terminal.