Abstract: A method of monitoring a railroad hump yard, including storing a profile of the hump yard. The commands sent to one or more of the retarding devices and track switches are determined. The telemetry of a car at at least one point after release over the hump is obtained. Finally, the telemetry of the car for the remainder of the path in the hump yard is calculated. The calculated telemetry of the car over the path in the hump yard may be displayed real time or may be stored and subsequently displayed. A remote control locomotive device includes operator input, a display, a data base of at least a track profile and a program to drive the display with the location of the train on the track profile.

Abstract: A method of analyzing train operational data recorded during each run of a train and transferred to a processing station. Operational and informational parameters are derived from the recorded operational data for each run. The operational and identification parameters and the corresponding operational data are stored as a standard database record for each run. The operational parameters are compared to selected exception values and the variance of the comparison are stored with the standard operational database record for each run. A search is then performed of the stored standard database records based on one or more of operational parameter, identification parameter, operational data and variance.

Abstract: A method of monitoring a railroad hump yard, including storing a profile of the hump yard. The commands sent to one or more of the retarding devices and track switches are determined. The telemetry of a car at at least one point after release over the hump is obtained. Finally, the telemetry of the car for the remainder of the path in the hump yard is calculated. The calculated telemetry of the car over the path in the hump yard may be displayed real time or may be stored and subsequently displayed. A remote control locomotive device includes operator input, a display, a data base of at least a track profile and a program to drive the display with the location of the train on the track profile.

Abstract: A method of transferring files between a computer on board a train and a remote station including determining if the remote station is within range of the train and establishing wireless communication between the onboard computer and the remote station. Next, the computer determines whether there are files to be transferred, and if so, transfers the file. If the remote station has updates to be transferred to the train, such updates are transferred to the onboard computer. Files and updates are also transferred between remote stations and between remote stations and a home base station. A method of adjusting a simulator includes inputting data from the train onto a simulator. The simulator is operated with the data and the simulator automatically adjusts the parameters of the simulator until the data of the simulator matches the data from the train. The data can then be process and analyzed.

Abstract: A method of analyzing train operational data recorded during each run of a train and transferred to a processing station. Operational and informational parameters are derived from the recorded operational data for each run. The operational and identification parameters and the corresponding operational data are stored as a standard database record for each run. The operational parameters are compared to selected exception values and the variance of the comparison are stored with the standard operational database record for each run. A search is then performed of the stored standard database records based on one or more of operational parameter, identification parameter, operational data and variance.

Abstract: A portable train simulator, including a microprocessor, a display and an input device for the microprocessor. A first program drives the display to depict indicia of a control stand and to respond to control inputs from the input device. A second program drives the display to depict a track to be traversed from a data file in response to the control inputs. A virtual control stand is one of the elements that allows the true portability of a train simulator. The system can display and switch between the present operating parameters of the train and/or a history of the operating parameters of the train, as selected by the input device. Thus, the system can switch from playback mode to simulation mode to provide a take-over of recorded conditions to allow an operator to explore alternate methods for managing the train.

Abstract: A remote control locomotive simulator including a display and a first input device similar to a remote control locomotive controller to be operated by the operator to provide train signals. A computer drives the display to move a train relative to a track in response to the train signals. A remote control locomotive controller may be an actual remote control locomotive system or may be a virtual remote control locomotive controller where the input device is one or more of a keyboard, a mouse or a touch screen of the computer. Data associated with a simulator session of this device is recorded and made available for real-time or post-processing analysis including visual review of train management using the included computer generated graphics system.

Abstract: An integrated train control system (FIGS. 1 and 6) is a combination of systems including: EP-60 (FIG. 2) CCBII (FIG. 3) Wired DP (FIG. 4), and LEADER (FIG. 5) The integrated train control system (FIG. 6) includes a master controller (MMI) cooperating with features of EP-60, CCBII, LEADER, and Wired DP to control car control devices (CCD) through ITC network.

Abstract: A method of optimizing train operation and training in a moving train includes determining the train's conditions and calculating a desired response to the present conditions of the train to achieve a goal. The engineer's response is determined and the train's conditions resulting from the engineer's response is determined and may be displayed on the train. The desired response, for example brake and propulsion settings, may be displayed after determining the engineer's response. The engineer is qualified from the comparison of the engineer's response to the desired response to the condition. Access to the locomotive controls may be controlled using a user identification and determining the qualification level of the user. The qualification level can be updated based on the training session.

Abstract: A method of optimizing train operation includes determining conditions of location, track profile and train forces of the train. Next, a set of preliminary train restraint operating parameters are determined from the determined conditions. Also, at least one of a set of preliminary train optimizable operating parameters to minimize train forces, to maximize fuel efficiency and to minimize time to destination is determined. The determined set of preliminary train operating parameters are weighted and combined. Optimized train operating parameters are determined from the weighted and combined preliminary train operating parameters. Engineering train and access is also performed.

Abstract: A method of optimizing train operation includes determining conditions of location, track profile and train forces of the train. Next, a set of preliminary train restraint operating parameters are determined from the determined conditions. Also, at least one of a set of preliminary train optimizable operating parameters to minimize train forces, to maximize fuel efficiency and to minimize time to destination is determined. The determined set of preliminary train operating parameters are weighted and combined. Optimized train operating parameters are determined from the weighted and combined preliminary train operating parameters. Engineering train and access is also performed.

Abstract: A method of and a system for determining a maximum brake pipe service reduction in the brake system of a train having a pneumatic brake on each car connected to a brake pipe which is controlled by a brake pipe controller. The method includes determining the status of the brake system throughout the train and determining a maximum brake pipe reduction for the brake pipe controller, using the status of the brake system, above which further reduction will not result in further brake application in the train.

Abstract: A method of and a system for determining a maximum brake pipe service reduction in the brake system of a train having a pneumatic brake on each car connected to a brake pipe which is controlled by a brake pipe controller. The method includes determining the status of the brake system throughout the train and determining a maximum brake pipe reduction for the brake pipe controller, using the status of the brake system, above which further reduction will not result in further brake application in the train. The determined maximum brake pipe reduction is displayed by itself or in combination with the brake pipe reduction produced by the brake pipe controller and/or used for automatic control.

Abstract: A method using the position data being determined on the train to determine characteristics of the train and/or the track. This is achieved by providing position determining devices at two or more spaced locations along the train. The position of the two locations are determined by the position determining devices. A processor determines the difference between the two locations from the positions determined by the position determining devices and determines the characteristics of the train from the determined difference between the two locations.

Abstract: A beacon system for determining its position and transmitting its location to trains on the track. The length of the zone and any operational restrictions can also be transmitted. The location of the zone can be displayed on the train. The beacon system uses a global navigational position system for determining its location, and a transmitter for transmitting its location to trains on the track.

Abstract: A method using the position data being determined on the train to determine characteristics of the train and/or the track. This is achieved by providing position determining devices at two or more spaced locations along the train. The position of the two locations are determined by the position determining devices. A processor determines the difference between the two locations from the positions determined by the position determining devices and determines the characteristics of the train from the determined difference between the two locations.

Abstract: This is a method of analyzing train handling by setting a standard for the run, collecting train operating or handling data from the run and determining operating constraints during the run which are not included in the standard run. The determination of operating constraints during a run also includes determining differences between the operating constraints during the run of those included in the standard. The train handling data is compared to the standard and the comparison is adjusted for the operating constraints. The adjustment of the comparison includes nullifying any deviation of the handling data from the standard resulting from the operating constraints. A report is created from the standard and the handling data correlating the energy usage for specific categories. These categories include one or more of pneumatic braking, dynamic braking and track topology. The report further includes energy adjustments for the operating constraints determined during the run.

Abstract: A method using the position data being determined on the train to determine characteristics of the train and/or the track. This is achieved by providing position determining devices at two or more spaced locations along the train. The position of the two locations are determined by the position determining devices. A processor determines the difference between the two locations from the positions determined by the position determining devices and determines the characteristics of the train from the determined difference between the two locations.

Abstract: A method of optimizing train operation and training in a moving train includes determining the train's conditions and calculating a desired response to the present conditions of the train to achieve a goal. The engineer's response is determined and the train's conditions resulting from the engineer's response is determined and may be displayed on the train. The desired response, for example brake and propulsion settings, may be displayed after determining the engineer's response. The engineer is qualified from the comparison of the engineer's response to the desired response to the condition. Access to the locomotive controls may be controlled using a user identification and determining the qualification level of the user. The qualification level can be updated based on the training session.

Abstract: A method of optimizing train operation and training in a moving train includes determining the train's conditions and calculating a desired response to the present conditions of the train to achieve a goal. The engineer's response is determined and the train's conditions resulting from the engineer's response is determined and may be displayed on the train. The desired response, for example brake and propulsion settings, may be displayed after determining the engineer's response. The engineer is qualified from the comparison of the engineer's response to the desired response to the condition. Access to the locomotive controls may be controlled using a user identification and determining the qualification level of the user. The qualification level can be updated based on the training session.