Abstract: A speed profile for an entire train trip includes a maximum allowable speed at each point of the entire trip, taking into account the ability of the train to comply with speed reductions encountered during the trip. The speed profile includes a braking curve that gradually reduces from a higher speed to a lower speed starting at a point at which the train must begin braking in order to be traveling at the lower speed when the train reaches the point at which the lower speed limit begins. The speed profile is generated on multiple wayside computers, cross checked, and then vitally transmitted to an onboard locomotive control system. The onboard control system includes redundant speed sensors with redundant vital circuits, and also includes redundant speed comparators to ensure that the train doesn't exceed the speed profile. A GPS receiver may be used for greater reliability.

Abstract: First and second crossing predictors communicate with each other, and each predictor transmits signals to instruct downstream adjacent predictors to activate their warning devices at a constant warning time (referred to as DAXing) by using train detection information from the other predictor. The communications between the predictors may be rail based, wireless or wired using conductors other than rails. Multiple predictors may be present between the first and second crossing predictors, and each such predictor may be DAXed by one of the outer predictors based on the train's direction. The predictor also transmits a signal to inform the other predictor of the presence of the train so that the other predictor may determine whether to suppress DAXing. Detecting an incoming train direction at a predictor by utilizing a second receiver attached to the track rails at a location offset from the first receiver.

Abstract: A speed profile for an entire train trip includes a maximum allowable speed at each point of the entire trip, taking into account the ability of the train to comply with speed reductions encountered during the trip. The speed profile includes a braking curve that gradually reduces from a higher speed to a lower speed starting at a point at which the train must begin braking in order to be traveling at the lower speed when the train reaches the point at which the lower speed limit begins. The speed profile is generated on multiple wayside computers, cross checked, and then vitally transmitted to an onboard locomotive control system. The onboard control system includes redundant speed sensors with redundant vital circuits, and also includes redundant speed comparators to ensure that the train doesn't exceed the speed profile. A GPS receiver may be used for greater reliability.

Abstract: First and second crossing predictors communicate with each other, and each predictor transmits signals to instruct downstream adjacent predictors to activate their warning devices at a constant warning time (referred to as DAXing) by using train detection information from the other predictor. The communications between the predictors may be rail based, wireless or wired using conductors other than rails. Multiple predictors may be present between the first and second crossing predictors, and each such predictor may be DAXed by one of the outer predictors based on the train's direction. The predictor also transmits a signal to inform the other predictor of the presence of the train so that the other predictor may determine whether to suppress DAXing. Detecting an incoming train direction at a predictor may also occur by utilizing a second receiver attached to the track rails at a location offset from the first receiver.

Abstract: An identification tag reader reads identification tags on vehicles of a train consist. Identification tag identifiers are used to retrieve weights and lengths of the vehicles, and the weight and length information is used by an onboard train control system either to verify weight and length information already stored in the system or input the information initially, in either case for use in controlling the train such as in the calculation of braking curves. In another embodiment, an identification tag reader is paired with a sensor capable of detecting a condition on a train vehicle requiring maintenance, and the condition and an identification tag identifier are transmitted to maintenance personnel. The identification tag is preferably an AEI tag.

Abstract: A gate arm saver is provided. The gate arm saver includes a cam and cam follower arrangement. A biasing element biases the cam follower into engagement with a detent formed in the cam upon rotation of the cam from a rest position due a loading placed upon a gate arm extending from the gate arm saver.

Abstract: An anti-tamper device in the form of a collar fitted about a housing is provided. The ends of the collar are formed into lock tabs, one of which is formed into a U-shaped portion, or V-shaped portion, to permit capture of the end of the other lock tab. Movement of the captured tab is prevented to resist tampering with the housing. Embodiment of the invention find application, in particular, to a housing for a bell at a railroad level crossing, and prevents loss of the bell due to vandalism.

Abstract: A terminal board is part of a terminal board assembly for terminating and testing of railroad wires. The board includes a first terminal block with a front post and a back post installed on a plane, along with a plurality of terminal blocks with front posts. A control test link, with an insulating material lining one of three holes, is installed on the front posts of terminal blocks. A test nut, connectable to the front post of the first terminal block, has a face with a depression formed therein to contact the test link when installed on the front post of the first terminal block over the insulating material. First wiring is attached on the plane's front, and second wiring is terminated on the plane's back. A surge protection component and the control test link are pre-installed on the front of the plane, providing for easy removal.

Abstract: A train equipped with an onboard system for determining its position and a track database for determining the positions of upcoming grade crossings sends activate after expiration messages to control wayside warning systems at the crossings to achieve a constant warning time while maintaining a safety margin that ensures the train can be stopped if the wayside systems do not respond correctly to the activate after expiration messages. The system may be used in place of existing track-based crossing warning system control circuits. Communications between the train may be radio-based, and may be direct between the train and wayside devices or may be routed through a central station, which may act as a relay or maintain a database. The train may control multiple crossings at one time, thereby eliminating the need for downstream adjacent crossing control.

Abstract: A device for permitting the (preferably manual) raising of a railroad crossing pedestrian arm independently of a roadway crossing arm, comprising a hinge including a first end operable to be connected to a pedestrian gate support arm and a second end operable to be connected to a pedestrian arm; wherein the hinge permits the second end to be raised by an external force relative to a position of the first end. Some embodiments further include a brake to slow movement of a manually raised pedestrian gate to a horizontal position.

Abstract: A fuel efficiency improvement device for use on each of a plurality of locomotives in a consist includes a processor configured to transmit an initialization message including an identifier and power and fuel consumption rate information for the locomotive on which it is installed to all other locomotives in the consist. One of the devices is chosen to act as a lead device. The lead device is responsible for determining alternative throttle notch settings for each of the locomotives based on the power and fuel consumption rate information in the initialization message. The lead device may be chosen on the basis of identifiers in the initialization messages such as serial numbers. The alternative throttle settings may be determined using greedy value and maximum power calculations.

Abstract: A train communication system is provided for enabling communications between wayside hubs and trains operating on a track. Each wayside hub includes a block processor and at least one hub radio, with the block processor and hub radio connected via a first network. The wayside hubs are interconnected through a second network. Each train includes a train radio connected to a train control system. The block processor transmits information to the train control systems via the hub radio. If a hub includes more than one hub radio, one is selected to act as a master hub to coordinate reception and transmission of messages between the block processor and the train radios within radio range of the hub radios. Synchronization information is exchanged between an upcoming hub and a current hub for a train upon determination that the train is approaching a boundary between the hubs.

Abstract: A power supply current monitor comprising a processor operable to monitor a pulsed voltage signal generated by a power supply and generate an alert when a pulse width for the pulsed voltage signal is outside an expected pulse width range; wherein the pulse width is dependent on an amount of current being supplied to a load by the power supply.

Abstract: A system for sensing current, comprising: a processor; a current sensor coupled to the processor and including a sensor threshold value; and a current generator coupled to the current sensor; wherein the current generator is operable to generate a test current signal defined by a time-varying linear function, the current sensor is operable to be coupled to an external current source, the current sensor is operable to output a sensor output signal based on a detected current to the processor, and the processor is operable to determine a magnitude of the sensor threshold value based on the sensor output signal.

Abstract: First and second crossing predictors communicate with each other, and each predictor transmits signals to instruct downstream adjacent predictors to activate their warning devices at a constant warning time (referred to as DAXing) by using train detection information from the other predictor. The communications between the predictors may be rail based, wireless or wired using conductors other than rails. Multiple predictors may be present between the first and second crossing predictors, and each such predictor may be DAXed by one of the outer predictors based on the train's direction. The predictor also transmits a signal to inform the other predictor of the presence of the train so that the other predictor may determine whether to suppress DAXing. Also disclosed is a method for detecting an incoming train direction at a predictor by utilizing a second receiver attached to the track rails at a location offset from the first receiver.

Abstract: An overlay track circuit is used to transmit information through a block of railroad tracks. In one embodiment, one of a plurality of codes assigned to a receiver/transmitter pair are used to represent each information segment (which may be one or more bits) of an information signal. In another embodiment, bits of the information signal are transmitted between periodic repetitions of a code associated with the transmitter/receiver pair. The modulation may be performed using a frequency shift key technique. Track circuits may be connected to relay information between adjacent blocks of track.

Abstract: A head of train device is configured to examine messages received from end of train units other than the end of train unit attached to the same train and to alert an operator to the presence of an end of train unit from another train that indicates that the end of train unit from the other train has stopped. The indication can take the form of a zero brake pipe pressure.

Abstract: An end of train unit includes a positioning system such as a GPS receiver and is configured to transmit a message including the EOT unit's location when the EOT unit detects a loss of air pipe pressure and/or it is tipped over and/or a low battery condition is detected. In highly preferred embodiments, the EOT unit periodically re-transmits the message until an acknowledgment message is received. In some embodiments, information from the positioning system is used to create a signal as a substitute for a motion sensor. In other embodiments, information from the positioning system is used to determine the speed of the end of the train. End of train unit tracking is also performed.

Abstract: An end of train unit includes a positioning system such as a GPS receiver and is configured to transmit a message including the EOT unit's location when the EOT unit detects a loss of air pipe pressure and/or it is tipped over and/or a low battery condition is detected. In highly preferred embodiments, the EOT unit periodically re-transmits the message until an acknowledgment message is received. In some embodiments, information from the positioning system is used to create a signal as a substitute for a motion sensor. In other embodiments, information from the positioning system is used to determine the speed of the end of the train. End of train unit tracking is also performed.

Abstract: A method and system for providing true failsafe control of an electronic braking system by a train control system which controls a switch that supplies power to the electronic braking system. When the train control system determines that it is necessary to activate the train's brakes, it controls the switch so as to remove power to the electronic braking system, which results in activation of the train's brakes. In highly preferred embodiments, the switch is of a type that is normally open and that requires the presence of an electrical signal to close the switch to supply power to the electronic braking system. In such embodiments, any loss in power to the train control system will result in a loss of signal to the switch, thereby causing activation of the train's brakes.