Abstract: A train control system includes positioning systems at the end of the train and at the front of the train, allowing the conductor or engineer to unambiguously determine that no cars of the train have become detached. The positioning system at the end of the train is also used to verify that the entire train has cleared a block. This information can be relayed to a dispatcher, thereby eliminating the need for trackside sensing equipment. A control unit prevents the train from moving without an authorization that includes the train's current position.

Abstract: A method and system for compensating for wheel wear uses position and/or speed information from an independent positioning system to measure some distance over which the train has traveled. Wheel rotation information and/or distance and speed from a wheel sensor over the distance is also collected. The wheel rotation information and distance and/or speed information are then used to determine the size of the train wheels and/or a correction factor that can be used to correct the information from the wheel sensor for wheel wear. The method is performed periodically to correct for changes in wheel size over time due to wear so that the wheel rotation information can be used to determine train position and speed in the event of a positioning system failure.

Abstract: A positive signal comparator system includes a transceiver located on a train for transmitting an interrogation signal to a wayside signal device and receiving a response signal from the wayside signal device, an input device through which an operator enters a signal in response to the signal received from the wayside signal device, and a controller including a signal comparator for determining if the signal input by the operator matches the signal received from the wayside signal device and taking corrective action if the operator fails to enter the proper signal. In some embodiments, the corrective action comprises activating a warning device and/or activating the train's brakes. In some embodiments, the invention further comprises a display for displaying the signal received from the wayside signal generator to the operator.

Abstract: A controller determines that an end of train (EOT) has passed a point through the use of positioning systems at the head of the train (HOT) and the EOT. In a first method, the controller obtains the HOT position at a point of interest from the HOT positioning system. The controller then determines when the train has traveled a distance equal to the length of the train and then interrogates the EOT positioning system. If the difference between this position and the position reported by the HOT positioning system at the point of interest exceeds a threshold, then the EOT has passed the point. In a second method, when the HOT positioning system reaches a point of interest, the position reported by the EOT positioning system is integrated until the total distance traveled by the EOT equals the length of the train.

Abstract: A train control system requires a train operator to enter signal aspect information at each wayside signal position on a railroad and stops the train if the operator fails to enter aspect information without communicating with the wayside signal device to verify that the information entered by the operator is correct, In some embodiments, the signal aspect information is entered by pressing a button corresponding to the signal aspect information, and the location and/or arrangement of the buttons changes. Alternatively, the operator must repeat a varying sequence (such as a series of button pushes) in conjunction with and/or in addition to entering signal aspect information.

Abstract: An automated fault reporting system for a train includes a controller that gathers information concerning malfunctioning wayside status devices and automatically reports the information to an appropriate party. In one embodiment, the control module uses a positioning system and a database including device locations in order to determine when the train is near a device. If no status information is received from the device as the train approaches, or the status information indicates a problem, the train is allowed to continue at a reduced speed to allow the operator to visually confirm that it is safe to proceed. If an area monitored by the device has been passed, or if the operator indicates that there is no problem, or the device fails to respond, the controller records and reports the malfunction.

Abstract: A train control system includes positioning systems at the end of the train and at the front of the train, allowing the conductor or engineer to unambiguously determine that no cars of the train have become detached. The positioning system at the end of the train is also used to verify that the entire train has cleared a block. This information can be relayed to a dispatcher, thereby eliminating the need for trackside sensing equipment. A control unit prevents the train from moving without an authorization that includes the train's current position.

Abstract: A train control system and method uses signal information from a next block to change a restrictive signal in a block currently occupied by the train to a less restrictive signal if it can be ascertained that the condition causing the more restrictive signal has changed. This may be accomplished by receiving signal information from the next block while still in the current block and, if the signal information from the next block is no more restrictive than the signal information in the current block, and the signal in the current block is of a type that can safely be modified, allowing the train to operate as if the signal information for the current block were less restrictive than the actual, previously received signal information for the current block.

Abstract: A train control system includes a control module that determines a position of a train using a positioning system and consults a database to determine when the train is approaching a portion of track monitored by a track circuit. When the train is near a track circuit, but while the train is still far enough away from the track circuit such that the train can be stopped before reaching the portion of track monitored by the track circuit, the train transmits an interrogation message to a transceiver associated with the track circuit. When the track circuit receives the interrogation message, a test is initiated. The test results are transmitted back to the train. The train takes corrective action if the track circuit fails to respond or indicates a problem.

Abstract: A method and system for automatically activating a train warning device that uses a positioning system such as a global positioning system (GPS) receiver or an inertial navigation system (INS) to determine the train's position. The system further includes a database containing locations of grade crossings and other locations at which a train is required to give a warning signal and what regulations govern activation of the warning device at such locations.

Abstract: A controller determines that an end of train (EOT) has passed a point through the use of positioning systems at the head of the train (HOT) and the EOT. In a first method, the controller obtains the HOT position at a point of interest from the HOT positioning system. The controller then determines when the train has traveled a distance equal to the length of the train and then interrogates the EOT positioning system. If the difference between this position and the position reported by the HOT positioning system at the point of interest exceeds a threshold, then the EOT has passed the point. In a second method, when the HOT positioning system reaches a point of interest, the position reported by the EOT positioning system is integrated until the total distance traveled by the EOT equals the length of the train.

Abstract: A train control system and method uses signal information from a next block to change a restrictive signal in a block currently occupied by the train to a less restrictive signal if it can be ascertained that the condition causing the more restrictive signal has changed. This may be accomplished by receiving signal information from the next block while still in the current block and, if the signal information from the next block is no more restrictive than the signal information in the current block, and the signal in the current block is of a type that can safely be modified, allowing the train to operate as if the signal information for the current block were less restrictive than the actual, previously received signal information for the current block.

Abstract: A method and system for compensating for wheel wear uses position and/or speed information from an independent positioning system to measure some distance over which the train has traveled. Wheel rotation information and/or distance and speed from a wheel sensor over the distance is also collected. The wheel rotation information and distance and/or speed information are then used to determine the size of the train wheels and/or a correction factor that can be used to correct the information from the wheel sensor for wheel wear. The method is performed periodically to correct for changes in wheel size over time due to wear so that the wheel rotation information can be used to determine train position and speed in the event of a positioning system failure.

Abstract: An automated fault reporting system for a train includes a controller that gathers information concerning malfunctioning wayside status devices and automatically reports the information to an appropriate party. In one embodiment, the control module uses a positioning system and a database including device locations in order to determine when the train is near a device. If no status information is received from the device as the train approaches, or the status information indicates a problem, the train is allowed to continue at a reduced speed to allow the operator to visually confirm that it is safe to proceed. If an area monitored by the device has been passed, or if the operator indicates that there is no problem, or the device fails to respond, the controller records and reports the malfunction.

Abstract: A positive signal comparator system comprises a transceiver located on a train for transmitting an interrogation signal to a wayside signal device and receiving a response signal from the wayside signal device, an input device through which an operator enters a signal in response to the signal received from the wayside signal device, and a controller including a signal comparator for determining if the signal input by the operator matches the signal received from the wayside signal device and taking corrective action if the operator fails to enter the proper signal. In some embodiments, the corrective action comprises activating a warning device and/or activating the train's brakes. In some embodiments, the invention further comprises a display for displaying the signal received from the wayside signal generator to the operator.

Abstract: A train control system includes a positioning system and consults a database to determine when the train is approaching a configurable device such as a switch or grade crossing gate. The system continuously interrogates the device to determine its status as the train approaches the device, and forces an engineer/conductor to acknowledge any detected malfunction. The train is forced to come to a complete stop before proceeding past the device or may be slowed down to a speed that will allow the engineer/conductor to visually determine whether it is safe to proceed past the device if the engineer/conductor acknowledges a message warning of the malfunction and will stop the train if the engineer/conductor fails to acknowledge the warning message.

Abstract: A train control system includes a control module that determines a position of a train using a positioning system and consults a database to determine when the train is approaching a portion of track monitored by a track circuit. When the train is near a track circuit, but while the train is still far enough away from the track circuit such that the train can be stopped before reaching the portion of track monitored by the track circuit, the train transmits an interrogation message to a transceiver associated with the track circuit. When the track circuit receives the interrogation message, a test is initiated. The test results are transmitted back to the train. The train takes corrective action if the track circuit fails to respond or indicates a problem.

Abstract: A method and system for compensating for wheel wear uses position and/or speed information from an independent positioning system to measure some distance over which the train has traveled. Wheel rotation information is also collected over the distance. The wheel rotation information and distance and/or speed information are then used to determine the size of the train wheels. The method is performed periodically to correct for changes in wheel size over time due to wear so that the wheel rotation information can be used to determine train position and speed in the event of a positioning system failure.

Abstract: A method and system for automatically activating a train warning device that uses a positioning system such as a global positioning system (GPS) receiver or an inertial navigation system (INS) to determine the train's position. The system further includes a database containing locations of grade crossings and other locations at which a train is required to give a warning signal and what regulations govern activation of the warning device at such locations.

Abstract: A train control system includes positioning systems at the end of the train and at the front of the train, allowing the conductor or engineer to unambiguously determine that no cars of the train have become detached. The positioning system at the end of the train is also used to verify that the entire train has cleared a block. This information can be relayed to a dispatcher, thereby eliminating the need for trackside sensing equipment. A control unit prevents the train from moving without an authorization that includes the train's current position.