Abstract: A method for controlling a position actuation system component in a gas turbine engine based on a modified proportional and integral control loop is provided. The method includes determining an error value between a demand signal for the position actuation system component and a position signal for the position actuation system component. The method also includes determining an integral gain scaler as a function of a scheduling parameter value and determining an integral gain based on the determined error value and the determined integral gain scaler. Additionally the method includes determining a proportional gain scaler as a function of the scheduling parameter value and determining a proportional gain based on the determined error value and the determined proportional portion gain scaler. The method adds the determined integral gain with the determined proportional gain to determine a null current value for the position actuation system component.

Abstract: A method for controlling a position actuation system component in a gas turbine engine based on a modified proportional and integral control loop is provided. The method includes determining an error value between a demand signal for the position actuation system component and a position signal for the position actuation system component. The method also includes determining an integral gain scaler as a function of a scheduling parameter value and determining an integral gain based on the determined error value and the determined integral gain scaler. Additionally the method includes determining a proportional gain scaler as a function of the scheduling parameter value and determining a proportional gain based on the determined error value and the determined proportional portion gain scaler. The method adds the determined integral gain with the determined proportional gain to determine a null current value for the position actuation system component.

Abstract: Protection and working routes are determined responsive to shared resources. The administrative weight value of a route can correspond to the physical distance associated with that route. Once the administrative weight values are assigned, that route having the lowest administrative weight value is designated the working route. The protect route is next identified by reassigning administrative weight values to the remaining routes in the network. Those routes that share resources, such as a fiber bundle or conduit, with the working route are assigned high administrative weight values, while those routes independent of the working route are assigned administrative weight values corresponding to the physical distance of each route. That route having the lowest administrative weight value after working route selection is designated the protect route.

Abstract: Protection and working routes are determined responsive to shared resources. The administrative weight value of a route can correspond to the physical distance associated with that route. Once the administrative weight values are assigned, that route having the lowest administrative weight value is designated the working route. The protect route is next identified by reassigning administrative weight values to the remaining routes in the network. Those routes that share resources, such as a fiber bundle or conduit, with the working route are assigned high administrative weight values, while those routes independent of the working route are assigned administrative weight values corresponding to the physical distance of each route. That route having the lowest administrative weight value after working route selection is designated the protect route.

Abstract: A method for estimating engine thrust, wherein the method includes obtaining information about an initial dynamic state of the engine and updating the information about the initial dynamic state of the engine to reflect a second dynamic state of the engine. The method also includes generating engine thrust estimates, wherein the thrust estimates facilitate implementing direct thrust control.

Abstract: Consistent with a feature of the present invention, protection and working routes are determined by assigning administrative weight values to each route in a network. The administrative weight value of a route can correspond to the physical distance associated with that route. Once the administrative weight values are assigned, that route having the lowest administrative weight value is designated the working route. The protect route is next identified by reassigning administrative weight values to the remaining routes in the network. Those routes that share resources, such as a fiber bundle or conduit, with the working route are assigned high administrative weight values, while those routes independent of the working route are assigned administrative weight values corresponding to the physical distance of each route. That route having the lowest administrative weight value after working route selection is designated the protect route.

Abstract: 1+1 Mesh Protection provides 1+1 protection for connections across an automatically routed mesh network, where a connection is setup automatically by using an intelligent signaling and routing protocol. 1+1 Mesh Protection can set up, tear down, and reroute both the working path and protect path across the mesh network automatically based on a specified service profile. 1+1 Mesh Protection interoperates seamlessly with traditional 1+1 protection mechanisms such as APS 1+1 protection in SONET networks.

Abstract: Lines within an aggregated link extending between network elements in a communications system are monitored for faults. Once a fault is detected on a particular line carrying a control channel, an alternative line is selected and control channel is transmitted on the alternative line. Once a control channel is received at a remote end on a new line, the control channel is reassigned to that line. In an alternative embodiment, the control channel is split into separate channels carrying routing and signaling information, respectively. The separate routing and signaling channels are carried by separate lines, but can be reassigned to other lines in response to a fault. Further, the routing information can be carried by multiple lines in an alternating pattern such as a round robin fashion.

Abstract: An embodiment of the invention is a network element including a monitor module for monitoring received network traffic on a uni-directional, first working link and detecting a failure in the first working link. A controller in communication with the monitor module is notified of a failure in the first working link. A mesh protection service (MPS) module is in communication with the controller. The MPS module transmits an MPS message signal using uni-directional communications. The MPS message signal identifies the first working link.

Abstract: A method and apparatus for efficiently transporting DS-X traffic in packet form over an ATM or other packet network. Specifically, virtual connection or slot provisioning and/or cell concentration techniques are used to compact the amount of DS-X traffic broadcast between communications system devices such as the access mux and the communications switch and spare bandwidth. In provisioning, a configured DS-X loading of an end node supporting DS-X traffic is ascertained. In turn, a minimum number of virtual connections for bearing packetized DS-X traffic are established, either at communications system configuration or as needed. In concentration processing, a dynamic association between the virtual connections and the DS-X traffic is established, typically on a per frame basis. Only those digital channels entering the node within a given time frame which actually bear DS-X traffic will be assigned a slot within packet. Concentration may be augmented by provisioning to further reduce bandwidth requirements.

Abstract: A method and apparatus for efficiently transporting DS-X traffic in packet form over an ATM or other packet network. Specifically, virtual connection or slot provisioning and/or cell concentration techniques are used to compact the amount of DS-X traffic broadcast between communications system devices such as the access mux and the communications switch and spare bandwidth. In provisioning, a configured DS-X loading of an end node supporting DS-X traffic is ascertained. In turn, a minimum number of virtual connections for bearing packetized DS-X traffic are established, either at communications system configuration or as needed. In concentration processing, a dynamic association between the virtual connections and the DS-X traffic is established, typically on a per frame basis. Only those digital channels entering the node within a given time frame which actually bear DS-X traffic will be assigned a slot within packet. Concentration may be augmented by provisioning to further reduce bandwidth requirements.

Abstract: A method and apparatus for efficiently transporting DS-X traffic in packet form over an ATM or other packet network. Specifically, virtual connection or slot provisioning and/or cell concentration techniques are used to compact the amount of DS-X traffic broadcast between communications system devices such as the access mux and the communications switch and spare bandwidth. In provisioning, a configured DS-X loading of an end node supporting DS-X traffic is ascertained. In turn, a minimum number of virtual connections for bearing packetized DS-X traffic are established, either at communications system configuration or as needed. In concentration processing, a dynamic association between the virtual connections and the DS-X traffic is established, typically on a per frame basis. Only those digital channels entering the node within a given time frame which actually bear DS-X traffic will be assigned a slot within packet. Concentration may be augmented by provisioning to further reduce bandwidth requirements.

Abstract: A train control system includes a plurality of control subsystems for installation in respective locomotives. At least one of the control subsystems is configurable as a lead control subsystem, and at least one other control subsystem is configurable as a remote control subsystem. Each control subsystem preferably comprises a radio transceiver, a first processor connected to the radio transceiver for communicating with at least one other control subsystem, an electronic brake valve connected to the first processor, and an electro-pneumatic controller connected to the first processor and the electronic brake valve, for interfacing to the air brake system of the train. The first processor preferably comprises a locomotive computer interface for performing both distributed power and electronic air brake functions in cooperation with the locomotive control computer. The distributed power functions may comprise at least one of tractive effort and dynamic braking functions.

Abstract: A brake control unit having a brake cylinder valve (62), equalization reservoir valve (82), brake signal valve (89), and brake back-up valve (182).