Abstract: A method and an apparatus for a train control system are disclosed, and are based on virtualization of train control logic and the use of cloud computing resources. A train control system is configured into two main parts. The first part includes physical elements of the train control system, and the second part includes a virtual train control system that provides the computing resources for the required train control application platforms. The disclosed architecture can be used with various train control technologies, including communications based train control, cab-signaling and fixed block, wayside signal technology. Further, the disclosure describes methodologies to convert cab-signaling and manual operations into distance to go operation.

Abstract: A method of railroad track control includes partitioning a physical track block into a plurality of virtual track blocks, the physical track block defined by first and second insulated joints disposed at corresponding first and second ends of a length of railroad track. The presence of an electrical circuit discontinuity in one of the plurality of virtual track blocks; is detected and in response a corresponding virtual track block position code indicating the presence of the discontinuity in the one of the plurality of virtual track blocks is generated.

Abstract: A system and method for virtual block stick circuits is presented. The present disclosure implements specialized algorithms adapted to determine the true status of a virtual block based on multiple inputs from different perspectives. In one embodiment, the system can use the far house perspective of that virtual track segment and the PTC hazard for the near virtual track segment directly adjacent to the near house uses the near house perspective of that virtual track segment. For the middle virtual track segments, the near house perspectives of the middle virtual track segments are held ‘TRUE’ if they are already ‘TRUE’ when the train first enters the block, using stick circuits for the near house perspective of the middle track circuits. The vital application can then indicate the true state of the virtual track segment as occupied (FALSE), to protect the train from trains that follow.

Abstract: Disclosed is a secured transportation control network. A distributed set of transportation network management units are spread across different functional points of the transportation network. At least one network management unit agent functionally coupled to a respective network management unit is adapted to monitor communications of the respective management unit. A behavior monitoring server is adapted to generate a behavior profile for a network management unit based on information provided by an agent functionally coupled to the network management unit. A communication policy generator generates for at least one network management unit a communication policy based on behavior profiles of network management units with which the at least one network management unit communicates; wherein the communication policy is sent to an agent application functionally coupled to the at least one network management unit.

Abstract: According to various aspects, exemplary embodiments are disclosed of systems and methods for safety locking of operator control units for remote control locomotives. In an exemplary embodiment, a system includes a machine control unit located on a locomotive to control operation of the locomotive, a primary operator control unit including a primary network interface configured to transmit received input commands to the machine control unit to control motion of the locomotive, and a secondary operation control unit including a secondary network interface and a secondary input interface. The secondary operator control unit is configured to operate in a secondary role that does not include motion control of the locomotive, and the secondary operator control unit is configured to transmit a lock command to the machine control unit to inhibit movement of the locomotive in response to receiving a lock command input at the secondary input interface.

Abstract: Disclosed is a secured transportation control network. A distributed set of transportation network management units are spread across different functional points of the transportation network. At least one network management unit agent functionally coupled to a respective network management unit is adapted to monitor communications of the respective management unit. A behavior monitoring server is adapted to generate a behavior profile for a network management unit based on information provided by an agent functionally coupled to the network management unit. A communication policy generator generates for at least one network management unit a communication policy based on behavior profiles of network management units with which the at least one network management unit communicates; wherein the communication policy is sent to an agent application functionally coupled to the at least one network management unit.

Abstract: A method of railroad track control includes partitioning a physical track block into a plurality of virtual track blocks, the physical track block defined by first and second insulated joints disposed at corresponding first and second ends of a length of railroad track. The presence of an electrical circuit discontinuity in one of the plurality of virtual track blocks; is detected and in response a corresponding virtual track block position code indicating the presence of the discontinuity in the one of the plurality of virtual track blocks is generated.

Abstract: A system, in particular for controlling signal towers in rail traffic, includes at least a plurality of redundant replicants for generating redundant control signals. A voter structure having a plurality of majority voters is also provided. Each majority voter has a respective output and inputs that are connected to the outputs of the plurality of redundant replicants. The voter structure and the plurality of redundant replicants are separated from one another in terms of hardware, the outputs of the plurality of majority voters are connected to the inputs of a discriminator voter and the output of the discriminator voter provides a control signal, in particular for controlling signal towers. The discriminator voter only emits a control signal when the inputs thereof are not at variance.

Abstract: A system includes an automatic control module, an automatic location module, and a manual location module. The automatic location module is configured to obtain, without operator intervention, first location information corresponding to a location of the vehicle. The manual location module is configured to obtain second location information via an operator input. The manually entered location information may include information corresponding to a first route on which the vehicle is disposed, where the first route is one of a plurality of routes located proximately to each other in a territory. The automatic control module is configured to control the vehicle to conform to a set of location-based regulations during a mission using location information including the first location information and the second location information.

Abstract: A railroad highway crossing signal electronic assembly for use on bi-directional tracks, where a control unit sends AC voltage to an approaching rail segment wherein a rectifier receives AV voltage and discharges DC voltage which is sent back to a relay which controls lights on a gate arm. There is also a separate high current DC output to tracks. When shorted, the high current DC output creates sparks to improve detection of a train.

Abstract: A train control system with pulse code-modulated cab signaling, especially for defining traveling speeds, includes a code generator acting upon a signal generator in dependence on a direction of travel. An output signal of the signal generator is supplied to a current track circuit covering a track section. In order to economize on components, the signal generator includes a transmitting device for modulating the input signals of both code generators. The transmitting device is connected to circuit connection adaptation devices on one of two entry ends of the track section through travel direction-specific outputs.

Abstract: A motorman's cab display system includes a motorman's cab display apparatus that can automatically adjust display luminance of a display device without using an illuminance sensor. The motorman's cab display apparatus determines, based on location information of a train transmitted from a train information control system, whether the train is traveling in a tunnel, sets, when determining that the train is traveling in the tunnel, as the luminance of a display screen, luminance for inside of tunnel set in advance, and sets, when determining that the train is traveling outside the tunnel, as luminance of the display screen, luminance information for outside of tunnel set in advance. A display control method for motorman's cab display apparatuses includes: calculating a traveling location of the train; and adjusting the luminance of the display screen according to the luminance information output from a luminance determining unit.

Abstract: A locomotive blue light reverser key has a handle portion and a shaft portion that is connected to the handle portion. The handle portion includes a Light Emitting Diode (LED), a switch, a battery that powers the LED, and a blue tinted lens. The shaft portion is insertable into a reverser of a locomotive. During a blue signal procedure when the train is not permitted to move, a train operator uses the blue light reverser key to indicate the blue signal procedure is in effect. The train operator activates the LED on the handle portion and inserts the blue light reverser key into the reverser. The shaft portion does not engage any locking mechanism within the reverser, and the reverser key prevents the locomotive from moving forward or backward. The blue light emitted from the blue light reverser key also notifies other train operators of the blue signal procedure.

Abstract: A train control system with pulse code-modulated cab signaling, especially for defining traveling speeds, includes a code generator acting upon a signal generator in dependence on a direction of travel. An output signal of the signal generator is supplied to a current track circuit covering a track section. In order to economize on components, the signal generator includes a transmitting device for modulating the input signals of both code generators. The transmitting device is connected to circuit connection adaptation devices on one of two entry ends of the track section through travel direction-specific outputs.

Abstract: A message that contains train on-track information and reservation information of a train detection section and direction information and reservation information of a switch is circulated among a train detector, switch machine, signal device controller and a route indicating device. Via a signaling message, the train detector transmits the train detection result to the signal device controller and the route indicating device, the switch machine can transmit switch condition to the signal device controller, the route indicating device transmits route reservation to the switch machine and the signal device controller. Based on the transmitted train detection result, switch condition and route reservation condition, the signal device controller transmits travel permission or travel non-permission for the assigned route to a train.

Abstract: A method and a protection system for signaling protection of rail vehicles connected to at least one central monitoring facility through a data radio system. In order to eliminate cost-intensive and highly complicated protection technology, the vehicles convey instantaneous position data through the data radio system to the monitoring facility. A safety area is defined around each of the vehicles. The safety area depends on a vehicle speed and a measured value scatter of the positional data collection method being used. A warning area surrounds the safety area and the monitoring facility determines movement-defining data through the vehicle-specific position data, safety areas and warning areas. In order to avoid collision-related overlaps of safety zones and to counteract collision-related overlaps of warning areas, the movement-defining data are transmitted to the affected vehicles by way of the data radio system in the event of collision-relevant overlaps.

Abstract: An electronic code following relay for use in a railroad signaling system includes a timing circuit for receiving an input square wave signal coded at a pre-determined code rate, and regenerating the input square wave signal at the pre-determined code rate after a predetermined time delay; and a driving circuit coupled to the timing circuit for receiving the delayed square wave signal therefrom and conducting, at the predetermined code rate, at least a power source to at least one of various components in the railroad signaling system including a rail of a track. The electronic code following relay is preferably microprocessor-based and uses an opto-coupler and various solid-state relays for conducting various DC and AC power sources to the components of the railroad signaling system.

Abstract: A system which operates a digitally controlled model railroad transmitting a first command from a first client program to a resident external controlling interface through a first communications transport. A second command is transmitted from a second client program to the resident external controlling interface through a second communications transport. The first command and the second command are received by the resident external controlling interface which queues the first and second commands. The resident external controlling interface sends third and fourth commands representative of the first and second commands, respectively, to a digital command station for execution on the digitally controlled model railroad.

Abstract: A system which operates a digitally controlled model railroad transmitting a first command from a first client program to a resident external controlling interface through a first communications transport. A second command is transmitted from a second client program to the resident external controlling interface through a second communications transport. The first command and the second command are received by the resident external controlling interface which queues the first and second commands. The resident external controlling interface sends third and fourth commands representative of the first and second commands, respectively, to a digital command station for execution on the digitally controlled model railroad.

Abstract: A vehicle control system and method in which a plurality of beacon tags are disposed along a length of a track for a predetermine number of blocks. The beacon tags each provide information pertaining its location. Each vehicle that passes along the track has a tag reader that solicits information from the beacon tags and a transmitter that transmits the solicited information, as well as vehicle identification information for the transmitting vehicle, to a wayside control unit. The wayside control unit receives the transmitted position information and vehicle identification information and in turn transmits a single broadcast of information pertaining to each of the blocks of the predetermined number of blocks. This signal is received by all of the vehicles, which use only the information about immediately approaching blocks.

Abstract: A method and apparatus for modifying configuration information used to control an on-board monitor located aboard a locomotive. Under the control of a remote monitoring and diagnostic center, the on-board monitor periodically collects information from the locomotive and transmits it to the remote monitoring and diagnostic center. When it is desired to change some aspect associated with the data collection process (including the period during which the data is collected, the types of data collected, etc.), it is necessary to change the configuration file that controls the on-board monitor. The configuration file is changed at the remote monitoring and diagnostic center and then transmitted to the on-board monitor.

Abstract: An electronic code transmitter is disclosed for driving a number of code following relays of a railroad signaling system. The electronic code transmitter comprises a timing circuit and a driving circuit. The timing circuit generates, at a predetermined code rate, square wave pulses with an approximate 50/50 duty cycle. The driving circuit receives the square wave pulses and conducts, at the predetermined code rate, a power source to the code following relays. Where the timing circuit is a timer IC operating in an astable oscillator mode, the timer IC receives an isolated DC power from a DC-DC converter. A resistor is coupled in parallel with the code following relays if the code following relays present a sufficiently high impedance load to the electronic code transmitter. Thereby, the electronic code transmitter is capable to drive code following relays of any load impedance.

Abstract: New methods and techniques are presented for utilizing digital information transmitted by a moving device (such as a model locomotive on a model railroad) to allow the moving device to itself influence the way it is controlled and allowing a moving device (such as model locomotive on a model railroad) to itself send specific instructions or cause others to send specific instructions to other devices on the model railroad for the purpose of controlling or influencing their behavior. These methods and techniques can be employed in the control, automation and operation of scale model railroad layouts to permit significant increases in the level of automation that can be utilized on a model railroad and with this increase the illusion of operating a real locomotive.

Abstract: A system which operates a digitally controlled model railroad transmitting a first command from a first client program to a resident external controlling interface through a first communications transport. A second command is transmitted from a second client program to the resident external controlling interface through a second communications transport. The first command and the second command are received by the resident external controlling interface which queues the first and second commands. The resident external controlling interface sends third and fourth commands representative of the first and second commands, respectively, to a digital command station for execution on the digitally controlled model railroad.

Abstract: A system which operates a digitally controlled model railroad transmitting a first command from a first client program to a resident external controlling interface through a first communications transport. A second command is transmitted from a second client program to the resident external controlling interface through a second communications transport. The first command and the second command are received by the resident external controlling interface which queues the first and second commands. The resident external controlling interface sends third and fourth commands representative of the first and second commands, respectively, to a digital command station for execution on the digitally controlled model railroad.

Abstract: A system which operates a digitally controlled model railroad transmitting a first command from a first client program to a resident external controlling interface through a first communications transport. A second command is transmitted from a second client program to the resident external controlling interface through a second communications transport. The first command and the second command are received by the resident external controlling interface which queues the first and second commands. The resident external controlling interface sends third and fourth commands representative of the first and second commands, respectively, to a digital command station for execution on the digitally controlled model railroad.

Abstract: A system for controlling train movement uses a distributed architecture. Wayside controllers receive signals from individual trains, including position information derived from a navigation system. The wayside controllers interface with a central train control network, and coordinate local train movement including the issuance of incremental authorities.

Abstract: A vehicle control system issues control signals to vehicles to control their movements along a route between a first location and a second location, the vehicles comprising a set of vehicles of a first type, to which the system can issue control signals at more than one location within the route, and a set of vehicles of a second type to which the system cannot issue control signals at more than one location within the route. Sending devices sense vehicles entering and leaving the route and the type of these vehicles, storage devices stores a record of the number of vehicles within the route and a record of the type of vehicle that most recently entered the route, signalling devices signal to vehicles whether they may enter the route by moving beyond the first location and control devices receives information from the storage devices and transmits signals to the signalling devices.

Abstract: A method is provided for transferring control of a railway vehicle from a controlling wayside controller that controls a first zone within which the railway vehicle was previously positioned, to an adjacent wayside controller that controls a second zone within which the railway vehicle has traveled, wherein the second zone is adjacent to the first zone and separated from the first zone by a predetermined boundary in a communication based signaling system. The method utilizes information requests and control transfer requests that are transmitted and received by each of the controlling wayside controller and the adjacent wayside controller and the railway vehicle in accordance with method steps which are performed asynchronously, independently, and in parallel for each of the controlling wayside controller, the adjacent wayside controller, and the railway vehicle.

Abstract: A system and method of communicating via digital radio between a train and a device positioned at the wayside of a railway system, wherein the device detects defects at the wayside and information related to the defects is transmitted from the wayside to the train for display in the locomotive cab. A communications unit having a microprocessor control circuit and a transceiver is electrically coupled, preferably by serial connection, to the defect detector along the wayside. The transceiver of the communications unit is in radio communication with an existing transceiver in the head-of-train (HOT) unit located in the locomotive cab at the head-end of the train. The head-of-train unit has a microprocessor control circuit that drives a display which is preferably alphanumeric, for the purpose of displaying messages related to the defects detected by the defect detector at the wayside, and subsequently transmitted between the transceiver of the communications unit and the transceiver of the HOT unit.

Abstract: A train control system employs a series of wayside control units spaced along the track, each of which has responsibility for the control of trains in a corresponding local area and monitors track availability and signal status in its local area. Each wayside unit has a data base in memory that comprises fixed data defining an operational profile of the associated local area, and is provided with a data radio for transmitting profile messages containing the fixed data for that area and authority messages containing the dynamic data bearing track availability and signal status information. A data radio in a receive mode on a train receives the data transmissions from the wayside unit or units responsible for its control, and an on-board computer determines the proper train control instructions from the received data.

Abstract: A method and device for effecting a fast but smooth deceleration or stopping of trains controlled under the automatic train control (ATC) system. Under ATC, a permitted maximum velocity is provided as an "ATC condition" to activate the brake system of the train if that velocity is exceeded. When it is necessary to alter the velocity of a train, a control center specifies a feeder section to have the ATC condition to be altered. Next, a substation corresponding to the specified feeder section is provided with notice about the alteration of the ATC condition. The notice includes the impending reduction of velocity. In response, the substation decelerates the train without using the ATC brake system provided on the train. When the train has been sufficiently slowed down such that the alteration of the ATC condition will not result in activation of the ATC brake system, the alteration of the ATC condition is then effected.

Abstract: A virtual block system is provided in which a section of track is represented by a zone having a plurality of virtual track circuits. Communication between wayside and the vehicle is established within the zone, and may be used to provide the initial position of the vehicle to the carborne equipment. The carborne equipment can then calculate and up-date its position within the zone by using its initial position and sensor information relative to its movement within the zone. The actual position within the zone can be transmitted from the vehicle to the wayside equipment. The wayside equipment converts the actual position within the zone to a virtual track circuit occupancy. The wayside equipment may also use the train length to calculate one or more virtual blocks as being occupied. The wayside unit outputs the occupancy status, occupied or unoccupied, to the wayside interlocking equipment. The wayside equipment generates profile data which can be transmitted to the vehicle.

Abstract: A transmitter for transmitting cab signal and track signal currents to a pair of rails includes the circuitry for mitigating runby currents which are not fully shunted by the rail vehicle. High runby currents at the leaving end of a block are reduced by sensing the presence of a railway vehicle in the leaving end of the block. In response to sensing the rail vehicle the cab signal voltage is reduced to a lower level. The lower level and the position at which the railway vehicle is sensed are adjusted so as to permit a lead vehicle to receive at least a minimum cab signal value throughout its journey while assuring that following trains receive less than the minimum cab value required to activate the vehicle based receiver. The train is sensed by the voltage drop across the rails as the train approaches. A relay is used to respond to the presence of the train by applying a lower cab signal to the rails.

Abstract: A vehicle carried profile generator generates a speed profile to control a vehicle governor at the transition from a higher to lower speed limit. The speed profile is calculated and checked to ensure it starts at a valid speed limit, continually decreases and is above a wayside speed limit. The governor is modified or controlled to inhibit brake application or a requirement for a brake application so long as actual speed is below profile speed.