Abstract: A system for vehicle management includes a control signal interface subsystem and a vehicle-mounted subsystem. Each of these subsystems includes an ultra-wideband (UWB) communications component. The subsystems communicate with each other through the UWB components. The vehicle mounted subsystem interfaces with a braking system of the vehicle. The vehicle mounted subsystem determines the distance between it and the control signal interface subsystem based on the time-of-flight of at least one communication between the subsystems. The vehicle-mounted subsystem can cause the braking system of the vehicle to activate if the distance between the vehicle-mounted subsystem and the control signal interface subsystem is less than a threshold.

Abstract: Train position is sensed using a position sensing unit having plurality of position sensors arrayed in the direction of train travel. The sensors respond to the presence and absence of a detection element on each train car, the detection element being longer than the spacing between adjacent position sensors. A confirmed count of a train car passing the position sensing unit requires detection of a series of related position sensor activations and deactivations. Alternately, the position sensing unit senses data tags on the train cars, reading unique identifiers therefrom. A list of identifiers corresponding to the car order is stored and compared to the identifiers read in order to determine train position.

Abstract: A system includes an onboard device and a ground device. The onboard device incorporates a geolocation device, a plurality of sensors and at least one shaping module for the raw measurement signals delivered by one or more of the sensors to generate at least one formatted signal. The ground device incorporates a computer able to analyze the at least one formatted signal, to generate at least one indicator relative to the track and/or the rolling stock, the indicator making it possible to detect a damage and monitor variations of the damage so as to optimize maintenance of the track and/or rolling stock. The computer is a damage module able to compute the indicator from the at least one formatted signal and a model of the type of the damage monitored.

Abstract: A motor control apparatus includes a secondary-magnetic-flux-command calculating unit including a minimum-current-secondary-magnetic-flux-command calculating unit that calculates a secondary magnetic flux command for minimizing a current root-mean-square value due to a torque current and an excitation current and a PWM-signal generating unit that generates a torque current command for outputting a desired torque command and an excitation current command for outputting the secondary magnetic flux command, performs vector control such that a q-axis current, which is a detection value of the torque current, and a d-axis current, which is a detection value of the excitation current, respectively coincide with the torque current command and the excitation current command, and generates control signals for turning on and off a switching element in an inverter.

Abstract: A system includes a first communication module and a first ordering determination module. The first communication module is configured to be disposed onboard a first vehicle of a vehicle consist and to communicate individual messages that are targeted for communication with respective individual second vehicles of the vehicle consist. The first ordering determination module is configured to be disposed onboard the first vehicle of the vehicle consist, and to determine an order of the first vehicle and one or more of the second vehicles in the consist using message characteristic information. The message characteristic information corresponds to a transmission characteristic of the individual messages.

Abstract: During an emergency, a user initiates an emergency trigger, which puts an electronic device into an emergency mode. The device then emits an emergency sound wave having one or more particular characteristics. In one embodiment, the emergency sound wave is inaudible. The device may then emit an audible alert. Nearby devices that detect the emergency sound wave may then, once they validate the emergency sound wave emit their own emergency sound waves, and emit their own audible alerts. This process allows the original alert to be propagated to many devices in the vicinity creating, in effect, a mesh of alerted devices.

Abstract: Apparatus for controlling a land vehicle which is self-driving or partially self-driving, comprising a coarse tuning assembly (1, 2, 3) and a fine tuning assembly (4), the coarse tuning assembly (1, 2, 3) comprising: (a) a sensor interface (1) which measures kinematic parameters including speed and braking, (b) fuzzy descriptions which model guidance, navigation and control of the vehicle, and which include: (i) driver behavior and driving dynamics, (ii) uncertainties due to weather, road conditions and traffic, and (iii) input faults including mechanical and electrical parts, and (c) an adaptive fuzzy logic controller (3), and the fine tuning assembly (4) comprising: (a) inputs from the coarse tuning assembly (1, 2, 3), (b) precognition horizons determining how many future samples of input sensor information are required for an optimum control sequence, (c) a linearized multi-input multi-output regression model extracted from the adaptive fuzzy logic controller (3), and (d) a non-linear dynamic linearized re

Abstract: A method of operating an aircraft during a flight is provided. An onboard monitoring subsystem of the aircraft detects that a flight crew member is fatigued, and an automated flight crew training exercise is activated in response to detecting that the flight crew member is fatigued. The flight crew member is then engaged with the automated flight crew training exercise, including instructions intended to alleviate flight crew fatigue.

Abstract: Systems and methods for modulating a telepowering signal in a downlink communication. Embodiments of the present invention provide a fingerprint module to generate a fingerprint signal that can be modulated with a telepowering signal for communication by a transmission module in a downlink communication. The fingerprint signal is reflected by a wayside equipment module and received by the transmission module to enable an additional communication other than the downlink communication and an uplink communication.

Abstract: A method to determine fuel consumption, energy consumption, or both fuel consumption and energy consumption, during one test train run, or a plurality of test train runs, that is associated with modifying an operating parameter is provided. The method includes determining a reference fuel/energy consumption, and a cumulative ITE for one, or a plurality of reference train runs (CITERR) over a portion of track, and correcting the reference fuel/energy consumption using the CITERR of the one, or a plurality of reference train runs, to produce a corrected reference fuel/energy consumption value. The operating parameter is modified, and a modified fuel/energy consumption and cumulative ITE for the one, or a plurality of test train runs (CITETR), over the portion of track is determined, and a corrected test fuel/energy consumption value is obtained by correcting the modified fuel/energy consumption using the CITETR of the one, or a plurality of test train runs.

Abstract: A method of servicing a hybrid system is disclosed wherein the hybrid system includes a detected fault. As a result of the detected fault the hybrid system has been disabled. The hybrid system includes a controller and a service detection interlock (SDI). The method steps include first powering up the controller and then assessing a special fault flag status. If a special fault flag is set, the next step is to check to see if the SDI is removed. If the SDI is removed then the special fault flag is cleared while the hybrid system remains disabled. The controller is then powered down with the key-off input and with the next key-on input, the hybrid system can be enabled.

Abstract: A fault code analyzer for a vehicle includes a fault code memory device configured to store a plurality of active and inactive fault codes for the vehicle and a priority processor coupled to the memory device. The priority processor is configured to: prioritize each fault code within the plurality of active and inactive fault codes; determine a first root cause fault code, the first root cause fault code corresponding to the highest prioritized fault code; determine a first set of interaction fault codes, the first set of interaction fault codes relating to the first root cause fault code; and provide the first root cause fault code and the first set of interaction fault codes to an interface device of a user.

Abstract: A wireless communication device of a vehicle system includes one or more antennas configured to be disposed onboard a first vehicle of the vehicle system, a first modem configured to be disposed onboard the first vehicle and to communicate a first wireless signal to one or more of a second vehicle of the vehicle system or an off-board device using the one or more antennas, and a second modem configured to be disposed onboard the first vehicle and to communicate a second wireless signal to the one or more of the second vehicle or the off-board device using the one or more antennas. The first modem is configured to communicate the first wireless signal via a first type of wireless communication link and the second modem is configured to communicate the second wireless signal via a different, second type of wireless communication link.

Abstract: Disclosed embodiments provide a system and methodologies that enable or improve a train operator's ability to detect when his train will or has switched tracks or routes automatically in response to the train switching tracks or route without input from the train operator. Disclosed embodiments enable automatic determination of a route that the train is currently on and the route the train is supposed to switch to and the ability to predict track/route switches before they occur. Thus, the disclosed embodiments are configured to more effectively provide proper driving instructions through the track/route change, instead of merely reacting to the track/route change.

Abstract: Disclosed embodiments provide a system and methodologies that provide an optimized train driving strategy using wayside signaling while conforming to the requirements of a wayside track safety system, e.g., the “Automatic Train Protection” (ATP) System.

Abstract: An incompatible software level of an information technology infrastructure component is determined by comparing collected inventory information to a minimum recommended software level. If a knowledge base search finds that the incompatible software level is associated with a prior infrastructure outage event, an outage count score is determined for the incompatible software level by applying an outage rule to a historic count of outages caused by a similar incompatible software level, and combined with an average outage severity score assigned to the incompatible software level based on a level of severity of an actual historic failure of the component within a context of the infrastructure to generate a normalized historical affinity risk score. The normalized historical affinity risk score is provided for prioritizing the correction of the incompatible software level in the context of other normalized historical risk level scores of other determined incompatible software levels.

Abstract: An object providing a route determination system that determines a railroad route used by a user, without using a system of a railroad company, includes a distance calculation processing unit, a route identification processing unit, a speed calculation processing unit, and a route determination processing unit. The distance calculation processing unit calculates a distance from each of a plurality of pieces of positional information acquired by a mobile communication terminal that is used by a user. The route identification processing unit identifies a closest route on the basis of the calculated distances. The speed calculation processing unit identifies the pieces of positional information of which the distance to the identified route is shorter than or equal to a predetermined threshold, and calculates a moving speed between positions in the identified route to which the identified pieces of positional information correspond.

Abstract: A system for controlling locomotive compressors in a multiple locomotive consist to optimize compressor life, cold weather operation, and maintenance schedules. Each compressor is associated with a controller than can communicate via an interface to a network with the corresponding controllers of the other compressors that are also interfaced to the network. A lead compressor controller may then issue commands to the other compressor controller to more efficiently restore pressure to the system, to implement improved usage schedules, or to manage maintenance intervals to maximize usage of each compressor during periodic maintenance intervals.

Abstract: A radio communication system includes: a storage apparatus which stores frequency information relating to a frequency band being usable for radio communication; a first radio communication apparatus which acquires the frequency information from the storage apparatus; and a second radio communication apparatus which performs radio communication with the first radio communication apparatus, wherein the first radio communication apparatus includes a transmission unit which transmits to the second radio communication apparatus the frequency information acquired from the storage apparatus and relating to a frequency band being usable for radio communication in a region to which the first radio communication apparatus moves, and the second radio communication apparatus includes a receiving unit which receives the frequency information from the first radio communication apparatus.

Abstract: A system and method which may include on each locomotive a propulsion system and a braking system, a transceiver for communication between the locomotives, and sensors for sensing operational conditions on the locomotive. A processor receives the sensed operation conditions, communicates information including the sensed operational conditions to the other locomotive, determines a propulsion or braking value or command based on the sensed operational conditions, pre-selected criteria and the information received from the other locomotive, and outputs the propulsion or braking value or command.

Abstract: Provided is a mobile device including: an audio output unit; an audio source unit which provides music information to the audio output unit; an adjustment unit which adjusts the audio volume of the audio output unit; an announcement information generation unit which provides announcement information to the audio output unit; and a control unit which forcibly selects a predetermined audio volume regardless of the adjustment made by the adjustment unit when announcing information by the announcement information generation unit from the audio output unit.

Abstract: An emergency override system for a machine is disclosed. The emergency override system may have an input device configured to generate a stop signal. The emergency override system may also have a receiver configured to receive the stop signal. The emergency override system may further have a controller in communication with the receiver and connectable to a signal pin, which is configured to indicate a travel direction of the machine. The controller may be configured to stop a travel of the machine by applying a threshold voltage to the signal pin, when the receiver has received the stop signal.

Abstract: A train control system includes an on-board device 3 mounted on a train 2; a vehicle radio set 4; wayside radio sets 5 that are disposed on a ground; and ground devices 6 disposed in every control sections defined on the track. In each control section, the ground device 6 is connected to the wayside radio sets 5 in the control section. When one ground device 6 fails to transmit information to and receive information from another ground device 6, the one ground device 6 determines that said another ground device 6 has been failed, and then, the one ground device 6 calculates a possible travel distance to a control section of the failed ground device 6 to prevent the train 2 from entering the control section of the failed ground device 6, and then, the one ground device 6 transmits the possible travel distance to the on-board device 3.

Abstract: A receive attenuation system for a trainline communication system utilizing an intra-consist electrical cable has an analog front end amplifier, a trainline communication processor, an adjustable attenuator, and a gain controller. The trainline communication processor is configured to generate a receive gain control signal configured to control receive gain of the analog front end amplifier. The adjustable attenuator is capable of being coupled to the intra-consist electrical cable and configured to variably attenuate signals received from the intra-consist electrical cable before transmitting the signals to the analog front end amplifier. The gain controller is coupled to the adjustable attenuator and configured to detect the receive gain control signal generated by the trainline communication processor, determine a supplemental attenuation control value based on the detected receive gain control signal, and control the adjustable attenuator according to the supplemental attenuation control signal.

Abstract: A computer-implemented method for managing conditional authorities in a vehicle network for a target train, including: generating at least one conditional authority for the target train, the at least one conditional authority comprising authority data related to at least one identifying train; establishing at least one direct or indirect communication link between the target train and the at least one identifying train; determining position data for the at least one identifying train; comparing at least a portion of the position data with at least a portion of the authority data; and based at least partially on the comparison, generating at least one indication that the target train is authorized to proceed. Systems for managing conditional authorities in a vehicle network for a target train are also disclosed.

Abstract: A method and a device for determining a train length of a plurality of coupled railroad traction vehicles, each having a vehicle device with an ID specific to the railroad traction vehicle, include determining the train length of arbitrarily long train sets in a secure and simple signaling manner by having vehicle devices determine if the railroad traction vehicle is coupled on one side or both sides by evaluating coupling contacts. The IDs of all of the coupled railroad traction vehicles or ID pairs indicating adjoining relationships of railroad traction vehicles directly coupled to one another are successively transmitted to a particular vehicle device by digital I/O connections between the vehicle devices. The device determines the train length as a function of received IDs or ID pairs.

Abstract: A monitoring device for a control valve on a railcar comprises a microcontroller that includes a memory component, along with a voltage sensor that is in electrical communication with one or more solenoids associated with the control valve. When a selected solenoid is actuated, the voltage sensor reads a voltage and communicates the voltage to the microcontroller, with the microcontroller storing the voltage and other pertinent data in the memory component.

Abstract: A speed profile creation device includes: a traveling simulator that creates, from a traveling instruction, a speed profile of allowing the train to travel through a traveling section together with a traveling time and energy consumption amount thereof by using a route condition, train performance, and a traveling condition; a traveling instruction draft creator that creates a plurality of traveling instruction drafts in which a reference speed profile is changed so that the energy consumption amount can decrease though the traveling time is lengthened a little; an optimum speed profile selector that selects an optimum speed profile in which an energy consumption amount reduction effect is maximum among the plurality of traveling instruction drafts; and a reference speed profile updating unit that updates the reference speed profile until the traveling time of the optimum speed profile becomes equivalent to the target traveling time.

Abstract: A DC feeder voltage control apparatus includes a model-information storing unit storing train model information on each train running in a control section, substation model information on each substation, and feeding network model information in the control section, a fixed-voltage-value storing unit storing a fixed voltage value of a substation voltage set for each substation, a train-operation-state-information acquiring unit acquiring positions and operation state information on the trains running in the control section, a first-substation-voltage fixing unit outputting the fixed voltage value to two first substations located at both ends of the control section, and a second-substation-voltage calculating unit calculating a setting voltage value of the substation voltage in at least one second substation located between the two first substations based on the information, and substation voltages and substation currents of the first substations to output to the second substation.

Abstract: A computer-implemented method of transforming movement authority limits for a train traveling in a track network, which includes determining authority of tracks associated with a switch, based at least partially on authority data and/or train authority data for the train, and providing authority on a switch leg of the switch based at least partially on the authority of the associated tracks. The computer-implemented method also includes determining authority of tracks associated with switches on at least two tracks, based at least partially on authority data and/or train authority data for the train, and providing authority on a crossover track between the at least two tracks based at least partially on the authority of the associated tracks.

Abstract: A machine for cleaning a ballast bed has, in front of a take-up device relative to a working direction, a first signal receiver—suitable for position determination in a global navigational satellite system—for scanning an actual track position. A second signal receiver connected to the machine for scanning a new track position created by laying down the raised track onto the re-applied ballast bed is arranged downstream. Both signal receivers are associated with a control device designed to act on the drives that displace a track-lifting device relative to the machine frame.

Abstract: A device for estimating the acceleration of a vibrational component acting on a vehicle body in a lateral direction when a railway vehicle having a vehicle body tilting device runs in a curve section includes a sensor for detecting the acceleration acting on the vehicle body in a lateral direction, a calculation unit for acquiring track information at a running point, a running speed, and ON/OFF information of vehicle body tilting operation, and calculating a theoretical excess centrifugal acceleration ?L acting on the vehicle body by equations, and a calculation unit for deriving the acceleration of the vibrational component acting on the vehicle body based on the acceleration detected by the sensor and the acceleration ?L determined by the calculation unit. Vibration generated in the vehicle body in a lateral direction is suppressed, so that the acceleration of the vibrational component can be estimated.

Abstract: An in-vehicle information providing apparatus includes a storage unit that stores therein a station-facility image management table in which station-facility image selection conditions including at least a station name, a traveling direction, and a door opening direction are associated with station facility images, and a station-facility image database in which a plurality of station facility images corresponding to the station-facility image selection conditions are registered for each station. The in-vehicle information providing apparatus further includes an image-display control unit that selects, from the station-facility image database, a station facility image in which train information acquired from a train information management apparatus matches with the station-facility image selection conditions, by referring to the station-facility image management table, and transmits the selected station facility image as station-facility image information to the respective display units.

Abstract: A method and system for determining real-time delay information in a transportation system. Historical operational information about the transportation system, including data related to a plurality of arrival events corresponding to one or more stops within the transportation system is received and a dependency graph is built based upon the historic information. The dependency graph defines relationships that exist in the transportation system between the plurality of arrival events, each of the relationships defining a specific dependent relationship between at least two of the arrival events. Delay dependency values are fitted into the dependency graph, each of the delay dependency values being associated with one of the plurality of relationships and defining a specific dependency value associated with that relationship. Predictive delay information is determined based upon the fitted dependency graph for one or more of the arrival events based upon current operating information.

Abstract: A method for controlling automatic shut off of an engine includes determining if a control system of a propulsion-generating vehicle is operating in a remote control mode or an onboard control mode. The operations of the vehicle are remotely controlled from an off-board source when the control system is in the remote control mode. The operations of the vehicle are controlled from onboard the vehicle when the control system is in the onboard control mode. The method also includes deactivating an automatic engine start-stop (AESS) device responsive to the control system being in or switched to the remote control mode. The AESS device automatically turns off an engine of the vehicle when operations of the engine are below one or more designated thresholds for at least a designated period of time. The AESS device is prevented from automatically turning the engine off when the AESS device is deactivated.

Abstract: A method for vehicle control comprises determining a braking capability of a braking system of a rail vehicle or other vehicle, and modifying application of at least one mission parameter by a control system of the vehicle based on the determined braking capability. Braking capability may be determined by activating the braking system of the vehicle to apply a braking force on the vehicle, and concurrently, applying a level of tractive effort of the vehicle is sufficient to overcome the braking force. The braking capability is determined based on the level of tractive effort.

Abstract: Handheld, unmanned vehicle controllers including interchangeable function bridge modules attached to the grip handles of the controllers are described herein. Interchangeable function bridge modules can include, but are not limited to, a display screen module, a pushbutton module, and a keyboard module. An operator may quickly and easily swap modules, using different modules to perform various tasks.

Abstract: A method for communications in a vehicle consist (e.g., for managing network services among a plurality of networked locomotives or other vehicles in the consist) includes monitoring a first available device of a first locomotive (or other first vehicle) in the consist to determine an operational status of the first available device, and maintaining information of the operational status of the first available device in a database.

Abstract: A control system for a vehicle in a guideway network including a centralized control system configured to generate a first set of instructions. The control system further includes at least one de-centralized control system configured to generate a second set of instructions. The control system further includes an on-board controller configured to receive the first set of instructions and the second set of instructions during a same time period. The on-board controller is configured to receive the first set of instructions using a first communication technique. The on-board controller is configured to receive the second set of instructions via a second communication technique diverse from the first communication technique. If a discrepancy exists, the on-board controller is configured to execute a least restrictive of the first or second set of instructions. The control system is capable of seamlessly transferring control between the two control systems.

Abstract: Apparatus for transmitting location based messages from vehicles (10) to a stationary infrastructure (14, 16), including at least one transponder (20) installed on a vehicle (10), at least one stationary base (18) in the form of a transceiver for exchanging signals with the transponder (20), a device (22) for measuring run times of the signals and for calculating the distance between the base (18) and the transponder (20), and an evaluation system (24) for evaluating the messages contained in the signals from the transponder (20) on the basis of the measured distance.

Abstract: A system includes a first communication module and a first ordering determination module. The first communication module is configured to be disposed onboard a first vehicle of a vehicle consist and to communicate individual messages that are targeted for communication with respective individual second vehicles of the vehicle consist. The first ordering determination module is configured to be disposed onboard the first vehicle of the vehicle consist, and to determine an order of the first vehicle and one or more of the second vehicles in the consist using message characteristic information. The message characteristic information corresponds to a transmission characteristic of the individual messages.

Abstract: A method of adjusting one or more of braking parameters used in a braking function to control braking of a train includes determining an adjustment factor based on a joint stopping distance probability distribution, the joint stopping distance probability distribution representing the composite effect on stopping distance of a plurality of predetermined train characteristic parameters, each of the predetermined train characteristic parameters being variable, and applying the adjustment factor to each of the one or more of braking parameters. Also, a method of adjusting braking parameters that includes determining an adjustment factor based on a nominal value, a worst case limit value and a best case limit value of each of a plurality of predetermined train characteristic parameters, each of the predetermined train characteristic parameters being variable, and applying the adjustment factor to each of the one or more of braking parameters.

Abstract: A sound system for a locomotive mounts a loudspeaker line array for broadside firing forward from the vehicle. Additional loudspeakers are installed on the locomotive for projecting sound to the sides. A control system applies drive signals to the loudspeakers of the line array with the control system providing phase adjustment of drive signals applied to each loudspeaker of the line array to control side to side directional steering of a projected sound beam. The control system includes an automated, location dependent sub-system for selecting beam width and directional steering of a projected sound beam.

Abstract: According to various embodiments, turn signals are automatically activated in response to signals received from a navigation system, based on the navigation instructions generated by the navigation system. The navigation system of a vehicle (either built into the vehicle or provided as a stand-alone unit) is communicatively coupled with or otherwise integrated with the turn signals of the vehicle. When the navigation system instructs the driver to perform a maneuver (such as making a turn), it can also cause the appropriate turn signal to be automatically activated at the appropriate time and/or distance in advance of the maneuver. When the navigation system detects that the maneuver has been made, or that the driver has ignored the system's instructions, the turn signal can be automatically deactivated.

Abstract: A method for controlling a vehicle system includes controlling a vehicle system having powered units that propel the vehicle system. A trip plan directs at least one of the powered units to remain in a non-propulsion generating mode during the trip. The method further includes slowing and/or stopping the vehicle system in contravention to the first trip plan, activating the at least one of the powered units out of the non-propulsion generating mode into an active, propulsion-generating mode when the vehicle system accelerates after the at least one of slowing or stopping in contravention to the first trip plan, and switching the at least one of the powered units back to the non-propulsion generating mode after the vehicle system achieves a designated speed following accelerating after the at least one of the slowing or stopping of the vehicle system in contravention to the first trip plan.

Abstract: Various methods and systems are provided for an engine in a vehicle, the engine having an intake and an exhaust. In one example, a method includes determining the vehicle is under tunneling operation in response to one or more of an intake gas constituent and an exhaust gas constituent. The method further comprises adjusting one or more operating parameters in response to the determination of tunneling operation.

Abstract: A system for determining communication paths in a trainline communication network utilized by a consist has a processor configured to determine direct data transmission metrics for one locomotive of the consist. The processor receives direct data transmission metrics for the remaining locomotives of the consist and determines indirect data transmission estimates for the one locomotive based on the received direct data transmission metrics. The processor determines communication paths for the one locomotive by comparing the direct data transmission metrics for the one locomotive to the indirect data transmission estimates for the one locomotive.

Abstract: An incompatible software level of an information technology infrastructure component is determined by comparing collected inventory information to a minimum recommended software level. If a knowledge base search finds that the incompatible software level is associated with a prior infrastructure outage event, an outage count score is determined for the incompatible software level by applying an outage rule to a historic count of outages caused by a similar incompatible software level, and combined with an average outage severity score assigned to the incompatible software level based on a level of severity of an actual historic failure of the component within a context of the infrastructure to generate a normalized historical affinity risk score. The normalized historical affinity risk score is provided for prioritizing the correction of the incompatible software level in the context of other normalized historical risk level scores of other determined incompatible software levels.

Abstract: A method of surveying a section of a railway to determine amounts of ballast to be replaced keyed to position coordinates of track locations includes moving a survey vehicle along the railway, optically scanning the track at selected intervals to obtain optical data points with associated position coordinates, recording images at the intervals with position coordinates, recording position coordinates of no-spread zones, processing the optical data points to derive ballast unit weights associated with locations along the track, detecting anomalous unit weights, accessing images associated with the locations of the anomalous unit weights, accessing the anomalous unit weights to adjust as necessary, and loading the adjusted data into a computer of a ballast train to control the application of replacement ballast along the track according to the detected position of the ballast train.

Abstract: An onboard apparatus includes: a route database that stores start and end distances from a start point and a section length of the radiowave-reception difficult area; and an onboard control device that checks the rout database to determine whether the own train is in the radiowave-reception difficult area, and when the own train is not in the radiowave-reception difficult area, confirms whether position information has been obtained from a GPS receiver, and when the position information has not been obtained from the GPS receiver, executes control to stop the own train based on a running distance and a determination threshold for determining whether to stop the own train. When the own train is in the radiowave-reception difficult area, the onboard control device does not confirm whether the position information has been obtained from the GPS receiver, and updates a train position based on information from a speed power-generator.