Abstract: A train movement authorization method includes obtaining, by a train, current task information from an automatic train supervision system; obtaining, by the train, current resource allocation information from a trackside resource management center; reckoning, by the train, a first train in an operation direction downstream of the train based on the received resource allocation information; sending, by the train, a location request to the first train in the operation direction downstream of the train based on an operation task of the train and responding to a location request of another train; calculating, by the train, movement authorization of the train based on train information sent by the first train downstream in the operation direction; and applying for, by the train, a corresponding line resource from the trackside resource management center based on the task of the train and a status of the calculated movement authorization.

Abstract: A method and system for a wireless communication system for a moving vehicle having a plurality of carriages is disclosed. The system comprises at least one internal network onboard said vehicle and at least one router, connected to the internal network and to at least one exterior mobile network, wherein the internal network comprises a plurality of network switches, connected together by cables, wherein the network switches are Power over Ethernet (PoE) switches. In at least one of the network switches it is determined if an input power received from a power supply is below a minimum power level. In case it has been determined that the input power level is below the minimum power level, power is received as Power over Ethernet from at least one of the other network switches, and the switch continues at least part of the network switch operation also when powered by the at least one other network switch.

Abstract: Embodiments of the application provide a train control method, system, computer device and storage medium. A scheme applying the train control method of the application determines a current travelling state of a vehicle under control firstly, and configures different state weights according to different travelling states to determine a corresponding target travelling parameter in a particular travelling state. The scheme can ensure to determine and obtain in real time an optimal target travelling parameter for the vehicle under control according to its current travelling state, regardless of the travelling environment of the vehicle under control, and control the vehicle under control in real time and effectively by the target travelling parameter during a travelling process. Thereby, the real-time performance and control accuracy of vehicle control can be improved, and the control effect of the train control method provided by the embodiments of the application can be further improved.

Abstract: A moving body has a control unit that determines priority relating to movement on the basis of prescribed rules, the control unit comparing, on the basis of the prescribed rules, a first determination value that is the determination value for the moving body, and a second determination value that is the determination value for another moving body, whereby the priority of the moving body is determined in relation to the other moving body.

Abstract: A system comprises a set of sensors on a first end of a vehicle having the first end and a second end, and a controller. The sensors are configured to generate corresponding sensor data based on a detected object along a direction of movement of the vehicle. The controller is configured to compare a time at which the first sensor detected the object with a time at which the second sensor detected the object to identify the first end or the second end as a leading end of the vehicle, and to calculate a position of the leading end of the vehicle based on the sensor data generated by one or more of the first sensor or the second sensor. The controller is also configured to generate a map of the plurality of objects based on the sensor data.

Abstract: An SIL 4 over-speed protection device for a rail vehicle includes a first logical unit configured to be connected to a first power source, a first speed sensor and a first vital supervision circuit and a second logical unit configured to be connected to a second power source, a second speed sensor and a second vital supervision circuit. The first logical unit is configured to determine if the second logical unit is functioning properly and the second logical unit is configured to determine if the first logical unit is functioning properly.

Abstract: A system is provided for detecting an abnormal gait condition of a railway vehicle, including a first control chain and a second control chain connected to a digital output adapted to supply or not supply power to a load. The first control chain comprises a first sensor for detecting first detection data of movement of the railway vehicle, and a first control unit for receiving the first detection data, executing a first program for checking an abnormal gait and for controlling first electronic control means for supplying or not supplying power to the load. The second control chain comprises a second sensor for detecting second detection data of movement of the railway vehicle, and a second control unit for receiving the second detection data, executing a second program for checking an abnormal gait, and for controlling second electronic control means for supplying or not supplying power to the load.

Abstract: A ground base device includes a schedule timetable storage unit storing a received schedule timetable periodically transmitted from the central control device; a departure-obstructed condition determination unit determining whether a departure-obstructed condition of a train is resolved and outputting departure-obstructed condition cancel signal when the departure-obstructed condition is resolved; a departure time control unit outputting departure-time appropriate signal when current time is departure time based on the schedule timetable upon receiving the departure-obstructed condition cancel signal; a departure interval control unit outputting departure-interval appropriate signal when intervals between the train and preceding and following trains are a threshold value or more upon receiving the departure-time appropriate signal; and a departure instruction signal output unit outputting a departure instruction signal upon receiving the departure-interval appropriate signal, and, when the central control dev

Abstract: A locomotive inspection system includes sensors that are selectively coupled to a locomotive during an inspection or maintenance event for the locomotive and a controller that is operable to cause a control system of the locomotive that controls plural operations of the locomotive to initiate a first operation and a different, second operation. The controller determines whether the control system has first sensor information indicative of a state of the locomotive during the first operation. The controller sends a command signal to the control system to direct the control system to change locomotive operations from the first operation to the second operation responsive to determining that the control system lacks the first sensor information. The controller obtains second sensor information from the one or more sensors based on the second operation and determines a condition of components of the locomotive based on the first and second sensor information.

Abstract: System includes a control system used to control operation of a vehicle system as the vehicle system moves along a route. The vehicle system includes a plurality of system vehicles in which adjacent system vehicles are operatively coupled such that the adjacent system vehicles are permitted to move relative to one another. The control system includes one or more processors that are configured to (a) receive operational settings of the vehicle system and (b) input the operational settings into a system model of the vehicle system to determine an observed metric of the vehicle system. The one or more processors are also configured to (c) compare the observed metric to a reference metric and (d) modify the operational settings of the vehicle system based on differences between the observed and the reference metrics.

Abstract: A powering pattern representing velocity of a vehicle at each position of a powering interval in a braking delay period between a timing at which the vehicle exceeds allowable velocity and a braking timing at which the vehicle starts to brake, and a coasting pattern representing velocity of the vehicle at each position of a coasting interval subsequent to the powering interval in the braking delay period are calculated after calculating a braking pattern representing velocity of the vehicle in a braking interval, which is a running interval subsequent to the coasting interval and which occurs between a position of the vehicle at the braking timing and a target position for controlling the vehicle to run at predetermined velocity or less, wherein an acceleration characteristic depending on velocity of the vehicle is used to calculate at least the powering pattern.

Abstract: A vehicle diagnostic apparatus includes a receiver, an electronic controller and a display. The receiver is configured to receive information from a vehicle monitor. The electronic controller is configured to determine a status of the monitor, and output the status in an 8 bit format based on the information received from the vehicle monitor, at least two of the bits in the 8 bit format indicating a predetermined status of the vehicle monitor. The display is configured to display the output.

Abstract: The present disclosure is directed to apparatus, methods, and non-transitory storage medium for controlling the maximum speed of a vehicle as that vehicle travels along a route. Apparatus and methods consistent with the present disclosure may receive location information from an electronic device that is located at a vehicle and may provide information to the electronic device at that controls the maximum speed of the vehicle as speed limits change along the route.

Abstract: A trusted accident avoidance control system supported on a vehicle operable to travel a path, and comprising at least first and second location determination components operable to estimate a current position of the vehicle. An error correction component can receive the estimated current position information from the first and second location determination components and determine an updated estimated current position of the vehicle based on these, wherein the error correction component can be operable with a path database to identify a predetermined threshold velocity for the updated estimated current position of the vehicle. A velocity management component can determine, based on the updated estimated current position, whether a current velocity of the vehicle exceeds the predetermined threshold velocity, and if so, initiate an accident avoidance measure.

Abstract: Presented herein are methods and systems for alerting users identified in a monitored location, by an edge node located at an edge of a network, to be preoccupied by interaction with client devices of potential risk events, comprising analyzing, at the edge node, images captured by one or more imaging sensors deployed to monitor a monitored location in order to estimate a motion pattern of one or more passerby users preoccupied by watching a screen of a client device, analyzing the images with respect to the estimated motion pattern(s) to identify a potential risk event involving one or more of the preoccupied passerby users and transmitting one or more warning messages alert one or more of the preoccupied passerby users of the potential risk event.

Abstract: A system includes at least partially autonomous vehicles, at least partially separated interconnected roadways, and a management system. Each of the vehicles is configured to cooperate with another vehicle or an area controller. The management system is configured to receive requests to transport, which may have respective start points and respective destinations. Additionally, the management system is configured, responsive to receiving the request, to assign a vehicle to fulfill the request. The assigned vehicle is configured to transport a person from the respective start point, at least in part via the interconnected roadways, to the respective destination.

Abstract: An electrical passenger car, the electrical passenger car including: at least two electrically driven motors; motor control electronics; sensors; and wheels, where the wheels include a first front wheel and a first back wheel, where the first back wheel has a radius at least 20% greater than a radius of the first front wheel, and where during acceleration of the electrical passenger car, the motor control electronics receive signals from the sensors and provide traction control delivering more power to one of the at least two electrically driven motors accordingly.

Abstract: Systems and methods described receive a request for a transportation plan for a user, wherein the request comprises a starting point and an ending point for a route and generate a set of potential transportation plans for the route. The systems and methods determine an estimated travel time and an estimated fuel consumption for at least a first subset of plans in the set of potential transportation plans and estimate an impact on a transportation system of at least a second subset of plans in the set of potential transportation plans. Based at least in part on the estimated time, the estimated fuel, and the estimated impact on the transportation system, a plan is selected.

Abstract: A protection method for a railway network, which is divided into section segments by section elements and can be traveled upon by vehicles. In order to optimize the vehicle sequence in the railway network, different train sequence point types are specified and different braking curves of the same braking curve type are provided by the vehicles. Each of the different braking curves of the same braking curve type of the particular vehicle is associated with one of the different train sequence point types.

Abstract: A locomotive simulation device may comprise a portable housing configured to be arranged in a closed position and at least one open position and a simulation system configured to generate locomotive simulation signals. A human-machine interface (HMI) may be accessible in the at least one open position and may be configured to accept at least one user input to the simulation system and present at least one output from the simulation system. At least one interface cable may be accessible in the at least one open position and may be configured to couple the simulation system to at least one external system. The simulation system may be configured to send the locomotive simulation signals to the at least one external system through the at least one interface cable and receive data from the at least one external system through the at least one interface cable.

Abstract: A system comprises a plurality of handheld devices including a plurality of transceivers. A control unit may be coupled to a handheld device of the plurality of handheld devices. The system may further include a plurality of end-of-train air devices coupled to a plurality of air brakes. An air manifold may be coupled to the plurality of air brakes. The system may include a controller coupled to the control unit and to the air manifold. A processor may be coupled to the controller and the control unit, and a non-transitory computer readable medium may be coupled to the processor. The non-transitory computer readable medium may include instructions executable to receive information from the control unit corresponding to an air brake test performed on the plurality of end-of-train air devices, determine a status of the air brake test, generate an inspection form based on the received information and the determined status, and transmit the generated inspection form for printing.

Abstract: A method for parameterizing a functional software of a vehicle, including: receiving information about a vehicle state, transmitting the information about the vehicle state via a communication interface addressed to a remote processing unit outside the vehicle, and receiving, at the local processing unit in the vehicle, information about at least one parameter for influencing the vehicle behavior, which was transmitted by the remote processing unit outside the vehicle, via the communication interface.

Abstract: A train control device includes a train position detector, a storage, and an in-vehicle controller. The train position detector detects a traveling position of a train. The storage stores therein a traveling position of the train when a loss of contact of the current collector occurs, as a loss-of-contact position. When the train travels in a predetermined section including the loss-of-contact position with reference to the traveling position of the train and the storage, the in-vehicle controller causes the train to perform coasting traveling in the predetermined section.

Abstract: The present invention relates to a method of managing transmission resources in an infrastructure (INF) comprising a plurality of wayside radio units (WRU).

Abstract: A vehicle operation management apparatus includes an operation management controller receiving information including embarking and disembarking position information; selecting an overnight stay parking lot; creating the operation plan including a plan of using at least one of electric power and fuel in accordance with a facility of the overnight stay parking lot; selecting the overnight vehicle; calculating a price corresponding to the operation plan; and transmitting information of the selected overnight vehicle and the determined price to the user terminal. Further, the overnight vehicle includes a rechargeable battery, and in a case where there is no facility capable of charging the battery and no: facility capable of performing fuel supply to the overnight vehicle in the overnight stay parking lot selected in the operation plan, travel, control in the operation plan is set to travel control of suppressing consumption of electric power from the battery in the overnight vehicle.

Abstract: A motorcycle including a body having a front part, a tail part and a central part between the front part and the tail part, a front and rear wheel constrained to the body, a traction engine constrained to the body and operatively connected to one of the wheels, an optical emergency signalling device fixed to the body, arranged and oriented to be visible by a vehicle that is following the motorcycle, an electronic control unit operatively connected to the optical emergency signalling device, a detection system adapted to detect the loss of grip and/or a risk of loss of grip of at least one of the two wheels of the motorcycle, where the electronic control unit is adapted and configured to activate the optical emergency signalling device, if the detection system detects a loss of grip and/or a risk of loss of grip.

Abstract: A monitor vehicle for a rail system includes a wheeled trolley, an overhead vehicle body, at least one supporting structure, and at least one first sensor. The wheeled trolley is operable to move over one or more rails of the rail system. The supporting structure connects the wheeled trolley and overhead vehicle body. The first sensor is on the wheeled trolley and configured to detect at least one first parameter of the one or more rails of the rail system.

Abstract: A power assignment system and method determine a needed amount of power for propelling a vehicle system along a route and identify propulsion-generating vehicles for inclusion in the vehicle system based on power capabilities of the one or more propulsion-generating vehicles. Handling parameters of the vehicle system are determined for different groups of the propulsion-generating vehicles, and the propulsion-generating vehicles in at least one of the groups are selected based on the handling parameters. The selected propulsion-generating vehicles are included in the vehicle system during actual travel of the vehicle system along the route during the trip.

Abstract: A train travel prediction device includes a required time database that records a station-to-station required timetable created in advance between stations and indicating a relation of a time difference between a last station departure time of a target train and a next station departure time of a precedent train with respect to a required time of the target train to a next station by the use of a train simulation on the basis of a train moving condition and an operation prediction unit that creates a prediction schedule on the basis of information of the required time acquired for each target train during a prediction period by referring to the station-to-station required timetable recorded in the required time database on the basis of information of a train schedule and a train arrival-departure time.

Abstract: A ride control system that uses a state determination assembly to determine vehicle position and speed of the vehicle. The control system automatically prevents collisions between the controlled vehicle and other vehicles and obstacles along the vehicle's path without human operator intervention based on its position and speed as well as that of the other vehicles and the position and current operating state of upcoming obstacles. The control system automatically maintains a predetermined clearance between the controlled vehicle and other vehicles and obstacles, such as on a ride path, without human operator intervention regardless of vehicle inertia. The control system may be configured to automatically position and/or park a vehicle anywhere along the ride path with a high degree of accuracy in a minimum amount of parking time, without human operator intervention, and regardless of vehicle inertia.

Abstract: A vehicle control system includes a controller that determines a communication loss between a first vehicle and a second vehicle and/or a monitoring device in a vehicle system. The controller determines an operational restriction on movement of the vehicle system based on the communication loss that is determined, and obtains a transitional plan that designates operational settings of the vehicle system at different locations along a route being traveled by the vehicle system, different distances along the route, and/or different times. The controller also automatically changes the movement of the vehicle system according to the operational settings designated by the transitional plan to reduce the movement of the vehicle system to or below the operational restriction determined by the controller responsive to the communication loss being detected.

Abstract: A communication path managing method and a communication path managing system are provided. The communication path managing method includes the following steps: A plurality of communication paths connected to a vehicle are provided. A plurality of evaluation items of each of the communication paths are analyzed. A demand situation of the vehicle is identified according to a sensing data of the vehicle. An item importance information is obtained according to the demand situation. At least one of the communication paths is selected according to the evaluation items based on the item importance information.

Abstract: An industrial vehicle passing maneuver is authorized by an automated process. The process comprises receiving, by a processor, a first message, a second message and a third message. The first message indicates a position of a first industrial vehicle in a work environment. The second message indicates a position of an electronic badge that is detected by the first industrial vehicle. The third message indicates a position of a second industrial vehicle within the work environment. The processor determines that the second industrial vehicle intends to pass the first industrial vehicle, and determines an instruction comprising a select one of an instruction related to a passing maneuver or an instruction not to pass based upon the position of the first industrial vehicle, the position of the electronic badge, and the position of the second industrial vehicle. The instruction is communicated to the second industrial vehicle.

Abstract: A method on-board vehicles for predicting a plurality of primary signs of driving while impaired or driving while distracted, and preventing running red lights at predefined intersections by a traveling vehicle, the method comprising integrating the autonomous in-vehicle virtual traffic light system with the in-vehicle's cameras and the automatic braking of the vehicle.

Abstract: A communication system and method receive, at an energy management system disposed onboard a vehicle system formed from a lead vehicle and one or more remote vehicles, trip data that represents one or more characteristics of an upcoming trip of the vehicle system along a route. A selected portion of the trip data is communicated from the energy management system to a distributed power system also disposed onboard the vehicle system. The selected portion includes identifying information and one or more orientations of the one or more remote vehicles. Using the distributed power system, communication links between the lead vehicle and the one or more remote vehicles are established using the identifying information and the one or more orientations.

Abstract: The invention concerns a portable computing device comprising a microprocessor capable of running software, hardware means capable of providing at least one physical variable, a memory unit carrying the software adapted to read the physical variable and to perform a mathematical operation utilizing the physical variable. An interface means adapted to allow defining of the mathematical operation in the memory unit by a user of the device. The invention also concerns a firmware product of a microcontroller-operated device, a computer program product and a web service.

Abstract: A communication apparatus that forms, in a train in which fixed formations are coupled, a backbone network relaying signals between branch networks formed in the fixed formations with another communication apparatus that is made redundant, includes: a VRRP functional unit that, when operating as a master, periodically transmits an alive monitoring frame to another communication apparatus operating as a backup via the branch network, and, when operating as a backup, receives an alive monitoring frame transmitted from another communication apparatus operating as a master via the branch network; a port-malfunction detection unit detecting malfunction of the port to which the branch network is connected; and an alive determination unit that, when operating as a backup, detects whether another communication apparatus operating as a master has malfunctioned based on an alive-monitoring-frame reception result from the VRRP functional unit and a malfunction detection result from the port-malfunction detection unit.

Abstract: A method and system include a vehicle system including a plurality of vehicles. The vehicle system is configured to travel along a route. A plurality of location determination devices are onboard the vehicle system. Each of the plurality of location determination devices is configured to output position data regarding a location of at least one of the plurality of vehicles. A handling unit is in communication with the plurality of location determination devices. The handling unit is configured to receive the position data from the plurality of location determination devices and control separation distances between the plurality of vehicles based on the position data.

Abstract: A communication system and method receive, at an energy management system disposed onboard a vehicle system formed from a lead vehicle and one or more remote vehicles, trip data that represents one or more characteristics of an upcoming trip of the vehicle system along a route. A selected portion of the trip data is communicated from the energy management system to a distributed power system also disposed onboard the vehicle system. The selected portion includes identifying information and one or more orientations of the one or more remote vehicles. Using the distributed power system, communication links between the lead vehicle and the one or more remote vehicles are established using the identifying information and the one or more orientations.

Abstract: A rail vehicle consist may include a master unit and at least one trailing unit coupled to the master unit. The master unit may include a first processor in communication with a second processor of the at least one trailing unit. A power source may be disposed on the at least one trailing unit and may include a sensor associated with the second processor. A display may be disposed on the master unit and may be associated with the first processor to display characteristics monitored by the sensor wherein the display presents a message image, a warning image, and an isolate image.

Abstract: A control system for a train having at least one locomotive or control car and, optionally, at least one railroad car, operating in a track network, wherein an on-board computer determines or receives movement data and location data and generates stopping data representing an amount of force for stopping the train at a distance from a target and/or predictor data representing an estimated or predicted location or position of the train in the track network based on the movement data and the location data. A train control method is also provided.

Abstract: According to embodiments of the present invention, two or more attributes that are included in a plurality of attributes are aggregated into a group defined by a first data definition language syntax. The first data definition language syntax defines the group as having a groupID and one or more of an attribute definition defined in a comma-separated list and a group definition. The attribute definition is defined by a second data definition syntax. The first data definition language syntax includes the second data definition language syntax. The first data definition language syntax is structured in a manner to allow a database operation associated with the group to be applied to all attributes and/or groups included therein.

Abstract: A system, method, and apparatus for automatically controlling a locomotive include a control interface unit configured to receive input from at least one manual control, receive input from an automatic control system, and transmit commands to a locomotive control system, wherein the commands are based at least partially on the input received from the automatic control system. A bypass relay may also be provided to enable and disable communication between the at least one manual control and the locomotive control system.

Abstract: An example method of controlling an electric vehicle includes altering operation of an electric vehicle in response to a predicted energy consumption rate. The method includes adjusting the predicted energy consumption in response to variations in past energy consumption rates.

Abstract: A method for operating railbound vehicles includes transmitting driving information, between a first railbound vehicle and a second railbound vehicle, relating to the future driving operation of at least one of the two railbound vehicles, and coordinating the future driving operation of the two railbound vehicles on the basis of that driving information transmitted therebetween, in such a manner that braking energy fed back by the first railbound vehicle during a braking operation can be used at least partially by the second railbound vehicle.

Abstract: An device and attendant method for interfacing with a locomotive engine. An illustrative embodiment of the device includes at least one sensor disposed in a sensing relationship with a relay bank of the locomotive engine. The sensor is structured for determination of a state of the relay bank. The sensor is further structured to determine a corresponding throttle notch position of the locomotive engine from the state of the relay bank. The device also includes at least one indicator in a communicating relationship with said one sensor. The indicator is structured to indicate the corresponding throttle notch position. The present invention further relates to a method for interfacing with a locomotive engine.

Abstract: A method includes operating a vehicle traveling in a transportation network with a throttle of the vehicle at a maximum throttle setting during a trip of the vehicle along a route from a first location to a different, second location. The method also includes applying a dynamic brake of the vehicle at a maximum brake setting of the dynamic brake, and alternating between operating the vehicle with the throttle at the maximum throttle setting and applying the dynamic brake of the vehicle at the maximum brake setting along a route being traveled by the vehicle from the first location to the second location.

Abstract: An energy management system and method for a vehicle system operate the vehicle system according to a current trip plan as the vehicle system travels along a route during a trip. The current trip plan designates operational settings of the vehicle system. The system and method also revise the current trip plan into a revised trip plan responsive to current, actual operation of the vehicle system differing from the current trip plan by at least a designated threshold amount. The revised trip plan designates operational settings of the vehicle system and includes an initial designated operational setting that matches the current, actual operation of the vehicle system.

Abstract: Electrical faults are detected in electrical distribution systems (EDS) by detection and location of radio frequency (RF) emissions generated by the fault with multiple time-synchronized radio frequency monitors (RFM) distributed about the EDS. The RFMs are coupled to a self-learning, electrical fault monitor (EFM) that characterizes and/or locates electrical faults based on operating state (OS) patterns learned from transmission of test signals generated within the EDS. RF emissions data samples are characterized as safe operation (SO) states or potential electrical faults by accessing a base of stored knowledge concerning fault emission characteristics and/or synchronized time of arrival at each RFM. Information in the base of stored knowledge is updated to include new EDS operating states (OS).

Abstract: A control system includes an energy management system and an isolation control system. The energy management system generates a trip plan that designates operational settings of a vehicle system having powered units that generate tractive effort to propel the vehicle system. The energy management system determines a tractive effort capability of the vehicle system and a demanded tractive effort of a trip. The energy management system identifies a tractive effort difference between the tractive effort capability of the vehicle system and the demanded tractive effort of the trip and selects at least one of the powered units based on the tractive effort difference. The isolation module remotely turns the selected powered unit to an OFF mode such that the vehicle system is propelled along the route during the trip by the powered units other than the selected powered unit.