Abstract: Systems and methods for synchronizing two or more vehicles operating on an electric transportation line to optimize energy consumption. A controller is provided having a computer memory component storing a set of computer-executable instructions, a list of braking intervals, and a list of acceleration intervals for the vehicles. The controller also has a processing component configured to execute the set of computer-executable instructions to operate on the list of braking intervals and the list of acceleration intervals to minimize an energy consumption of the electric transportation line over a determined period of time by shifting acceleration intervals to synchronize with braking intervals. A dedicated heuristic greedy algorithm and an energy model are implemented in the controller as part of the computer-executable instructions to achieve the improved energy consumption.

Abstract: A communication system includes a first wireless communication device disposed onboard a vehicle system having two or more propulsion-generating vehicles that are mechanically interconnected with each other. The communication system also includes a controller configured to be disposed onboard the vehicle system and operatively connected with the first wireless communication device in order to control operations of the device. The controller is configured to direct the first wireless communication device to switch between operating in an off-board communication mode and an onboard communication mode. When the first wireless communication device is operating in the off-board communication mode, the device is configured to receive remote data signals from a location that is disposed off-board of the vehicle system.

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: A railcar control apparatus comprises a synchronous slide/slip detector which determines that the axles are synchronously sliding/slipping if an absolute value of axle's speed difference is less than a synchronous slide/slip speed difference threshold and an absolute value of axle's acceleration is greater than a predetermined synchronous slide/slip acceleration threshold.

Abstract: A hoist trolley assembly includes first and second hoist trolleys, electric motors to drive the trolleys and a control system. The control system receives a preliminary speed reference for the trolleys and forms a final speed reference for the first hoist trolley by using initial data including the preliminary speed reference. The control system is adapted to use a hoist trolley coefficient Krb that is calculated by k rb = T A_nom T B_nom · v B_nom v A_nom · m TB + m LB m TA + m LA , wherein TA—nom=the rated torque of the electric motor of the first hoist trolley, TB—nom=the rated torque of the electric motor of the second hoist trolley, vA—nom=nominal speed of the first hoist trolley, vB—nom=nominal speed of the second hoist trolley, mTA=dead weight of the first hoist trolley, mTB=dead weight of the second hoist trolley mLA=load of the first hoist trolley, and mLB=load of the second hoist trolley.

Abstract: A method of removing a suspected section from a record includes obtaining an estimated distance between a communicating vehicle and a block boundary of a first block and a second block of a track. The suspected section is defined as a section of the first block between a communicating vehicle and a block boundary of the first block and the second block. An occupancy status of the second block is obtained. The suspected section is removed from the record after, for a predetermined time period, (a) the estimated distance remains less than a predetermined threshold distance and (b) the occupancy status of the second block remains a vacant state, the predetermined time period being a non-zero time period.

Abstract: In a traveling vehicle system, traveling vehicles travel along a travel route under the control of at least one controller. Each of the traveling vehicles includes a first traveling vehicle position determining section arranged to determine a position of the respective traveling vehicle, and a second traveling vehicle position determining section arranged to determine a position of at least one other of the traveling vehicles by communication, and a distance sensor arranged to detect a distance between the respective traveling vehicle and the at least one other of the traveling vehicles.

Abstract: A system is provided for operating a railway network including a first railway vehicle during a trip along track segments. The system includes a first element for determining travel parameters of the first railway vehicle, a second element for determining travel parameters of a second railway vehicle relative to the track segments to be traversed by the first vehicle during the trip, a processor for receiving information from the first and the second elements and for determining a relationship between occupation of a track segment by the second vehicle and later occupation of the same track segment by the first vehicle and an algorithm embodied within the processor having access to the information to create a trip plan that determines a speed trajectory for the first vehicle. The speed trajectory is responsive to the relationship and further in accordance with one or more operational criteria for the first vehicle.

Abstract: The present invention relates generally to ground transportation systems, and more particularly to a fixed guideway transportation system that achieves a superior cost benefit ratio, is lower in net present cost and thus more easily justified for lower density corridors, and can provide passenger carrying capacities appropriate for higher density corridors serviced by mass rapid transit systems today. According to certain aspects, the present invention provides a braking control system and methodology that enables the implementation of related systems and methods that achieve safe headways at higher speeds than conventionally possible, while maintaining collision avoidance capabilities that support necessary MTBH criteria. In embodiments, a brake assembly for an axle of a vehicle provides redundancy and load-sharing such that failures are guaranteed to not occur above required safety criteria.

Abstract: To avoid a locomotive from travelling with a disabled sanding system, a method and system are provided for ensuring that the sanding system is not disabled if a primary speed reference used to detect the locomotive's speed is faulty. The method comprises determining a first speed measurement from a primary speed source; if the first speed measurement is below a setpoint, determining a second speed measurement from a secondary speed source; and if the second speed measurement is below the setpoint, disabling the automated and/or emergency initiated sanding control system on the locomotive.

Abstract: The present invention relates to a fixed guideway transportation system that achieves a superior cost benefit ratio, is lower in net present cost and thus more easily justified for lower density corridors, and can provide passenger carrying capacities appropriate for higher density corridors serviced by mass rapid transit systems today. The invention provides an emergency braking control system and methodology that enables the implementation of related systems and methods that achieve safe headways at higher speeds than conventionally possible, while maintaining collision avoidance capabilities. In embodiments, vehicles are controlled from one or more stations with commands that are periodically sent from the station to the vehicle. For the control of emergency braking, this command contains a Safe to Proceed (STP) field that is intended and is required for the vehicle to withhold braking.

Abstract: A system and method for predicting a route to be authorized by a dispatcher for a vehicle to travel on a route network comprises a computer system that has a database having stored data relative to interconnecting route segments that make up the route network. Data relative to the origination location and the destination location is input into the computer system. The processor accesses the database and generates a predicted route with an origination location and destination location.

Abstract: A railway vital or critical application system substitutes commercial off-the-shelf (COTS) hardware and/or software for railway-domain specific product components, yet is validated to conform with railway vital system failure-free standards. The vital system uses a pair of COTS personal computers and operating systems with asymmetric communications capability. Each computer and operating system may differ for additional redundancy. Both computers receive and verify vital systems input message data and security code integrity and separately generate output data responsive to the input message. The first computer has sole capability to send vital system output messages including the output data and an output security code, but only the second computer has the capability of generating the output security code. A failure of either computer's hardware, software or processing capability results failure to transmit a vital system output message or an output message that cannot be verified by other vital systems.

Abstract: A computerized on-board system for controlling a train or rail vehicle is provided. The computerized on-board system includes a train control and monitoring system (TCMS) having a main processor unit (MPU) for controlling the train and electronic control, command and monitoring equipment for providing control data for the train. The computerized on-board system also includes at least one display unit for making the control data of the train provided by the main processor unit (MPU) or by the electronic equipment available and a main data transfer network. The electronic equipment includes at least one additional item of equipment, the at least one additional item of equipment being electronic equipment for automatic train control (ATC) or video surveillance equipment (CCTV). The display unit processes the data and displays data produced by one of the at least one additional items of equipment.

Abstract: A system and method for automatically establishing a wireless network between multiple units in a locomotive consist. A leading locomotive may transmit through the MU cable a ping signal to a remote unit that is directly or indirectly connected to the leading locomotive. When the remote unit replies to the ping, the leading locomotive may transmit through the MU cable network setup information to the remote unit. The remote unit may automatically setup its network controls using the data provided by the leading locomotive to communicate with the leading locomotive through a wireless network.

Abstract: The present invention relates generally to ground transportation systems, and more particularly to a fixed guideway transportation system that achieves a superior ratio of benefits per cost, is lower in net present cost and thus more easily justified for lower density corridors, and can provide passenger carrying capacities appropriate for higher density corridors serviced by mass rapid transit systems today. According to certain aspects, the present invention increases traffic densities by removing fixed obstacles such as track switches. In embodiments, this is achieved by providing vehicle-based switching mechanisms that interoperate with corresponding track structures to allow vehicles to switch tracks without any moving components on the track itself. According to further aspects, the invention provides a method of operating vehicle-based switching mechanisms that comply with safety requirements.

Abstract: A system including a vehicle control module configured to control a vehicle system according to an operating plan. The operating plan designates one or more first tractive operations or braking operations to be implemented by the vehicle system along a trip. The system also includes a planning module for generating a transition plan in response to a deviation from the operating plan. The transition plan designates one or more second tractive operations or braking operations to be implemented by the vehicle system as the vehicle system travels toward an approaching location from a second location where the vehicle system deviates from the operating plan. The planning module is further configured to generate a prospective plan in response to the deviation. The prospective plan to be implemented by the vehicle system when the vehicle system at least one of moves past the approaching location or completes the transition plan.

Abstract: A system is disclosed for communicating a dataset in a consist, the dataset having a critical data portion. The system includes a first transceiver configured to communicate a first data signal indicative of at least the critical data portion of the dataset over a first communication line, and a second transceiver configured to communicate a second data signal indicative of at least the critical data portion of the dataset over a second communication line. The system includes a processor configured to receive the first data signal and the second data signal, to compare the first data signal with the second data signal to determine whether the first data signal or the second data signal includes a more accurate signal, and to determine at least the critical data portion of the dataset based upon the more accurate signal. The critical data portion is associated with the operability of the consist.

Abstract: A method and an apparatus for an on-board train control device are provided, and are based on converting speed codes received from wayside cab-signaling devices into movement authority limits. The device determines the train location independent of the wayside train detection system, and generates and enforces stopping profiles based on said movement authority limits.

Abstract: A railway train control system having a multi-purpose display is disclosed. The railway train control system includes a human-machine interface having a first display and a second, display. The first display provides a train control interface that enables a first operator, such as an engineer, to control one or more functions of the train. The second display is a multipurpose display that can switch between a standard mode and an application mode. The second display displays a read-only display of the train control interface in the standard mode and displays applications to enable a second operator, such as a conductor, to complete various tasks in the application mode.

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: A system is provided for pacing a plurality of powered systems traveling along a route. The plurality of powered systems include a constraining powered system and at least one trailing powered system traveling behind the constraining powered system along the route. The system includes one or more controllers configured to control the constraining powered system to travel along the route according to respective predetermined operating parameters at respective incremental locations along the route. The system further includes one of said controllers being configured to control the trailing powered system to travel along the route according to the respective predetermined operating parameters of the constraining powered system at the respective incremental locations along the route. A method is also provided for pacing a plurality of powered systems traveling along the route.

Abstract: A method for providing traction control on a wheeled vehicle involves receiving a speed reference signal. A variance in wheel size between a first and at least one other wheel of the vehicle is determined. Lastly, a drive control signal operable to control power to each of the first and at least one other wheel is output, the drive control signal being based on the speed reference signal and determined variance in wheel size and operable to provide that a tractive force exerted by each of the wheels on a corresponding surface during traction and/or braking is substantially similar.

Abstract: To stop a train at a desired target stop position without outputting excessive brake by outputting an appropriate braking instruction in accordance with a running condition of the train. An on-train computing device causes an acceleration estimating unit to determine the presence/absence of a current acceleration of a train and to estimate the current acceleration based on train-car information obtained from a train-car performance manager unit, and causes a profile calculating unit to generate a braking instruction profile based on a presumption that the train is running at the current acceleration when the train is in an accelerating condition, and to generate the braking instruction profile based on a presumption that there is no acceleration applied to a train car of the train by a propulsion control of the train car itself when the train is in a coasting condition.

Abstract: Disclosed is a train load measuring system and a method thereof. The train load measuring system includes a speed/acceleration measuring unit, a position measuring unit, a railway-line state receiving unit, a driving/braking force receiving unit and a calculate unit. The speed/acceleration measuring unit measures a speed and acceleration of the train. The position measuring unit measures a current position of the train. The railway-line state receiving unit receives a railway-line state. The driving/braking force receiving unit receives driving and braking forces of the train. The calculating unit calculates a train load based on information transferred from the units.

Abstract: Embodiments relate to systems and methods for synchronizing two or more railway assets to optimize energy consumption. For example, an embodiment of the present invention provides receipt of a timetable associated with two or more vehicles and at least one terminal. The timetable can be modified to create a modified timetable that overlaps a brake time for a first vehicle and an acceleration time for a second vehicle, wherein at least one of a departure time or a dwell time is modified. Furthermore, the second vehicle can transfer energy from the first vehicle based upon at least one of the modified timetable and the brake time overlapping with the acceleration time.

Abstract: A method reduces the computational complexity for determining optimal run-curves for a specific travel time of a vehicle along a route between two locations, when travel time and speed limit requirements are subject to change. The determination is partitioned into preprocessing and real-time steps. A set of weights are generated, and run-curves for the weights are obtained and stored during the preprocessing. A state transition matrix is generated in the preprocessing step and updated partially in the real-time step only for a subspace of velocities and locations constrained by speed limits. The optimal weight for solving an objective function to obtain an optimal run-curve can be obtained by searching with an initial estimation of multiple weights, and interpolating from the relation between the travel time and the initial weights to obtain the optimal weight.

Abstract: A method for powering a powered system having a first power generating unit where power settings for the first power generating unit are decoupled from power settings for a second power generating unit, the method including developing a power operating plan which is independent of a coupled power setting, and determining a power setting responsive to the power operating plan. A computer software code operable within a processor and configured to reside on a computer readable media for powering a powered system having at least a first power generating unit where power settings for the at least first power generating unit are decoupled from power settings for at least a second power generating unit is further disclosed.

Abstract: An automatic train control device including a ground control device that computes a target stop position of a train, and in-vehicle control devices that receive the target stop position transmitted from the ground control device and compute speed control patterns to control the speed of the trains, respectively. On a route, a radio-equipped train that wirelessly transmits train ID•train position to the ground control device and a radio-unequipped train coexist. The ground control device manages on-rail information acquired from each track circuit, the train ID•train position, a train ID, and a train type in association with each other, calculates stop track circuit information, and calculates the target stop position for the radio-equipped train.

Abstract: A system, method and device for controlling a rail vehicle consist configured to traverse a rail system is provided. In one embodiment, the system may include a second module configured to receive environmental data from a first module having one or more sensors, wherein the environmental data is indicative of one or more environmental conditions for a portion of the rail system; wherein the second module is further configured to conduct an assessment of the environmental data in relation to a first control parameter; the second module is further configured to communicate one or more control signals of one of the first control parameter or a different, second control parameter based on the assessment; each of the first and second control parameters relates to controlling tractive effort of the rail vehicle consist over the portion of the rail system; and the second module is further configured to communicate the one or more control signals to a third module for control of the rail vehicle consist.

Abstract: A route examining system includes an application device, a control unit, a detection unit, and an identification unit. The application device is onboard a first vehicle of a first vehicle system traveling along a route. The control unit controls supply of electric current from a power source to the application device in order to electrically inject an examination signal into the route via the application device. The detection unit is off-board of the first vehicle and monitors electrical characteristics of the route in response to the examination signal being injected into the route. The identification unit is off-board of the first vehicle and examines the one or more electrical characteristics of the route in order to determine whether a section of the route extending between the first vehicle and the detection unit is potentially damaged based on the one or more electrical characteristics.

Abstract: An actuator for a brake system of a rail vehicle has a set-value detection unit that outputs a set value or a set value corrected by a reducing signal of an anti-skid control device for a decelerating force or a decelerating torque to a set-value control device. The latter controls the set value to a first output set value. A switch-over device connects an output of the set-value control device to a input of a set-value/force conversion device in a first switching position. In a second switching position, the set-value/force conversion device receives the signal from a fall-back unit. Braking devices convert an actual value of the force into an actual value of the decelerating force or decelerating torque. When impermissible deviations from a fast braking set value in a fast-braking operation are found, the switch-over device switches from the first to the second switching position.

Abstract: A method for providing traction control on a wheeled vehicle involves receiving a speed reference signal. A variance in wheel size between a first and at least one other wheel of the vehicle is determined. Lastly, a drive control signal operable to control power to each of the first and at least one other wheel is output, the drive control signal being based on the speed reference signal and determined variance in wheel size and operable to provide that a tractive force exerted by each of the wheels on a corresponding surface during traction and/or braking is substantially similar.

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: In a railway network a method for linking at least one of train parameters, fuel efficiency emission efficiency, and load with network knowledge so that adjustments for network efficiency may be made as time progresses while a train is performing a mission. The method includes dividing the train mission into multiple sections with common intersection points, and calculating train operating parameters based on other trains in a railway network to determine optimized parameters over a certain section. The method further includes comparing optimized parameters to current operating parameters, and altering current operating parameters of the train to coincide with optimized parameters for at least one of the current track section and a pending track section.

Abstract: A method for determining location such as vehicle location receives data at a predetermined frequency, validates the received data, stores the received data based on the validation and computes a location based on the stored data. The validation includes verifying a presence of particular data substrings within the received data, verifying a presence of a plurality of data fields within each data substring, computing a parameter based on information contained in two of the plurality of data fields and comparing the computer parameter with a pre-defined threshold.

Abstract: A communications method for a vehicle consist comprising a lead vehicle having a first and second antenna associated with a respective first and second transceiver and a remote vehicle having a third and fourth antenna associated with a respective third and fourth transceiver. The method further comprises transmitting an outbound message from the first transceiver via the first antenna or from the second transceiver via the second antenna, the outbound message comprising a plurality of message bytes, receiving the outbound message at the third and fourth antennas and associated third and fourth transceivers, determining correct bytes and error bytes in the outbound message as received at the third transceiver, determining correct bytes and error bytes in the outbound message as received at the fourth transceiver, and assembling a reconstructed message using correct bytes from the message received at the third transceiver and the fourth transceiver.

Abstract: A method for controlling an emergency brake device of a rail vehicle or rail vehicle train consisting of several rail vehicles having axles braked by friction brakes, wherein an emergency braking operation is started by an emergency braking input, including identifying at least one axle having inadmissible brake slip during the emergency braking operation in which inadmissible brake slip occurs outside a predetermined optimal brake slip range; identifying at least one axle having no or admissible brake slip during the emergency braking operation by which axle a larger friction braking force can be transferred than by the at least one axle having inadmissible brake slip; and adjusting the friction braking forces on the at least one axle having no or admissible brake slip such that the adjustment can maintain a deviation of the actual deceleration of the rail vehicle from a target deceleration.

Abstract: An empty-load device feedback arrangement for a train with the railcar having an air brake arrangement with an one air-operable braking assembly, the arrangement including: an empty-load device having: at least one sensor arrangement to sense a load associated with the railcar; a braking assembly input exhibiting a delivered air pressure; a regulation arrangement to regulate air pressure; and a braking assembly output exhibiting a regulated air pressure; and a pressure sensor to: sense the regulated air pressure of the air being delivered to the air-operable braking assembly; and generate a regulated air pressure signal. An air brake arrangement is also disclosed.

Abstract: The invention relates to a method for propelling an articulated tracked vehicle (1) provided with at least a front and rear vehicle portion (2, 4), comprising a front drive shaft (6), which rotates a front track (8) on the front vehicle portion (2); a rear drive shaft (10), which rotates a rear track (12) on the rear vehicle portion (4), the front drive shaft (6) being disposed in the front vehicle portion (2) and the rear drive shaft (10) being disposed in the rear vehicle portion (4). At least one motor (20, 34, 36) rotates the respective front and rear drive shaft (6, 10) in order thus to propel the vehicle (1) at a speed in relation to a ground surface (16). The front drive shaft (6) is rotated at a first speed and the rear drive shaft (10) is rotated at a second speed, which first and second speeds are different, so that the front and rear tracks (8, 12) rotate at different speeds.

Abstract: A speed profile for an entire train trip includes a maximum allowable speed at each point of the entire trip, taking into account the ability of the train to comply with speed reductions encountered during the trip. The speed profile includes a braking curve that gradually reduces from a higher speed to a lower speed starting at a point at which the train must begin braking in order to be traveling at the lower speed when the train reaches the point at which the lower speed limit begins. The speed profile is generated on multiple wayside computers, cross checked, and then vitally transmitted to an onboard locomotive control system. The onboard control system includes redundant speed sensors with redundant vital circuits, and also includes redundant speed comparators to ensure that the train doesn't exceed the speed profile. A GPS receiver may be used for greater reliability.

Abstract: A train control device includes a detector that detects the current location and speed of the train, a clock unit that tracks the current time, a schedule input section by which the schedule data including the scheduled arrival time of the train at each station on the line is input, and a computing unit that computes an operating schedule according to which the train runs at the detected location and the detected speed to the next station, based on a target operation time that is obtained by subtracting the current time from the scheduled arrival time at the next station, operation characteristics of the train and a condition of the line.

Abstract: A control apparatus has a control lever, in particular for controlling a locomotive or a traction vehicle, and a sensor device for detecting an operating position of the control lever. The sensor device has an angle measurement device which is suitable for measuring an adjustment angle of the control lever, forming a digitalized angle value. A measurement range of the angle measurement device is greater than an adjustment angle range of the control lever and an evaluation device is connected to the angle measurement device which determines the operating position of the control lever based on the digitalized angle value of the angle measurement apparatus.

Abstract: A sensing system includes a leading sensor, a trailing sensor, and a route examining unit. The sensors are coupled to a vehicle system that travels along a route. The leading sensor acquires first inspection data indicative of a condition of the route as the vehicle system travels over the route. The condition may represent the health of the route. The trailing sensor acquires additional, second inspection data that is indicative of the condition to the route subsequent to the leading sensor acquiring the first inspection data. The route examining unit identifies a section of interest in the route based on the first inspection data acquired by the leading sensor. The route examining unit also directs the trailing sensor to acquire the second inspection data within the section of interest in the route when the first inspection data indicates damage to the route in the section of interest.

Abstract: A train control system, in particular to a train control system for a train consist using a Distributed Power (DP) technology. This technology refers to the placement and operation of one or more groups of locomotives, which are distributed throughout a train consist including a multiple railcars and multiple locomotives. These locomotives are remotely controlled from the cab in the leading locomotive (i.e., the Lead locomotive (LL)).

Abstract: A train control system, in particular to a train control system for a train consist using a Distributed Power (DP) technology. This technology refers to the placement and operation of one or more groups of locomotives, which are distributed throughout a train consist including a multiple railcars and multiple locomotives. These locomotives are remotely controlled from the cab in the leading locomotive (i.e., the Lead locomotive (LL)).

Abstract: A system is provided for reducing a penalty period for a vehicle. The vehicle includes a braking system that switches into an application state upon commencement of the penalty period. The braking system includes a fluid carrying brake pipe which connects a first powered unit and a remote powered unit. The system includes a sensor positioned within the vehicle, which measures a parameter related to the operation of the braking system. A control processor is positioned within the first powered unit, and is coupled to the sensor. Subsequent to the commencement of the penalty period, the control processor monitors the measured parameter and switches the braking system from the application state into a release state to reduce the penalty period, based on the measured parameter falling within a predetermined safety range.

Abstract: Systems and methods are described for monitoring different conditions that are simultaneously or concurrently experienced by different vehicles in the same consist and using the monitored conditions to locally change operations of one or more of the vehicles. In accordance with one embodiment, operations data related to one or more vehicles of the consist is acquired from one or more of plural different locations in the consist. The operations data and location data related to where the operations data is acquired are communicated to a first vehicle of the consist. Command data is formed based on the operations data and the location data. The command data directs at least one of the vehicles in the consist to change one or more operations of the at least one of the vehicles. The command data is transmitted to one or more of the vehicles of the consist.

Abstract: A system for communicating data in a train is provided. The system includes at least one respective router transceiver unit positioned in each of at least two rail vehicles of the train. Each router transceiver unit is coupled to a trainline that extends between the rail vehicles. The trainline is an existing cable bus used in the train for transferring propulsion control data between the rail vehicles that controls at least one of tractive effort or braking effort of the rail vehicles. The router transceiver units are configured to communicate network data over the trainline. In one embodiment, the trainline is an Electrically Controlled Pneumatic (ECP) trainline and the propulsion control data is ECP brake data used to control operations of brakes in the train.

Abstract: A system and method for predicting a route to be authorized by a dispatcher for a vehicle to travel on a route network comprises a computer system that has a database having stored data relative to interconnecting route segments that make up the route network. Data relative to the origination location and the destination location is input into the computer system. The processor accesses the database and generates a predicted route with an origination location and destination location.