A system is provided that include at least one positioning system that can detect a location or position of a vehicle or a portion of a vehicle group that includes the vehicle, at least one sensor positioned on or associated with the vehicle that can generate sensor data of a determined parameter or condition, and a controller in communication with the sensor and the positioning system. The controller can determine that a hazard event has occurred based at least partially on sensor data, and can communicate a hazard event notification based at least in part on the location data and the sensor data to a remote server.

In a method for controlling a line converter on board a track-bound vehicle semiconductor devices of current valves of the line converter are controlled to be turned on and off so as to prevent the current (I) through a secondary winding of a transformer to which midpoints of phase-legs of the converter are connected to pass zero and shift direction other when the voltage across the secondary winding shifts direction by a start of a new half period of an AC line voltage across the windings of the transformer.

A system includes a locator device and one or more processors operably connected to the locator device. The locator device determines a trailing distance between a trailing vehicle system that travels along a route and a leading vehicle system that travels along the route ahead of the trailing vehicle system in a same direction of travel. The one or more processors compare the trailing distance to a first proximity distance relative to the leading vehicle system. In response to the trailing distance being less than the first proximity distance, the one or more processors set a permitted power output limit for the trailing vehicle system to be less than a maximum achievable power output for the trailing vehicle system, the permitted power output limit being set based on a power-to-weight ratio of the leading vehicle system.

A method and a structure for an Autonomous Train Control System (ATCS) are disclosed, and are based on a plurality of autonomous train control elements that operate independent of each other. An autonomous train control element operates within an allocated track space, and based on predefined rules. Further, autonomous train control elements are paired together to exchange operational data. Pursuant to the predefined rules, an autonomous train control element acquires needed track space from a paired element, and relinquishes track space that is not required for its autonomous operation to a paired element. Further, an autonomous train control element is assigned a priority level with respect to the acquisition/relinquishment of track space.

A machine learning system (100) for train route optimization includes a machine learning module (120) in communication with an optimization module (110) and including instructions stored in a memory that when executed by a processor (82) cause the machine learning module (120) to receive a plurality of schedules for railroad vehicles travelling through a track network transmitted by the optimization module (110), prioritize the plurality of schedules by applying at least one business rule (140) to the plurality of schedules based on dynamically learned behavior, and provide a prioritized list of schedules.

A control system includes a communication device onboard a vehicle system approaching or entering an airflow restricted area along a route and one or more processors. The communication device configured to receive status messages that contain data parameters representative of ambient conditions within the airflow restricted area. The processors are configured to monitor the ambient conditions and determine different power output upper limits that a trail propulsion vehicle of the vehicle system can generate within the airflow restricted area based on the ambient conditions and different power outputs generated by a lead propulsion vehicle of the vehicle system. The processors further configured to communicate instructions to control the lead propulsion vehicle within the airflow restricted area to generate the power output of the different power outputs that results in the greatest total available power output of the vehicle system as the vehicle system travels within the airflow restricted area.

A system detects a parameter and generates a first trip plan to automatically control the vehicle according to a first trip plan. A controller is connected to a sensor and configured to receive the parameter. The controller is configured to generate a new trip plan or modify the first trip plan into a modified trip plan based on at least one of a cumulative damage or an end of life. A new trip plan or the modified trip plan is configured, during operation of the vehicle according to the new trip plan or the modified trip plan, for at least one of an adjustment in velocity or avoiding one or more operating conditions of the vehicle, relative to the first trip plan.

This train control device is provided with a leading carriage position measuring means for measuring the position of a leading carriage during travel, a final carriage position measuring means for measuring the position of a final carriage during travel, a train length calculating means for calculating a train length from measurement results obtained by the leading carriage position measuring means and the final carriage position measuring means, a leading carriage passing time measuring means for measuring the time at which the leading carriage passed a specific location, a final carriage passing time measuring means for measuring the time at which the final carriage passed the specific location, a speed measuring means for measuring the speed of the train, a traveled distance calculating means for calculating a traveled distance through which the train traveled from the leading carriage passing time until the final carriage passing time, on the basis of the measurement results obtained by the speed measuring means, the leading carriage passing time measuring means, and the final carriage passing time measuring means, a train completeness determining means for determining whether a difference between the train length and the traveled distance is equal to or less than a prescribed difference value, and a taillight means for indicating the final carriage, wherein the taillight means is a portable train taillight, and the final carriage position measuring means and the final carriage passing time measuring means are arranged integrally.

This train control device is provided with a leading carriage position measuring means for measuring the position of a leading carriage during travel, a final carriage position measuring means for measuring the position of a final carriage during travel, a train length calculating means for calculating a train length from measurement results obtained by the leading carriage position measuring means and the final carriage position measuring means, a leading carriage passing time measuring means for measuring the time at which the leading carriage passed a specific location, a final carriage passing time measuring means for measuring the time at which the final carriage passed the specific location, a speed measuring means for measuring the speed of the train, a traveled distance calculating means for calculating a traveled distance through which the train traveled from the leading carriage passing time until the final carriage passing time, on the basis of the measurement results obtained by the speed measuring means, the leading carriage passing time measuring means, and the final carriage passing time measuring means, a train completeness determining means for determining whether a difference between the train length and the traveled distance is equal to or less than a prescribed difference value, and a taillight means for indicating the final carriage, wherein the taillight means is a portable train taillight, and the final carriage position measuring means and the final carriage passing time measuring means are arranged integrally.

Various methods and systems are provided for detecting surge of a turbocharger during engine operation. As one example, a system includes an engine coupled to a low pressure turbocharger and a high pressure turbocharger; and a controller with non-transitory instructions stored in memory that when executed during operation of the engine cause the controller to: indicate an occurrence of surge of the high pressure turbocharger in response to a deviation of a modeled speed of the high pressure turbocharger from a measured speed of the high pressure turbocharger by a threshold amount, where the modeled speed tracks the measured speed during non-surge conditions, as engine operating conditions change.