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 train navigation system and method are provided for safely navigating a track loop in a railway, by determining a head end location of a train navigating a track block in a plurality of track blocks associated with a track loop in the railway; determining a train route from the head end location of the train including a forward path and a rearward path, the train route based on a position of a switch in the plurality of track blocks associated with the track loop in the railway; the system and method for dynamically generating an updated train route as the train traverses the railway based on a continuously updated head end location as the train traverses the railway relative to the position of the switch; and safely traversing the track loop in the railway based upon the updated train route.

System and methods are provided for warning a worker of a rail vehicle, or an operator of the rail vehicle of the worker. The system includes a worker device, a vehicle device, and a central server. The devices and server operate on one or a combination of actual or simulated satellite navigational signals, and beacon signals to determine the position of the devices, to generate a warning. The position determination may prioritize beacon signals over satellite navigation signals. The position determination may involve correcting a calculated position based on a measured power level of the beacon signal received from the beacon transmitter, an elapsed time since a previous beacon signal was last received by the device from the beacon transmitter, an elapsed time since a previous satellite navigation signal was received by the device, or an accuracy of the position of the device based on the satellite navigation signal.

At an on-board control unit of an on-board apparatus, a coupling detecting unit detects coupling of a failure train with respect to the own train. Then, in the case where detection is performed by the coupling detecting unit, a train occupancy range calculating unit updates train length information using the number of vehicles of the failure train and uses the updated train length information to calculate train occupancy range information. Further, a traveling control unit controls traveling and stop of the own train as a series of coupled trains in the case where detection is performed by the coupling detecting unit.

An on-board system increases a forward margin distance and a backward margin distance to expand an train occupancy range, when it is determined that position correction communications with a balise fail to be performed when a train passes through an installation position of the balise, that is, when it is determined that a detection failure has occurred. The expanded train occupancy range is restored to the train occupancy range before being expanded, when it is determined that the position correction communications have been successfully performed with a next balise, that is, when detection has been successfully performed.

Whether or not slip-or-skid of a wheel on any one of a plurality of axles of a train to which pulse generators (PGs) are provided has occurred is determined on the basis of speed pulses output from the PGs. When occurrence of slip-or-skid is detected, a train occupancy range is calculated with a front end portion of the train determined on the basis of a forward-side one of train positions obtained on the basis of the speed pulses output by the PGs, and with a rear end portion of the train determined on the basis of a backward-side one of the train positions. Whether or not any of the PGs is abnormal is determined on the basis of the speed pulses or a speed and acceleration/deceleration calculated from the speed pulses.

Generally, a system including an imaging device and a processing unit is disclosed. The imaging device may be configured to acquire a plurality of datasets of corresponding plurality of image frames by performing corresponding plurality of image frame handling cycles. The processing unit may be configured to define a special region of interest (SROI) in each of at least some of the plurality of the image frames acquired by the imaging device, based on the datasets of the respective image frames. The imaging device may be further configured to acquire at least one partial dataset of the SROI, during each of at least some of the plurality of image frame handling cycles and within a residual time between an end of an image frame acquiring time and an end of the respective image frame handling cycle.

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. The trusted accident avoidance control system is self-contained to the vehicle, not relying on outside sources to generate any estimated current positions.

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 disclosed controller is configured with logic that, when executed, performs actions to extend landing gear of a maglev vehicle. The actions include receiving a height control target value and transitioning between a standby control state and an active control state. The controller maintains the landing gear in a fixed position when the controller is in the standby control state, and the controller controls extension and retraction of the landing gear according to the height control target value when the controller is in the active control state.