A derail placement warning system for a railway derailer that automatically generates an alert to inform railway personnel (or others) of the placement of the derailer on a rail of the railway such that the derailer will derail rail traffic over the derailer. The warning system has an electronic circuit with an electric power source, an electronic switch and an electronic alert, and is configured for the switch to automatically activate and turn ON the alert when the derailing component of the derailer is positioned atop a railway rail. The alert comprises one or more of an audible component, a tactile sensation, an olfactory component, a visible light emission, and an electronic transmission.

An open architecture control system is provided that may be used for remote and semi-autonomous operation of commercial off the shelf (COTS) and custom robotic systems, platforms, and vehicles to enable safer neutralization of explosive hazards and other services. In order to effectively deal with rapidly evolving threats and highly variable operational environments, the control system is built using an open architecture and includes a high level of interoperability. The control system interfaces with a large range of robotic systems and vehicles, autonomy software packages, perception systems, and manipulation peripherals to enable prosecution of complex missions effectively. Because the control system is open and does not constrain the end user to a single robotics system, mobile platform, or peripheral hardware and software, the control system may be used to assist with a multitude of missions beyond explosive hazard detection and clearance.

A method for outputting a trigger signal for an acoustic warning signal of a rail vehicle, includes reading in a piece of signal information detected by an image sensor of the rail vehicle, comparing the piece of signal information to at least one stored piece of reference signal information to classify the piece of signal information as a warning sign requiring an output of an acoustic warning signal, and providing a trigger signal to an output unit of the rail vehicle for outputting an acoustic warning signal.

A method for outputting a trigger signal for an acoustic warning signal of a rail vehicle, includes reading in a piece of signal information detected by an image sensor of the rail vehicle, comparing the piece of signal information to at least one stored piece of reference signal information to classify the piece of signal information as a warning sign requiring an output of an acoustic warning signal, and providing a trigger signal to an output unit of the rail vehicle for outputting an acoustic warning signal.

Systems and methods are disclosed for reliable detection of oncoming trains and for warning roadway personnel working on the railroad track of the oncoming train. A train detection system includes a wireless communication network further including train detection modules attached to catenary poles along the sides of the railroad track. Each train detection module is equipped with at least two diverse sensors configured to detect trains and other on-track vehicles. Each train detection sensor is simultaneously active and works with other train detection sensors to detect an approaching train and generate train alerts. The train alerts are transmitted wirelessly over the wireless communication network by the train detection modules. The system transmits train alerts to personal alert devices worn by roadway workers. The personal alert device forms an ad-hoc wireless network with the train detection modules.

A vehicle safety railroad crossing system comprising a system for preventing collisions between trains and motor vehicles at railroad crossings. The vehicle safety railroad crossing system functions to alert the train's engineer and brakeman of the vehicle ahead obstructing the tracks, and automatically apply the train's brakes to prevent a collision.

A conveyor facility having at least one traveling unit, which has an electrical load, in particular an electric drive and which can be moved along a conveyor path by means of the drive; and a railbus, which is arranged along the conveyor path and which has at least one supply collector wire via which the traveling unit is supplied with power. In order to reduce the space required by the railbus, a safety device is provided which has only one safety collector wire and yet ensures an emergency stop in a fault-tolerant manner.

The limit information acquisition unit is configured to acquire limit information including speed limit information and the position information corresponding to the speed limit, from a vehicle speed limit unit that is configured to set the speed limits at a plurality of positions in order to achieve a predetermined deceleration completion speed at the speed limit start position. The current position acquisition unit is configured to acquire a current position of the vehicle. The current speed acquisition unit is configured to acquire a current speed of the vehicle. The travel curve generation unit is configured to generate a travel curve which satisfies the speed limit at each position obtained from the limit information according to the acquired limit information, the current position, and the current speed. The speed command unit is configured to generate a speed command according to the generated travel curve and the current position.

The limit information acquisition unit is configured to acquire limit information including speed limit information and the position information corresponding to the speed limit, from a vehicle speed limit unit that is configured to set the speed limits at a plurality of positions in order to achieve a predetermined deceleration completion speed at the speed limit start position. The current position acquisition unit is configured to acquire a current position of the vehicle. The current speed acquisition unit is configured to acquire a current speed of the vehicle. The travel curve generation unit is configured to generate a travel curve which satisfies the speed limit at each position obtained from the limit information according to the acquired limit information, the current position, and the current speed. The speed command unit is configured to generate a speed command according to the generated travel curve and the current position.

A device for identifying obstacles for rail vehicles includes a force measuring device that generates a collision force measuring signal in the event of a collision between a collision beam of the rail vehicle and a mass of the collision object, where the collision force measuring signal is directed to an evaluation device together with a rail vehicle speed signal and the evaluation device is configured to integrate the collision force measuring signal via an integrator located in the evaluation device and by using the rail vehicle speed signal in order to determine the mass of the collision object.