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 cart having a wheel and a cart-computing device communicatively coupled to the wheel, where the cart-computing device receives an electrical signal via the wheel. The electrical signal comprises a communication signal and electrical power. The communication signal corresponds to one or more instructions for controlling an operation of the cart and the electrical power of the electrical signal powers the cart-computing device.

A railway turnout control method comprises: constructing a data space corresponding to a railway turnout area (101); adding a virtual railway turnout, in the data space, to an area in which a target turnback stopping point is located (102); adding the virtual railway turnout to a railway turnout list corresponding to a route along which a train drives into the area (103); and not releasing claim of the virtual railway turnout when the train stops at the turnback stopping point (104); Also provided is a railway turnout control system. The method and system can solve problems of deadlock of a turnback area and insufficient safety protection of crossed routes.

An examining system includes one or more application devices onboard a vehicle system. The application devices may electrically conduct an examination signal into one or more conductive bodies extending along a route and may include a catenary, a third rail, and/or a cable. The examining system may include one or more detection units that may be disposed onboard the vehicle system and that may monitor one or more electrical characteristics of the one or more conductive bodies in response to the examination signal being conducted into the one or more conductive bodies. The examining system may include an identification unit that may examine the one or more electrical characteristics of the one or more conductive bodies monitored by the one or more detection units to identify a compromised or damaged section of the one or more conductive bodies.

A train control system uses sensory inputs related to operational parameters of a train for automatically scoring or classifying particular train driving strategies implemented by a machine learning model for a particular train operating on a predefined route or route segment. The train control system includes one or more predefined rules related to one or more of a first set of the operational parameters, wherein each of the rules defines a Boolean, true or false classification based on whether a particular train driving strategy results in one or more of the first set of operational parameters complying with the rule. One or more comparative key performance indicators are related to one or more of a second set of operational parameters, and are used to rank the particular train driving strategy for the predefined route or route segment relative to a different train driving strategy for the same or comparable route or route segment.

A monitoring system includes a sensor that may output a sensed moving speed of a vehicle system. The monitoring system may also include one or more processors in communication with the sensor. The one or more processors may calculate a predicted speed of the vehicle system based on one or more forces acting on the vehicle system, and compare the predicted speed with the sensed moving speed. The one or more processors may also control movement of the vehicle system based on comparing the predicted speed with the sensed moving speed.

A train operation control system and method based on train-ground coordination are provided. The system includes a dispatching center server, a resource management unit (RMU) for ground train control equipment, and on-board train control equipment (CC), wherein the dispatching center server is connected via communication to the on-board CC, and the on-board CC is connected via communication to the RMU for the ground train control equipment; and the RMU for the ground train control equipment and the on-board CC coordinatively complete resource management and implement train operation control, wherein the resource management is divided into two levels, at a first level, the RMU is responsible for performing the resource management in the unit of section, and at a second level, a preceding train and a succeeding train interact with each other via direct train-to-train communication, such that finer resource sharing in a section is achieved between the trains.

The invention relates to a train control method based on mobile authorization verification, which compares driving permission sent by a vehicle-mounted device to a ground trackside device with driving permission calculated by itself, and outputs the strictest driving permission. Compared with the prior art, the invention has the advantages that the correctness of mobile authorization calculation is improved, and the safety of train stop points is ensured.

Systems and methods are provided for decentralized rail signaling and positive train control. A decentralized train control system may include a plurality of wayside units, configured for placement on or near tracks in a railway network, and one or more train-mounted units, each configured for use in a train operating in a railway network that support use of the decentralized train control system. Each train-mounted unit may configured to receive communicate with any wayside unit and/or train-mounted unit that comes within range, with the communicating including use of ultra-wideband (UWB) signals, and for generating control information based on the UWB signals, for use in controlling one or more functions associated with operation of the train.

The present disclosure relates to a train-ground interlocking method and system for rail transit train operation control. In the train-ground interlocking method, a train is taken as a subject of wayside and carborne resource management, and the train actively calculates a required resource according to a “movement mission”, applies to a wayside at an appropriate time and location, uses the resource after obtaining a resource use authority, and actively releases the resource after use of the resource; and once the wayside allocates the resource to one of other trains, the resource cannot be reallocated without being released by the train. Compared to the prior art, the present disclosure has the following advantages: interlocking control of integration of the train and wayside equipment is achieved, rail transit is improved from original passive and indirect interlocking control of the train to active and direct interlocking control of the train, the train safety protection function and the utilization efficiency of wayside resources are further improved, and safe, timely and appropriate match between a movement behavior of the train and a status of the wayside equipment is truly realized.