A fastening device for fastening at least one sensor to a railway rail includes at least one clamping bow and at least two mutually opposite clamping regions connected to the clamping bow. The at least one sensor and at least part of the railway rail can be disposed between the clamping regions. At least one clamping device is connected to the clamping bow for applying the clamping force between the clamping regions for fastening the at least one sensor to the railway rail. A sensor arrangement including the fastening device and a method for fastening at least one sensor to a railway rail are also provided.

A fastening device for fastening at least one sensor to a railway rail includes at least one clamping bow and at least two mutually opposite clamping regions connected to the clamping bow. The at least one sensor and at least part of the railway rail can be disposed between the clamping regions. At least one clamping device is connected to the clamping bow for applying the clamping force between the clamping regions for fastening the at least one sensor to the railway rail. A sensor arrangement including the fastening device and a method for fastening at least one sensor to a railway rail are also provided.

The present disclosure generally relates to a rail warning system using wireless portable transmitters/receivers. The rail warning system uses a chirp spread spectrum modulation scheme, and alerts personnel in work zones on or near train tracks as well as optionally, on track equipment and train operators, of approaching trains or on track equipment. Portable wayside devices may also be positioned on the rail web, optionally magnetically, to alert work personnel, allowing for secure placement but also portability to other locations on the same track or adjacent tracks.

In one aspect, a mobile railway asset monitoring apparatus is provided that includes a sensor configured to produce a signal indicative of a rotation of a wheelset of a mobile railway asset. The apparatus further includes a processor to receive data corresponding to a ground speed of the mobile railway asset. The processor is operably coupled to the sensor, the processor configured to estimate a running dimension of the wheelset based at least in part on the rotation of the wheelset and the ground speed of the mobile railway asset. The processor is configured to determine at least one parameter of the mobile railway asset based at least in part on the running dimension of the wheelset.

In one aspect, a mobile railway asset monitoring apparatus is provided that includes a sensor configured to produce a signal indicative of a rotation of a wheelset of a mobile railway asset. The apparatus further includes a processor to receive data corresponding to a ground speed of the mobile railway asset. The processor is operably coupled to the sensor, the processor configured to estimate a running dimension of the wheelset based at least in part on the rotation of the wheelset and the ground speed of the mobile railway asset. The processor is configured to determine at least one parameter of the mobile railway asset based at least in part on the running dimension of the wheelset.

A rail warning system using wireless portable transmitters/receivers is described. The rail warning system uses a chirp spread spectrum modulation scheme, and alerts personnel in work zones on or near train tracks as well as optionally, on track equipment and train operators, of approaching trains or on track equipment. Portable wayside devices may also be positioned on the rail web, optionally magnetically, to alert work personnel, allowing for secure placement but also portability to other locations on the same track or adjacent tracks.

A method for operating an axle counter system for monitoring the occupation status of a track section being limited by counting positions which have at least one detection point and at least one counting position a set of redundant detection points, includes the steps of: (a) incrementing or decrementing axle counter values in dependence of the moving direction of a passing axle; (b) transmitting the axle counter value to an axle counter evaluator; (c) determining the number of remaining axles within the track section; and (d) outputting a track occupation status. Prior to step (c) for each counting position exactly one detection point is selected for further processing independent of the selection at any other counting position. In step (c) the counter values of the selected detection points are used for determining the number of remaining axles and the counter values of the non-selected redundant detection points are ignored.

An autonomous electric road vehicle is transported by a railcar for automated railed travel on a railway. During automated railed travel, the railcar is powered by the autonomous road vehicle's main power source and driven by the autonomous road vehicle's driving automation control system. A driver control of the autonomous electric road vehicle allows a human driver to apply emergency braking during both road and railed travel.

An autonomous electric road vehicle is transported by a railcar for automated railed travel on a railway. During automated railed travel, the railcar is powered by the autonomous road vehicle's main power source and driven by the autonomous road vehicle's driving automation control system. A driver control of the autonomous electric road vehicle allows a human driver to apply emergency braking during both road and railed travel.

A system and method for virtual block stick circuits is presented. The present disclosure implements specialized algorithms adapted to determine the true status of a virtual block based on multiple inputs from different perspectives. In one embodiment, the system can use the far house perspective of that virtual track segment and the PTC hazard for the near virtual track segment directly adjacent to the near house uses the near house perspective of that virtual track segment. For the middle virtual track segments, the near house perspectives of the middle virtual track segments are held TRUE if they are already TRUE when the train first enters the block, using stick circuits for the near house perspective of the middle track circuits. The vital application can then indicate the true state of the virtual track segment as occupied (FALSE), to protect the train from trains that follow.