A system includes a locator device, a communication circuit, and one or more processors, all disposed onboard a trailing vehicle system that travels along a route behind a leading vehicle system. The locator device determines a location of the trailing vehicle system. The communication circuit periodically receives a location of the leading vehicle system in a message. The processors monitor a trailing distance between the trailing vehicle system and the leading vehicle system based on the respective locations of the leading and trailing vehicle systems. Responsive to the trailing distance being less than a first proximity distance relative to the leading vehicle system, the processors set an upper permitted power output limit for the trailing vehicle system that is less than an upper power output limit of the trailing vehicle system to reduce an effective power-to-weight ratio of the trailing vehicle system.

A system includes a locator device, a communication circuit, and one or more processors, all disposed onboard a trailing vehicle system that travels along a route behind a leading vehicle system. The locator device determines a location of the trailing vehicle system. The communication circuit periodically receives a location of the leading vehicle system in a message. The processors monitor a trailing distance between the trailing vehicle system and the leading vehicle system based on the respective locations of the leading and trailing vehicle systems. Responsive to the trailing distance being less than a first proximity distance relative to the leading vehicle system, the processors set an upper permitted power output limit for the trailing vehicle system that is less than an upper power output limit of the trailing vehicle system to reduce an effective power-to-weight ratio of the trailing vehicle system.

A sensor system senses one or more characteristics of vehicles in a vehicle system with sensors disposed onboard the vehicles and communicate data representative of the one or more characteristics from the sensors to one or more of a controller or a control system of the vehicle system. The data communicated from the sensors onboard the same vehicle can be synchronously communicated with respect to the sensors onboard the same vehicle and asynchronously communicated with respect to the sensors disposed onboard one or more other vehicles in the vehicle system. The systems and methods can direct components disposed onboard a vehicle system to change operations, monitor data output by sensors operatively connected with the components, and determine which of the sensors are operatively connected with which of the components based on the operations of the components that are changed and the data that is output by the sensors.

A sensor system senses one or more characteristics of vehicles in a vehicle system with sensors disposed onboard the vehicles and communicate data representative of the one or more characteristics from the sensors to one or more of a controller or a control system of the vehicle system. The data communicated from the sensors onboard the same vehicle can be synchronously communicated with respect to the sensors onboard the same vehicle and asynchronously communicated with respect to the sensors disposed onboard one or more other vehicles in the vehicle system. The systems and methods can direct components disposed onboard a vehicle system to change operations, monitor data output by sensors operatively connected with the components, and determine which of the sensors are operatively connected with which of the components based on the operations of the components that are changed and the data that is output by the sensors.

Systems and methods for controlling a train may override wayside interface units (WIUs) and/or override wayside devices. An example control system may comprise a transceiver configured to receive a status from a WIU and an on board unit (OBU) coupled to the transceiver. The OBU may be configured to override the command from the WIU and ignore a status from another wayside device associated with the WIU. The OBU may enforce all positive train control commands other than commands from sources associated with the overridden WIU.

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 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.

The invention is intended for conserving energy expended by railway rolling stock, for instance by a locomotive when carrying out train operations and shunting, when trains are run in an automatic mode or in a train operator assistance mode. A method for increasing the efficiency of rolling stock includes the following steps: obtaining the parameters of the rolling stock, including at least the following: speed, coordinates, overhead system voltage, traction engine current voltage, brake line discharging; in addition, determining at least the dependence parameters of an active traction force, braking force, motion resistance force, force of wheel adherence to the rails, and the mass of the rolling stock; then, determining the optimal control to be carried out by traction and braking equipment of railway rolling stock based on the dependence parameters obtained during the previous step; then, transmitting the optimal control, determined during the previous step, to a rolling stock control system for implementation or for displaying to the train operator.

The invention is intended for conserving energy expended by railway rolling stock, for instance by a locomotive when carrying out train operations and shunting, when trains are run in an automatic mode or in a train operator assistance mode. A method for increasing the efficiency of rolling stock includes the following steps: obtaining the parameters of the rolling stock, including at least the following: speed, coordinates, overhead system voltage, traction engine current voltage, brake line discharging; in addition, determining at least the dependence parameters of an active traction force, braking force, motion resistance force, force of wheel adherence to the rails, and the mass of the rolling stock; then, determining the optimal control to be carried out by traction and braking equipment of railway rolling stock based on the dependence parameters obtained during the previous step; then, transmitting the optimal control, determined during the previous step, to a rolling stock control system for implementation or for displaying to the train operator.

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.