A Head-of-Train device suitable for mounting inside a cab of a train is disclosed. The Head-of-Train device includes a memory and a processing unit communicatively coupled to the memory, wherein the processing unit is configured to execute one or more instructions in the memory to synthesize an audio message based on status associated with at least one equipment onboard the train. The Head-of Train device further includes an audio output device configured to output the audio message.

A mid of train (MOT) mobile unit for use with a train to bridge communications between a head of train (HOT) device installed in a locomotive and an EOT device installed on a last car of the train. The MOT mobile unit comprises a first hose for mounting the MOT mobile unit between first and second railway cars of the train located near a middle of the train. The MOT mobile unit further comprises a first radio for communications with an end of train (EOT) unit disposed on one end of the train and a second radio for communications with a head of train (HOT) unit disposed on other end of the train. With the first and second radios jointly the MOT mobile unit provides a repeater device functionality for communicating between the EOT unit and the HOT unit.

A hazardous event alert system for a train includes a sensor, a communication device, a positioning system, and a computer. The sensor is positioned on or associated with the train and configured to sense or monitor at least one parameter or condition. The computer is programmed or configured to determine that a hazardous event occurred based at least partially on data generated by the at least one sensor, determine or receive the location or position of the at least a portion of the train from the at least one positioning system, generate a hazardous event notification based at least partially on the at least one condition and the location or position of the at least a portion of the train, and communicate the hazardous event notification to at least one of a back office system and at least one remote server associated with at least one specified entity.

A railroad car condition monitoring/analyzing includes: a car factor estimation unit configured to estimate car factor evaluation data from car data and evaluation data; an infrastructure factor extraction unit configured to extract infrastructure factor evaluation data from the car data, the evaluation data, and the car factor evaluation data; an infrastructure factor estimation unit configured to estimate individual infrastructure factor evaluation data from the infrastructure factor evaluation data; an infrastructure factor DB construction unit configured to store the individual infrastructure factor evaluation data in an infrastructure factor database; an infrastructure factor analysis unit configured to monitor the individual infrastructure factor evaluation data stored in the infrastructure factor database so as to analyze infrastructure factors; and a car analysis unit configured to analyze a car condition in consideration of analysis information on the infrastructure factor.

A vehicle monitoring device includes a camera or other optical sensor configured to be disposed at a trailing end of a first vehicle system. The camera or other optical sensor is configured to output one or more images or video of a field of view behind the first vehicle system. The monitoring device also includes a controller configured to receive output from one or more sensors and to activate the camera or other optical sensor to output the one or more images or video based on the output from the one or more sensors. The output from the one or more sensors indicates one or more of a change in movement of the first vehicle system, a temperature, an acoustic sound, or movement of a second vehicle system.

In a normal operating mode, track-bound vehicles report their respective position to a track-side device and the track-side device determines a respective movement authority taking into account the reported positions for the track-bound vehicles and transmits the movement authorities to the respective track-bound vehicle. If a track-bound vehicles is faulty and cannot ensure its integrity, and it is consequently not able to report a valid or reliable position, a switch-over into a fault mode takes place without interrupting the travel operation of the track-bound vehicles. In the fault mode the faulty track-bound vehicle determines a position of one of its vehicle ends and reports the position together with information that it cannot ensure its integrity, to the track-side device. Movement authorities are then determined by the track-side device, taking into account the reported position of the one vehicle end and track vacancy information of a track-side track vacancy system.

A vehicle control system includes a controller that communicates between a first vehicle and a second vehicle and/or a monitoring device in a vehicle system. The controller determines a communication loss and, responsive to determining the communication loss, switches to communicating via a different communication path. The controller also determines an operational restriction on movement of the vehicle system based on the communication loss that is determined, obtains a transitional plan that designates operational settings of the vehicle system at one or more different locations along a route being traveled by the vehicle system, different distances along the route being traveled by the vehicle system, and/or different times. The controller automatically changes the movement of the vehicle system according to the operational settings designated by the transitional plan to reduce the movement of the vehicle system to or below the operational restriction.

Provided is a constant monitoring system for a railway vehicle that is monitorable of a dimensional change of a railroad truck during running. The present disclosure is the constant monitoring system for the railway vehicle that includes a sensor and a calculator. The sensor detects passage therethrough of wheels included in the railroad truck of the railway vehicle. The calculator calculates an inter-axle distance between two axles of the railroad truck based on a detection result obtained from the sensor. The sensor includes two displacement sensors of non-contact type that detect the passage of the wheels from respective different locations.

A safety system for a train equipped with an ECP air brake arrangement, in which the train includes at least one locomotive and at least one railcar connected to a trainline network, the system including: at least one power supply; at least one power supply controller to communicate over the trainline network and control the at least one power supply; at least one local controller to: communicate over the trainline network; receive or determine railcar data including a condition or parameter associated with the at least one railcar; and, based at least partially on the railcar data, generate at least one first message to deactivate the at least one power supply. A computer-implemented method for monitoring and responding to at least one railcar's derailment is also disclosed.

A train control system enabling a train to smoothly travel while performing handover. The system includes an on-vehicle wireless station mounted on a train following a preceding train and connected to an on-vehicle control device of the train, ground wireless base stations capable of wirelessly communicating with the on-vehicle wireless station, and a base station control device to control the base stations. The ground wireless base station is located between the ground wireless base station with which the on-vehicle wireless station is communicating and the ground wireless base station forming a communication area including a travelling permission point determined by a position of the train. The base station control device reserves radio resources of the ground wireless base stations while communicating with the ground wireless base station.