A positive train control system and method may comprise one or more switch monitors and/or one or more track monitors providing sensor data relative to one or more switches and/or one or more tracks, respectively, determining whether there is an anomaly of a switch or track, and when there is, providing a message, alert and/or warning, and/or initiating a train control action. Determination of an anomaly may be preformed on a train or at a remote location, e.g., a central facility.

A system to arm one device with another device on a freight train having a locomotive and a last car is provided. The system comprises an end of train (EOT) device disposed in the last car of the freight train and a head of train (HOT) device disposed in the locomotive of the freight train. The EOT device includes a soft button which is configured to be virtually pressed in response to an electronic command. The HOT device includes a button which is configured to be pressed by a user. A web-based service at a central server is configured to receive an initiate arming sequence command from a wireless communication device of the user and issue the electronic command to the EOT device to virtually press the soft button via a web user interface. The first radio is configured to transmit an arming request message to the HOT device for displaying on the display of the HOT device. The user is prompted to press the button of the HOT device to cause the HOT device to proceed with an arming process with the EOT device.

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 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 system to arm one device with another device on a freight train having a locomotive and a last car is provided. The system comprises an end of train (EOT) device disposed in the last car of the freight train and a head of train (HOT) device disposed in the locomotive of the freight train. The EOT device includes a soft button which is configured to be virtually pressed in response to an electronic command. The HOT device includes a button which is configured to be pressed by a user. A web-based service at a central server is configured to receive an initiate arming sequence command from a wireless communication device of the user and issue the electronic command to the EOT device to virtually press the soft button via a web user interface. The first radio is configured to transmit an arming request message to the HOT device for displaying on the display of the HOT device. The user is prompted to press the button of the HOT device to cause the HOT device to proceed with an arming process with the EOT device.

The invention relates to a train integrity detection system based on Beidou short message communication, which comprises a vehicle-mounted ATP host, a train rear device and a ground RBC device, wherein the vehicle-mounted ATP host communicates with both the train rear device and the ground RBC device, the vehicle-mounted ATP host and the train rear device each comprise a main control unit, and a wind pressure detection module, a wireless communication module, a speed measurement module and a satellite positioning module which are connected with the main control unit, and the vehicle-mounted ATP host and the train rear device also each comprise a Beidou short message communication module connected with the main control unit. Compared with the prior art, the invention has the advantages of strong communication jamming resistance and short response time.

An operation state acquisition unit 101 acquires the position of a train on a track. A determination unit 102 determines whether the train is traveling as scheduled by comparing the position of the train on the track with the target position of the train on the track if traveled in accordance with the operation schedule. A presentation mode selection unit 103 selects a presentation mode indicating a positional relationship between the train and the target on the track according to a state of being late, early or on time in accordance with the determination result of the determination unit 102. The display unit 104 displays in a representation mode selected by the presentation mode selection unit 103.

An automatic train communications system includes a plurality of electronic train devices and a multi-channel communications network, wherein each electronic train device comprises a radio module configured to support a plurality of communications protocols and a plurality of frequency bands, and select a communications protocol and/or a frequency band from the plurality of communications protocols and frequency bands based on at least one performance criterium to reliably communicate with one or more electronic train devices via the multi-channel communications network.

A method is provided including obtaining a first range area in which a designated position of a vehicle system may be determined to be located based at least in part on a calculated distance from a known location at a front end of the vehicle system that has been determined by a leading sensor. The front end may be relative to a direction of travel. The method may include obtaining a second range area in which the designated position of the vehicle system may be determined to be located using a different, trailing sensor that is located spaced away from the front end of the vehicle system. The method may include determining a degree of overlap, or lack of overlap, of the first range area and the second range area and responding to a determined degree of overlap.

Methods and systems that utilize radio frequency identification (RFID) tags mounted at trackside points of interest (POI) together with an RFID tag reader mounted on an end of train (EOT) car. The RFID tag reader and the RFID tags work together to provide information that can be used in a number of ways including, but not limited to, determining train integrity, determining a geographical location of the EOT car, and determine that the EOT car has cleared the trackside POI along the track.