A train overspeed protection method includes: acquiring, when emergency braking is triggered for a train, an initial speed limit location point of each speed limit region among a preset number of speed limit regions, and a first speed limit value corresponding to each initial speed limit location point so as to obtain a plurality of first speed limit values; acquiring a current traveling location point of the train and a corresponding second speed limit value, and acquiring a current traveling speed of the train; determining a plurality of decelerations of the current traveling speed relative to each first speed limit value, selecting a deceleration satisfying a preset condition from the plurality of decelerations, and determining the initial speed limit location point corresponding to the deceleration satisfying the preset condition as a target speed limit location point; determining an emergency braking speed according to a relative deceleration of the second speed limit value relative to the first speed limit value corresponding to the target speed limit location point, and performing overspeed protection on the train according to the emergency braking speed.

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.

A method is provided that can include activating at least two wireless communication channels in parallel, between a first wireless transceiver and a second wireless transceiver. Each of the at least two wireless communication channels can operate at a different radio carrier frequency, and the first wireless transceiver may be part of a first vehicle. The method can also include transmitting, by the first wireless transceiver, common information in parallel on the at least two wireless communication channels to the second wireless transceiver and deactivating the at least two wireless communication channels.

A power control system for a vehicle system identifies coupler nodes in the vehicle system for travel of the vehicle system along a route. The coupler nodes represent slack states of couplers between vehicles in the vehicle system. The system also determines combined driving parameters at locations along the route where a state of the coupler nodes in the vehicle system will change within the vehicle system during the upcoming movement of the vehicle system. The system determines a restriction on operations of the vehicle system to control the coupler nodes during the upcoming movement of the vehicle system and to distribute the combined driving parameters among two or more of the vehicles.

A method and device of multi-train operation trend deduction. Temporary speed limit information, scheduling information, line information and train status information are obtained; the coupling relationship between the trains traction calculation and the area of space-time scope which is under temporary speed limit are analyzed, and the time saving driving strategy of the first train within the time domain is calculated; according to the running position and speed of the front train, a multi-train operation tracking model under different block systems is established; according to the temporary speed limit information, the driving strategy of following tracking train is deduced, and the operation of the multi-train is calculated; the operation trend of multi-train to the driving scheduling platform is sent.

A method for determining an optimum or maximum-permissible speed of a rail vehicle, dependent on a thermal state of at least one friction element of at least one friction brake of includes detecting at least one parameter which characterizes a current operating situation of the rail vehicle, determining or estimating a first influence on the thermal state of the at least one friction element based on the current operating situation of the rail vehicle, determining or estimating a second influence on the thermal state of the at least one friction element, determining the optimum or maximum-permissible speed of the rail vehicle in such a way that an allowed friction-element maximum temperature of the at least one friction element is not exceeded, or the allowed friction-element maximum temperature of the at least one friction element is substantially obtained, at the at least one friction element under the first or second influence.

A system and method for performing root cause analysis for enforcement events is presented. The system can enable accurate detection of an enforcement event and identifies the root cause of such events. The system can enable accurate detection of the enforcement event and identifies the root cause of such events using an automation workflow engine. The system can perform root cause analysis based on at least one analysis model. The system can provide a user with an interface to monitor the enforcement event by collecting a list of data points characterizing the enforcement event, as well as analyze the data points to evaluate what is the root cause of the enforcement event.

Embodiments of the present application provide a method and a device for controlling train formation tracking, the method comprising: obtaining a current distance between a first train and a second train in a train formation, wherein the first train is adjacent to the second train and located behind the second train; determining a target tracking mode of the first train based on the current distance, wherein the target tracking mode is one of a speed tracking mode, a distance tracking mode and a braking mode; and tracking the second train, by the first train based on the target tracking mode. Tracking efficiency is improved according to the method of the embodiments of the present application.

An automatic train operation device includes: a step command start position determining unit to determine whether a train passes through a step command start position that is a position a certain distance before a target stop position of the train; a deceleration command generating unit to generate a deceleration command to control braking force of a braking device in a section from the step command start position that the train passes through to the target stop position at which the train stops; and a travel history storage unit to store travel state information and the deceleration command for the section as a plurality of travel histories. When the step command start position is determined by the step command start position determining unit, the deceleration command generating unit generates the deceleration command by using the travel histories.

A vehicle control system includes a controller disposed onboard a first vehicle system and comprising one or more processors. The controller is operably connected to a propulsion and braking subsystem of the first vehicle system. The controller is configured to analyze a notification message received from an off-board source as the first vehicle system travels on a route. The notification message identifies an unplanned brake application made by a second vehicle system. In response to the notification message, the controller is configured to control the propulsion and braking subsystem to modify movement of the first vehicle system based at least in part on a location of the second vehicle system to avoid the second vehicle system.