An automatic train operation system includes a first control system configured to run a first software for controlling a first vehicle subsystem and a second control system configured to run a second software for controlling a second vehicle subsystem. The automatic train operation system also includes a software verification controller. The software verification controller is configured to identify a first identifier of the first software and a second identifier of the second software as a software configuration and determine whether the software configuration is preapproved. The software verification controller is also configured to, if the software configuration is preapproved, authorize the first control system and the second control system to run the first and second software.

An unmanned rail vehicle for surveillance, inspection and/or maintenance of an infrastructure, the infrastructure including a rail structure with a rail, the unmanned rail vehicle being movable along the rail and the unmanned rail vehicle including a first position sensor system configured for measuring, by interaction with the rail structure, first position data indicative of a position of the unmanned rail vehicle along the rail, a second position sensor system configured for measuring, by interaction with the rail structure, second position data indicative of a position of the unmanned rail vehicle along the rail, a position determining unit configured for receiving and combining first and second position data to determine the position of the unmanned rail vehicle along the rail.

A control device includes a power converter, reference rotational speed obtainer, and abnormality determiner. The power converter feeds power to motors. The reference rotational speed obtainer, when rotational speed sensors are determined to include a suspected abnormal sensor suspected of having abnormality, obtains a reference rotational speed from signals output from the rotational speed sensors other than the suspected abnormal sensor and indicating rotational speeds. The abnormality determiner determines that the motor corresponding to the suspected abnormal sensor has abnormality when the difference between a modulation factor obtained from a command value of voltage output from the power converter and a comparative modulation factor set in advance is larger than or equal to a modulation-factor threshold, and determines that the suspected abnormal sensor has abnormality when the difference between the modulation factor obtained from the reference rotational speed and the comparative modulation factor is smaller than the modulation-factor threshold.

A system may be provided that includes a first power source configured to supply power to a communication system of a vehicle system to communicate a signal from a first vehicle of the vehicle system to a second vehicle of the vehicle system. The system may include a second power source configured to supply power to the communication system to communicate the signal from the first vehicle to the second vehicle, and a controller. The controller may obtain an operational parameter, and communicate the signal based on the operational parameter when the first power source supplies power to the communication system. The controller may be configured to communicate the signal utilizing the power from the second power source based on the operational parameter when the first power source does not supply power to the communication system.

A distributed power system includes a communication device and a control device. The communication device is configured to be disposed onboard a first vehicle of a vehicle system that also includes at least a second vehicle. The communication device is configured to communicate a discover message. The control device is configured to be operatively connected to the communication device, and, responsive to the communication device receiving a discover reply message from a second vehicle, to generate a configure message for the communication device to transmit to the second vehicle based on an identifier of the second vehicle included in the discover reply message. The configure message includes instructions for the second vehicle to transition to a remote mode of operation in which remote control of tractive and braking efforts of the second vehicle is enabled.

Systems and methods are provided for achieving vital ultra-wideband (UWB) based train control. Train-mounted units and wayside units that incorporate at least two separate and independent radios are used to obtain independent and separate ranging measurements in trains based on communications between the train-mounted units and wayside units. The communications includes communication of ultra-wideband (UWB) based signals.

A pulse signal multiplier for the provision of a secondary pulse signal without retroactive effect from a primary pulse signal of a pulse signal generator, in particular for the multiplication of speed sensor signals for use in train protection systems, includes an input circuit which taps off the primary pulse signal via a shielded branch signal line, an output circuit which receives the signal transmitted via the potential barrier, and an optical signal transmission path bridging the potential barrier between the input circuit and the output circuit.

A transportation system is controlled by an apparatus. The apparatus has a communicator adapted to communicate with a second apparatus. The apparatus also has a processor. When the communicator and the processor are controlling the transportation system, they are configured for transmitting to the second apparatus. A first status message defines a first status of the transportation system. When the communicator and the processor are being kept as a reserve for the second apparatus, the communicator and the processor are configured for receiving one second status message defining a second status of the transportation system from the second apparatus.

A method for automatically detecting and correcting memory errors in a secure multichannel railway computer provides each channel with at least one memory and the same data stored in parallel in the memories. A first check value is calculated for data in a subregion of the first memory and a second check value is calculated for the same data in a subregion of the second memory. First and second check values are compared and if different, first and/or second check values are compared with an old check value. Data in the subregion of the first memory are replaced by data in the subregion of the second memory if the second check value corresponds to the old check value. Data in the subregion of the second memory are replaced by data in the subregion of the first memory if the first check value corresponds to the old check value.

A locomotive wireless multi-heading remote distributed power traction operation control system. A set of differential multi-heading control unit (8) is added to a train control and management system of an original locomotive, and is combined and fused with a train control and management system (21), a brake control unit (24), a train safety monitoring device (20), a locomotive logic control unit (23), and a locomotive third-party device (25) to implement wireless multi-heading distributed power traction control operation of locomotives in a heavy haul combined train, and adapt to train multi-heading traction control operation of differential locomotives of a heavy haul combined train or multi-heading operation of different railway locomotives. Also provided is a multi-heading locomotive.