The present invention relates to a screen door control method supporting both coupling and a baggage carriage, a device, and a medium. The method includes: S1, calculating data of a safe passenger boarding and alighting area in an onboard electronic map library based on train running rules and train formations allowed for online running; S2, merging, by an interlocking system based on the train running rules and the train formations allowed for online running, same opening codes for actually opening screen doors in data logic; S3, calculating, by an onboard controller, a screen door opening code based on a current actual train formation, a baggage carriage condition, and data of a safe passenger boarding and alighting area in which the current train formation is located; and S4, driving, by the interlocking system, a corresponding screen door to be opened. Compared with the prior art, the present invention has advantages of supporting an operation manner of replacing a first carriage at a head or tail of different train formations with a baggage carriage, and the like.

A monitoring system is provided that may include a sensor configured to detect at least one characteristic related to at least one axle of a first vehicle. The monitoring system may also include a controller having one or more processors in communication with the sensor. The one or more processors may be configured to restrict movement of the first vehicle based at least in part on the at least one characteristic related to the at least one vehicle axle, and vary movement of a second vehicle based at least in part on the at least one characteristic related to the at least one vehicle axle.

A system and method of supervising vehicle positioning of a vehicle along a guideway where the vehicle comprising a supervisory controller, at least two controllers communicatively connected with the supervisory controller, an inertial measurement unit (IMU) and a speed measurement sensor includes receiving, by the controllers, speed measurements from the speed measurement sensor and motion measurements from the inertial measurement unit. The two controllers each estimate the along-track position of the vehicle using a track constrained UKF function based on the received speed measurements and motion measurements. The system executes protection level and protection level supervision functions on the supervisory controller to validate the along-track position estimates. The protection level supervision function uses a Stanford diagram verification technique.

A solid state switch, in particular for a railroad equipment, including: an isolation boundary, the isolation boundary galvanically isolating a first zone from a second zone; at least one switch, each switch being adapted to switch a current in the first zone between a switch input terminal and a switch output terminal; at least one relay operating signal input terminal adapted to receive an operating signal, the operating signal indicating whether to switch the at least one switch; at least two channels, each channel including: for each switch a switch module in the first zone, each switch module including a switch module input terminal, a switch module output terminal and a semiconductor switch adapted to switch the current between the switch module input terminal and the switch module output terminal; at least one programmable device in the second zone, the at least one programmable device including an input terminal.

Sensor systems and methods for measuring environmental parameters associated with a rail-bound vehicle having a plurality of carriages are disclosed. In an embodiment, the sensor system includes a plurality of sensors arranged in a separate carriage of the rail-bound vehicle at a defined distance from a reference point within the rail-bound vehicle. The sensor system further includes a control unit configured to receive measurement signals and time-shift the received measurement signals based on the defined distance and a velocity of the rail-bound vehicle to determine whether an event measured by the plurality of sensors is present at the same point in time in two or more signals of a modified (time-shifted) set of signals.

A system and method for enabling automatic arming between an End-of-Train device and a Head-of-Train device on a train is provided. The system includes at least one sensing unit configured to detect a physical connection status of the End-of-Train device. The End-of-Train device is configured to transmit an arming request to the Head-of-Train device based on the physical connection status, wherein the arming request includes at least one of an identifier and a geospatial location associated with the End-of-Train device. The Head-of-Train device is configured to receive the arming request from the End-of-Train device. The Head-of-Train device is further configured to arm the Head-of-Train device to the End-of-Train device upon verification of the arming request, wherein arming comprises establishing a communication channel between the Head-of-Train device and the End-of-Train device.