A system for measuring motion of a locomotive vehicle includes a speed sensor, a decelerometer and an onboard processing unit. The speed sensor is configured to measure wheel speed of the locomotive vehicle. The decelerometer includes a level-sensitive device configured to measure acceleration or deceleration of the locomotive vehicle as a function of a tilt from a level position. The onboard processing unit computes a current grade traversed by the locomotive vehicle prior to detection of a slip or slide condition based on a first measurement signal from the decelerometer. Upon detection of the slip or slide condition, the onboard processing unit obtains a second measurement signal from the decelerometer and filters out the current grade from the second measurement signal. The onboard processing unit determines an actual acceleration or deceleration of the locomotive vehicle during the slip or slide condition from the filtered second measurement signal from the decelerometer.

A car integrated management system has a plurality of communication apparatuses, each including: an extraction unit to extract entries from a table; an address unit to generate a destination address of a packet, using information to identify a subnet connected to each of the communication apparatuses, and to generate a next hop address that indicates an address of a transfer destination to which the packet is to be transferred, using information to identify each of the communication apparatuses, the subnet identification information and the communication apparatus identification information being included in entry extracted by the extraction unit; an acquisition unit to acquire information about an IP port to be used for sending the packet to a communication apparatus at the next hop address; and an entry addition unit to add information about the destination address, the next hop address, and the IP port to a routing table.

The present disclosure relates to a train autonomous control system (TACS) based method for train interval protection control, and an apparatus for the method. The method includes: step one: receiving, by a carborne controller (CC), a train operation command sent by an automatic train supervision (ATS) system to obtain a movement mission; step two: calculating, by the CC, a train guaranteed zone in real time according to information of train localization, car characteristics, and carborne controller characteristics; step three: calculating, by the CC, track resources required to be used in combination with current mission information according to the train guaranteed zone, and requesting to a wayside information control (WSIC) for information of collided trains occupying these track resources; and step four: sending, by the WSIC, a list of the collided trains on the track resources required to be used to the CC according to information of the track resources required to be occupied by a train on a whole line. Compared to the prior art, the present disclosure has the advantages of high operation efficiency, communication resource saving, reliability, safety, etc.

A forward monitoring device for a train includes: a storage unit storing map information representing location information and a track geometry of a track and brake performance information representing performance of a train brake system; a train information acquisition unit obtaining train location information and train speed information; a monitoring unit monitoring an upside of the track in the travel direction; an obstacle determination unit determining presence or absence of an obstacle on the track based on a monitoring result of the monitoring unit; a braking distance calculation unit calculating a train braking distance using the map, brake performance, train location, and train speed information, and a processing time from when the monitoring unit performs monitoring until determination on presence or absence of an obstacle; and a monitoring distance determination unit determining a monitoring distance based on the braking distance to set a monitoring range of the monitoring unit.

An onboard control device includes an obtaining unit to obtain information from a wayside coil, for identifying a location of the wayside coil, and a control unit to correct train location information, or not, on a basis of correction permission information, the permission information being associated with the wayside coil and including information that indicates whether correction to the train location information is permissible. When the permission information indicates that the correction is permissible, the control unit corrects the train location information by using the wayside coil information at the time when the onboard pickup coil has passed through the wayside coil, and when the permission information indicates that the correction is not permissible, the control unit does not correct the train location information at the time when the onboard pickup coil has passed through the wayside coil.

A system and method for detecting the operational status of a brake system on a railcar. The system receives from a sensor an indication of the magnitude of a braking force applied by the braking system in response to an instruction to increase or decrease the braking force. It compares the response to possible responses of the braking system in view of the instruction provided. Based on the comparison, the system generates at least one of a message and/or an alert indicating the status of the brake system. Additional sensors, including a pressure sensor on a brake pipe of the railcar, can be added for additional functionality.

Method for controlling altitude of a vehicle moving along a segmented track. The method including receiving, at a controller, data generated by one or more sensors and determining, at the controller, an altitude of the vehicle relative to the segmented track. The method then receives, at the controller, data relating to the length of a track segment between two or more supports and the weight of the vehicle and determining, at the controller, a speed of the vehicle relative to the length of the track segment. The method also calculating, at the controller, the deflection of the segmented track between two supports based on the length of the track segment, the weight of the vehicle, and the speed of the vehicle. The controller adjusts the altitude of the vehicle relative to the segmented track by an offset equivalent to the deflection of the segmented track thereby maintaining a constant altitude.

A control system includes a controller that may determine whether a second speed limit, which is less than or equal to a first speed limit, is in effect for a segment of the route. The controller may switch one or more operational settings of a vehicle from the first speed limit to the second speed limit, and may operate the vehicle at the first speed limit outside of the segment of the route and operate the vehicle at or below the second speed limit while the vehicle is approaching or within the segment of the route.

Systems, methods, and non-transitory machine-readable media for remote monitoring and for detecting that an axle of a railcar is in a hunting condition in accordance with embodiments of the invention are disclosed. In one or more example embodiments, a device for detecting a hunting condition of a railcar axle that includes a controller having one or more processors, a data array, an accelerometer, and memory storing executable instructions that, when executed by the one or more processors, cause the controller to obtain from an accelerometer acceleration data indicating lateral acceleration of a railcar, store the acceleration data in the data array, determine multiple standard deviations of accelerometer readings based on the acceleration data stored in the data array, and provide an indication that an axle of the railcar is in a hunting condition based on at least one of the standard deviations of accelerometer readings satisfying a standard deviation threshold.

A solution for managing vehicles both individually and as a group of associated vehicles is provided. A vehicle node can be located on each vehicle in the group and obtain and process data from a plurality of sensors also located on the vehicle. The vehicle node can be configured to communicate, either directly or indirectly, with a group system assigned to the group using a wireless communications solution. The group system can acquire monitoring data for all of the group of associated vehicles, which can be used to manage the group of associated vehicles and/or one or more individual vehicles in the group. The group system can be located on a vehicle traveling as part of the group of associated vehicles or at a fixed location.