A train control method includes: acquiring a current control level of the train and outputting the current control level to a train traction control system; acquiring current train operation data and calculating an evaluation score according to the current train operation data by the train traction control system; and inputting the current train operation data and the evaluation score into a neural network learning system to adjust the current control level of the train to obtain a final outputted control level.

A method of monitoring a track using train cars includes collecting first sensor data corresponding to a track location by a first sensor network on a first train car. Based on the first sensor data, a potential track anomaly at the track location is identified by a diagnostics system on the first train car. A message describing the anomaly is transmitted to diagnostics systems located on other train cars. The message is received by a second diagnostics system on a second train car located behind the first train car. The second diagnostics system determines a time at which the second train car will be passing over track location and, at the determined time, collects second sensor data. If the track anomaly is present in both the first sensor data and the second sensor data at the track location, a train control system is notified of the track anomaly.

A method controls a movement of a train to a stop at a stopping position between a first position and a second position. The method determines constraints of a velocity of the train with respect to a position of the train forming a feasible area for a state of the train during the movement, such that an upper curve bounding the feasible area has a zero velocity only at the second position, and a lower curve bounding the feasible region has a zero velocity only at the first position. Next, the method controls the movement of the train subject to the constraints.

In one embodiment, a system includes a vehicle, one or more probes coupled to the vehicle, and a controller. The vehicle is operable to traverse a distance. The one or more probes are operable to measure wind pressure and generate one or more wind pressure measurements. The controller is operable to receive the one or more wind pressure measurements from the one or more probes, determine a wind angle relative to the vehicle using the one or more wind pressure measurements, and determine a wind speed relative to the vehicle using the one or more wind pressure measurements and the wind angle.

The invention relates to a device, to a system, and to a method for detecting an offset between two joined, in particular pressure joined components during operation of said components and to the use of an RFID transponder for detecting an offset between two joined, in particular pressure joined components during operation of said components. In respect of the device, there is a first element, provided for attaching to one of the components, and a second element, provided for attaching to the other of the components, wherein the first and second element are coupled and/or can be coupled to each other across a joint of the components such that an offset influences the coupling, wherein the device furthermore has a transmission unit, which is designed to transmit a state and/or a dimension of the coupling without contact.

A method for establishing communication and for transmitting data between sensor units in a rail vehicle uses a communication network which has multiple network nodes. An advantageous communication network and/or an advantageous data transmission can be achieved if the sensor units independently form an ad hoc network with a network topology for transmitting data in the rail vehicle, configure the network, and change the network topology over the course of the data transmission and/or if the communication network is an ad hoc network and the network nodes are sensor units. A rail vehicle including a communication network which has multiple network nodes is also provided.

In a method for calculating, by an estimator, an instantaneous velocity vector {right arrow over (V.sub.u)} of a rail vehicle, the estimator receives measurements from an inertial unit at a fixed point in the vehicle body and determines a mathematical model M of the dynamics of the vehicle moving on a track, the model being dependent on the bias of the inertial unit and installation parameters, a virtual sensor is determined based on the model M, the virtual sensor enabling calculation, from model parameters, two theoretical transverse velocities δv.sub.y.sub.c, and δv.sub.z.sub.c along axes y.sub.c and z.sub.c, respectively. An iterative estimator calculates {right arrow over (V.sub.u)}, and includes the virtual sensor, the estimator being configured so the two theoretical transverse velocities are zero regardless of the rail configurations, the estimator enabling correction of the biases of the inertial unit and estimate installation parameters. Auxiliary velocity or distance travelled sensors are not used to calculate {right arrow over (V.sub.u)}.

An arrangement and a method for carrying out a self-load test on a rail vehicle which has a dual-mode drive system. A first drivetrain of the rail vehicle includes a diesel engine, which is coupled to an electric generator to generate electrical power. The generator is connected via a first converter to a DC link to transfer the power delivered by the generator as required into the DC link. A second drivetrain of the rail vehicle has an electrical line system, which is connected via a second converter to the DC link to transfer power from the line system as required into the DC link. During the self-load test of the diesel engine, the power delivered by the generator passes in part via a third converter to a braking resistor and in part via the second converter into the line system.

A control system is disclosed for use with a locomotive. The control system may have a component located onboard the locomotive, the component having a first state and a second state. The control system may also have an operator input device located onboard the locomotive and used to manually toggle operation of the component between the first and second states, and at least one sensor located onboard the locomotive and configured to generate a signal associated with a condition of the locomotive. The control system may also have an offboard controller located remotely from the locomotive and being configured to selectively override the operator input device and toggle operation of the component between the first and second states based on the signal.

A condition monitoring system for bearing units for vehicles, the system including at least one condition monitoring unit for measuring at least one operating parameter of one bearing unit and a control unit for receiving and processing signals obtained from the condition monitoring unit. The system additionally includes a circuit for detecting a geographic position, wherein the condition monitoring unit is configured to be at least one of activated and deactivated depending on the detected geographic position.