An electronic tag (Radio-frequency identification) device for a rail traffic concrete prefabricated parts is disclosed, which comprises a bracket. A column is on a top of the bracket. There is a groove on a top end of the column. The electronic tag is inside groove. The electronic tag device further comprises a waterproof end cap which is put on the top of the column. The pressure relief holes, the release-proof clasps, the rebar clamps, the groove on the column, etc. ensure a stable fixation of the electronic tag inside the concrete railroad sleeper. The waterproof end cap is able to protect and fix the electronic tag.

An electronic tag (Radio-frequency identification) device for a rail traffic concrete prefabricated parts is disclosed, which comprises a bracket. A column is on a top of the bracket. There is a groove on a top end of the column. The electronic tag is inside groove. The electronic tag device further comprises a waterproof end cap which is put on the top of the column. The pressure relief holes, the release-proof clasps, the rebar clamps, the groove on the column, etc. ensure a stable fixation of the electronic tag inside the concrete railroad sleeper. The waterproof end cap is able to protect and fix the electronic tag.

An urban rail transit train control system based on vehicle-vehicle communications, comprising an intelligent train supervision (ITS) system, a train manage center (TMC), a data communication system (DCS), and an intelligent vehicle on-board controller (IVOC) provided on each of trains, the ITS system. The TMC and the IVOC are communicatively coupled by the DCS, and IVOCs of the trains communicatively coupled by the DCS. IVOCs of all the trains report first train operation information to the ITS system and second train operation information to the TMC in accordance with a predetermined period. The TMC sends the received second train operation information to the ITS system. The ITS system determines a following train that needs a virtual coupling operation and a head train corresponding to the following train, and dispatch a virtual coupling operation instruction to the head train IVOC to perform a virtual coupling operation of trains.

A triggering system for a train having a spotter control system is provided. The triggering system includes a position detection system configured to generate a position signal indicative of a position of a rail shop relative to the train. The system also includes a controller coupled to the position detection system, the spotter control system, and an engine of the train. The controller is configured to receive the position signal from the position detection system. The controller is configured to detect if the train is approaching the rail shop based on the position signal. The controller is configured to trigger a shutdown of the engine based on the detection. The controller is configured to trigger an activation of the spotter control system based on the detection.

A method of determining the geographical position of a rail vehicle travelling on a defined route that has a number of known stopping locations separated by known distances. The method comprises steps of: recording a linear speed signal of the vehicle; processing the linear speed signal to identify a plurality of preceding stationary periods when linear speed equals zero, including a last stationary period, and to calculate the distance travelled between the plurality of preceding stationary periods; comparing the calculated distances with the known distances between stopping locations, to match the last identified stationary period to a corresponding one of the known stopping locations and identify the direction of travel of the rail vehicle; and determining the geographical position of the rail vehicle by processing a portion of the speed signal obtained since the last identified stationary period, to calculate the distance travelled from the corresponding stopping location.

A method of determining the geographical position of a rail vehicle travelling on a defined route that has a number of known stopping locations separated by known distances. The method comprises steps of: recording a linear speed signal of the vehicle; processing the linear speed signal to identify a plurality of preceding stationary periods when linear speed equals zero, including a last stationary period, and to calculate the distance travelled between the plurality of preceding stationary periods; comparing the calculated distances with the known distances between stopping locations, to match the last identified stationary period to a corresponding one of the known stopping locations and identify the direction of travel of the rail vehicle; and determining the geographical position of the rail vehicle by processing a portion of the speed signal obtained since the last identified stationary period, to calculate the distance travelled from the corresponding stopping location.

The object of the present invention is to provide a system for operating a marshalling yard in a more efficient and time saving way, by avoiding unnecessary procedures of preparation, usually done manually by mechanical means only, and turn it into an advanced technological facility.

The object of the present invention is to provide a system for operating a marshalling yard in a more efficient and time saving way, by avoiding unnecessary procedures of preparation, usually done manually by mechanical means only, and turn it into an advanced technological facility.

An automated speed control system for a locomotive having a tractive effort mechanism for moving the locomotive along a track and a braking mechanism for reducing the locomotive's speed along the track. The system including a locomotive controller that includes a memory to store computer-executable instructions, and a processor in communication with the memory to execute the instructions to retrieve one or more track grade maps each indicative of a grade of at least a portion of the track along which the locomotive is travelling, retrieve train makeup, obtain a maximum distance to a specified stopping point of the locomotive along the track, and dynamically calculate a speed limit for movement of the locomotive along the track, according to the retrieved track grade map, retrieved train makeup data, and obtained maximum distance to the specified stopping point.

An automated speed control system for a locomotive having a tractive effort mechanism for moving the locomotive along a track and a braking mechanism for reducing the locomotive's speed along the track. The system including a locomotive controller that includes a memory to store computer-executable instructions, and a processor in communication with the memory to execute the instructions to retrieve one or more track grade maps each indicative of a grade of at least a portion of the track along which the locomotive is travelling, retrieve train makeup, obtain a maximum distance to a specified stopping point of the locomotive along the track, and dynamically calculate a speed limit for movement of the locomotive along the track, according to the retrieved track grade map, retrieved train makeup data, and obtained maximum distance to the specified stopping point.