An example remote control locomotive (RCL) system includes a consist having at least one locomotive and at least one pneumatic brake pipe, and an RCL controller. The RCL controller includes a memory configured to store at least one pressurization reference including correspondence relationships between pneumatic brake pipe pressurization time periods and pneumatic brake pipe air volumes, and a processor configured to monitor a time period to pressurize the at least one pneumatic brake pipe of the consist. The processor is also configured to compare the monitored time period to pressurize the at least one pneumatic brake pipe to the pressurization reference, and determine a fault or a number of locomotives in the consist according to the comparison of the monitored time period to pressurize the at least one pneumatic brake pipe to the pressurization reference.

The position of a rail vehicle that is parked on a track is monitored in a cold movement detection. A vehicle-side device of an automatic train safety system is deactivated when the vehicle is parked. Prior to the deactivation, a first positional value is determined by the automatic train safety system, and independently, a second positional value is determined by another localization system. With the vehicle-side device deactivated, the actual position of the vehicle is monitored by the other localization system. The additional positional values and/or a deviation of the actual position from a target position is transmitted to a track-side device of the train safety system. When the vehicle-side device is activated, the track-side device transmits the actual position of the vehicle to the vehicle-side device. If the vehicle has not moved, the automatic train guidance system can immediately assume the monitoring process starting from the first position

The position of a rail vehicle that is parked on a track is monitored in a cold movement detection. A vehicle-side device of an automatic train safety system is deactivated when the vehicle is parked. Prior to the deactivation, a first positional value is determined by the automatic train safety system, and independently, a second positional value is determined by another localization system. With the vehicle-side device deactivated, the actual position of the vehicle is monitored by the other localization system. The additional positional values and/or a deviation of the actual position from a target position is transmitted to a track-side device of the train safety system. When the vehicle-side device is activated, the track-side device transmits the actual position of the vehicle to the vehicle-side device. If the vehicle has not moved, the automatic train guidance system can immediately assume the monitoring process starting from the first position

The invention relates to a method for determining a critical driving situation of at least one wheel of a rail vehicle, wherein a characteristic value of a fluctuation strength of a raw speed signal of at least one wheel is determined, and wherein, for the purpose of evaluating the driving situation, said characteristic value is compared with criteria which describe a critical driving situation. Upon detection of a critical driving situation, the method provides that an action is triggered in the rail vehicle, wherein the method is designed in such a way that it can be combined with or make use of a sensor system and processing devices as found in a modern rail vehicle.

The invention relates to a method for determining a critical driving situation of at least one wheel of a rail vehicle, wherein a characteristic value of a fluctuation strength of a raw speed signal of at least one wheel is determined, and wherein, for the purpose of evaluating the driving situation, said characteristic value is compared with criteria which describe a critical driving situation. Upon detection of a critical driving situation, the method provides that an action is triggered in the rail vehicle, wherein the method is designed in such a way that it can be combined with or make use of a sensor system and processing devices as found in a modern rail vehicle.

The railway vehicle is intended to run on a railway including at least one tunnel, wherein it includes a system for protection against pressure waves, and is configured to hermetically isolate the interior of the railway vehicle from the exterior of the railway vehicle when this protection system is activated. The vehicle includes a geolocation unit providing instantaneous geolocation coordinates of the railway vehicle, wherein a database includes fixed geolocation coordinates of an entry point of this tunnel for each tunnel of the railway, and a unit for comparing the instantaneous coordinates with the fixed coordinates, and wherein it is configured to indicate when the instantaneous geolocation coordinates of the railway vehicle substantially correspond to the fixed coordinates of the entry point of one of the at least one tunnels.

The railway vehicle is intended to run on a railway including at least one tunnel, wherein it includes a system for protection against pressure waves, and is configured to hermetically isolate the interior of the railway vehicle from the exterior of the railway vehicle when this protection system is activated. The vehicle includes a geolocation unit providing instantaneous geolocation coordinates of the railway vehicle, wherein a database includes fixed geolocation coordinates of an entry point of this tunnel for each tunnel of the railway, and a unit for comparing the instantaneous coordinates with the fixed coordinates, and wherein it is configured to indicate when the instantaneous geolocation coordinates of the railway vehicle substantially correspond to the fixed coordinates of the entry point of one of the at least one tunnels.

A train control system may include a data acquisition hub connected to a database and sensors associated with one or more locomotives, systems, or components of a train and configured to acquire data in association with inputs derived from contextual data relating to a plurality of trains being operated by experienced train engineers under a variety of different conditions and in different geographical areas for use as training data. A machine learning engine of the train control system may receive the training data from the data acquisition hub, encode a modified learning function as a statistical model of desirable train handling behavior, evaluate train handling behavior by comparing to the statistical model, and update a certification of one or more of a train engineer, a semi-autonomous control system, or a fully autonomous control system.

A train control system may include a data acquisition hub connected to a database and sensors associated with one or more locomotives, systems, or components of a train and configured to acquire data in association with inputs derived from contextual data relating to a plurality of trains being operated by experienced train engineers under a variety of different conditions and in different geographical areas for use as training data. A machine learning engine of the train control system may receive the training data from the data acquisition hub, encode a modified learning function as a statistical model of desirable train handling behavior, evaluate train handling behavior by comparing to the statistical model, and update a certification of one or more of a train engineer, a semi-autonomous control system, or a fully autonomous control system.

A system and method are disclosed herein and relate to a communication network within a hyperloop bogie, wherein the communication network logically connects a plurality of power electronic units. A first power electronic unit may generate a network packet to be sent to a second power electronic unit. The first and second power electronic units may perform a vote to determine a voting result. The first and second power electronic units may substantially independently perform further action based on the voting result. The first and second power electronic units may determine the voting result prior to the conclusion of a critical timeframe beginning with the transmittal of the network packet and ending with the voting result being stored.