A train control system uses sensory inputs related to operational parameters of a train for automatically scoring or classifying particular train driving strategies implemented by a machine learning model for a particular train operating on a predefined route or route segment. The train control system includes one or more predefined rules related to one or more of a first set of the operational parameters, wherein each of the rules defines a Boolean, true or false classification based on whether a particular train driving strategy results in one or more of the first set of operational parameters complying with the rule. One or more comparative key performance indicators are related to one or more of a second set of operational parameters, and are used to rank the particular train driving strategy for the predefined route or route segment relative to a different train driving strategy for the same or comparable route or route segment.

A system of train control uses a quasi-moving block methodology for controlling operation of a plurality of trains from a remote office. The office parses the route information for each train into non-overlapping movement authorities that are issued via a communications network. As each train proceeds, it communicates with the office to automatically roll up its movement authority and release the portion of the movement authority behind the train. The office then extends the movement authority of the subsequent train to reflect the released portion of the movement authority of the leading train. The track can be divided into a series of track circuits to enable detection of broken rail or unexpected occupancy. The office segment can then control operation of trains accordingly if broken rail or unexpected occupancy is detected in the train's movement authority.

The video monitoring system collects a video data stream in real time; the device inspection system collects and uploads an image of each electrical device along a line; the voice communication system realizes a voice call between an inspection staff and a back-end monitoring staff; the environmental monitoring system monitors a temperature, a humidity, and a water intake in the traction substation and each electrical device; the fire alarm system monitors a fire in the traction substation; the sulfur hexafluoride gas monitoring system monitors a sulfur hexafluoride gas leakage in an electrical device; the security prevention system collects alarm information; the power lighting monitoring system collects operation information of a power lighting device; the power monitoring system monitors an input current and voltage and an output current and voltage of the traction substation in real time. The information is transmitted to the railroad dispatching center.

A method for extracting and analyzing spatial information of a control and protection zone of rail transit with multiple threshold constraints, including the following steps: 1, performing format conversion on a data file and extracting a plurality of coordinate points; 2, selecting key points from the plurality of coordinate points for data simplification to obtain a simplified limit line, a simplified outer structure edge line and a simplified boundary line of construction; 3, programming the simplified limit line, the simplified outer structure edge line, and the simplified boundary line of construction, calling a database, and reading data therefrom for spatial relationship comparison; 4, determining whether the construction of a rail-involved construction project intrudes into a control and protection zone of rail transit according to a result of the spatial relationship comparison, thus completing the extraction and analysis of the spatial information of the control and protection zone of rail transit.

A method for extracting and analyzing spatial information of a control and protection zone of rail transit with multiple threshold constraints, including the following steps: 1, performing format conversion on a data file and extracting a plurality of coordinate points; 2, selecting key points from the plurality of coordinate points for data simplification to obtain a simplified limit line, a simplified outer structure edge line and a simplified boundary line of construction; 3, programming the simplified limit line, the simplified outer structure edge line, and the simplified boundary line of construction, calling a database, and reading data therefrom for spatial relationship comparison; 4, determining whether the construction of a rail-involved construction project intrudes into a control and protection zone of rail transit according to a result of the spatial relationship comparison, thus completing the extraction and analysis of the spatial information of the control and protection zone of rail transit.

In one aspect of the present disclosure, an apparatus for locating a mobile railway asset is provided that includes a power source, GNSS circuitry configured to utilize electrical power from the power source to receive GNSS data, and a controller operatively coupled to the power source and the GNSS circuitry. The controller has a power saving mode wherein the controller inhibits the GNSS circuitry from receiving GNSS data and a standard accuracy mode wherein the controller permits the GNSS circuitry to receive GNSS data for a first time period. The controller has a higher accuracy mode wherein the controller permits the GNSS circuitry to receive GNSS data for a second time period longer than the first time period, and subsequently across multiple instances, in order to collect more GNSS data that can be qualified, filtered, sorted, and averaged to produce a more accurate result.

In one aspect of the present disclosure, an apparatus for locating a mobile railway asset is provided that includes a power source, GNSS circuitry configured to utilize electrical power from the power source to receive GNSS data, and a controller operatively coupled to the power source and the GNSS circuitry. The controller has a power saving mode wherein the controller inhibits the GNSS circuitry from receiving GNSS data and a standard accuracy mode wherein the controller permits the GNSS circuitry to receive GNSS data for a first time period. The controller has a higher accuracy mode wherein the controller permits the GNSS circuitry to receive GNSS data for a second time period longer than the first time period, and subsequently across multiple instances, in order to collect more GNSS data that can be qualified, filtered, sorted, and averaged to produce a more accurate result.

The invention relates to a train integrity detection system based on Beidou short message communication, which comprises a vehicle-mounted ATP host, a train rear device and a ground RBC device, wherein the vehicle-mounted ATP host communicates with both the train rear device and the ground RBC device, the vehicle-mounted ATP host and the train rear device each comprise a main control unit, and a wind pressure detection module, a wireless communication module, a speed measurement module and a satellite positioning module which are connected with the main control unit, and the vehicle-mounted ATP host and the train rear device also each comprise a Beidou short message communication module connected with the main control unit. Compared with the prior art, the invention has the advantages of strong communication jamming resistance and short response time.

The invention relates to a train integrity detection system based on Beidou short message communication, which comprises a vehicle-mounted ATP host, a train rear device and a ground RBC device, wherein the vehicle-mounted ATP host communicates with both the train rear device and the ground RBC device, the vehicle-mounted ATP host and the train rear device each comprise a main control unit, and a wind pressure detection module, a wireless communication module, a speed measurement module and a satellite positioning module which are connected with the main control unit, and the vehicle-mounted ATP host and the train rear device also each comprise a Beidou short message communication module connected with the main control unit. Compared with the prior art, the invention has the advantages of strong communication jamming resistance and short response time.

In one aspect, a network node receives a message indicating that UEs that require service are expected to enter a service area of the network node. The network node determines, based on the message, that a change in power management for radio equipment corresponding to the service area is required. The network node determines a timing for initiating the change in power management for the radio equipment, taking into account a predicted time for when the UEs are expected to enter the service area, and triggers the change in power management for the radio equipment, based on the determined timing. In another aspect, the network node predicts a departure time from the first service area for the UEs. The network node then sends to another network node, prior to the predicted departure time, an indication that the UEs are expected to enter a service area of the other network node.