A system is provided that may include a controller having one or more processors. The one or more processors may control movement of a vehicle system along a route, and determine a restriction in speed of the vehicle system at a switch point. The one or more processors may determine a direction of movement of the vehicle system based on the restriction in the speed at the switch point.

A transportation system is provided. The system includes: a highway vehicle, a first set of highway points located along a path of the vehicle, a second set of highway points located along a traffic signal section, at least one RFID tag located at each of the first set and the second set of highway points, and at least one RFID tag reader located on the highway vehicle connected to a network. The at least one RFID tag located at the first set of highway points is configured to store dynamic and static characteristics of the highway vehicle as it passes the first set of highway points and the at least one RFID tag located at the second set of highway points is configured to store dynamic and static characteristics of the vehicle as it passes the second set of highway points.

A computer-implemented method of determining a position of a vehicle within a transport network comprises obtaining track geometry data indicating track geometry of at least a part of the transport network; receiving first sensor data from an inertial measurement unit mounted to the vehicle; executing a Bayesian estimation filter algorithm to predict a position of the vehicle, wherein the Bayesian estimation filter algorithm comprises a process model, the process model comprising a strapdown inertial navigation algorithm, and wherein the strapdown inertial navigation algorithm generates data indicative of the predicted position of the vehicle based at least upon the first sensor data and the track geometry data such that the predicted position of the vehicle lies on a track defined by the track geometry data; receiving second sensor data from a sensor other than an inertial measurement unit, wherein the sensor is mounted to the vehicle; executing the Bayesian estimation filter algorithm to update the predicted position of the vehicle based at least upon the second sensor data; and generating an output indicative of a position of the vehicle within the transport network based upon at least one of the predicted position of the vehicle and the updated predicted position of the vehicle.

A method of determining a traversed branch for a vehicle on a constrained path, the method includes: receiving map-related information; receiving speed information; performing two or more different detection methods from among: inertial detection; magnetometer detection; texture detection; 3D detection; or velocity field detection; and arbitrating among the result of the two or more different detection methods to determine which branch was traversed.

Methods, systems, and apparatus, including computer programs encoded on computer storage media, for monitoring vehicles traversing a dedicated roadway that includes an at-grade crossing. In some implementations, a system includes a central server, a gate system, and sensors. The gate system provides access to an at-grade crossing for vehicles. The sensors are positioned in a fixed location relative to a roadway, the roadway including the at-grade crossing. Each sensor can detect vehicles on the roadway. For each vehicle, each sensor can generate sensor data and observational data from the generated sensor data. Each sensor can determine a likelihood that the detected vehicle will approach the at-grade crossing by comparing the likelihood to a threshold. In response, each sensor can transmit data to the gate system that causes the gate system to allow the autonomous vehicle access to the at-grade crossing prior to the autonomous vehicle reaching the gate system.

Systems and methods are provided for ultra-wideband (UWB) based navigation of arbitrary paths based on reference markers. A train-mounted unit may be configured to, when deployed on a train, communicate with any wayside unit, from a plurality of wayside units configured for placement on or near tracks in a railway network, that comes within communication range of the train-mounted device, with the communicating including use of ultra-wideband (UWB) signals, and generate based on communication, train location information, with the generating of the train location information including determining based on processing of communicated UWB signals with at least one wayside unit, range to the at least one wayside unit, and determining based on the determined range to the at least one wayside unit, change in range (R) to the at least one wayside unit and change in location (L) on a track in the railway network.

A train simulator test set is disclosed that can be operably coupled to a railroad track to measure the resting impedance of that track circuit and simulate a train by varying the railroad track inductance over a set period of time. The test set can select the speed, direction, and number of trains to simulate. By applying a variable inductance on the railroad tracks, the test set can simulate a train moving at variable speeds toward and away from the island. The test set can apply inductances to the railroad tracks to simulate two or more trains moving in each direction of the tracks at the same time, along with multiple looks and routes. The train simulator test set can include simulation software to vary the parameters of the train simulation and couple a variable inductance on the railroad tracks.

Personal transportation system includes plurality of personal transportation vehicles (PTVs) driven on a track network with series of track sections. PTV main section has lateral width adapted to contain single occupant. PTV driving mechanism propels PTV and includes track engaging element protruding downwards from main section and having narrow lateral width such that main section is prone to fall over when PTV is at rest. The space between lateral width of main section and track engaging element can be occupied by public infrastructure. Each track section includes a ground portion, minimally adapted to accommodate track engaging element lateral width, and an empty space above ground portion, free of non-transient obstacles and minimally adapted to accommodate main section lateral width. A guidance mechanism guides PTV along track network and prevents PTV deviating from track sections. A stabilization mechanism stabilizes PTV along track network and prevents PTV from falling over when turning/merging/diverging.

A system and method of supervising vehicle positioning of a vehicle along a guideway where the vehicle comprising a supervisory controller, at least two controllers communicatively connected with the supervisory controller, an inertial measurement unit (IMU) and a speed measurement sensor includes receiving, by the controllers, speed measurements from the speed measurement sensor and motion measurements from the inertial measurement unit. The two controllers each estimate the along-track position of the vehicle using a track constrained UKF function based on the received speed measurements and motion measurements. The system executes protection level and protection level supervision functions on the supervisory controller to validate the along-track position estimates. The protection level supervision function uses a Stanford diagram verification technique.

Methods, systems, and apparatus, including computer programs encoded on computer storage media, for allowing vehicles access or egress from a dedicated roadway. In some implementations, a system includes a server, an interface, and sensors. The interface receives data from a railroad system that manages a railroad running parallel to a first roadway. The sensors are positioned in a location relative to the first and second roadway. Each sensor can detect vehicles on the second roadway. For each detected vehicle, each sensor can generate first sensor data based on the detected vehicle and the data received at the interface. Second sensor data can be generated based on activities on the first roadway. Observational data can be generated based on the first and second sensor data. An instruction can be determined to allow the detected vehicle access to the first roadway. The instruction can be transmitted to the detected vehicle.