In a rail system and method for operating a rail system having a rail-guided mobile part and having a central control system, the mobile part includes a device for acquiring the position of the mobile part, the mobile part has a first drive, in particular a traction drive, the mobile part has a current acquisition device, the mobile part has a processor for evaluating the current-value profile acquired between a first position and a second position, the processor as a device for evaluating the current-value profile is configured such that the processor determines as an evaluation value tuples which include at least an item of position information and a value determined from the current-value profile, the processor is connected with the aid of a data transmission channel to the central control system for the transmission of the value tuples, the central control system is adapted to monitor the value tuples and monitors the respective value determined from the individual current profile for an exceeding of a permissible measure of a deviation from a predefined value, in particular a setpoint value.

The vehicle odometry and motion direction system and method is described. The vehicle odometry and motion direction system and method determines if the first ground speed data is acceptable. Ground speed data is calculated for all targets within a radar's field of view and targets ground speed data is processed to determine second ground speed data. The vehicle odometry and motion direction system and method determines trusted ground speed data using first ground speed data and second ground speed data and adjusts the trusted ground speed data due to errors in radar Doppler speed data.

A method for odometric monitoring of a rail vehicle includes recording measured values with a sensor in the rail vehicle, and calculating location information and/or speed information from the measured values. The measured values and/or the location information and/or the speed information is stored, and patterns for the measured values and/or the location information and/or the speed information are generated by evaluating the already acquired measured values and/or the location information and/or the speed information. The currently acquired measured values and/or the location information and/or the speed information are synchronized with at least one pattern, and the occurrence of deviations from the patterns is output via an interface. A rail vehicle, a control center, a computer program product and a provision apparatus for the computer program product are also provided.

Examples of techniques for vital train tracking using an ultra-wideband ranging system are disclosed. The system includes a train disposed on a track, the train having at least two onboard UWB beacons configured to broadcast a unique beacon identification number. The system also includes a plurality of wayside UWB beacons disposed along the track, a subset of the plurality of wayside UWB beacons being connected to a wayside communications network, wherein at least two of the plurality of wayside UWB beacons are configured to receive the unique beacon identification number. The system also includes a central computer in communication with the wayside communications network, wherein the central computer is configured to determine a position of the train on the track based at least in part upon known location of the at least two wayside UWB beacons.

The embodiments of the present application disclose an anti-collision method and apparatus for trains in a cooperative formation. The anti-collision method includes: determining whether it is necessary to control the current train to brake; determining whether a real-time distance between the current train and a previous adjacent train in the same formation as the current train is greater than a preset minimum safety distance; controlling, under a condition that the real-time distance is less than the preset minimum safety distance, the current train to perform electromagnetic braking; and calculating, under a condition that the real-time distance is greater than the preset minimum safety distance, a real-time safety distance between the current train and the previous adjacent train, and controlling, under a condition that the real-time distance is less than the real-time safety distance, the current train to brake.

A processing system for carrying out track work includes a rail vehicle having a processing device and a monitoring device for defining and monitoring a permissible working space for the rail vehicle. The processing system further includes a position measuring device for determining a position of the rail vehicle. The rail vehicle is controlled to carry out the track work by using a control device in dependence on the determined position and the defined working space. A method for carrying out track work is also provided.

Provided is a computer-implemented method for determining a communication status in a train consist operating in a distributed power system, the train consist including a lead locomotive and a plurality of remote locomotives. The method includes, for each remote locomotive of the plurality of remote locomotives that receives the command message directly from the lead locomotive, setting the message source indicator of the remote locomotive to a first state representative of a direct receipt of the command message, incrementing the message source counter for each response message received by the remote locomotive from other remote locomotives in which the respective message source indicator is set to the first state, generating a response message including a value of the message source indicator and a value of the message source counter, and transmitting the response message. A system and computer program product are also disclosed.

A system comprises a set of sensors on a first end of a vehicle having the first end and a second end, and a controller. The sensors are configured to generate corresponding sensor data based on a detected object along a direction of movement of the vehicle. The controller is configured to compare a time at which the first sensor detected the object with a time at which the second sensor detected the object to identify the first end or the second end as a leading end of the vehicle, and to calculate a position of the leading end of the vehicle based on the sensor data generated by one or more of the first sensor or the second sensor. The controller is also configured to generate a map of the plurality of objects based on the sensor data.

In one aspect, a method of monitoring a mobile railway asset is provided including detecting a strain of a component of a mobile railway asset and gathering data associated with a vibration of the mobile railway asset. The method includes comparing the strain of the component and the data associated with the vibration of the mobile railway asset. The method includes determining a load state of the mobile railway asset based at least in part on the comparison of the strain of the component and the data associated with the vibration of the mobile railway asset.

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.