A train information management device sends and receives information to and from both a train-controlling in-vehicle wireless station for controlling an operation of a train, and a door-controlling in-vehicle wireless station for controlling vehicle doors. The device includes a wireless train control unit, an automatic operation unit, and a door control unit. The wireless train control unit receives route information represented by a consecutive block sequence and information on a stop limit location that the train may reach without hindering a preceding train, and if this route information includes a station block number, consults an in-vehicle database to extract, before the train arrives at a platform, an arrival track where the train is to stop, a stop target location at a stop station dependent on a travel direction of the train, and which of the vehicle doors is to be opened, and stops the train in accordance with the route information.

A radio wave monitoring apparatus includes a communication quality evaluation unit which notifies degradation of communication quality of wireless communication when a non-transmission probability exceeds a threshold, the non-transmission probability having been calculated based on measurement results of communication quality of wireless communication between an on-board station mounted on a train traveling on a track and ground stations installed along the track, and a condition by which it is determined that transmission information is unreachable in the wireless communication.

An information transmission system includes a ground system provided to a track and an onboard system installed in a train. The ground system includes two (M=2) track antennae selected from N types of track antennae with different resonance frequencies. The two track antennae are arranged side by side in a left and right direction relative to a traveling direction of the train. When the train passes through a position where the ground system is provided, the onboard system detects the two track antennae at once and can determine the resonance frequencies of the track antennae.

The present disclosure provides an automated rail inspection system. The present disclosure also provides a method for calibrating a strain gage based neutral temperature measurement system.

Systems and methods are provided for rail vehicle signal enforcement and separation control. A vehicle-mounted system for managing operation compliance of a vehicle may include a communication subsystem that includes one or more transponders and one or more communication circuits, configured for communicating signals, and a processing subsystem, that includes at least one processor. The communication subsystem may be configured to communicate signals with one or more fixed reporting stations, with the signals including ultra-wideband (UWB) signals, and with at least some of the signals carrying data pertinent to evaluating vehicle operation compliance. The processing subsystem may be configured to evaluate vehicle operation compliance based on information obtained from at least one signal communicated with at least one reporting station. The processing subsystem may determine a rule for evaluating compliance of the vehicle, and may monitor operation of the vehicle to evaluate compliance with the rule.

A system is provided that include at least one positioning system that can detect a location or position of a vehicle or a portion of a vehicle group that includes the vehicle, at least one sensor positioned on or associated with the vehicle that can generate sensor data of a determined parameter or condition, and a controller in communication with the sensor and the positioning system. The controller can determine that a hazard event has occurred based at least partially on sensor data, and can communicate a hazard event notification based at least in part on the location data and the sensor data to a remote server.

An electronic tag device for rail traffic concrete prefabricated parts includes: a steel bracket; wherein the steel bracket is n-shaped and comprises a left foot, a right foot and a beam which are integrated into one body; a rebar clamp made of a metal plate is provided on bottoms of the left foot and the right foot respectively; a tag holder is provided on a top of the beam; a top end of the tag holder has a groove; a metal-resistant electronic tag is place inside the groove; a waterproof end cap is put on the tag holder; an internal shape of the waterproof end cap matches the tag holder; both the waterproof end cap and the tag holder adopt a thermoplastic material.

A decentralized control of rail vehicles that run in alternating directions on a single-track route, e.g., between two train stations by way of an exclusive right (token). A storage device is arranged at each end of the route, for instance an RFID unit. Only a single exclusive right exists for the route. The exclusive right is either stored in one of the two storage units or carried along by a rail vehicle that is traveling on the route. In the latter case, an additional rail vehicle is effectively prevented from traveling on the route, because none of the storage units can provide the exclusive right, which is being transported between the storage units by the rail vehicle and is occupied by the rail vehicle. The novel concept creates an efficient possibility of decentralized train protection and thus can be implemented significantly more economically than existing centralized train safety approaches.

A train-position detection device (1) includes: a radio-wave's angle-of-arrival calculator (14) configured to calculate an angle of arrival of a radio wave on the basis of a reception signal received by an array antenna (11) and a receiver (12); a position acquisition unit (13) for a ground-based wireless communication apparatus, configured to acquire information on an installation position of a ground-based wireless communication apparatus (30) from the reception signal; a train-position calculator (15) configured to calculate a train position on the basis of a movement distance of a train (40); a correction-amount-to-train-position calculator (16b) configured to calculate a train-position correction amount, by using the radio wave's angle of arrival calculated by the radio-wave's angle-of-arrival calculator (14), the installation position of the ground-based wireless communication apparatus (30) acquired by the position acquisition unit (13) for a ground-based wireless communication apparatus, and the train position calculated by the train-position calculator (15); and a train-position correcting unit (17) configured to correct the train position calculated by the train-position calculator (15) by using the train-position correction amount calculated by the correction-amount-to-train-position calculator (16b).

A method and a system for transmitting enforceable instructions in a positive train control (PTC) system includes receiving, by a cyclic redundancy check (CRC) calculator, at least one enforceable instruction from railroad systems. The CRC calculator calculates at least one enforceable instruction CRC based at least partly on the at least one enforceable instruction and transmits the at least one enforceable instruction CRC to a back office server of the PTC system and/or an on-board system of a locomotive. Methods for cyclic redundancy check (CRC) hazard mitigation in a positive train control (PTC) system and verifying enforceable instruction data on-board a train are also disclosed.