A train control system includes: a sensor unit; a linear feature configured such that sensor information acquired by the sensor unit includes characteristic information and installed on a track where a train travels; a feature recognition unit calculating a difference value between first sensor information and second sensor information by comparison between the first sensor information acquired during forward monitoring by the sensor unit and the second sensor information acquired by the sensor unit when the linear feature is not shielded and recognizing a presence or absence of shielding of the linear feature based on the difference value; an intrusion determination unit determining a presence or absence of an intrusion into the track based on the presence or absence of the shielding and generating an intrusion determination result; and a train control unit controlling the train by generating a train control instruction based on the intrusion determination.

A forward monitoring apparatus is installed on a train, and includes: a monitoring unit that monitors a situation ahead of the train; a storage unit that stores map information including information on a position of a track, a shape of the track, and a position of a turnout provided on the track; a train position acquisition unit that acquires train position information indicating a position of the train; a route information acquisition unit that acquires open route information including information for indicating an open direction of the turnout located ahead of the train; and a monitoring direction determination unit that determines a direction to be monitored by the monitoring unit, by using the open route information acquired, the train position information acquired, and the map information being stored in the storage unit.

A millimeter wave radar apparatus determining an obstacle on a railway is applied to the railway and the obstacle. The millimeter wave radar apparatus includes a user interface and a millimeter wave radar. The user interface is configured to control the millimeter wave radar. The millimeter wave radar is configured to transmit a radar wave to a predetermined range on the railway. The millimeter wave radar is configured to receive a reflected radar wave reflected from the predetermined range on the railway based on the radar wave. The user interface is configured to determine whether the obstacle is in the predetermined range on the railway based on the reflected radar wave. If the user interface determines that the obstacle is in the predetermined range on the railway, the user interface is configured to provide a warning.

The train detection system comprises a wireless communication network further comprising train detection modules attached to catenary poles at the entrance and exit of the railyard. Each train detection module is equipped with a plurality of diverse sensors configured to detect trains and other on-track vehicles. The diverse sensors are simultaneously active and work together for detecting an approaching or leaving train. The train detection modules generate train alerts which are transmitted wirelessly over the wireless communication network. Each of the railyard workers wears a personal alert device capable of wirelessly connecting with the train detection modules and receiving the train alerts over the said wireless communication network. The train alert modules are capable of transmitting alerts wirelessly to personal alert devices and other train alert modules. Train alert modules are capable of generating audio visual warnings for any personnel which may not be equipped with personal alert module.

The present invention provides compositions and methods for reducing inflammation in the lungs of a mammal that is afflicted by a condition that leads to inflammation in the lungs. The compositions and methods described herein include agents that inhibit inflammasome signaling in the mammal such as antibodies directed against inflammasome components used alone or in combination with extracellular vesicle uptake inhibitor(s).

A system and method for automating railroad maintenance for a tie gang using electronic tie marking (ETM) configured to optimize railroad asset maintenance. The system enables the automating of an adaptive maintenance process for the asset that is being maintainanced. The system can identify a railroad asset scheduled for maintenance using various forms of inspection including real-time kinematic (RTK)-corrected GPS data, radar signal processing data, and real-time imaging. The system also provides for the acquisition and upload of asset pictures for verification and analysis of a railroad asset. The system can identify a next location to perform maintenance and can calculate an optimum path based on sensor input incorporating machine-specific and environmental characteristics. The system further can provide a customizable user interface to identify, track, and process information related to maintenance of the railroad asset.

A method and a system (30) for inspecting and/or mapping a railway track (18). The method comprises: acquiring geo-referenced rail geometry data associated with geometries of two rails (20) of the track along the section; acquiring geo-referenced 3D point cloud data, which includes point data corresponding to the two rails and surroundings of the track along the section; deriving track profiles of the track from the geo-referenced 3D point cloud data and the geo-referenced rail geometry data; and comparing the track profiles and generating enhanced geo-referenced rail geometry data and/or enhanced geo-referenced 3D point cloud data based on the comparison.

A method for in-situ and real-time collection and processing of geometric parameters of railway lines, in a particular but non-limiting manner to those related to the height and stagger of the contact wire in electrified lines and the gauges to specific elements of the infrastructure in any line, generated based on static measurements starting from two-dimensional scenes perpendicular to the track axis, by determining the number of angular positions per scene, determining the minimum number of passes in each position, obtaining the raw coordinates, applying an averaging algorithm, applying offset corrections, transforming coordinates and applying either the steps to salve for height and stagger of the overhead contact line, or applying the steps to salve for gauges to specific elements of the infrastructure. An optimized, efficient and simple method is achieved which enables the real-time management and processing of the data obtained from the railway infrastructure.

A station monitoring apparatus (10) includes an image processing unit (110) and a decision unit (120). The image processing unit (110) determines a position of a door (50) of a vehicle (40) and a position of a person by analyzing an image generated by a capture apparatus (20), i.e., an image capturing a platform of a station. The decision unit (120) decides, after the vehicle (40) has begun to move, by use of a position of the door (50) and a position of the person, whether to perform predetermined processing. For example, the decision unit (120) performs the predetermined processing when deciding that a difference between a movement velocity of any of the persons and a movement velocity of the door is within a criterion continuously for a criterion time.

A congestion rate calculation unit calculates a congestion rate in the cabin based on the number of recognized passengers. When the congestion rate is more than a predetermined congestion threshold, an in-vehicle display and an in-vehicle speaker are capable of giving an alighting notification that notifies the presence of a passenger who is alighting at the next stop and seat information of the passenger, and does not make an alighting notification when the congestion rate is less than or equal to the congestion threshold in the process of the passenger vehicle heading to the next stop.