Siemens Mobility, Inc.

State-of-the-art CAD systems provide a static view of a given territory with real-time information. For example, in various abnormal situations, dispatchers might be actively involved in understanding what caused the situation and what happened during the situation, so as to identify and initiate corrective actions for the situation, but current CAD systems often do not actively support dispatchers in these tasks. Thus, addressing abnormal situations can take an unnecessarily long time or be inefficient, which can reduce train throughput or cause train delays, among other negative effects. A system can be configured to generate various adaptive interfaces to dispatchers so that abnormal situations can be efficiently and effectively processed and addressed by the system.

A train control system includes an onboard unit configured to be installed in a locomotive of a train, a back office server system, a hazard management system, and a communication network configured to interface with the onboard unit, the back office server system and the hazard management system, wherein the hazard management system is configured to collect and process hazard related information, and wherein the hazard management system is configured to determine vital and non-vital hazard information based on the hazard related information and to communicate the vital and non-vital information to the onboard unit.

A system and method in which a user application on a mobile device facilitates hands-free fare validation and gateless entry/exit at a transit facility like a transit station or a transit vehicle. The user application communicates with a Bluetooth gateway to authenticate the device and provides device-specific information for device identification and location determination. The user application also sends a secure token to the gateway to validate an electronic ticket stored in the device. A positioning unit uses the device-specific information to generate a timestamped location data for the device. A camera monitors the device user's movement and generates another timestamped location data for the device. A controller driver compares two timestamped location data to determine that the user of the device is approaching a gateless entry point and allows the user to avail a transit service through the gateless entry point when the electronic ticket is valid and active.

A system and method for enabling automatic arming between an End-of-Train device and a Head-of-Train device on a train is provided. The system includes at least one sensing unit configured to detect a physical connection status of the End-of-Train device. The End-of-Train device is configured to transmit an arming request to the Head-of-Train device based on the physical connection status, wherein the arming request includes at least one of an identifier and a geospatial location associated with the End-of-Train device. The Head-of-Train device is configured to receive the arming request from the End-of-Train device. The Head-of-Train device is further configured to arm the Head-of-Train device to the End-of-Train device upon verification of the arming request, wherein arming comprises establishing a communication channel between the Head-of-Train device and the End-of-Train device.

A grade crossing control system ( 400, 600 ) includes a track circuit with a grade crossing predictor (GCP) system ( 40 ), and at least one auxiliary shunting device ( 420, 430 ) connected to the rails ( 20 a, 20 b ) of the railroad track ( 20 ), wherein a railroad vehicle travelling on the railroad track ( 20 ) causes a change of impedance when entering the track circuit, wherein the at least one auxiliary shunting device ( 420, 430 ) detects a presence of the railroad vehicle travelling on the railroad track ( 20 ) and generates an auxiliary change of the impedance of the track circuit, and wherein the GCP system ( 40 ) generates grade crossing activation signals in response to the change of the impedance or the auxiliary change of the impedance of the track circuit. The auxiliary shunting device is provided to improve reliability in case of poor shunting. In a first implementation the auxiliary shunting device is an additional shunt ( 428 ) between rails and within the approaching distance (AL), wherein the shunt is switched on by a separate vehicle detector ( 422 ). In a second implementation the termination shunt (SI) is switched off by a vehicle detector ( 422 ) before the approaching distance (AL).

A crossing gate including a junction box mounted to a foundation, the junction box housing and terminating electrical wiring, a crossing gate mechanism housing multiple electric and electronic components configured to operate a crossing gate arm coupled to the crossing gate mechanism, and a vertical mast supporting the crossing gate mechanism, wherein the electrical wiring between the junction box and the crossing gate mechanism runs through the vertical mast, wherein a support collar is arranged adjacent to the crossing gate mechanism, and wherein the support collar allows rotation of the crossing gate mechanism while keeping connection points of the electrical wiring in the crossing gate mechanism intact.

A method for managing traffic includes, through operation of a processor, receiving traffic network data including sensor data from a plurality of sensors, wherein the traffic network data include vehicle data and infrastructure data within a traffic network, identifying a deviation in a planned traffic network behavior based on the traffic network data and utilizing a defined parameter, wherein the deviation includes a value outside a threshold of the defined parameter, determining a confidence level for the defined parameter and value, wherein the confidence level is calculated by evaluating whether one or more condition(s) associated with the defined parameter and value are true, identifying a causal factor for the deviation, generating actions for the causal factors to correct the deviation, wherein an output includes a list of automated actions and manual actions, and triggering the automated actions.

A crossing gate mechanism includes an enclosure housing multiple electric and electronic components including a control unit for operating the crossing gate mechanism and associated crossing gate arm, a cover for opening and closing the enclosure, wherein the cover is moveable between a closed position and an open position, an operating mode switch, wherein a first position of the operating mode switch is associated with a normal operating mode and a second position of the operating mode switch is associated with a maintenance mode, and a status alarm circuit, wherein the status alarm circuit for issuing an alarm when the operating mode switch is in the second position associated with the maintenance mode and the cover is in or moved into the closed position.

A crossing gate mechanism ( 300 ) with a PCB reconfigurable for exit and entrance gate mode, the mechanism including a brake and a brake relay ( 312 ) coupled to an electric motor ( 320 ), the mechanisms being configured to operate a crossing gate arm of a crossing gate. The mechanism includes a configuration logic circuit ( 310 ) connected to the brake relay ( 312 ), and a internal power source ( 316 ), wherein the configuration logic circuit ( 310 ) is configured to operate the brake relay ( 312 ) in a entrance gate mode or exit gate mode, wherein the control of the brake relay is inverted in the exit gate mode with respect to the entrance gate mode, and wherein, in the exit mode, the internal power source ( 316 ) provides power for operating the brake relay ( 312 ).

A system to extend dead reckoning includes multiple input devices including primary input devices and secondary input devices, a location system configured to receive position information from the multiple input devices and to determine a location of a train, vehicle or car, the location system including a calculation module that is configured to, through operation of a processor, receive position information from the primary input devices, receive identification information from the secondary input devices and obtain position information of the secondary input devices based on the received identification information, and determine the location of the train with the position information of the primary input devices or determine the location of the train including dead reckoning with the position information of the secondary input devices when the primary input devices are unavailable or provide insufficient position information.