AMENDED CLAIMS received by the International Bureau on 16 January 2021 (16.01.2021)

13. A Universal Train Control System comprising from following devices

1 . The central unit - main controller of the system with a memory unit and necessary interface (standard audio output, communication interface, and memory interface),

2. Input interface - digital/analog inputs through which the controller receives indications and measurements from onboard devices,

3. Output interface - digital/analog outputs through which the controller sends commands to onboard devices,

4. Wake-up (vigilance) button,

5. ..Driving with authorization" button,

6. Cancelation button,

7. Memory unit - hard disc, flash memory, etc.

8. Optoelectronic device day/night with a rangefinder,

9. Speaker or an audio system,

10. HMI device - touch screen,

11 . Radio communication device (GSM, GSM- R, etc.)

12. Geopositioning device for positioning the land objects (a multisystem device for GPS / GLONASS / GALILEO satellite navigation systems, geomagnetic device),

13. Odometer, characterized in that system comprises of devices installed in the vehicle without track part of the system (balize, loop..) and it achieves all functionalities regarding train safety management; a) Driver’s navigation - "electronic assistant driver", b) Railway vehicle speed control during the entire ride, c) Vigilance Control for the engine driver, d) The traffic of the consecutive trains, e) Identification of dangerous objects on the railway line, f) Automatic braking, g) "Driving with authorization" mode, h) Registration (recording of the ride) - for subsequent analyses.

3. A method for positioning of a train for the train control system according to claim 13 characterized in that a train position is determined by an odometer (13) which reads the distance traveled from the calibration point, where the calibration point is determined by an optoelectronic device with a rangefinder (7), by measuring the distance of the train from a recognized object (with known position) on a railway line.

8. A method that enables the "assistant driver" function, for the train control system according to claim 13 characterized in that the system announces the signal or the signal mark to the engine-driver (visually and audibly ) via outputs (9) and (10), and the 19 driver confirms it when the train enters the visibility zone of the signal or the sign (signal mark), where the system extracts the information on the expected signal/sign from the database of infrastructure based on the current train position determined according to claim 3 and/or by geopositioning device, in real-time mode.

1 . A method for loading the signal aspect from the signal into the system, for the train control system according to claim 13, characterized in that the engine-driver chooses the corresponding signal aspect to the one spotted from the train, from the group of possible signal aspects suggested by the system on the display of touch screen(10); where the central unit (1) of the system suggests possible signal aspects by pairing the vehicle position determined as to claim 3 (or via geopositioning device) and the information on infrastructure extracted from a database already loaded to the system, and assigns a predefined "meaning" for further system operations.

2. A method for loading the signal aspect from the signal to the train control system according to claim 13, characterized in that the central unit (1) recognizes the signal and the signal aspect loaded from an optoelectronic device (8), and assigns a predefined "meaning" for further system operations; where the system has already narrowed the possibilities for assigning the meaning to the signal aspect based on the method used in claim 1 .

4. A method for deriving the train speed for the train control system according to claim 13, characterized in that the computing is done by central unit (1), based on information of consecutive vehicle position determined via geopositioning device (12) with real-time mode, and the time interval between the readings (the distance covered between two readings shall be divided with the time elapsed thus giving the current speed).

5. A method for deriving the train speed for the train control system according to claim 13 characterized in that the computing is done by central unit (1), based on information of consecutive vehicle distance from the fixed object on the track, determined via an optoelectronic device with a rangefinder (8), and the time interval between the readings (the distance covered between two readings shall be divided with the time elapsed thus giving the current speed).

6. A method for identifying endangering obstacle (obstacles coming as a result of an act of nature i.e avalanche or as a result of traffic i.e. road vehicle in level crossing or wagon that separated from another train on the line, etc.) on the track, for the train 20 control system according to claim 13 characterized in that the optoelectronic device with a rangefinder (8) measures the distance from the train to endangering object and sends the information to the central unit (1), which then calculates the necessary speed corrections for the train and triggers the appropriate actions based on the results (worst case scenario; the train control system takes over and applies automatic braking via output interface (3) following the braking curve to prevent the collision with the obstacle).

7. A method that enables the traffic of consecutive trains for the train control system according to claim 13, characterized in that the optoelectronic device with rangefinder (8) installed on the on-coming train measures unoccupied section of the track and sends the information to the central unit (1) which then adjusts the speed according to the measured length and braking curve, and in the case that the on-coming train is catching up on predeceasing train the system makes corrections of speed limitations thus assuring the required distance and safe breaking if needed.

9. A method that enables vigilance control, speed control, and automatic braking in the system from claim13 characterized in that the vigilance control is achieved by the driver performing the procedure according to claim 1 and claim 8, and the central unit (1) calculates the recommended speed and in the case of necesity it initiates automatic braking based on real-time data obtained by methods claims from claim 1 to claim 8 (succesively).

10. A method that enables vigilance control, speed control and automatic braking in the system from claim 13, characterized in that the infrastructure data required for calculations (slopes, curves, speed limitations...) are previously permanently entered into the system from claim 13 and updated before and during the train ride.

11 . A method for permanent recording of important parameters during the entire train ride in the system from claim 13, characterized in that in the memory unit (7) of the system, in addition to recording all of the driver actions and events in the system, the speed of the train is periodically recorded complemented with information on train position and exact time of recording and also the video footage of the train ride on the entire route via an optoelectronic device with a rangefinder (8).

12. A method of line inspection with the aim of timely detection of devastating tendencies on the line using the system from claim 13, characterized in that the observation of the trend of disturbing the regular condition of the line is performed by 21 subsequent analysis of the train recordings of the route, which is made by an optoelectronic device according to the method from claim 11 .