Abstract: A process and a device for the control and/or regulation of a wagon body tilt system (1) for a railed vehicle, e.g., a train. Limit values with respect to comfort are taken into consideration for this purpose. In an equivalent way, these limit values preset a comfort scale for a rail camber or tilt (.phi..sub.c) as desired tilt values (.phi..sub.desired, .phi..sub.des. Speed, .phi..sub.des. accel.) for the control and/or regulation of a wagon body (2) as relevant value based on the system limits and permit a subsequent regulation within the adjustment system (4) of the wagon body (2) only within these limits. If at least one limit value for comfort and/or parameters describing the system is exceeded, these desired tilt values (.phi..sub.desired, .phi..sub.des. speed, .phi..sub.des. accel.) are then adapted by taking into account this at least one exceeded limit value and are converted to adapted desired tilt values (.phi.'.sub.desired, .phi.'.sub.des. speed, .phi.'.sub.des. accel.

Abstract: A traffic control system for mobile units has a plurality of stationary, passive units having electronic store capacity and transmit and receive facilities. The store of the passive units contains an information code which is unique to the unit and is related to the position by a mobile unit, the stationary units supply their information code, enabling the mobile unit to calculate its position. The store of the stationary units, in addition to the information codes of the units, contains stored traffic messages which are supplied together with the information code upon interrogation from the mobile unit. The movement from the mobile unit can be adjusted according to the traffic information received.

Abstract: A method of operating an automotive production line including the steps of advancing a plurality of self-propelled carriages along a conveyor of the production line. The carriages are continuously advanced at a fixed operational speed and a fixed operational pitch to obtain a fixed processing time at a plurality of work stations along the production line. Any one of the carriages are stopped when a reduced pitch is obtained due to a stoppage of the immediately preceding carriage. The reduced pitch is less than the operational pitch and is preferably the minimum pitch available between the carriages. Stopped carriages are restarted when the reduced pitch returns to the operational pitch due to the restarting of the immediately preceding carriage. Production losses are reduced by continuing operations upstream of a stoppage to form a dynamic online buffer upstream of the stoppage.

Abstract: A process and an arrangement for determining the position of a vehicle moving on a given track by using a map matching process is provided. At least three types of position measuring data in the form of object site data, path length data and route course data are obtained. By use of a computer unit, for each type of measuring data, a data correlation is carried out with a respective pertaining stored desired data quantity for the determination of respective position results which then are evaluated, in an m-out-of-n decision making process. In this process, a given number m of the n determined position results is taken into account. With comparatively low expenditures, this permits a reliable and error-tolerant vehicle position determination for use, for example, for railway vehicles.

Abstract: An electrically controlled railway locomotive throttle controller including a power source connected to a central processing unit disposed on such locomotive. An encoder device is disposed on such locomotive for providing at least one electrical signal to such central processing unit. This at least one electrical signal being at least one of a signal indicative of a throttle position, a signal indicative of dynamic braking and a signal indicative of a reverser. A digital control device is disposed on such locomotive and is connected to receive a signal from such central processing unit to provide a digital control signal that controls the voltage being applied to a trainline. An analog control device is also disposed on such locomotive and is connected to receive a signal from such central processing unit to provide an analog control signal that controls a dynamic brake reference voltage being applied to such trainline.

Abstract: A locomotive control system comprising a remote transmitter issuing RF binary coded commands and a slave controller mounted on the locomotive that decodes the transmission and operates in dependence thereof various actuators to carry into effect the commands of the ground based operator.

Abstract: A train control system includes an equipment for issuing, to a train under control based on a predetermined train schedule, an operational target to be attained in terms of the aimed position, aimed time and aimed speed. Once a target is issued, a possible run region of the train is determined, and another target may be set within the possible run region such that the train is not subjected to the ATC-based speed limitation or the like, thereby minimizing the cause of delay of the train operation.

Abstract: A system for identifying momentary location and the momentary velocity of, in particular, a rail-bound vehicle, has a transmission/evaluation unit having an antenna for emitting a high-frequency pulse and for receiving a reflected pulse reply signal. Surface wave identification marks having individual coding are arranged at intervals from one another in an area of and along a prescribed travel path of the vehicle. The mutual phase shift of at least two pulse reply signals can be measured as a Doppler shift and the travel velocity can be calculated therefrom via the relative velocity with pulse interrogations of an identification mark following one another at least twice at a predetermined location before/after traversing a specific identification mark. The point in time change in operational sign of the Doppler shift is acquired for this identification mark, and is the point in time of traversal of the location of the specific identification mark.

Abstract: The present invention provides a system for automatically controlling the distance between vehicles following each other on the same drive track which includes in each vehicle a drive device, brake device, distance sensing device, vehicle speed measuring device, and control device. Paralleling the drive track are a neutral rail and a control rail. The drive device drives the vehicle. The brake device brakes the vehicle. The distance sensing device generates a distance variable. The vehicle speed measuring device measures a speed of the vehicle, and generates speed signals based thereon. The control device controls the drive device to drive the vehicle at a speed based on a speed control variable. The control device generates the speed control variable based on the distance variable. The speed control variable is less than the distance variable.

Abstract: A method of and an apparatus for controlling the moving speed of a vehicle, which makes a vehicle run at a constant speed independent of applied load by specifically instructing the moving speed according to the difference between the computed number of pulses and the actually detected number of pulses. The vehicle moving speed is properly controllable in correspondence with load applied to the moving vehicle.

Abstract: A drive controller for a rail supported conveyor device made up of a plurality of wheel driven support carriages linked together includes a revolution sensor on one of the drive wheels of one of the support carriages, individual torque controllers on each of the carriages, and a device for providing a common torque signal to the various torque controllers based on the difference between the measured speed of the one speed sensor and the desired speed of the carriages.

Abstract: A braking distance verification system is disclosed which makes use of a specially designed pulse to voltage converter circuit and a portable computer-based data acquisition system to measure grade, speed, and distance information of any rail vehicle. The preferred embodiment of the device is particularly adapted for mass transit systems. It provides a method and apparatus for physical verification, under actual test conditions, that an adequate braking distance has been provided in each block of a signal block design system. The portable system may be used with any vehicle braking system which provides an electronic wheel tachometer or equivalent, or may utilize a portable doppler radar if tachometer information is not available.

Abstract: Disclosed are a method and a device for stopping a vehicle at a predetermined position in which the distance between actual and target positions of the vehicle and the velocity and accleration of the vehicle are detected so as to perform brake control by selecting brake control notches on the basis of the detected values of the distance, the velocity and the acceleration to thereby stop the vehicle at the predetermined position, are featured in that the stop gap accuracy in the case where the notch presently on actuation is maintained as well as the stop gap accuracy are obtained as fuzzy values and compared with each other to thereby perform the notch selection.

Abstract: This invention relates to cab signalling systems that receive various permissible maximum speed signals and decode the maximum speed signal to inform the engineman of a train of the current maximum safe speed that a train may travel. The apparatus of this invention accomplishes the foregoing by utilizing a single digital filter and a microprocessor to decode the various transmitted maximum speed signals and to verify that the decoded maximum speed signal represents one of the permissible maximum safe speeds.

Abstract: The invention is a conveyor control system having self-propelled vehicles having wheels, each driven by a motor (14) to move along rails. The system includes power rails (18) for supplying power to the vehicle (12) and at least one command rail (20, 21) which transmits a constant command signal indicative of requested speed. The command rail (20) is comprised of isolated sections of rail for carrying different command signals along each isolated section to enable the vehicle (12) to travel at different speeds dependent on which section of rail the vehicle is within. The command signal may be in the form of an analog signal on one rail (20) or a digital signal on two rails (20, 21). Each vehicle (12) includes a control circuit (22) which interprets the command signal to drive the vehicle (12) at the requested speed. An override circuit (28, FIG. 2b, FIGS. 3 and 4) senses external activity for proper control of the circuit.

Abstract: This invention concerns a creepage control system for locomotives that optimizes adhesion while minimizing wasted energy, rail/wheel wear and shock loading on the drive train. The basis of the invention is to always maintain a small but positive value of the slope of the wheel-rail adhesion creep curve (or differential of adhesion versus creep) for all traction axles of the locomotive through microprocessor control. The value of the differential of adhesion versus creep is used to define an operating window for control and operation of motors continually in the optimum domain when high adhesion is demanded. When, due to a sudden increase in rail contamination, the value of the control function becomes negative, the microprocessor control reduces the generator excitation in stages until the function becomes positive and inside the operating window again. The microprocessor controls a rail cleaning system which is turned on or off depending on the cleanliness of the rail.

Abstract: The invention is a conveyor control system having self-propelled vehicles having wheels, each driven by a motor (14) to move along rails. The system includes power rails (18) for supplying power to the vehicle (12) and at least one command rail (20, 21) which transmits a command signal indicative of requested speed. The command rail (20) includes of isolated sections of rail for carrying different command signals along each isolated section to enable the vehicle (12) to travel at different speeds dependent on which section of rail the vehicle is within. The command signal is in the form of a digital half-wave signal on two rails (20, 21). The digital signal is in the form of half-waves each representing a bit of binary coding. The digital signal may include three-phase half-wave coding in order to obtain four bits of coding from a single rail. Each vehicle (12) includes a control circuit (22) which interprets the command signal to drive the vehicle (12) at the requested speed.

Abstract: A control method of an electric vehicle in which a frictional contact of rotating or stationary wheels of the electric vehicle to a rail road is recovered again when the wheels are in a slipping condition which is determined by a variable concerning rotation of the wheels exceeding a detection level which is determined by a sum of an instructed vehicle acceleration and a gradient acceleration determined by an inclination of the rail road.

Abstract: A method and a device for stopping a vehicle at a predetermined position in which the distance between actual and target positions of the vehicle and the velocity and acceleration of the vehicle are detected so as to perform brake control by selecting brake control notches or settings on the basis of the detected values of the distance, the velocity and the acceleration to thereby stop the vehicle at the predetermined position, wherein fuzzy values for a stop gap accuracy in the case where the present notch or brake control setting is maintained as well as a stop gap accuracy in the case when the notch or brake control setting is changed by a predetermined value are obtained and compared with each other to thereby perform the notch or brake control setting selection.

Abstract: A passenger vehicle is provided for movement along a track having an input speed command including ONE and ZERO information components to control the vehicle speed. A first control apparatus including at least a first microprocessor is responsive to the ONE and ZERO information components for providing first and second speed error signals. A second control apparatus including at least a second microprocessor is responsive to the ONE and ZERO information components for providing third and fourth speed error signals the first control apparatus compares the first, second, third and fourth speed error signals for controlling the vehicle and the second control apparatus compares the first, second, third and fourth speed error signals for controlling the vehicle.

Abstract: In an ATC apparatus, an ROM stores a plurality of parameters used for identification of an ATC signal. These parameters are sequentially read out from the ROM and applied to a ring-arithmetic type frequency pattern generating circuit to be converted into a plurality of pulse trains having respective reference frequencies. These pulse trains are then sequentially applied to a ring-arithmetic type frequency comparison circuit and are compared with the frequency-modulated ATC signal in a time division mode so as to identify the speed limit indicated by the ATC signal. The frequency pattern generating circuit generates also a pulse train corresponding to the speed limit. The frequency comparison circuit executes also comparison between the frequency of the pulse train indicative of the speed limit and that of a pulse train indicative of the detected train speed, and an ATC brake instruction signal is generated when the result of comparison proves that the detected train speed exceeds the speed limit.

Abstract: The speed of a vehicle is controlled in response to a new speed command lower than a previous speed command such that a safe brake speed profile reference is provided for increasing the average speed of the train in relation to the new speed command and before the new speed command controls the vehicle speed. A sensed vehicle acceleration is compared with a known safe acceleration to determine a speed error and a distance error to establish a critical velocity for the vehicle, which is used to provide an open loop brake control to merge the train speed in relation to a provided safe brake profile before the vehicle speed can again be controlled in relation to the new speed command.

Abstract: A speed control system for a passenger vehicle provides a predetermined brake mode operation to control the vehicle speed when the vehicle speed plus a determined speed offset responsive to a calculated effort request signal is equal to or greater than a desired program stop speed, and then compares the calculated effort request signal with a predetermined value of the effort request signal to control the vehicle speed in response to the calculated effort request signal.

Abstract: There is disclosed a speed control apparatus and method for a passenger vehicle moving along a track in response to an input command speed, which produces fewer operative changes between the brake mode and the power mode for an improved speed maintaining control of the vehicle.

Abstract: A synchronous wheel-slip control system for a multi-axle vehicle having a speed sensor for producing signals representative of the velocity of each of the wheel axle units. A differentiator connected to each of the speed sensors for differentiating the velocity signals to obtain rate signals. A plurality of truck and car rate comparators for determining when all the wheel axle units are in synchronism. A plurality of truck and car highest velocity circuits for determining the actual highest velocity signal of the wheel axle units and a car differentiator for differentiating the actual highest velocity signal to obtain the actual highest rate signal. A synchronous slip logic network for causing a data processing circuit to initiate a brake force reduction action of one of the trucks when all the wheel axle units are in synchronism and when the actual highest rate signal exceeds a requested rate.

Abstract: An anti-skid brake system for vehicles is proposed in which various transducers for detecting operating condition parameters of the vehicle are provided, which cooperate with an evaluation circuit in such a manner that control signals are formed on the basis of the transducer signals for influencing the brake pressure at predetermined operating conditions. Circuitry are additionally provided which store the operating condition parameters, such as vehicle speed and deceleration, braking path and the like, during the braking event under the predetermined operating conditions; and to control marking of the road surface during these braking events.

Abstract: There is disclosed a transit vehicle brake control apparatus and method which determines a safe brake velocity for the vehicle in relation to a speed control relationship including roadway system design deceleration, the deceleration of the vehicle in relation to inertial space and the deceleration of the vehicle in relation to the roadway, when the actual speed is greater than the input command speed for the vehicle from the roadway. The actual speed of the vehicle is compared with the determined safe brake velocity for the control of the vehicle speed.

Abstract: A separate relay is connected across the output of each speed command filter decoder in the train carried apparatus, except that decoder associated with the highest authorized speed. Each relay has special make-and-break contacts which cannot be simultaneously closed in normal operation. When the relay is energized by an output from the associated decoder, the normally open contacts close to apply that speed command to the corresponding input of the speed governor. The associated normally closed contacts open at the same time to remove operating energy from all higher speed decoders to inhibit simultaneous response from any cause. This action assures that the train is controlled by the lowest active speed command if more than one filter decoder inadvertently responds to produce simultaneous speed command outputs.

Abstract: The speed proportional frequency signal from the speed generator being checked is amplified and applied to a highpass filter-rectifier with a low frequency limit corresponding to a predetermined minimum train speed. Polarity of the rectified output is opposite to the DC operating energy so that, with four-terminal load resistor and smoothing capacitor, the filter-rectifier operation is vital. The rectified signal activates an oscillator level detector when its level exceeds the breakdown of a Zener diode control device selected to correspond to minimum speed output. The level detector is coupled by a stepdown transformer to a differential amplifier biased by a signal supplied from an associated zero speed detector. The bias signal has sufficient level to enable the differential amplifier to produce an output in response to the level detector input only when the train speed is greater than zero.

Abstract: In a magnetic floating type of super high speed transportation system using a linear synchronous motor system as its drive system in which a field magnet is carried on a train and a series of armature coils are provided along a track, a speed of a train is regulated under control of a frequency converter of the variable frequency and voltage type for supplying power to the armature coils. For the speed regulation, a relative position of the field magnet to the armature coils is detected to form a train of position detecting pulses. A reference frequency pattern with a frequency corresponding to a speed command is formed. A phase difference between the reference frequency pattern and the position detecting pulse train is detected. A propulsion force command of a linear motor is obtained by setting different limit values in the positive and negative parts of the phase difference signal. A sinusoidal current waveform pattern is formed in synchronism with the position detecting pulse train.

Abstract: A beam emitter type speed sensor for railroad rolling stock is calibrated by positioning an endless belt between rails of the track for the railroad rolling stock. The endless belt has a speed which is controllable. The endless belt is so positioned so that the railroad rolling stock can maneuver the speed sensor in proximity thereover having an antenna-to-belt distance comparable to the antenna-to-roadbed distance. A method of calibrating the indicator in the cab includes rotating the belt at a known speed.

Abstract: There is provided a transit vehicle control apparatus and method, including a plurality of vehicle carried signal receivers operative with a transposed signal transmitting cable positioned along the vehicle track for providing an initial and higher speed position determination and then a lower speed and more accurate position determination in relation to stopping the vehicle at a desired location.

Abstract: A method for obtaining an acceleration or deceleration signal from a signal proportional to the speed, consisting of storing the most recently ascertained n changes in a memory, wherein upon ascertainment of a new change to be stored in memory, the change which has been stored the longest is erased, and a deceleration or acceleration signal is formed by addition from the stored n changes, each time at intervals of .DELTA.T. Furthermore, in the method according to the invention, the presence of a deceleration or acceleration exceeding the threshold is recognized earlier.

Abstract: A device comprising receiving means mounted on the vehicle, means for establishing an electrical reference voltage corresponding to the speed limit and means for controlling the speed of the vehicle response to the electrical reference voltage. It comprises a capacitor used as a memory connected to the speed control means and means for updating the voltage at the terminals of the capacitor, adapted for connecting an electrical voltage source to the terminals of the capacitor when the vehicle enters the information transmission field, then to isolate the capacitor from this voltage source after a given time.

Abstract: A speed and location programmer located at a particular train station is used to prepare a non-volatile program that may be used by an on board microcomputer to control the speed of a train. The program includes train orders, track conditions, and other relevant information, such as size, length and capacity of the train which may be obtained from a centralized location. The program is fed into a microcomputer which monitors the speed and distance of the train and compares it with the program. If the parameters as contained in the program are exceeded, either the throttle would be reduced or the brakes applied to regulate the speed of the train. A trip history of the train may be extracted at the next train station to determine the operation of the train by the engineer. An override system is included to eliminate the function of the microcomputer in case of emergency. Sensors may be used to determine the number of rotations of the train wheel and thereby compute the speed and distance of the train.

Abstract: A multi-axle traction vehicle is equipped with apparatus for sensing the speeds of its respective drive axles, and control apparatus is provided for producing a predetermined warning signal if the sensed speed of one and only one of the axles is less than a predetermined low threshold level. In addition, apparatus is provided for inhibiting the control apparatus unless all but one of the sensed axle speeds are greater than a predetermined higher threshold level thereby minimizing the opportunity of producing a false warning signal.

Abstract: The running speed of a track bound vehicle whose movement is normally determined by an automatic control system that preassigns speeds and braking curves and accelerations up to the permissable speed at a predetermined rate or with maximum propulsion power is optimized by an additional circuit carried by the vehicle which calculates a predetermined point on a coasting initiation curve from data communicated to the vehicle and which switches off the propulsion power of the vehicle when the actual speed of the vehicle exceeds the predetermined point.

Abstract: A method and apparatus for continuous supervision of both a vehicle's speed and deceleration over a track, provides overspeed detection in one set of conditions and under-deceleration detection under other conditions. The apparatus does not provide automatic driving, but is used in conjunction with either automatic driving equipment or manual driving of the vehicle. The process involved comprises the steps of transmitting to the vehicle an exit speed, defined as a speed limit to be observed on leaving a particular block section of the track upon which the vehicle travels. The exit speed is stored in the vehicle, and comparisons are made with a stored exit speed for the preceding block section. The process further includes a continuous measurement of both actual speed and deceleration of the vehicle, and provides for initiation of emergency braking dependent upon the results of the comparison and measurement steps.

Abstract: Procedure and system for driving a vehicle required to travel repeatedly over the same path, in which procedure at least some elements of the vehicle are operated in accordance with prerecorded information.According to the invention, the information relates to the operations to be performed on or by such elements in relation to the position of the vehicle on its path; and the elements are operated on the basis of such information in the light of the vehicle's instantaneous position with a correction for instantaneous vehicle speed and the response time of the elements.

Abstract: A train vehicle zero speed sensing apparatus is provided for operation with a pair of tachometers coupled to the drive mechanism of a train vehicle, such that zero speed or an equivalent zero speed of the vehicle is sensed, and any single failure is detectable and will not yield a false zero speed indication.

Abstract: A speed control system for controlling the speed of a vehicle traveling on a guideway comprising, in combination, a plurality of linear motor windings disposed along the guideway, a corresponding secondary mounted on the vehicle for inductively interacting with the proximate ones of said windings, sensing means disposed adjacent said windings for sensing the proximity of said secondary and for gating an alternating electrical signal to said adjacent winding, measuring means disposed adjacent said sensing means for measuring the rate of progression of said vehicle along said guideway, error detection means connected to said measuring means for producing an error signal in equal integer increments corresponding to the deviation of the vehicle rate from a preselected rate and commutation means connected to receive said error signal for commutating said alternating electrical signal to said adjacent winding in equal increments of power corresponding to said error signal.

Abstract: This invention covers train cab signal equipment for receiving frequency modulated rail code signals which, when decoded, provide a zone speed control signal which the railway train traversing the track rail must obey in order to proceed at a safe speed. The invention includes a signal limiter circuit which prevents the signal supplied to the several code frequency responsive networks in the decoder unit from exceeding a predetermined maximum value in order to assure a welldefined frequency bandwidth to which respective code filters in the frequency responsive networks are sensitive, so that only a single network is responsive to any given code signal. In addition, the limiter circuit supplies the respective frequency responsive networks with a code signal whose amplitude is proportional to rail current so long as the code signal is below the maximum level set by the limiter.