Abstract: An automatic identification system having a storage device mounted on the car, which includes the car identification data. A reading device is connected to a local communication node which communicates with the locomotive in a network. The local communication node communicates the read identification data to the controller at the locomotive. The identification data includes at least the serial number, brake ratio, light weight and gross rail weight of the car. The storage device is permanently mounted on the car, preferably at a junction box or pipe bracket. A current sensor is also connected to the local communication node. The storage device and current sensor are part of a subsidiary communication node under the control of the communication node.

Abstract: An automatic identification system having a storage device mounted on the car, which includes the car identification data. A reading device is connected to a local communication node which communicates with the locomotive in a network. The local communication node communicates the read identification data to the controller at the locomotive. The identification data includes at least the serial number, brake ratio, light weight and gross rail weight of the car. The storage device is permanently mounted on the car, preferably at a junction box or pipe bracket. A current sensor is also connected to the local communication node. The storage device and current sensor are part of a subsidiary communication node under the control of the communication node.

Abstract: Each train detects its location, velocity, and the time it will spend to pass the next bifurcation, joint, and intersection, respectively, and sends the information periodically to the trains that are or will be behind the train. The controller of each bifurcation, joint, and intersection, respectively, having mechanical movement sends the connection status of the track to the trains about to pass it. Then, receiving a message, a train can determine if it may hit its front train if its front train stops abruptly and if it may pass the bifurcation, the joint, and the intersection, respectively, before the track there has been connected for it. If yes, the train decelerates to stop to avoid possible disasters. So that the distance between every two consecutive trains can be minimized and different kinds of trains may share the same railroad. Hence, some railroads may be saved.

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 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: A train separation detector for a distributed power control system in railroad trains and trains with an installed Electronic Control Pneumatic (ECP) brake system uses the distance traveled input from an axle drive generator or similar device to compute the speed of the lead locomotive and the speed of the remote locomotives and/or ECP brake system equipped cars and also the distance traveled by the lead locomotive and the remote locomotives and/or ECP brake system equipped cars per unit of time. Normally, both the distance traveled and the speed of the lead and remote locomotives and/or ECP brake system equipped cars will, on average, be the same since they are in the same train. If there is a separation, however, both the distance traveled and the speed of the lead and remote locomotives and/or ECP brake system equipped cars will be different to the extent that there is a train separation.

Abstract: Apparatus by which a controlling information processing unit can communicate individually with subordinate information processing units which are connected sequentially along a pair of electrical conduction paths. The controlling unit assigns a unique address to each subordinate unit, which it uses later for communication with individual subordinate units. The controlling unit controls an electrical current in the pair of conduction paths. Each subordinate unit has a shunt path which has a current sensor and a switch, so the subordinate unit can open or close the path. All of the switches on the shunt paths are initially closed. In each subordinate unit, the shunt current is measured, and a high value indicates that the shunt is closer to the controlling unit than any other subordinate unit which has a closed switch. The subordinate unit then receives its address from the controlling unit, stores its address, and opens its switch.

Abstract: In a locomotive throttle controller having a digital central processor unit and an output driver mechanism for supplying signals to trainlines which control the locomotive engine throttle setting, reverser, and dynamic braking and for sending feedback signals indicative of actual voltages applied to said trainlines back to said central processor unit, of at least one locomotive, an improvement comprises a digital interface through which external digital equipment can communicate with the central processor unit and devices for communicating via the digital interface between the external digital equipment and the central processor unit such that the external digital equipment may be used to control the at least one locomotive.

Abstract: A train separation detector for a distributed power control system in railroad trains uses the distance traveled input from an axle drive generator or similar device to compute the speed of the lead locomotive and the speed of the remote locomotives and also the distance traveled by the lead locomotive and the remote locomotives per unit of time. Normally, both the distance traveled and the speed of the lead and remote locomotives will, on average, be the same since they are in the same train. If there is a separation, however, both the distance traveled and the speed of the lead and remote locomotives will be different to the extent that there is a train separation. By comparing the speed and distance traveled of the lead and remote locomotives, the distributed power system will be able to detect train separation and take appropriate action.

Abstract: A radio-based system for a train including a lead transceiver unit and multiple remote transceiver units. The lead transceiver unit initiates a command by sending a command message. Each of the remote transceivers receiving the command message transmits a reply message which repeats the command message and contains the status of the sending remote. Remote transceivers not receiving the lead transceiver's transmitted command message, but receiving a reply message from one of the other remote transceivers, transmit a reply message containing the remote's status. The lead transceiver detects whether reply messages are received from the remote transceivers and may transmit a request in response. One or more remote transceivers may store and re-transmit reply messages from other transceivers in response to the request.

Abstract: A radio frequency coupling device used in conjunction with a communications system for effecting free space communications between adjacent cars on a multi-car vehicle, wherein each of the cars has coupling arms for connecting the cars to each other, and wherein each of the cars further comprises radio frequency transceivers. The RF coupling device of the present invention is implemented by mounting the first coupler housing on a coupler arm of a first car, the first coupler housing comprising a first antenna element and a third antenna element configured so as to transceive separate channels of radio frequency energy substantially out of phase from each other. The second coupler housing is mounted on a coupler arm of a second car and comprises a second antenna element and a fourth antenna element and located near the first coupler housing when the coupler arms of the cars are mechanically joined together.

Abstract: A radio-based, Electro-Pneumatic (EP) rail car braking system supports both End-of-Train (EOT) and Distributed Power Control (DPC) communication systems. The EP rail car braking system operates within existing frequency allocations and meets operational reliability needs by adopting a hybrid, two-band communications scheme. The EP rail car braking system uses a broadcast band for transmitting commands to all cars in the train. Selected cars spaced through the train are designated as repeaters, and a predetermined number of cars are assigned to each repeater for form a group of cars that act as a Local Area Network (LAN). The cars in a group communicate with each other using a low power, spread spectrum band. In response to a command broadcast by a lead locomotive, cars in a group act on the command and transmit status information to their repeater car.

Abstract: An EP controller, which is located on the leading locomotive, is connected by a cable to the leading end trainline connector of the lead locomotive. This powers the EP controller and provides communication by the EP controller over the trainline. A second cable connects the EP line of the first car in the train to the trailing end trainline connector of the last locomotive for providing communication between the EP controller and the electro-pneumatic brakes on each car over the trainline and the EP line.

Abstract: A protocol is provided for bi-directional communication of control signals between a host unit and a slave unit. The protocol is particularly adapted to the control of a locomotive from a remote host computer.The protocol provides for transmission of digital signals indicative of control commands from the host computer to the slave computer, and simultaneous transmission of digital signals indicative of diagnostic information from the slave computer to the host computer.Information is transmitted in the form of data packets, and means are provided, in the receiving computer, for detecting corruption of transmission, or loss of transmission, and for providing a safe response to either of such conditions.

Abstract: A consist power monitor provides information to the engineer of a multiple unit consist on the ability of each locomotive to provide traction power and dynamic braking. The consist power monitor is a microprocessor based device which communicates with other locomotive consist power monitors, either through the MU cable or over a wireless link, to display consist status to the engineer. Where the communication is through the MU cable, the communications link is provided by a high frequency carrier superimposed on an existing MU cable wire. No modification is required to the MU cable allowing for easy retrofit of existing locomotives. The alternative wireless communication is accomplished by means of a low power, spread spectrum data link now being incorporated into new locomotives. Information exchanged among the consist power monitors pertains to loading and dynamic brake conditions of the locomotives in the consist. Locomotive consist information is presented continuously.

Abstract: The communication link includes antennae mounted at adjacent ends of adjacent cars whereby electronic communications between the cars are effected by free space radio frequency coupling. The antennae are mounted in housings, which include radiation shields, and the housings are mounted on the coupling for physically coupling the cars together whereby the housings, and therefore the antennas, are maintained in fixed relationship to each other.

Abstract: A robotic vehicle (10) is shown with conventional train flanged wheels (11) riding upon common railroad tracks (12). The body (13) of the vehicle encloses a conventional diesel electric power unit (14) with speed characteristics comparable to the train it precedes. The power unit (14) is controlled by a computer program, but has remote control override provisions in the software as directed by the engineer in the locomotive cab following the robotic vehicle (RV). The RV (10) has a television camera (15) viewing the track ahead and a transmitter (16) for sending the video signal to the locomotive cab's TV monitor (17)/video cassette recorder (18). The range and power of the electromagnetic wave exchange directly between the RV and cab will be low power broadcasts and signal frequencies as assigned by the FCC.

Abstract: Improvements relating to railroad telemetry and control system address problems in compatibility between HOT and EOT units, implement an automatic UDE location procedure, and automate calibration of EOT units. An improved two way protocol that allows EOT units having different code formats to be used with a HOT unit. A method is implemented by a HOT unit, cooperating with an EOT unit, for locating a fault which causes a UDE brake operation. An automatic calibration procedure for the EOT unit that does not require the operator to have access to the electronic circuitry.

Abstract: The link permits communications between cars of a railway or subway trains. On at least a first one of the cars, a multiplexer multiplexes digital signals representative of the status of various systems on the car, and processes them into a first digital trainline signal. A transmitter includes a modulator which converts the digital trainline signal to a RF signal, and the RF signal is transmitted, by an antenna, through free space from the first car to a second car. The second car includes an antenna for receiving the RF signal, and a receiver for de-modulating the signal and converting it to a second digital trainline signal. A demultiplexer demultiplexes the second digital trainline signal into appropriate formats readable by the train systems on board the second car. Both the first and second cars include multiplexers and demultiplexers, and transmitters and receivers, so that communication is possible between the first car and the second car as well as between the second car and the first car.

Abstract: A system for controlling the movement of carriages in a conveyor system is disclosed in which individually powered carriages are controlled so as to stop a carriage at a designated position on the conveyor rail. Electrical contact wires extend along the conveyor rail and are electrically connected to controller units on each of the carriages by electrical contacts sliding along the electrical contact wires. Certain ones of the electrical contact wires have electrical discontinuities which define boundaries of first and second zones. The electrical discontinuities form a normally open electrical circuit with the controller units of each of the carriages, thereby keeping such controller units in the inoperative or "off" position. In this position of the controller unit, the power unit of each of the individual carriages drives the carriage along the conveyor rail.

Abstract: A vehicle guidance system for guiding a vehicle on a virtual track includes a waveguide connected to a member emitting electromagnetic radiation at a frequency between 1 and 100 kHz and disposed on the axis of the track to be followed. At least one set of two magnetic sensors disposed on the vehicle receive the field to determine the lateral offset of the vehicle relative to the axis of the track.

Abstract: A train comprising a plurality of interconnected revenue carrying vehicles is provided. Each of the vehicles includes a controller for controlling the various sub-systems in the vehicle. When the vehicles are coupled to form a train, the controller in one of the vehicles operates as a master and controls the operation of the other vehicles in the train. The controllers in the other vehicles operate as slaves and are responsive to control signals generated by the master. Software is included in the controllers to allow the master role to be transferred between vehicles without disabling the train.

Abstract: A radio communication control system for a lead unit and a plurality of remote units is disclosed. The system has a protocol for establishing a communication link between the lead unit and the one or more remote units in the system which prevents any of the units in that system from processing messages or commands from other units in other train systems or processing messages or commands originating from units within a train system which are addressed to other units within the system. The communication system also includes a communications channel contention system for minimizing the probability of multiple units transmitting on the common communication channel at the same time and for insuring that the highest priority communications in each train are transmitted first in time measured from the end of the latest transmission on the radio communications channel.

Abstract: A conveyor comprising a plurality of self-propelled carriers with each carrier having a distance sensor for stepwise detecting the distance between each carrier and a preceding carrier, and a device for controlling the speed of each carrier to maintain the distance within a predetermined range.

Abstract: A method and apparatus for automatically operating a semi-continuous passenger transport system using non-motorized vehicles. Fault conditions corresponding to passengers or articles carried by passengers projecting beyond a surface limiting access to the vehicles in stations are detected. Detection of such fault conditions initiates progressive implementation of fault condition signalling, and slowing and stopping of the tracks which drive the vehicles. These measures are progressively cancelled on clearance of the fault condition.

Abstract: The movement route of a vehicle operative with a roadway track having a plurality of stations and control signal gates is selected from a storage table of predetermined available routes in accordance with the known track plan and in relation to each station. When the vehicle arrives at each of the stations, the desired available route is established to the next station in relation to occupied track signal blocks, the known direction of train movement and switch gates cleared to permit vehicle travel to that next station. The available route to the next station is cleared in time so the vehicle will not have to slow down or stop in front of a switch gate. In addition the spacing of vehicle trains is regulated in relation to the plurality of stations.

Abstract: The number of on-line locomotives of a consist is either reduced or increased by a manual control system that conserves fuel by throttling back trailing locomotives and operating the remaining locomotives of the consist at the most efficient throttle position. A control unit in the lead locomotive is operated by the engineer to command control units in equipped trailing locomotives of the consist. Each time the engineer depresses a "subtract power" push button, one trailing locomotive is throttled back; conversely, each time an "add power" push button is depressed, a trailing locomotive is returned on line by advancing its throttle to the most efficient position. A cutout control signal, which is generated in the lead locomotive and transmitted to trailing units in serial order (front to rear) by a single spare trainline wire, has voltage levels that progressively decrease or increase in response to the subtract or add power commands.

Abstract: The apparatus includes a master control unit associated with a first locomotive and a slave control unit associated with a second locomotive. Each of the control units is identically constructed to include an electronic processor and memory. The memory includes a program which is also identical for both units. Each of the units is connected to at least a portion of a train line extending between the locomotives, and inter-unit communications are accomplished over only a single spare line within the train line. Under control of the program the control units detect the setting of the throttle in the first locomotive, and in response thereto the control units operate the throttle of the second locomotive so that the combined operation of the first and second locomotives functions at an optimum power output-to-fuel consumption ratio within a predetermined range of power levels for each setting of the throttle in the first locomotive.

Abstract: A vehicle-follower control law for short headway automated guideway transit systems is implemented to provide an apparently optimal system in light of sensor accuracy, controller structure, and data transmission requirements. In particular, the spacing between two vehicles on a guideway is forced to an approximate optimal minimum value (S'.sub.min) by generating a signal (.epsilon.) which is the difference between the actual spacing (S) and the approximate optimal minimum spacing (S'.sub.min) and by driving the signal .epsilon. to zero according to a predetermined control law. In accordance with the invention, a constant headway or constant K-factor design can be employed in defining the control law. Embodiments for 0.5 second and 3 second headways are provided.

Abstract: A defective object such as a vehicle normally movable on a lane, assembly ne, or track is detected by a receiver on another object travelling behind the defective object, to avoid rear end collisions with the defective vehicle. For this purpose the vehicles are equipped with a signal receiver and with a signal damping member. The signal is transmitted in a transmission line extending along the lane, assembly line, or track. When a defect occurs, the damping member is moved into a position relative to the transmission line in which the damping member sufficiently dampens the signal so that the next following vehicle fails to receive the signal whereby a warning may be provided that the path ahead is not free or that it is blocked.

Abstract: There is disclosed a vehicle train control apparatus and method for controlling the operation of a vehicle train by a second control equipment provided in a different control vehicle of the train in the event of the failure of the train control equipment of a first control vehicle initially selected to control the train.

Abstract: Installation for controlling trains defining allocated cross-overs with conductor loops, in accordance with a normal program P1n and an interference program P2n. Installation characterised in that the ground equipment of each block comprises a frequency generator GF producing a normal mode frequency F1, an interference mode frequency F2 and a frequency F3 to be modulated, supplying a mode selector SM, so as to provide a frequency signal FSn as a function of an occupation signal OCC (n+1) received by the mode selector SM and correspondin g to the occupation of the following block Cn+1, as well as a frequency signal PPn enabling the interference program P2n to be read, and the equipment fitted on board each train comprises a logical emergency-braking circuit CLF.

Abstract: A transportation system comprising a plurality of driven vehicles movable along a track and controlled by the provision of deterministic cells, defined by track-to-vehicle speed and/or position command signals, which move along the track, each vehicle being confined within the limits of a cell but being capable of autonomous movement relative thereto to permit the formation of a contact train with other vehicles within the cell. A control is provided to close-up vehicles within a cell, and there may also be provided on board each vehicle three coordinated closed-loop subsystems, governing respectively the vehicle speed, position and closing speed relative to an adjacent vehicle.

Abstract: A surface wave transmission line enclosed in a dielectric shield and supported within the enclosure at a predetermined distance from the base of the enclosure. The enclosure being constructed such that the surface wave transmission line may be in close proximity to reflecting objects positioned along the enclosure and at a predetermined distance from a mounting structure.

Abstract: An electronic or computer-based railway control system including further safety checks in addition to normal safety interlocking. The present system carries out checks to see that operations, such as print switching and signal setting, are carried out in the correct sequence for a given route having regard to the position and movement of a train as indicated by track circuits. In a computer-based system appropriate checking routines may be written into the computer soft-ware.

Abstract: A mobile medical diagnostic device having a mobility chassis with two supporting wheels and a central steerable drive wheel. The device has an electrical power steering system controlled by two synchronized handles operable by wrist action of an operator walking behind the device. The handles include a rotatable grip for controlling the velocity of the device. Advancing the grip actuates the throttle to the drive wheel and retarding the grip actuates a proportional electromechanical braking system. The device includes a proximity detector system which uses ultrasonic transducers to determine when an obstacle is within close proximity to the device, and automatically actuates the brake system. A window signal is established on the basis of both a preselected distance from the device within which it is desirable to apply the brakes, and a delay function which is determined by the distance of the front portion of the device from the transducer.

Abstract: A pair of on-board processing units, operating in parallel, are supplied with input signals representing actual train speed, advance traffic conditions, and selected train parameters. Each unit continuously calculates a maximum train speed from which emergency braking will stop the train within the indicated clear track distance ahead. Each unit also compares the calculated maximum speed with actual train speed and emits a preselected distinctive frequency signal or a d.c. signal as actual speed is less than, or equals, or exceeds maximum speed, respectively. A logic network with parallel filter-rectifier circuit paths passes the unit outputs, if of the preselected frequencies, to a two-input AND gate whose output holds emergency braking released. If a preselected frequency output is absent from either or both units, due to actual speed equaling or exceeding maximum speed or to a fault condition in the apparatus, the corresponding lack of an AND gate output actuates emergency braking.

Abstract: An automatic speed control system for a consist of diesel locomotives conserves fuel by throttling back trailing engines and operating remaining engines at the most efficient throttle position. A control unit in the lead locomotive is operated by the engineer to command control units in equipped trailing locomotives of the consist. In the lead locomotive, depressing a "set speed" push button causes a speed memory to store the existing speed of the consist, and a cutout control signal is generated which is transmitted to trailing units in serial order, i.e., front to rear, by a single spare trainline wire. The control signal has two control voltage levels that increase or decrease with deviations of the speed of the consist from the desired speed in memory. These voltage levels are decoded by each trailing unit and, if power is needed, the engine throttle is set at the most efficient position or, if the locomotive is to be cut out, the throttle is set at a desired minimum position.

Abstract: A block control system for wheeled, track-mounted vehicles each having a driving motor energized from power conductor rails extending parallel to the track through collector shoes mounted on the vehicle. A track layout is provided with two or more successive traffic control blocks each having a signalling section of conductor bar electrically connected to a blocking section of conductor bar in the next trailing block. The signalling and blocking conductor bar sections are engageable respectively by separate signalling and blocking contact shoes carried by each vehicle. A block control relay on each vehicle includes a contact in series with the vehicle driving motor control circuit, and the operational state of this relay is controlled by a circuit which is established through the signalling and blocking contact shoes and the conductor bar sections engaged thereby and which applies a blocking signal to the relay of a vehicle in a trailing block in response to the presence of a vehicle in a leading block.

Abstract: The invention relates to an anti-collision device for passive vehicles. The anti-collision device is governed by the means for driving the vehicles associated with the track to monitor continuously that the distance separating two successive vehicles is greater than the emergency braking distance of the following vehicle. The device is applicable to a transport installation with a line track.Refer to FIG. 1.

Abstract: A control system for automatic operation of travelling objects through a power supply system without using any signal communication systems. Either a DC power source or three-phase AC power source is utilized as a power source. With the system employing a DC power source, three trolley wires are installed, one a negative and two positive. Each of the positive wires is divided and insulated into sections of a predetermined length; the positive feeding trolley wires in each section is always supplied with the DC power, and the power to the other positive feeding trolley wire is switched on and off depending on the movement of travelling objects. Each travelling object is supplied with power by the three trolley wires has a DC motor, and when one of the positive wires has no voltage, this is detected and the braking is effected. The travelling object entering a station is automatically decelerated and stopped.

Abstract: A continuous, self-supporting microwave transmission line along which ultra short pulses of microwave signals may propagate over distances of several hundred feet with minimum pulse distortion and signal attenuation. Propagation along the line is accomplished by an electromagnetic field thereabout that is sensitive to objects positioned in the proximity of the transmission line, a characteristic that may be utilized in short pulse reflectometer systems for monitoring and control of vehicles on a prescribed course.

Abstract: A railway safety system uses intensity of current measurements in order that a train driver can have a continuous evaluation of the mutual distance between his train and the next one in front of or rear to it. Two ammeters give this indication by measuring the current intensity in the corresponding circuit encompassed on a resistive line parallel to the railroad, by the associate sliding contacts on both trains, since each train is provided with a pair of pantographs in contact with said resistive line and a generator of d.c. which thus flows in the circuit closed by two trains and comprising the half circuit in series with the concerned pantograph of each train and the intermediate length of resistive line. A reverser relay applies the voltage of the generator to either of the two half circuits of a train. Switch relays may be provided to operate acoustic signals and/or the automatic braking device at given values of the flowing current.

Abstract: A transmitter and a receiver are located at each junction location between adjoining track sections along a stretch of track for transmitting and receiving cab signal or speed control commands through wire loops laid in a preselected pattern parallel to and between the rails of each section. Train carried apparatus is selectively reponsive to the speed commands and to the pattern of the wire loops to control the movement of the train in the established direction through the stretch. A distinct directional frequency is transmitted from the selected entrance end of the stretch, when a train movement is desired, and is repeated at each wayside location through the wire loops to the exit end. The directional frequency reception at each location activates a filter output to selectively enable gating elements to connect the associated transmitter and receiver to the adjoining section loops in accordance with the desired traffic direction.

Abstract: A wire loop for carrying cab signal or speed control commands is laid parallel to the rails along the track center line except at the exit end of each section where an offset portion of this loop is laid immediately adjacent one rail to form a cut-in signal source. A second loop is laid along the center line of the rails through this offset distance, which is equal to the stopping distance of the train from the restricted speed rate, and each loop is supplied by the same cab signal transmitter. Each train carries receiver coils positioned above the center line loops and above the cut-in loop positions. The normal cab signal or speed control apparatus is controlled by the signal picked up by the receiver coil above the centerline loops in the track. A separate cut-in receiver is controlled by signals picked up from the offset portion of the main loop but responds only to a proceed signal command.

Abstract: Logic passing method and device enabling an automatic pilot-driving of trs in the section of track which follows the section occupied by a preceding train. The method consists in determining the rules for allowing and preventing and in implementing them by a logic passing device in which memories are set by first data and activated by second data. Applications: signals on railways or underground systems.

Abstract: An improved train vehicle speed control system is provided for operation in conjunction with train speed control signals and train occupancy indication signals in relation to a train vehicle track system including a plurality of predetermined track circuit signal blocks through which train vehicles pass. It is desired that a control of train vehicle speed be provided in relation to the detected occupancy by a train vehicle of a particular signal block, for maintaining train vehicle occupancy protection requirements and providing desired sequential occupancy control of the train vehicles through each of successive signal blocks through operation of provided protection signals with selected signal blocks behind the detected train vehicle. Spurious pseudo vehicle occupancy in a given signal block is detected and included in the provided train speed control in relation to that given signal block.