The present invention provides an automatic train protection method, a vehicle on-board controller and a train based on vehicle-vehicle communication. The method includes: after a present train runs onto a main track, determining an OC with which the present train needs to establish communication; communicating, by the present train, with the OC to obtain train identifiers of all trains within the jurisdiction of the OC; respectively communicating, by the present train, with the train corresponding to each train identifier to obtain current running information of the train corresponding to each train identifier; identifying a front communication neighbor train of the present train; determining that no hidden train exists between the present train and the front communication neighbor train; and calculating current movement authority MA of the present train according to the current position information of the present train and of the front communication neighbor train.

An automatic train operation device includes: a step command start position determining unit to determine whether a train passes through a step command start position that is a position a certain distance before a target stop position of the train; a deceleration command generating unit to generate a deceleration command to control braking force of a braking device in a section from the step command start position that the train passes through to the target stop position at which the train stops; and a travel history storage unit to store travel state information and the deceleration command for the section as a plurality of travel histories. When the step command start position is determined by the step command start position determining unit, the deceleration command generating unit generates the deceleration command by using the travel histories.

A computer interlocking system includes: a first sub-system and a second sub-system that have a same structure and function, where the first sub-system and the second sub-system form a double 2-vote-2 architecture, respectively including a main control layer, a network layer, and a communication and execution layer; the network layer being configured to construct a communication network of a sub-system in which the network layer is located; the main control layer and the communication and execution layer in the first sub-system being respectively connected to a communication network of the first sub-system; and the main control layer and the communication and execution layer in the second sub-system being respectively connected to a communication network of the second sub-system.

A control device includes a changing rate calculator, a first threshold calculator, and a separation determiner. The control device determines whether a current collector is separate from a power line, in a power conversion system in which a power converter converts power supplied from the current collector to the primary side of the power converter into alternating-current (AC) power and supplies the AC power to a motor connected to the secondary side of the power converter. The changing rate calculator calculates a changing rate of the voltage at the primary side of the power converter. The first threshold calculator calculates a first threshold having the absolute value positively correlated with an output power from the power converter. The separation determiner compares the changing rate with the first threshold and determines whether the current collector is separate from the power line.

A railway condition monitoring device includes an acquirer structured to be attached to a railway vehicle bogie and acquire state information on one or more state of vibration, speed, acceleration, sound, reflected light, image, temperature, humidity, and a wheel diameter, a determiner structured to be attached to a bogie, perform a determination of a state of a track on which the bogie travels or a state of the bogie based on the state information acquired by the acquirer, and provide the determination result, a transmitter structured to be attached to the bogie and transmit the determination result to an outside of the bogie, and a power supplier structured to be attached to the bogie and supply power to the acquirer and the transmitter.

An active control system for rolling behaviors of high-speed trains includes a sensor, a controller and an output device. The output device includes a power unit, an output unit and a casing. The power unit and the output unit are arranged inside the casing. The active control system applies active control torque to the shaking, rolling and nodding of the train body so as to control the train.

An SIL 4 over-speed protection device for a rail vehicle includes a first logical unit configured to be connected to a first power source, a first speed sensor and a first vital supervision circuit and a second logical unit configured to be connected to a second power source, a second speed sensor and a second vital supervision circuit. The first logical unit is configured to determine if the second logical unit is functioning properly and the second logical unit is configured to determine if the first logical unit is functioning properly.

A transportation system is provided. The system includes: a highway vehicle, a first set of highway points located along a path of the vehicle, a second set of highway points located along a traffic signal section, at least one RFID tag located at each of the first set and the second set of highway points, and at least one RFID tag reader located on the highway vehicle connected to a network. The at least one RFID tag located at the first set of highway points is configured to store dynamic and static characteristics of the highway vehicle as it passes the first set of highway points and the at least one RFID tag located at the second set of highway points is configured to store dynamic and static characteristics of the vehicle as it passes the second set of highway points.

A method includes estimating, as a function of an angular speed of wheels of an axle of a vehicle, a value of adhesion of a contact area of the wheels of said axle to a route, and calculating a value of slip of the wheels of said axle. The method also includes generating signals representative of a derivative of said adhesion as a function of the slip of the wheels of said axle, and calculating an error signal as a difference between a value of said derivative and a predetermined reference value. The method includes generating, via an adaptive filter that implements a Least Mean Square (LMS) algorithm, a driving signal based on said derivative. The LMS algorithm is continuously adapted based on the error signal to reduce and keep the error signal substantially at zero. The method includes applying said driving signal to a torque control module.

A first locomotive that includes a control unit is disclosed. The control unit may receive a power demand, determine a first power limit of the first locomotive, and receive a second power limit of a second locomotive and a third power limit of a third locomotive. The control unit may proportion the power demand into a first power allocation for the first locomotive, a second power allocation for the second locomotive, and a third power allocation for the third locomotive. The control unit may adjust the first power allocation based on the first power limit, adjust the second power allocation based on the second power limit, and adjust the third power allocation based on the third power limit. The control unit may cause an action to be performed in connection with the first power allocation, the second power allocation, and the third power allocation.