A method for controlling a train (10) of railway working vehicles (11) comprising at least two railway working vehicles (11) forming a railway train (10); each of said at least two railway working vehicles (11) comprises a multifunction vehicle bus MVB (20), and a wired train bus WTB (12), which enables connection of said multifunction vehicle buses MVB (20) of said at least two railway working vehicles (11); said multifunction vehicle bus MVB (20) comprises: a train-communication-network TCN port (14)7 which connects said wired train bus WTB (12) to said multifunction vehicle bus MVB (20); a traction control (22) of the means; and a translator (21), which connects said TCN port (14) to said traction control (22); said method being characterized in that: each vehicle of the train writes its own maximum speed on its own TCN port (14); the maximum speed of the train is defined as the lowest of the maximum speeds defined on the TCN ports (14) by the individual vehicles; the master vehicle activates the traction control handle; the master vehicle sends on the TCN port (14) the predefined speed lower than or equal to the maximum speed of the train that is to be reached according to the setting of the traction handle; and all the vehicles of the train detect the pre-set speed that is to be reached and contribute to traction until said speed is reached, regulating their speeds with torques that may even differ from one vehicle to another.

According to an embodiment, a train control device includes an acceleration detection unit and a train control unit. The acceleration detection unit detects acceleration of a train along a rotation radius direction, when the train is turning and passing a curved section of a rail line with a cant. The train control unit sets a passing speed of the train passing through the curved section so that a state of the train is placed in a balanced cant, based on a direction of the detected acceleration.

The present invention relates generally to ground transportation systems, and more particularly to a fixed guideway transportation system that achieves a superior ratio of benefits per cost, is lower in net present cost and thus more easily justified for lower density corridors, and can provide passenger carrying capacities appropriate for higher density corridors serviced by mass rapid transit systems today.

A method operates a rail vehicle along a railway line. Accordingly, a trip of the rail vehicle has a travel section along the railway line, which travel section ends before or at a hazard point of the railway line. The rail vehicle, in a protection mode, is braked starting from a first speed during a braking phase at the start of the travel section. During the braking phase, a kinetic quantity of the kinetic energy amount of the rail vehicle is absorbed by an energy absorption unit. The braking phase is followed by an energy dissipation phase, in which part of the absorbed energy is discharged. The travel section is defined such that an energy state parameter representative of a vehicle energy amount, which energy state parameter takes into account the energy amount present in the energy absorption unit, satisfies a condition at the hazard point.

This system includes a ground ATC and an on board ATC, which is switched from an active mode toward a standby mode and vice versa by a wake-up unit. In the standby mode, only the following components remain powered: odometry device; a main computer; a radio communication device between the on board ATC and the ground ATC; the wake-up unit. The main computer is programmed so as, in the standby mode, to verify that the movement of the train measured by the odometry device from the switching from the active mode to the standby mode is zero and, in the affirmative, to send the ground ATC an instantaneous position of the train using the radio communication device.

In a method for controlling a line converter on board a track-bound vehicle semiconductor devices of current valves of the line converter are controlled to be turned on and off so as to prevent the current (I) through a secondary winding of a transformer to which midpoints of phase-legs of the converter are connected to pass zero and shift direction other when the voltage across the secondary winding shifts direction by a start of a new half period of an AC line voltage across the windings of the transformer.

A protection method for a railway network which is divided into track sections by track elements, and which can be traveled on by vehicles. The vehicles request steps for assignment from selected track elements to form travel path elements. In order to optimize the train service, each of the selected track elements provides at least one signal for each vehicle that requests at least one of the steps for assignment as a travel path element from same. There is also disclosed a protection system for a railway network.

A driving assistance device including means for determining a target speed, means for comparing an instantaneous speed of the railway vehicle with the target speed or with an interval around the target speed, and means for displaying driving instructions intended for a conductor of the railway vehicle, the driving instructions including instructions for modifying the instantaneous speed in order to bring it closer to the target speed, the display means being configured to: display a speed increase instruction icon when the instantaneous speed is below a first predetermined value, and to display a speed decrease instruction icon when the instantaneous speed is above a second predefined value.

A protection method for a railway network, which is divided into section segments by section elements and can be traveled upon by vehicles. In order to optimize the vehicle sequence in the railway network, different train sequence point types are specified and different braking curves of the same braking curve type are provided by the vehicles. Each of the different braking curves of the same braking curve type of the particular vehicle is associated with one of the different train sequence point types.

A train control system configured to automatically execute and ensure compliance with all requirements for radio blocking. A radio blocking module of the physical train control system of a lead train retrieves and displays the appropriate clearance points for acceptance by the train driver of the lead train. Once accepted, the clearance points are transmitted to a trailing train for display and acceptance by the train driver of the trailing train. An accepted clearance point is passed to the train control system for use as the next destination point for navigation purposes. The train control system can also electronically log all acts to comply with applicable radio blocking requirements.