A variable-gauge train control apparatus for a variable-gauge train having a gauge variable in a gauge conversion section includes: a plurality of main motors that transmits driving force to axles and wheels; a plurality of inverters that outputs voltage to at least one of the main motors; and voltage control units that control the individual output voltages of the plurality of inverters. Each of the voltage control units corresponds to one of the inverters and, when at least one of the axles to be subjected to the driving force controlled by the corresponding one inverter is within the gauge conversion section, controls the speed of the associated main motors by using, as a speed command value, a train speed converted into a rotational frequency.

Systems and methods are provided for generating a safety notification to a first train with respect to a speed of a second train along a track, the system including a camera transceiver, comprising a light emitter configured to emit a narrow bandwidth light, an image sensor, one or more light reflectors and a lens subsystem; and a processor configured to perform the steps of: determining a train speed and a train position; receiving images from the camera transceiver; processing the images to calculate a speed and a position of a potential obstacle on the track; responsively to calculating the potential obstacle speed and position, determining a safe speed of the train and providing a control signal to control the first train.

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.

A train system is provided that includes a train set including at least one railway car, at least one first set of two trackside points located along a path of the train set, at least one second set of two trackside points, at least one RFID tag located at each of the trackside points configured to store dynamic and static characteristics of the train set as it passes the at least one first set of two trackside points, at least one RFID tag located at each of the at least one first set of two trackside points and the at least one second set of two trackside points, the at least one RFID tag being configured to store characteristics of the train set as it passes the at least one second set of the at least two track points, and at least one RFID tag reader connected to a network.

A train system is provided that includes a train set including at least one railway car, at least one first set of two trackside points located along a path of the train set, at least one second set of two trackside points, at least one RFID tag located at each of the trackside points configured to store dynamic and static characteristics of the train set as it passes the at least one first set of two trackside points, at least one RFID tag located at each of the at least one first set of two trackside points and the at least one second set of two trackside points, the at least one RFID tag being configured to store characteristics of the train set as it passes the at least one second set of the at least two track points, and at least one RFID tag reader connected to a network.

A train activates an emergency brake when a Station Loop Coil (SLC) used for a stop-position determination function to determine whether the train has stopped at a stop target in a terminal becomes unable to be detected (non-detected state) before the train is determined to have stopped at a stop-position by the stop-position determination function after the SLC has been detected. Thus, the train can be prevented from colliding with a car stop disposed at an end of a track as a result of overrunning. In the terminal protection, an emergency brake or a service brake is activated also when a reception duration during which the SLC continues to be detected reaches a. predetermined threshold time period, or when a traveling position of the train reaches a disposed position of the SLC but the SLC is not detected.

A substrate transfer apparatus includes a traveling rail including a straight section and a curved section, a raceway structure disposed on the traveling rail and configured to fix the traveling rail, a traveling device including a traveling wheel configured to travel on the traveling rail so as to transfer a substrate, a first sensor connected to the raceway structure and configured to recognize the traveling device, at least one second sensor connected to the raceway structure and configured to recognize the traveling device, and a third sensor connected to the traveling rail and configured to recognize the traveling device, wherein the at least one second sensor and the third sensor are configured to move in a traveling direction of the traveling device.

Example embodiments relate to implementing electromechanical drive systems and auxiliary braking systems on freight cars and other railway vehicles. Such motive systems can include electric motors and power sources that can be installed on new or existing non-locomotive railway vehicles to supplement and/or replace energy typically generated by one or more locomotives in the trainset. Some motive systems further include regenerative braking systems that can supplement existing braking systems and enable energy to be captured and stored locally at batteries onboard the railway vehicle for subsequent use by the drivetrain. A computing system may use sensor data from onboard sensors, route data, weather data, and/or other sources of information to determine and execute control strategies that leverage the drive system and auxiliary braking in ways that reduces the power required by locomotives and/or the stress impacting couplers between railway vehicles within the train.

According to a train control device, generally, a train-speed position detector that detects a speed and a position of a train that includes a driving and braking control device for controlling driving and braking. A control-command calculator calculates a positional deviation of the train on the basis of a result of the detection the train-speed position detector, a train-speed estimate being an estimated value of the speed of the train after a certain length of time, a train-position estimate being an estimated value of the position of the train after the certain length of time, and a certain target deceleration pattern for stopping the train at a certain position, and selects a control command for the driving and braking control device on the basis of the calculated positional deviation.

A vehicle control system includes a controller that determines a communication loss between a first vehicle and a second vehicle and/or a monitoring device in a vehicle system. The controller determines an operational restriction on movement of the vehicle system based on the communication loss that is determined, and obtains a transitional plan that designates operational settings of the vehicle system at different locations along a route being traveled by the vehicle system, different distances along the route, and/or different times. The controller also automatically changes the movement of the vehicle system according to the operational settings designated by the transitional plan to reduce the movement of the vehicle system to or below the operational restriction determined by the controller responsive to the communication loss being detected.