A vehicle includes running wheels traveling on traveling road surfaces of tracks; a pair of position detection parts disposed at an interval in a width direction that output signals by detecting a distance from measured objects; a control unit controlling the amount of steering of the running wheels according to the signals from the position detection parts; and a steering mechanism steering the running wheels via the control unit. Each of the position detection parts outputs a signal having characteristics such that the output increases as the distance from the measured objects increases while an output change ratio is decreased in a range wherein the distance from the measured objects is not less than a predetermined value, and is configured such that, when the distance between one position detection part and the measured object is decreased, the distance between the other position detection part and the measured object is increased.

The present disclosure relates to an automatic train operation system in railway vehicles, the system including: a speed profile generation unit configured to generate speed profile information based on limited speed profile inputted from outside; a track database stored with track gradient information and track curvature information for each track segment; a train speed controller configured to control a speed of the train using a current position, a current speed and the speed profile information of the train inputted from outside; and a propulsion system fault diagnosis unit configured to diagnose a fault status of the propulsion system based on the current speed of the train, the track gradient information, the track curvature information and propulsion notch information inputted from the train speed controller, and to calculate a performance depreciation ratio when the propulsion system is faulted and to provide the performance depreciation ratio to the train speed controller.

The present disclosure relates to an automatic train operation system in railway vehicles, the system including: a speed profile generation unit configured to generate speed profile information based on limited speed profile inputted from outside; a track database stored with track gradient information and track curvature information for each track segment; a train speed controller configured to control a speed of the train using a current position, a current speed and the speed profile information of the train inputted from outside; and a propulsion system fault diagnosis unit configured to diagnose a fault status of the propulsion system based on the current speed of the train, the track gradient information, the track curvature information and propulsion notch information inputted from the train speed controller, and to calculate a performance depreciation ratio when the propulsion system is faulted and to provide the performance depreciation ratio to the train speed controller.

A system is provided that includes a detection circuit having a first and second sensor. The first sensor is configured to measure a rotational speed of a first wheel. The second sensor is coupled to a vehicle chassis and configured to measure a position over time of the vehicle chassis. The system further includes a controller circuit configured to determine a shock frequency based on the position of the vehicle chassis. The controller circuit is further configured to determine a condition (e.g., an anomalous condition) of the first wheel based on the shock frequency and the rotational speed, and may be further configured for vehicle control based on the determined condition.

A system is provided that includes a detection circuit having a first and second sensor. The first sensor is configured to measure a rotational speed of a first wheel. The second sensor is coupled to a vehicle chassis and configured to measure a position over time of the vehicle chassis. The system further includes a controller circuit configured to determine a shock frequency based on the position of the vehicle chassis. The controller circuit is further configured to determine a condition (e.g., an anomalous condition) of the first wheel based on the shock frequency and the rotational speed, and may be further configured for vehicle control based on the determined condition.

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.

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 brake control system and method for a train having a lead locomotive or control car, at least one trailing locomotive or control car and, optionally, at least one railroad car. The lead locomotive or control car generates data representing an independent brake demand and data representing an automatic brake demand and transmits the data representing an independent brake demand and the data representing an automatic brake demand to the at least one trailing locomotive or control car. The at least one trailing locomotive or control car receives data representing an independent brake demand and data representing an automatic brake demand and controls a brake cylinder pressure of the at least one trailing locomotive or control car based on the data representing an independent brake demand and the data representing an automatic brake demand.

A brake control system and method for a train having a lead locomotive or control car, at least one trailing locomotive or control car and, optionally, at least one railroad car. The lead locomotive or control car generates data representing an independent brake demand and data representing an automatic brake demand and transmits the data representing an independent brake demand and the data representing an automatic brake demand to the at least one trailing locomotive or control car. The at least one trailing locomotive or control car receives data representing an independent brake demand and data representing an automatic brake demand and controls a brake cylinder pressure of the at least one trailing locomotive or control car based on the data representing an independent brake demand and the data representing an automatic brake demand.

A communication system may be provided that includes a lead communication assembly configured to be disposed onboard a lead vehicle in a multi-vehicle system, and a remote communication assembly configured to be disposed onboard a remote vehicle in the multi-vehicle system. The lead communication assembly and the remote communication assembly may be configured to communicate with each other via a wired connection extending along the multi-vehicle system from at least the lead vehicle to at least the remote vehicle. Additionally, the lead communication assembly and the remote communication assembly may also be configured to communicate with each other via a wireless connection. The lead communication assembly and the remote communication assembly may also be configured to switch back-and-forth between communicating with each other via the wired connection and via the wireless connection.