A method performs a mixed operation of a track-bound line section. Trains that are equipped with a train protection system run there. In order to guide trains that are not equipped with the train protection system through the line section, provision is made for switches to be set as a protecting switch for the purpose of following-move protection. However, the switch is reset again before the passage of the unequipped train, wherein the respective block section of the line section must be free again at this time point. The method therefore allows mixed operation of equipped and unequipped trains while at the same time requiring limited component expense for lineside train protection apparatus.

A train control apparatus includes a setting reception unit that receives setting information regarding a temporary speed limit section and a speed limit. A control unit generates temporary speed limit information for the trains. A communication unit transmits the temporary speed limit information to the trains. If information regarding all temporary speed limit sections cannot be included in the temporary speed limit information, the control unit includes, in the temporary speed limit information, information regarding a specified number of temporary speed limit sections located on a traveling direction side, and changes a speed limit in one or more temporary speed limit sections included in the temporary speed limit information on the basis of a speed limit set in a temporary speed limit section that is adjacent to a temporary speed limit section included in the temporary speed limit information, and is not included in the temporary speed limit information.

A method operates a track-bound traffic system which carries out a determination that a first track section part lying between a track-bound vehicle and a second track section is free of vehicles. A track-side device disposed in a first track section at a distance to an adjacent second track section, transmits status information which characterizes the second track section as being free of track-bound vehicles, and the transmitted status information is received by a vehicle traversing the first track section. The distance is measured such that no other track-bound vehicle fits in a first track section part lying between the track-bound vehicle and the second track section when the track-bound vehicle receives the status information, and the first track section part lying between the track-bound vehicle and the second track section is identified as being free of other track-bound vehicles by the track-bound vehicle based on the received status information.

A method operates a track-bound traffic system which carries out a determination that a first track section part lying between a track-bound vehicle and a second track section is free of vehicles. A track-side device disposed in a first track section at a distance to an adjacent second track section, transmits status information which characterizes the second track section as being free of track-bound vehicles, and the transmitted status information is received by a vehicle traversing the first track section. The distance is measured such that no other track-bound vehicle fits in a first track section part lying between the track-bound vehicle and the second track section when the track-bound vehicle receives the status information, and the first track section part lying between the track-bound vehicle and the second track section is identified as being free of other track-bound vehicles by the track-bound vehicle based on the received status information.

A system and method for virtual block stick circuits is presented. The present disclosure implements specialized algorithms adapted to determine the true status of a virtual block based on multiple inputs from different perspectives. In one embodiment, the system can use the far house perspective of that virtual track segment and the PTC hazard for the near virtual track segment directly adjacent to the near house uses the near house perspective of that virtual track segment. For the middle virtual track segments, the near house perspectives of the middle virtual track segments are held ‘TRUE’ if they are already ‘TRUE’ when the train first enters the block, using stick circuits for the near house perspective of the middle track circuits. The vital application can then indicate the true state of the virtual track segment as occupied (FALSE), to protect the train from trains that follow.

A vehicle control system includes a controller that detects a communication loss between a first vehicle and a second vehicle and/or a monitoring device in a vehicle system. The controller operationally restricts movement of the vehicle system based on the communication loss. The controller obtains or generates a transitional plan that designates operational settings for the first vehicle and/or the second vehicle based at least in part on a location of the first vehicle and/or the second vehicle. The controller selectively changes movement of the first vehicle and/or the second vehicle via the transitional plan to reduce a speed of the first vehicle and/or the second vehicle responsive to the communication loss being detected.

A train speed control system 100 includes a first non-contact sensor 110 that outputs measured first speed information, a first safety device 120 that receives the first speed information from the first non-contact sensor 110, a second non-contact sensor 140 that outputs measured second speed information, and a second safety device 150 that receives the second speed information from the second non-contact sensor 140 and transmits the received second speed information to the first safety device 120 at a predetermined timing. Then, when first second speed information is received from the second safety device 150, the first safety device 120 evaluates soundness of the first speed information based on a speed difference between the first second speed information and first first speed information measured by the first non-contact sensor 110 at substantially the same timing as the first second speed information, and determines control speed of a train 1 based on a result of the evaluation.

A train speed control system 100 includes a first non-contact sensor 110 that outputs measured first speed information, a first safety device 120 that receives the first speed information from the first non-contact sensor 110, a second non-contact sensor 140 that outputs measured second speed information, and a second safety device 150 that receives the second speed information from the second non-contact sensor 140 and transmits the received second speed information to the first safety device 120 at a predetermined timing. Then, when first second speed information is received from the second safety device 150, the first safety device 120 evaluates soundness of the first speed information based on a speed difference between the first second speed information and first first speed information measured by the first non-contact sensor 110 at substantially the same timing as the first second speed information, and determines control speed of a train 1 based on a result of the evaluation.

A method and system for motion control of movers in an independent cart system is disclosed. In one implementation, the independent cart system includes a plurality of track segments, each section having a respective controller. One of the controllers receives a motion command for a plurality of carts, respectively. The controller generates a force command for each of the plurality of carts and transmits the respective commands to the track segments commutating the plurality of carts.

A method and system for motion control of movers in an independent cart system is disclosed. In one implementation, the independent cart system includes a plurality of track segments, each section having a respective controller. One of the controllers receives a motion command for a plurality of carts, respectively. The controller generates a force command for each of the plurality of carts and transmits the respective commands to the track segments commutating the plurality of carts.