US3895584A - Transportation systems - Google Patents

Transportation systems Download PDF

Info

Publication number
US3895584A
US3895584A US330149A US33014973A US3895584A US 3895584 A US3895584 A US 3895584A US 330149 A US330149 A US 330149A US 33014973 A US33014973 A US 33014973A US 3895584 A US3895584 A US 3895584A
Authority
US
United States
Prior art keywords
track
vehicles
vehicle
main track
junction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US330149A
Other languages
English (en)
Inventor
Denys Ian Paddison
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
UK Secretary of State for Defence
Original Assignee
UK Secretary of State for Defence
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by UK Secretary of State for Defence filed Critical UK Secretary of State for Defence
Priority to IT4817473A priority Critical patent/IT977287B/it
Application granted granted Critical
Publication of US3895584A publication Critical patent/US3895584A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route

Definitions

  • ABSTRACT A transportation system including a network of tracks [2
  • the rack may be dcsgnaled F [58] Field of Search H 104/88; 246/63 R '87 B space sufficient to accommodate a predetermined 246/187 C 632 maximum number of vehicles 0, and the computer may include means for maintaining a record of the [5b] Reierences Cited number of vedhiclles qfcurrentlv allocaed to thedque uemg space, an a 1st 0 turn priorities or given estina- UNITED STATES PATENTS tions.
  • FIG. 7A is a diagrammatic representation of FIG. 7A.
  • the present invention relates to transportation systems, and particularly to transportation systems in which comparatively small. remotely-controllable vehicles are driven over a network of tracks.
  • Such systems have been proposed as an answer to problems of urban and suburban transportation. offering the advantages of greater convenience than most conventional omnibus or train services, greater economy than conven tional taxicabs. and a prospect of allowing a greater traffic capacity in a given space than conventional road transport.
  • One suggested solution which can be called the chess-playing or complete-schedule method. is to have a computer arranged to keep track of the positions of all vehicles in the system and to tabulate their predicted positions at a series of times sufficient to complete all their journeys; before any vehicle is allowed to join or rejoin any traffic stream, predictions of its proposed journey are compared with the tabulation, and it is not allowed to start until all these predictions fit into unoccupied spaces in the tabulation.
  • This arrangement has the disadvantage that the amount of computing required increases approximately according to a power of the size of the system. and it is very inflexible.
  • a control system which is convenient for both synchronous and asynchronous operation. does not attempt complete scheduling or prediction of the whole route of every journey. and accepts a possible need for asynchronous operations or queueing at any junction.
  • This kind of system hereinafter called a Cabtrack system. allows more freedom in route selection and modification; it can be arranged to direct vehicles around any obstruction or congested area.
  • a transportation system comprising a plurality of tracks and a plurality of remotely controllable vehicles constructed to run over the said tracks.
  • the said tracks comprise at least a first main track, a second main track and a junction track by which vehicles may be driven from the first main track to the second main track.
  • the system also comprises first signalling means for sending control signals to vehicles on the first main track such that all vehicles on a continuous extended length thereof receive the same control signals to cause the said vehicles to proceed in a first regular traffic stream along the said first main track.
  • a plurality of vehicle detector means for detecting the passage of vehicles on the first main track. the second main track. and the junction track and receiving data signals from said vehicles, and computer means connected to the vehicle detector means and to the first, second and third signalling means for controlling the transfer of selected vehicles from the first main track to the second main track.
  • the first signalling means may include a first induc tive signalling cable incorporated in or mounted on the first main track
  • the second signalling means may include a second inductive signalling cable incorporated in or mounted on the second main track
  • the third signalling means may include a third inductive signalling cable incorporated in or mounted on the junction track.
  • the said further means may include an extension of the second inductive signalling cable incorporated in or mounted on apart of the junction track.
  • the further means may also, or alternatively. include a connection for applying control signals of the second signalling means to the third signalling cable.
  • the system comprises a network of main tracks and a plurality of intersections for connecting different pairs of the main tracks, each of the intersections comprising a junction track associated with equipment comprising vehicle detector means, a third signalling means and computer means for controlling vehicles on or approaching the junction track.
  • the system is operationally divided into parts, wherein each part includes one intersection with associated equipment as hereinbefore specified, and is capable of substantially self-sufficient operation without reference to the computer means and vehicle detectors in other parts of the system; hence a standard form of computer means can be provided for each part. regardless of the size and complexity of the system as a whole.
  • a length of the junction track may be designated as queueing space sufficient to accomodate a predetermined maximum number of vehicles 0
  • the vehicle detector means will include a first vehicle detector for ascertaining the des tination of each vehicle on the first main track as it approaches the junction where the junction track diverges from the first main track, and the computer means may include means for maintaining a record of the number q of vehicles currently allocated to the queueing space.
  • the computer means may be ar- 4 ranged to send signals to prevent any vehicle which is allocated a priority less than q from turning on to the junction track.
  • the list of turn priorities for given destinations in each computer means will generally be predetermined according to the relative positions of the destinations concerned, relative to the intersection controlled by the computer means. Thus a zero turn priority will generally be given for any destination which can be reached in minimum time by continuing on the first main track past the intersection. A high turn priority will be given for any destination if turning at the controlled intersection will lead the vehicle on a significantly shorter route to its destination than a turn at any subsequent intersection; the priorities given will he in proportion to the saving in journey time involved.
  • the computer means may include provision for modifying the list of turn priorities in response to signals from computers in other parts of the system, or from a central control.
  • some of the turn priorities may be temporarily increased in response to signals indicating congestion at the next intersection allowing a left turn; and signals indicating a temporarily obstructed line may be arranged to increase most of the turning priorities by an amount related to the number of opportunities for avoiding the obstruction which exist in the network between the obstruction and the intersection controlled.
  • each vehicle is allocated to and associated with a section of track. hereinafter called a slot, in which it can come to rest safely; each moving vehicle in such a system will therefore be allocated to a slot in advance of the vehicles actual position by an amount depending on the speed of the vehicle.
  • a slot in which it can come to rest safely; each moving vehicle in such a system will therefore be allocated to a slot in advance of the vehicles actual position by an amount depending on the speed of the vehicle.
  • FIG. I is a schematic diagram, or map, of an idealized transportation system
  • FIG. 2 is a diagram of a transportation system de signed to suit an actual environment
  • FIG. 3 is a schematic, larger scale diagram or map of a typical intersection of a system as shown in FIG. 1 or FIG. 2,
  • FIG. 4 is a schematic, larger scale diagram or map of a typical loading and unloading station
  • FIG. 5 is a schematic circuit diagram of apparatus provided in each vehicle
  • FIG. 6 is a diagram of a model track used in experimental trials of the system and FIGS. 7A and 7B are flow charts illustrating the computer functions used to control the intersection of FIG. 3.
  • FIG. I shows an idealized network of one-way tracks. for vehicles running in the direction of the arrows; the dots indicate stations where vehicles may be loaded or unloaded, preferably in side-tracks which the main track by-passes as described hereinafter with reference to FIG. 4.
  • the dots indicate stations where vehicles may be loaded or unloaded, preferably in side-tracks which the main track by-passes as described hereinafter with reference to FIG. 4.
  • two tracks cross at right angles. for instance at X in FIG. 1, it should be understood that the tracks will be at different levels. and traffic on either track will not interfere with traffic on the other. however at every crossing two one-way junction tracks (shown as arcs, for instance I) are provided. to enable vehicles to transfer from one track to the other
  • the network shown comprises two loops elongated in a north-south direction. crossing two loops which are elongated in an east-west direction. with two junction tracks at each crossing.
  • FIG. 1 is clearly only a simple example of the kind of system conceived as suitable and desirable for satisfying urban transport demands. it is considerably more complex than any systems known to have been operated with a high utilization factor on a completely-scheduled control scheme; it is thought that the number of junctions involved even in this scheme would probably make a completely-scheduled form of control become difficult or unsatisfactory with a utilization factor of the order of 2571.
  • FIG. 2 shows schematically the main tracks of a hypothetical network planned, as part of an assessment study. to satisfy transportation needs in an actual city area; junction lanes would also of course be provided, as in FIG. 1 for instance, but they have been omitted from FIG. 2 for the sake of simplicity.
  • the squares on FIG. 2 represent loading and unloading stations of the kind shown in FIG. 4.
  • FIG. 2 is presented solely as an illustration of the degree of complexity and versatility which is contemplated and is considered to be made feasible by the present invention.
  • FIG. 3 shows a plan view of a typical intersection where a southbound track Tl crosses an eastbound track T2, including a junction track T12 and associated equipment for allowing and controlling cars required to go from the track T] to the track T2.
  • the broken lines on the tracks represent inductive signalling cables which are incorporated in. or mounted on. the structure of the tracks.
  • a signalling cable 51 is mounted on the track T1 and is extended into the entrance end of the junction track T12, up to a point P3 such that the rear of any vehicle reaching P3 will be clear of the track TI.
  • the cable S1 is connected to receive vehicle control signals from a transmitter TXI.
  • Another signalling cable S2 is similarly mounted on the track T2 and is extended some way into the exit end of the junction track T12. up to a point P5.
  • the cable S2 is connected to receive vehicle control signals from a transmitter TX2.
  • a third signalling cable 512 is mounted on a length of the junction track T12 between the point P3- and the point P5. A part of this length between points P4 and P5 is designated as queueing space.
  • the cable S12 is connected to receive vehicle control signals from a transmitter TXIZ.
  • D1 to D5 inclusive are coupled to more localized inductive signalling loops, which are mounted in vertical planes beside the tracks at various places.
  • D1 is connected to a loop adjacent to the track Tl between points P1 and P2 upstream from the place where the junction track T12 diverges from the track Tl;
  • D2 is connected to a loop adjacent to the track Tl2 near to the point P3;
  • D3 is connected to a loop adjacent to the track T12 downstream from the point P3",
  • D4 is connected to a loop adjacent to the track T12 near the point P5, and D5 is connected to a loop adjacent to the track T2, at a point P7 upsteam from the point P6 where the track T12 merges with the track T2.
  • a computer C12 has input connections (not fully shown) from the transmitters TXI, TX2 and the vehicle detector units D1 to D5 inclusive, and has output connections for sending control signals to the transmitters TXl, TX2, TXI2 and the vehicle detector units DI to D5.
  • the outgoing and returning conductors of the signalling cables S1, S2 and S12 are crossed over at regular intervals, so that receiving apparatus in each vehicle can check on the progress of the vehicle by do tecting and counting phase reversals which occur in the signals induced in the receiving apparatus whenever the vehicle crosses a signal cable crossover, according to a known technique in the art. It should be understood that FIG. 3 is schematic and not drawn to scale.
  • the vehicles on the track T] will normally proceed at a steady rate governed by the repetition rate of pulses applied to the cable 81 by the transmitter TXl, and the vehicles on the track T2 will normally proceed at a steady rate governed by the repetition rate of pulses applied to the cable 52 by the transmitter TX2.
  • the pulses from TXI may be quite independent of the pulses from TX2, and in general there need not be any kind of synchronization between the two pulse trains, although they may have the same nominal repetition rate and for the sake of convenience they may be derived from a common source in some way which could give them a predetermined relative timing.
  • the vehicles which use the tracks of the system herein described will each carry receiver apparatus for receiving signals from the signalling cables (for instance Sl, S2, S12) in the track on which it runs, and control apparatus for controlling the speed of the vehicle in response to these signals; details of suitable control apparatus are given in the aforesaid U.S. Patv No. 3,790,779.
  • the control apparatus is arranged to count slot-increment command pulses received via the signalling cables, to count pulses generated in the vehicle when it passes marker devices in the track (including the crossovers of the signalling cables hereinbefore mentioned, but possibly also or alternatively including marker devices of some other type not shown) and to derive a signal called a position-lag signal which is adjusted according to the difference between the results of the two counts.
  • the control apparatus includes a servo-system for controlling the speed of the vehicle, so that the position-lag signal bears a predetermined relationship with the speed of the vehicle and corresponds to the distance required to decelerate the vehicle to a stop safely and satisfactorily.
  • each vehicle is notionally associated with a slot or part of the track in which it can safely be brought to rest if the signals from the signalling cables cease to be received; thus each vehicle is associated with a slot which is in advance of the vehicles actual position by a variable distance which depends on the vehicle's speed and is also therefore related to the current value of the vehicles position-lag signal.
  • Each vehicle also carries apparatus for communicating data concerning the vehicle to any of the vehicle detectors such as D1 to D when it comes within range of the detectors inductive signalling loop.
  • signals representing its destination and the present value of the position-lag signal in its control apparatus are sent to the detector D1 and thence to the computer C12.
  • the signals may also indicate a serial number of the vehicle. and the time of its arrival at P1 may also be sent to the computer C12.
  • the length of the track T12 between P4 and P5 is designated permissible queueing space and is sufficient to hold a predetermined number of vehicles O.
  • the computer C12 is arranged to maintain a record of at least the total number q of vehicles currently associated with the slots (that is to say track lengths for one vehicle) which comprise the queueing space, and also to maintain what is effectively a tabulation of a set of GENERAL DESCRIPTION OF CONTROL ACTIONS AT AN INTERSECTION
  • the computer C12 receives signals from the detector unit D1 indicating the arrival ofa vehicle at P1 and indicating the desired destination of the vehicle. it selects a corresponding turn priority from the tabulation. and compares it with the number (q) of vehicles currently associated with the queueing space slots.
  • the computer sends a turning command signal to the vehicle. either through the transmitter TX] and cable S1 or through the detector unit D1. Signals representing the serial number of the vehicle may be sent as a part of the turning command signal to ensure that the turning command will be obeyed only by the vehicle for which it is issued; alternatively if the signal is sent through the inductive loop connected to the detector D1 the serial number may be omitted if the loop is so short that there is no chance of its signals being received by another vehicle. the computer action taking less time than the vehicle will take to pass the loop.
  • the computer will send a go-straight on command signal to the vehicle to prevent it from turning on to the junction track T12.
  • each vehicle has two left-side guide wheels which can be engaged with the left-hand side of the track, and two right-side guide wheels which can be engaged with the right-hand side of the track. mechanically interlocked so that they cannot engage both sides of the track at once.
  • a preferred construction for these guide wheels is described in a co-pending patent application Ser. No. 254,778 which is incorporated herein by reference.
  • the vehicle should engage its left-side guide wheels with the left-hand side of the track in response to a turning command signal.
  • a go-straight-on signal should cause engagement of the right-side guide-wheels and cause the vehicle to follow the right-hand side of the track T1 past the intersection.
  • a vehicle which goes straight on will remain and continue under the control of the pulses from the transmitter TX], at least until it comes to another intersection where it may be directed to turn towards its destination.
  • the computer C12 may act to cause the signals on the cable S1 to be interrupted. at least locally. in case the vehicle is blocking the junction.
  • the signals from D2 are also used to confirm, or correct if necessary. the computer's record of the slot associated with the vehicle. At this point P3 or thereabouts the vehicle leaves the region controlled by the cable S] and comes onto the region controlled by the cable S12.
  • the speed control signals used in the system may be of several alternative types, namely specific signals, group signals, or general signals.
  • the specific signals contain a code indicating the number of the vehicle for which they are intended. and only the vehicle con cerned will respond to them.
  • the general signals will. on the other hand. be acted upon by all vehicles which receive them; they may have a similar form to the specific signals but with a code representing all vehicles instead of a vehicle serial number.
  • the group signals contain another code word, and will be acted upon by vehicles which have been made responsive to that code word.
  • a specific signal may be sent to a particular vehicle to cause it to switch into a mode responsive to group signals containing a particular code word, either for a specified number of signals. or until a further specific signal is caused to cancel the arrangement.
  • Signals sent on the main track signalling cables such as S1 and S2 will usually be general signals. whereas more we cific signals will be required on the signalling cables in the junction tracks (S12 for instance). Group signals may be used to reduce the number of specific signals which have to be sent.
  • the signals sent by the transmitter TX12 via the cable S12 will be varied under the control of the computer C12 to govern queueing actions which may be required on the junction track between P3 and PS.
  • the need for queueing actions on the junction track and the amount of delay involved will clearly depend on the occurrences of gaps in the traffic flow on the track T2.
  • This traffic flow is monitored by the detector D5, which sends to the computer CI2 an indication of the passage of each vehicle together with an indication of the current value of its position-lag signal. which is related to its speed. From these signals. the computer C12 discovers when a gap will occur at the merging point; more precisely.
  • the detector D4 is provided to check that the vehicle has matched its speed and its timing is correct, and to initiate appropriate emergency action to stop the vehicle, or turn it on to an escape route (not shown) if these conditions are not satisfied.
  • the computer C12 causes suitable signals to be sent through the transmitter TXI2 and the cable S12 to cause each vehicle arriving on the junction track to be allocated to the highest available (not already allocated slot in the queueing space, and to add one to this allocation whenever a vehicle is enabled to leave the head of the queue. If continuous traffic on the track T2 does not allow a safe exit for a vehicle allocated to the head of the queue. that vehicle will come to rest in a specified slot-length of the track just before P5. and subsequent vehicles will come to rest in consecutive slot lengths behind it.
  • the system has the advantage of being very simple to under stand. simple to put into practice. and simple to analyze and yet it is very versatile and can be readily adapted to suit various situations. For instance it is not limited to any particular number queueing spaces. and the list of turning priorities and the arrangements for modifying this list in various circumstances can be altered as desired quite easily.
  • One each main track, the traffic can be kept moving in a steady perfectly synchronous stream with vehicles leaving it and joining it at intersec tions.
  • the speed of any such stream can be reduced by reducing the repetition rate of the signals sent by the corresponding transmitter (eg TXl or TX2), without requiring any specific adjustment of any merging operations which may be already in progress when the change is made.
  • the corresponding transmitter eg TXl or TX2
  • This arrangement also has the advantage that the control of a junction track will correspond to the control of operations in the preferred form of station having platforms on by-passed tracks as hereinafter described, so that the control apparatus for an intersection may be basically similar to the control apparatus for a station.
  • the development work on apparatus for intersection control will therefore assist the development of apparatus for station control. and the similarity makes the system easier to understand and control.
  • junction track TI2 from P2 to P6 comprises say 88 slot lengths
  • these slot-lengths from P2 to P6 may be numbered consecutively from I2 to 99.
  • the track T2 between P7 and P6 comprises say 52 slot lengths. they may be numbered consecutively from 48 to 99.
  • the queueing space between points P4 and P5 on the track T12 will comprise several slot-lengths; to make the illustration definite, suppose that they are slots 49 to 54 inclusive. (Note that there will be some distinct but similarly-numbered slots on the track T2, somewhere between P7 and P6.)
  • the computer CI2 in effect creates a tabulation of the serial numbers and slot allocations of vehicles on the track T2.
  • Each entry in this tabulation is initiated by signals 1' and 48 g when the vehicle concerned passes D5; thereafter the slot allocations are incremented appropriately according to the signals on the cable S2.
  • the signals on the cable S2 will normally be general signals. to which every vehicle on the track will respond in the same way. and clearly general signals should cause all the slot alloca tions in the tabulation to be equally incremented.
  • the computer also creates another tabula tion of the serial numbers and slot allocations of vehicles on the track T12, in which each entry may be initiated or confirmed by signals from the detector D2, and the slot allocations are appropriately incremented in accordance with the control signals transmitted to the vehicles either through the cables S1. S12, S2 or through the detector units and their inductive signalling loops.
  • the incrementing in this case will be slightly more involved, as specific signals will be and group signals may be involved; cleariy a specific signal for a particular vehicle should only affect the entry for that particular vehicle, and a group signal should only affect the entries for vehicles which have been made responsive to the group code contained in the group signal. Specific signals which may be used to make particular vehicles responsive to, or non-responsive to.
  • a given group code should also operate logic circuits to make the corresponding tabulation entries liable or not liable to incrementing by group signals including the given group code. (It should be noted that the system could be operated with specific signals and general signals only; the arrangements required for dealing with group signals should be regarded as an optional complication which may or may not be adopted in any particular embodiment or intersection in the system).
  • the tabulation relating to vehicles on the track T12 will clearly show how many vehicles are allocated to slots between P3 and P5 or to slots between P4 and P5; either of these numbers may be taken as the number q hereinbefore mentioned, depending on whether the track between P3 and P4 is regarded as permissible queueing space or as space which should not normally be used for queueing.
  • the slot at the head of the queueing space (at P5) will have a known number, say fiftyfour in this case. When this slot is not already allocated to a vehicle.
  • the computer should send specific signals via the transmitter TX12 and the cable S12 to the leading vehicle on the track T12 (that is to the vehicle with the highest slot allocation less than fiftyfour), to increase its slot allocation to fifty-four.
  • the computer should then send specific signals to the next vehicle to increase its slot allocation to fifty-three. and so on.
  • the length of track between P5 and the point P6 where the tracks T12 and T2 begin to merge together must be at least long enough to ensure that, ifa vehicle is initially at rest at the point P5 and is then enabled to receive and respond to the general signals on the cable S2, it will reach a steady speed corresponding to the rate of these general signals (and therefore matching the speed of the traffic on track T2) before it reaches the merge point P6, indeed sufficiently in advance of the merge point P6 to enable this matching to be checked and to enable emergency stopping or diverting action to be taken before the merge point is reached if the matching is unsatisfactory.
  • any vehicle which is made responsive to the general signals on the cable S2 when it is allocated to any slot up to P5 should in response to those signals match the speed of the traffic on T2, and if its tabulated slot allocation is incremented according to the signals on S2, this tabulated slot allocation should represent a slot ahead of its actual position by an amount corresponding to the rate of the signals on S2 and equal to the position-lag distances of the vehicles already on the track T2. before it reaches the merge point P6. It follows that successful merges can be arranged by making any vehicle allocated to slot fifty-four on the track T12 responsive to the general signals on the line S2 when and only when the corresponding slot fifty-four on the track T2 is not allocated to any vehicle.
  • the computer will be arranged so that when the tabulation of vehicles on Tl2 contains an entry for slot fifty-four and the tabulation of vehicles on T2 does not contain any entry for slot fifty-four, it will send a specific signal to the vehicle indicated in the entry for slot fifty-four of track T12, to make it responsive to the general signals on the cable S2 (if it is not near enough to S2 to receive these signals directly, but they can be relayed to it via TXl2 and T12 the preferred arrangement is described hereinafter).
  • the computer should add an entry for this vehicle to the tabulation of vehicles on T2, to mark the place allocated to it in the traffic stream on T2.
  • the next signal on $2 increments the slot allocation of the vehicle, making slot fifty-four on the track T12 available for the next following vehicle; the computer will then send specific signals or a group signal to increase the slot allocations of the queued vehicles by one, thereby advancing the queue.
  • every signal sent to a vehicle contains an address part and a function part.
  • the address part may be either the serial number of a specific vehicle, or one of two alternative group code words.
  • the receiver apparatus in each vehicle contains decoder circuits for detecting and responding to only those signals with appropriate address parts. These circuits include a bistable circuit which can be set to a one state or reset to a zero state by given signals, and gate circuits operated by the bistable circuit, connected so that when the bistable is set the gate circuits will respond to and pass signals containing a first one of the two group code words, and when the bistable is reset the gate circuits will respond to and pass signals containing the second group code word. All general signals on the cable S2 will contain the first group code word, and will therefore affect all vehicles whose decoder bistable circuits are set. Any one of the following commands may be represented by a corresponding instruction code word in the function part of a signal:
  • the receiver apparatus is constructed to distinguish the instruction code words and initiate the appropriate response to each command.
  • FIG. 5 it includes a receiver 51 for detecting signals transmitted by the inductive signalling cables and by any of the vehicle detector units and 13 local signalling loops within range.
  • the signals are converted from serial to parallel form by a conventional converter 52 and are applied to address detector circuits 53 and instruction decoder circuits 54. These are simple logic circuits. responsive to signals representing prescribed codes or numbers.
  • Outputs of the address detector circuits are connected to inhibit or enable the instruction decoder circuits S4. Separate outputs from the instruction decoder circuits control guide wheel actuators 55, a data transmitter 56, the speed control apparatus 57. and the bistable circuit 58.
  • the speed control apparatus 57 provides the data transmitter 56 with a digital position-lag signal.
  • the bistable circuit 58 has outputs connected to control two of the address detector circuits 53.
  • a third address detector circuit is set to enable the instruction decoder circuits to respond to any specific signals including the prescribed serial number of the individual vehicle.
  • the detector D5 should detect the passage of a vehicle having a position-lag signal substantially different from the value of position-lag which should correspond to the rate of the general signals on S2, it should act to inhibit any mergers on the track T2 and divert the vehicle concerned to a maintenance area.
  • FIGS. 7A and 7B A suitable program for performing the described actions in a satisfactory sequence is represented by the flow charts FIGS. 7A and 7B.
  • the reliability and safety of the system can clearly be increased by incorporating redundant components, providing a separate monitoring system. and other established techniques.
  • the detectors D3 and D4 may be regarded as optional: if provided. they may be used as a part of a monitoring system.
  • the signals need not be transmitted by inductive signalling loops and cables as described; clearly any other convenient means for signalling to moving vehicles on predetermined tracks could be used. Leaking wave guides or transmission lines. conductor rails. or optical signalling apparatus could be utilized. lnstead of forming a tabulation of vehicle numbers and slot numbers.
  • the computer could have a store in which one address is allocated for each slot in the length of track controlled; each vehicle num ber can then be entered at an appropriate address. and moved from one address to the next whenever the slot allocation of the vehicle is incremented.
  • FIG. 4 shows a plan view of the arrangement of a typical station and equipment associated with it.
  • the station is served by a track TP which leaves and rejoins the main track Tl.
  • the track TP divides into two parallel tracks serving separate platforms P1 and P2; each of these tracks comprises a deceleration length DN and an input queue space 10.
  • a transmitter TXP is connected to signalling cables (not shown) mounted on the track TP between P10 and P12. Detector units D11 and D15 inclusive. the transmitter TXP. the signalling cable S1 (not shown in FIGv 4, but mounted on the track Tl) and ticket transducers and other monitoring devices (not shown) in stalled on the platforms P1 and P2 are all connected to a computer CP which will monitor and control vehicles on the track TP.
  • the detector unit D11 is on the main track T1 upstream from the divergence of the track TP; D12 is on track TP upstream from P10; D13 and D14 are on the two platform tracks at the beginning of their deceleration lengths; and D15 is on the acceleration length AN.
  • a station track may have many features in common with the operation of a junction track. Signals from D11 are used to form a tabulation of the vehicles passing on the main track; other signals from D11 indicate any vehicles whose destination is the station shown such vehicles should be sent a turning command signal unless the input queueing spaces are fully allocated already.
  • a tabula tion of the vehicles on the station track TP is derived from signals from the detector D12. At P10.
  • vehicles may be directed to whichever platform track has more unallocated slots at its platform and in its input queue. or may be directed to form batches for the two plat forms alternately.
  • Specific signals are initiated and sent via the transmitter TXP to allocate vehicles to the highest available places in the input queue and at the platforms.
  • TXP transmitter TXP
  • Vehicles may be loaded and given new destinations (for instance by inserting a ticket in a ticket transducer device) at the platform slot; alternatively control signals from a central control may be communicated to empty vehicles. to cause them to leave for other stations where the demand for vehicles is liable to exceed the number of vehicles available. It is arranged that a vehicle departure from platform P1 will temporarily inhibit any vehicle departure from platform P2 and vice versa. to prevent collisions at P11. Vehicles leaving the platforms are given signals sufficient to allocate them to the highest available slot (that is the slot nearest to P12) in the output queue.
  • the main signalling cable of the main track T1 (not shown in FIG. 4) is extended from P13 up the station track TP to the output queue region.
  • the detectors D13. D14 and D15 may be regarded as optional. and if they are provided they may be used as part of a monitoring system.
  • EXPERIMENTAL TRIALS The operation of an intersection as hereinbefore described with reference to FIG. 3. and the operation of a simple station with only one platform track has been checked by running model vehicles on a model track under the control of a Honeywell type 316 computer. To save space and expense. the model track was formed as shown in FIG. 6. For the experiments relating to the operation of a station this was treated as a station like FIG. 4 but with only one platform track. with the tracks TI and TP curved to form an almost complete oval and the track at P13 connected by a short length of track to the track at D1]. For the experiments relating to the operation of an intersection, the model track was considered equivalent to an intersection like a mirror image of FIG.
  • the outer track is the main line.
  • the inner track is the platform track in station experiments or the junction track in intersection experiments.
  • the computer was controlled by the program given in the Appendix to this specification; this is written in the Honeywell DAPI6 language. which is described in Honeywell Document No 130071629, M-l0l8 DAP-lfi Manual" (December 1966 Persons skilled in the art will realise that some of the instructions in this program relate to parameters of the model track such as the number of slots and the positions of the vehicle detectors. but clearly any real intersection or station could be controlled similarly.
  • the applicants system is thought to be simpler and more satisfactory because the main-line traffic does not need to be adjusted to allow mergers. The necessary adjustments are made in the traffic on the junction track. which will generally be less congested. By allow ing opportunities for queueing on the junction track. the applicants system allows more opportunities for mergers to be used and makes diversions less likely. It is more versatile since it does not require the speeds of traffic on the two intersecting main lines to be equal or to have any other specific relationship.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Traffic Control Systems (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
US330149A 1972-02-10 1973-02-06 Transportation systems Expired - Lifetime US3895584A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
IT4817473A IT977287B (it) 1972-02-10 1973-02-09 Sistema di trasporto urbano ed interurbano a comando centraliz zato mediante elaboratore elettro nico

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB638272A GB1401803A (en) 1972-02-10 1972-02-10 Transportation systems

Publications (1)

Publication Number Publication Date
US3895584A true US3895584A (en) 1975-07-22

Family

ID=9813489

Family Applications (1)

Application Number Title Priority Date Filing Date
US330149A Expired - Lifetime US3895584A (en) 1972-02-10 1973-02-06 Transportation systems

Country Status (10)

Country Link
US (1) US3895584A (OSRAM)
JP (1) JPS4891489A (OSRAM)
BE (1) BE795267A (OSRAM)
CA (1) CA978634A (OSRAM)
CH (1) CH552247A (OSRAM)
DE (1) DE2306446A1 (OSRAM)
FR (1) FR2171436A1 (OSRAM)
GB (1) GB1401803A (OSRAM)
NL (1) NL7301903A (OSRAM)
SE (1) SE391311B (OSRAM)

Cited By (38)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3144994A1 (de) * 1980-11-12 1982-06-16 Ingeniörsfirma N.D.C. Netzler & Dahlgren Co AB, Särö Vorrichtung zur anzeige einer gewissen annaeherung zwischen bewegbaren einheiten
US4360875A (en) * 1981-02-23 1982-11-23 Behnke Robert W Automated, door-to-door, demand-responsive public transportation system
US4361301A (en) * 1980-10-08 1982-11-30 Westinghouse Electric Corp. Vehicle train tracking apparatus and method
US4361300A (en) * 1980-10-08 1982-11-30 Westinghouse Electric Corp. Vehicle train routing apparatus and method
US4685398A (en) * 1984-08-14 1987-08-11 Kissel Jr Waldemar F Comprehensive unit transportation system
WO1987004984A1 (en) * 1986-02-20 1987-08-27 Regents Of The University Of Minnesota Method and apparatus for controlling a vehicle
US4791871A (en) * 1986-06-20 1988-12-20 Mowll Jack U Dual-mode transportation system
US4883245A (en) * 1987-07-16 1989-11-28 Erickson Jr Thomas F Transporation system and method of operation
US5063857A (en) * 1984-08-14 1991-11-12 Kissel Jr Waldemar F Comprehensive unit transporation system
WO1996006766A1 (en) * 1994-09-01 1996-03-07 Harris Corporation Scheduling system and method
US5803411A (en) * 1996-10-21 1998-09-08 Abb Daimler-Benz Transportation (North America) Inc. Method and apparatus for initializing an automated train control system
US5872453A (en) * 1995-07-25 1999-02-16 Yazaki Corporation Battery remaining capacity measuring apparatus
EP0911278A1 (en) * 1995-12-15 1999-04-28 Ludwig Kipp System and method for automatic ordering and distribution of articles
EP0911778A3 (en) * 1997-10-23 2000-07-05 Toyota Jidosha Kabushiki Kaisha Vehicle traffic control system
US20040010432A1 (en) * 1994-09-01 2004-01-15 Matheson William L. Automatic train control system and method
US20040111309A1 (en) * 1994-09-01 2004-06-10 Matheson William L. Resource schedule for scheduling rail way train resources
US20040172175A1 (en) * 2003-02-27 2004-09-02 Julich Paul M. System and method for dispatching by exception
US20040204802A1 (en) * 2002-01-17 2004-10-14 Neil Young Model vehicle control input selection
US20050288832A1 (en) * 2004-06-29 2005-12-29 Smith Brian S Method and apparatus for run-time incorporation of domain data configuration changes
US20060212189A1 (en) * 2003-02-27 2006-09-21 Joel Kickbusch Method and apparatus for congestion management
US20060212187A1 (en) * 2003-02-27 2006-09-21 Wills Mitchell S Scheduler and method for managing unpredictable local trains
US20070005200A1 (en) * 2005-03-14 2007-01-04 Wills Mitchell S System and method for railyard planning
US20070194115A1 (en) * 2003-07-29 2007-08-23 Prescott Logan Enhanced recordation device for rail car inspections
US20070260497A1 (en) * 2006-05-02 2007-11-08 Wolfgang Daum Method of planning train movement using a front end cost function
US20070260368A1 (en) * 2006-05-02 2007-11-08 Philp Joseph W Method and apparatus for planning linked train movements
US20070260369A1 (en) * 2006-05-02 2007-11-08 Philp Joseph W Method and apparatus for planning the movement of trains using dynamic analysis
US20070260367A1 (en) * 2006-05-02 2007-11-08 Wills Mitchell S Method of planning the movement of trains using route protection
US20080005050A1 (en) * 2006-06-29 2008-01-03 Wolfgang Daum Method of planning train movement using a three step optimization engine
US20080065282A1 (en) * 2006-09-11 2008-03-13 Wolfgang Daum System and method of multi-generation positive train control system
US20080109124A1 (en) * 2006-11-02 2008-05-08 General Electric Company Method of planning the movement of trains using pre-allocation of resources
US20080119965A1 (en) * 2006-11-17 2008-05-22 Mccrary Homer T Intelligent Public Transit System Using Dual-Mode Vehicles
US7797087B2 (en) 2003-02-27 2010-09-14 General Electric Company Method and apparatus for selectively disabling train location reports
US20110035138A1 (en) * 2003-02-27 2011-02-10 Joel Kickbusch Method and apparatus for automatic selection of alternative routing through congested areas using congestion prediction metrics
US7937193B2 (en) 2003-02-27 2011-05-03 General Electric Company Method and apparatus for coordinating railway line of road and yard planners
US20130168504A1 (en) * 2010-09-14 2013-07-04 Siemens Aktiengesellschaft Method for visualizing track occupancy
CN106553656A (zh) * 2016-04-22 2017-04-05 宁波市鄞州乐可机电科技有限公司 一种交通设施
CN106541950B (zh) * 2016-08-12 2018-07-10 宁波市鄞州乐可机电科技有限公司 一种城市交通设施
CN116691741A (zh) * 2023-08-03 2023-09-05 江苏飞梭智行设备有限公司 一种轨道车远程控制系统

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2489771A1 (fr) * 1980-09-05 1982-03-12 Perrott Francis Perfectionnements aux systemes de transport
SE466344B (sv) * 1990-06-12 1992-02-03 Stig Aby Metod att styra spaartaxitrafik
DE102018110157A1 (de) * 2018-04-26 2019-10-31 Johann Friedrich Staufreies Elektromobilitäts-System

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3234377A (en) * 1961-07-14 1966-02-08 Gen Signal Corp Vehicle control system
US3263625A (en) * 1961-11-29 1966-08-02 Itt Electrical control systems for point-to-point transit systems
US3661093A (en) * 1969-12-05 1972-05-09 Alden Self Transit Syst Transportation system
US3676669A (en) * 1966-10-05 1972-07-11 Acec Apparatus for the centralized control of the operation of trains
US3748466A (en) * 1971-06-14 1973-07-24 Gen Signal Corp Vehicle control system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3234377A (en) * 1961-07-14 1966-02-08 Gen Signal Corp Vehicle control system
US3263625A (en) * 1961-11-29 1966-08-02 Itt Electrical control systems for point-to-point transit systems
US3676669A (en) * 1966-10-05 1972-07-11 Acec Apparatus for the centralized control of the operation of trains
US3661093A (en) * 1969-12-05 1972-05-09 Alden Self Transit Syst Transportation system
US3748466A (en) * 1971-06-14 1973-07-24 Gen Signal Corp Vehicle control system

Cited By (69)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4361301A (en) * 1980-10-08 1982-11-30 Westinghouse Electric Corp. Vehicle train tracking apparatus and method
US4361300A (en) * 1980-10-08 1982-11-30 Westinghouse Electric Corp. Vehicle train routing apparatus and method
DE3144994A1 (de) * 1980-11-12 1982-06-16 Ingeniörsfirma N.D.C. Netzler & Dahlgren Co AB, Särö Vorrichtung zur anzeige einer gewissen annaeherung zwischen bewegbaren einheiten
US4524931A (en) * 1980-11-12 1985-06-25 Ingeniorsfirma N.D.C. Netzler & Dahlgren Co Aktiebolag Device for indicating a certain proximity between movable units
US4360875A (en) * 1981-02-23 1982-11-23 Behnke Robert W Automated, door-to-door, demand-responsive public transportation system
US4685398A (en) * 1984-08-14 1987-08-11 Kissel Jr Waldemar F Comprehensive unit transportation system
US5063857A (en) * 1984-08-14 1991-11-12 Kissel Jr Waldemar F Comprehensive unit transporation system
WO1987004984A1 (en) * 1986-02-20 1987-08-27 Regents Of The University Of Minnesota Method and apparatus for controlling a vehicle
US4726299A (en) * 1986-02-20 1988-02-23 Regents Of The University Of Minnesota Method and apparatus for controlling a vehicle
US4791871A (en) * 1986-06-20 1988-12-20 Mowll Jack U Dual-mode transportation system
US4883245A (en) * 1987-07-16 1989-11-28 Erickson Jr Thomas F Transporation system and method of operation
US7539624B2 (en) 1994-09-01 2009-05-26 Harris Corporation Automatic train control system and method
US7222083B2 (en) 1994-09-01 2007-05-22 Harris Corporation Resource schedule for scheduling rail way train resources
US7343314B2 (en) 1994-09-01 2008-03-11 Harris Corporation System and method for scheduling and train control
US7340328B2 (en) 1994-09-01 2008-03-04 Harris Corporation Scheduling system and method
US7558740B2 (en) 1994-09-01 2009-07-07 Harris Corporation System and method for scheduling and train control
US5623413A (en) * 1994-09-01 1997-04-22 Harris Corporation Scheduling system and method
US6154735A (en) * 1994-09-01 2000-11-28 Harris Corporation Resource scheduler for scheduling railway train resources
WO1996006766A1 (en) * 1994-09-01 1996-03-07 Harris Corporation Scheduling system and method
US20040010432A1 (en) * 1994-09-01 2004-01-15 Matheson William L. Automatic train control system and method
US20040111309A1 (en) * 1994-09-01 2004-06-10 Matheson William L. Resource schedule for scheduling rail way train resources
US20050234757A1 (en) * 1994-09-01 2005-10-20 Matheson William L System and method for scheduling and train control
US5872453A (en) * 1995-07-25 1999-02-16 Yazaki Corporation Battery remaining capacity measuring apparatus
EP0911278A1 (en) * 1995-12-15 1999-04-28 Ludwig Kipp System and method for automatic ordering and distribution of articles
US5803411A (en) * 1996-10-21 1998-09-08 Abb Daimler-Benz Transportation (North America) Inc. Method and apparatus for initializing an automated train control system
EP0911778A3 (en) * 1997-10-23 2000-07-05 Toyota Jidosha Kabushiki Kaisha Vehicle traffic control system
US6169495B1 (en) 1997-10-23 2001-01-02 Toyota Jidosha Kabushiki Kaisha Vehicle traffic control system
US6947815B2 (en) * 2002-01-17 2005-09-20 The Creative Train Company, Llc Model vehicle control input selection
US20040204802A1 (en) * 2002-01-17 2004-10-14 Neil Young Model vehicle control input selection
US20040172174A1 (en) * 2003-02-27 2004-09-02 Julich Paul M. System and method for computer aided dispatching using a coordinating agent
US20060212187A1 (en) * 2003-02-27 2006-09-21 Wills Mitchell S Scheduler and method for managing unpredictable local trains
US20040172175A1 (en) * 2003-02-27 2004-09-02 Julich Paul M. System and method for dispatching by exception
US7512481B2 (en) 2003-02-27 2009-03-31 General Electric Company System and method for computer aided dispatching using a coordinating agent
US7937193B2 (en) 2003-02-27 2011-05-03 General Electric Company Method and apparatus for coordinating railway line of road and yard planners
US20080201027A1 (en) * 2003-02-27 2008-08-21 General Electric Company System and method for computer aided dispatching using a coordinating agent
US20110035138A1 (en) * 2003-02-27 2011-02-10 Joel Kickbusch Method and apparatus for automatic selection of alternative routing through congested areas using congestion prediction metrics
US8589057B2 (en) 2003-02-27 2013-11-19 General Electric Company Method and apparatus for automatic selection of alternative routing through congested areas using congestion prediction metrics
US20060212189A1 (en) * 2003-02-27 2006-09-21 Joel Kickbusch Method and apparatus for congestion management
US7715977B2 (en) 2003-02-27 2010-05-11 General Electric Company System and method for computer aided dispatching using a coordinating agent
US7797087B2 (en) 2003-02-27 2010-09-14 General Electric Company Method and apparatus for selectively disabling train location reports
US7725249B2 (en) 2003-02-27 2010-05-25 General Electric Company Method and apparatus for congestion management
US8292172B2 (en) 2003-07-29 2012-10-23 General Electric Company Enhanced recordation device for rail car inspections
US20070194115A1 (en) * 2003-07-29 2007-08-23 Prescott Logan Enhanced recordation device for rail car inspections
US20050288832A1 (en) * 2004-06-29 2005-12-29 Smith Brian S Method and apparatus for run-time incorporation of domain data configuration changes
US7908047B2 (en) 2004-06-29 2011-03-15 General Electric Company Method and apparatus for run-time incorporation of domain data configuration changes
US7813846B2 (en) 2005-03-14 2010-10-12 General Electric Company System and method for railyard planning
US20070005200A1 (en) * 2005-03-14 2007-01-04 Wills Mitchell S System and method for railyard planning
US20070260497A1 (en) * 2006-05-02 2007-11-08 Wolfgang Daum Method of planning train movement using a front end cost function
US8498762B2 (en) 2006-05-02 2013-07-30 General Electric Company Method of planning the movement of trains using route protection
US7734383B2 (en) 2006-05-02 2010-06-08 General Electric Company Method and apparatus for planning the movement of trains using dynamic analysis
US7797088B2 (en) 2006-05-02 2010-09-14 General Electric Company Method and apparatus for planning linked train movements
US20070260367A1 (en) * 2006-05-02 2007-11-08 Wills Mitchell S Method of planning the movement of trains using route protection
US20070260369A1 (en) * 2006-05-02 2007-11-08 Philp Joseph W Method and apparatus for planning the movement of trains using dynamic analysis
US20070260368A1 (en) * 2006-05-02 2007-11-08 Philp Joseph W Method and apparatus for planning linked train movements
US7680750B2 (en) 2006-06-29 2010-03-16 General Electric Company Method of planning train movement using a three step optimization engine
US20080005050A1 (en) * 2006-06-29 2008-01-03 Wolfgang Daum Method of planning train movement using a three step optimization engine
US20080065282A1 (en) * 2006-09-11 2008-03-13 Wolfgang Daum System and method of multi-generation positive train control system
US8082071B2 (en) 2006-09-11 2011-12-20 General Electric Company System and method of multi-generation positive train control system
US8433461B2 (en) 2006-11-02 2013-04-30 General Electric Company Method of planning the movement of trains using pre-allocation of resources
US20080109124A1 (en) * 2006-11-02 2008-05-08 General Electric Company Method of planning the movement of trains using pre-allocation of resources
US20080119965A1 (en) * 2006-11-17 2008-05-22 Mccrary Homer T Intelligent Public Transit System Using Dual-Mode Vehicles
US9037388B2 (en) * 2006-11-17 2015-05-19 Mccrary Personal Transport System, Llc Intelligent public transit system using dual-mode vehicles
US20130168504A1 (en) * 2010-09-14 2013-07-04 Siemens Aktiengesellschaft Method for visualizing track occupancy
US8662454B2 (en) * 2010-09-14 2014-03-04 Siemens Aktiengesellschaft Method for visualizing track occupancy
CN106553656A (zh) * 2016-04-22 2017-04-05 宁波市鄞州乐可机电科技有限公司 一种交通设施
CN106553656B (zh) * 2016-04-22 2018-07-24 宁波市鄞州乐可机电科技有限公司 一种交通设施
CN106541950B (zh) * 2016-08-12 2018-07-10 宁波市鄞州乐可机电科技有限公司 一种城市交通设施
CN116691741A (zh) * 2023-08-03 2023-09-05 江苏飞梭智行设备有限公司 一种轨道车远程控制系统
CN116691741B (zh) * 2023-08-03 2023-10-10 江苏飞梭智行设备有限公司 一种轨道车远程控制系统

Also Published As

Publication number Publication date
CA978634A (en) 1975-11-25
JPS4891489A (OSRAM) 1973-11-28
DE2306446A1 (de) 1973-08-23
NL7301903A (OSRAM) 1973-08-14
SE391311B (sv) 1977-02-14
FR2171436A1 (OSRAM) 1973-09-21
BE795267A (fr) 1973-05-29
GB1401803A (en) 1975-07-30
CH552247A (de) 1974-07-31

Similar Documents

Publication Publication Date Title
US3895584A (en) Transportation systems
US3805056A (en) Vehicle program control systems
US4166599A (en) Wayside oriented moving block
US4023753A (en) Vehicle control system
US4220946A (en) Device for controlling the running of urban transport vehicles
US5950966A (en) Distributed positive train control system
US3748466A (en) Vehicle control system
US5364047A (en) Automatic vehicle control and location system
Higgins et al. Modelling delay risks associated with train schedules
CN112693506B (zh) 一种群组列车接车方法及系统
Schaefer et al. An expert system for real-time train dispatching
CN1098691A (zh) 铁路车辆的虚拟区间控制系统
JP2000108903A (ja) 車両交通制御装置
DE2314074A1 (de) Mehrcomputer-fahrzeugsteuerungssystem
US20200108848A1 (en) Wireless train management system
TW202141445A (zh) 具有交匯點控制方法的自主運輸網絡
US3774025A (en) Vehicle control system
US11798410B2 (en) Traffic flow control system, traffic flow control program, traffic flow control method, and traveling controller
Anderson Control of personal rapid transit systems
JPH10100902A (ja) 走行車両制御方法
US20100168948A1 (en) Movement control method
CN114348059A (zh) 一种基于自组网的进路分段解锁及逻辑处理方法、系统
US3953714A (en) Method of and means for controlling the movement of self-propelled bodies traveling in a fixed order along a track
KR100877531B1 (ko) 이동폐색방식의 열차진로제어시스템 및 이를 이용한열차진로제어방법 및 열차운행관리방법
SE522823C2 (sv) Järnvägssignalsystem