Abstract: Embodiments of the present invention provide a controller for a vehicle having a powertrain comprising an engine, the controller being operable to: receive a signal indicative of an amount of powertrain drive torque required to be applied to one or more wheels, powertrain wheel drive torque demand; and receive a signal indicative of an amount of powertrain load torque required to support an auxiliary powertrain load, powertrain auxiliary load torque demand, that is in addition to the powertrain wheel drive torque demand, the controller being operable to limit the amount of powertrain drive torque available to the one or more wheels and to limit the amount of powertrain load torque available to support the auxiliary load such that when a sum of the amount of power-train wheel drive torque demand and the amount of auxiliary load torque demand exceeds the available powertrain torque, the one or more auxiliary loads may still receive at least a prescribed minimum auxiliary load powertrain torque amount.

Abstract: A hybrid electric vehicle is capable of direct drive by internal combustion engine, electric motor, or both. In order to provide a consistent overrun response, a torque controller determines an appropriate deceleration characteristic according to, for example, transmission speed ratio, vehicle gradient and vehicle mass, and commands the electric motor and the engine to contribute a negative torque which meets the required deceleration characteristic. A ‘tip’ function modifies the characteristic in the event of a change commanded by the vehicle driver, for example a change of speed ratio.

Abstract: A first electric motor generates torque in the case where a vehicle speed becomes lower than a specified threshold in a travel state where a second electric motor is exclusively used as a drive source among an engine, the first electric motor, and the second electric motor and during a speed reducing travel.

Abstract: A vehicle system includes an electric motor, an internal combustion engine, and a heating system configured to transfer heat from the internal combustion engine to a passenger compartment of the vehicle. The system includes a controller configured to operate the electric motor and the internal combustion engine according to one of a plurality of drive cycle profiles. The controller selects the drive cycle profile based on an ambient temperature. The drive cycle profiles include a first drive cycle profile that commands power from the electric motor until the battery system reaches a predetermined state of charge and subsequently commands power from the internal combustion engine and a second drive cycle profile that commands power from the internal combustion engine and subsequently commands power from the electric motor.

Abstract: A method and apparatus for controlling battery state of charge (SOC) in a hybrid electric vehicle are provided to enable the efficient use of energy, the maximization of energy recovery, and the improvement of fuel efficiency and operability without the improvement of capacity and performance of electrical equipment or a main battery in a hybrid electric vehicle. The apparatus includes a collecting device that collects information regarding the slope or the road type and information regarding the vehicle speed. A controller determines charge and discharge modes based on the driving information and determines a charging upper and lower limit SOC based on the road slope or road type information a road section on which the vehicle is traveling and the vehicle speed information in the road section. A charge or discharge command is output based on the charging upper limit SOC and the charging lower limit SOC.

Abstract: A method optimizes the energy consumption of a hybrid vehicle on a route as a function of the energy management rules of the vehicle, the charge state of the traction batteries of the vehicle, and the anticipated route. The method includes splitting between the supply of torque of thermal origin and the supply of torque of electrical origin over the route based on a prediction of the total energy consumption for the route, established as a function of an estimate of the consumption and of the energy split between these two sources over different sections making up the anticipated route.

Abstract: A method for predicting a range of a vehicle having an at least partially electric drive. When a first operating mode of the vehicle is ended at a time, the vehicle switches into a second operating mode when the first operating mode ends. The range of the vehicle is determined when the first operating mode ends. Starting at the time at which the first operating mode ends, the temporal development of a parameter from the surroundings of the vehicle is determined for a certain duration, wherein the vehicle is in the second operating mode for at least a portion of the certain duration. Also disclosed is a device for predicting a range of a vehicle having an at least partially electric drive.

Abstract: A hybrid powertrain and a method for controlling the powertrain are provided to convert an EV mode, a power slit mode, and a parallel mode based on a driving state. The powertrain includes an input shaft connected to an engine and first and second motors/generators installed within a transmission housing. A planetary gear set is installed on an input shaft and includes a combination of a sun gear, a planetary carrier, and a ring gear. A first output gear is connected to the second motor/generator and a second output gear is connected to the planetary carrier of the planetary gear set. A rotation restraint mechanism restricts a rotation of the input shaft. An overdrive brake is connected to the sun gear of the planetary gear set or the first motor/generator. An output shaft is supplied with power through the first and second output gears.

Abstract: The present disclosure provides an apparatus for controlling conversion of a driving mode of a plug-in hybrid electric vehicle including: a navigation apparatus outputting a travel route having a plurality of sections according to an input of a destination of the vehicle; and a controller measuring a state of charge (SOC) of a high voltage battery of the vehicle, calculating an all-electric range (AER) which the vehicle is capable of traveling in an electric vehicle driving mode according to the SOC of the high voltage battery, comparing the calculated AER and the travel route, and controlling the conversion of the driving mode by setting either a first driving mode or a second driving mode for each section of the travel route based on a travel condition when a distance of the travel route is greater than the calculated AER.

Abstract: Methods and systems automatically controlling a vehicle are provided. In one embodiment, a method includes: determining that a vehicle operating mode has been selected by a user; and in response to the determining, automatically preparing at least one component of the vehicle for the vehicle operating mode.

Abstract: A control unit in a work vehicle executes an automatic downshift for shifting a speed range of a transmission to the speed range at a lower speed than a current speed range. The control unit determines the execution of the automatic downshift on the basis of automatic downshift conditions. The automatic downshift conditions include whether the operating amount of the accelerator operating member is equal to or greater than a predetermined accelerator threshold, whether the vehicle speed is less than a predetermined speed threshold, and whether the acceleration is equal to or less than a predetermined acceleration threshold.

Abstract: Arrangements relate to the interaction between an autonomous vehicle and an external environment of the autonomous vehicle. Such interaction can occur in various ways. For example, a non-verbal human gesture in the external environment can be detected. The non-verbal human gesture can be identified. A future driving maneuver can be determined based on the identified non-verbal human gesture. The autonomous vehicle can be caused to implement the determined future driving maneuver. As another example, the external environment of the autonomous vehicle can be detected to identify a person (e.g. a human pedestrian, a human bicyclist, a human driver or occupant of another vehicle, etc.) therein. The identified person can be located. It can be determined whether the person is potentially related to a future driving maneuver of the autonomous vehicle. The autonomous vehicle can be caused to send a directional message to the person.

Abstract: Described embodiments include a system and a method. A system includes a surface evaluation circuit configured to determine a surface fraction characteristic of at least a portion of a driving surface of a possible collision avoidance path of a vehicle. The system includes a rating circuit configured to assign a risk value to the possible collision avoidance path responsive to the determined surface traction characteristic. The system includes a selector circuit having a rule-set configured to select a collision avoidance path from at least two possible collision avoidance paths in response to an evaluation of the respective assigned risk value for each of the at least two possible collision avoidance paths.

Abstract: Systems and methods use cameras to provide autonomous navigation features. In one implementation, a method is provided for navigating a vehicle. The method may include acquiring, using at least one image capture device, a plurality of images of an area in the vicinity of the vehicle; and determining from the plurality of images a first lane constraint on a first side of the vehicle and a second lane constraint on a second side of the vehicle opposite to the first side of the vehicle. The method may further include causing the vehicle to travel within the first and second lane constraints based on the area in the vicinity of the vehicle.

Abstract: A system is provided for supporting lane assist functions for a vehicle towing a trailer. The system includes performing lane departure warning and lane centering assist functions that operate differently when the presence of a trailer is detected. The system warns the driver if either the vehicle or trailer will depart the lane, using different warnings for the vehicle and trailer. The system further provides lane centering assist functions that operate to center the vehicle and trailer together. Corresponding methods are also provided.

Abstract: A method is disclosed for analyzing historical accident information to adjust driving actions of an autonomous vehicle over a travel route in order to avoid accidents which have occurred over the travel route. Historical accident information for the travel route can be analyzed to, for example, determine accident types which occurred over the travel route and determine causes and/or probable causes of the accident types. In response to determining accident types and causes/probable causes of the accident types over the travel route, adjustments can be made to the driving actions planned for the autonomous vehicle over the travel route. In addition, in an embodiment, historical accident information can be used to analyze available travel routes and select a route which presents less risk of accident than others.

Abstract: A system and method for interfacing an autonomous or remote control drive-by-wire controller with a vehicle's control modules. Vehicle functions including steering, braking, starting, etc. are controllable by wire via a control network. A CAN architecture is used as an interface between the remote/autonomous controller and the vehicle's control modules. A CAN module interface provides communication between a vehicle control system and a supervisory, remote, autonomous, or drive-by-wire controller. The interface permits the supervisory control to control vehicle operation within pre-determined bounds and using control algorithms.

Abstract: A transmission system for vehicle includes a clutch disposed in a power transmission path between an engine and a vehicle wheel, a transmission disposed in the power transmission path, a clutch actuator, a shift actuator, a vehicle wheel speed sensor, a sudden deceleration detecting unit that detects a sudden deceleration of the vehicle wheel based on an output signal of the vehicle wheel speed sensor, and a shift control unit. The shift control unit executes an ordinary shift control to shift to a speed adaptive shift stage associated with the rotational speed and to execute, when the sudden deceleration detecting unit detects the sudden deceleration of the vehicle wheel, a sudden deceleration adaptive shift control to shift to a shift stage lower than an actual shift stage at the point of detection of the sudden deceleration and higher than the speed adaptive shift stage associated with the rotational speed.

Abstract: A clutch control system for vehicle is applied to a vehicle having a clutch and a transmission disposed in a power transmission path from an engine to a vehicle wheel. The system includes a first rotational speed detecting unit to detect a driving side rotational speed of the clutch, a second rotational speed detecting unit to detect a driven side rotational speed of the clutch, a half-clutch control unit, and a half-clutch transition control unit. The half-clutch control unit executes a first half-clutch control on the clutch actuator when a gear position of the transmission and a rotational direction of a driven side portion of the clutch are matched and executes, on the clutch actuator, a second half-clutch control, differing from the first half-clutch control, when the gear position of the transmission and the rotational direction of the driven side portion of the clutch are not matched.

Abstract: A deceleration control system includes: a travel distance acquisition unit configured to acquire a travel distance measured by a sensor of a vehicle; a measured distance recording unit configured to record a measured distance in a recording medium for each travel road segment through which the vehicle travels, the measured distance being the travel distance from a predetermined measurement start position; a reference position setting unit configured to set a reference position based on the measured distance and a deceleration position in which the vehicle decelerates, the reference position being a position located on the near side of the deceleration position by a predetermined reference distance; and a deceleration control unit configured to perform deceleration control based on the travel distance from the reference position.

Abstract: A SSC control method includes a condition satisfaction determination step of determining whether a vehicle can coast and a navigation information acquisition step of obtaining forward road information regarding a road section ahead of a current vehicle position when it is determined, in the condition satisfaction determination step, that the vehicle can coast. The method further includes a forward quick turn section determination step of determining whether a quick turn section exists in the road section ahead by using the forward road information obtained in the navigation information acquisition step, and an SSC entry step of controlling the vehicle to coast when it is determined in the forward quick turn section determination step that the quick turn section does not exist in the road section ahead.

Abstract: A method of operating a dual-clutch transmission of a vehicle having partial transmissions with respective transmission input shafts. Two friction clutches can couple a corresponding input shaft of the partial transmissions to a drive shaft. Both partial transmissions drive a common output shaft. In a process for starting the motor vehicle, a gear in each of the two partial transmissions is engaged and, if the starting speed of the vehicle in a primary direction is lower than a limit value, the gears in the two partial transmissions are kept engaged. If, however, the starting speed is higher than the limit value, the gear for the travel in an opposite direction in the partial transmission, not involved in the starting process, is disengaged and a follow-up gear, for the gear in the partial transmission involved in the starting process, is engaged.

Abstract: A controller adjust a clutch actuator position is response to movement of a clutch pedal. During an engagement or a disengagement, the controller monitors sensor signals to determine the actuator position corresponding to the touch point. The sensors may directly indicate clutch torque or may respond indirectly. A Giant Magneto Resistive (GMR) sensor provides a precise shaft rotational position signal which can be twice numerically differentiated to yield an accurate and stable acceleration signal. The controller updates the touch point based on a change in the sensed acceleration or torque. The controller then adjusts the relationship of actuator pedal position to clutch pedal position, making mechanical wear adjustment unnecessary.

Abstract: Disclosed herein is a shift control method and apparatus for a vehicle. The shift control method for a vehicle having an oil pump includes determining whether or not the vehicle satisfies an ISG learning condition, measuring, when the vehicle satisfies the ISG learning condition, a shift time of a transmission when a driving state of the vehicle is changed from an idling state to a restart state, comparing the measured shift time with a predetermined reference shift time, and adjusting a pressure of oil supplied to a solenoid of the transmission from the oil pump according to the compared result. Thus, it is possible to reduce a variation in shift time required when the ISG vehicle using a mechanical oil pump in place of an electrical oil pump is restarted.

Abstract: A driver assistance system of a motor vehicle senses a line of vision of a driver of the motor vehicle and ascertains a lane change intention of the driver on the basis of the sensed line of vision so that the driver assistance system can take account of the ascertained lane change intention. The sensed line of vision is taken as a basis for ascertaining whether the driver has turned his eyes toward respectively prescribed mirrors of the motor vehicle in a first predetermined order or in a second predetermined order. When turning of the eyes in the first predetermined order has been ascertained, a lane change intention to the left is ascertained. When turning of the eyes in the second predetermined order has been ascertained, a lane change intention to the right is ascertained.

Abstract: In order to provide a traction control device capable of preventing an initial slip at a start, the traction control device includes a drive power source outputting drive power to a drive wheel of a vehicle; a vehicle speed sensor detecting the wheel speed of a non-drive wheel of the vehicle; and target restricted speed generating means for generating a target restricted speed for the vehicle by determining the state of a road surface from target drive torque of the vehicle, the wheel speed of the non-drive wheel, and a signal indicating the extent of operation of an accelerator by a driver. The target restricted speed generated by the target restricted. speed generating means is switched stepwise in a speed region where the speed of the drive wheel s not detected in correspondence with a control mode that is classified according to the slipperiness of a road surface.

Abstract: Aspects of the present invention relates to a vehicle control system (1) for controlling a vehicle transfer case (3). The transfer case (3) is operable in a high range and a low range. The vehicle control system (1) is configured to output a range change signal to implement a transfer case range change. The vehicle control system (1) also outputs a brake control signal for controlling vehicle braking during the range change. The present invention also relates to a vehicle (5) and a related method of operating a vehicle control system (1) and optionally also a transmission (7).

Abstract: A method for operating a dual-clutch transmission of a vehicle having partial transmissions with respective transmission input shafts. Two friction clutches can couple a corresponding input shaft of the partial transmissions to a drive shaft. Both partial transmissions drive a common output shaft. During a rocking free operation for rocking the vehicle free, a gear in each respective partial transmission is engaged for driving in opposed primary and secondary directions as specified by the driver. The clutches are alternately engaged and disengaged. For rocking the vehicle free, the clutch of the partial transmission having the gear for driving in the primary direction when engaged, is engaged based on accelerator pedal actuation, and in contrast the clutch of the partial transmission having the gear for driving in the secondary direction when engaged, is automatically engaged if neither of the accelerator or brake pedals has been actuated.

Abstract: The present invention relates to a method and apparatus for controlling a dual clutch transmission. The method includes receiving a gear shift start command; coupling a target gear to a second input shaft according to the gear shift start command; and releasing a first clutch torque applied to a first clutch associated with a first input shaft and increasing a second clutch torque applied to a second clutch associated with the second input shaft up to an engines torque, wherein the second clutch torque is determined by applying a target slip factor to a predetermined control position of the second clutch. According to the present invention, when a dual clutch transmission performs gear shift to a target gear, gear shift may m be quickly performed without obstruction by applying an optimum torque for controlling the clutch.

Abstract: A clutch control system includes a hunting determining unit that determines whether or not a hunting condition, under which hunting occurs in an engine rotational speed of an engine, is met, and a clutch position control unit. The clutch position control unit executes a first clutch position control, which is in accordance with engine rotation information, on the clutch if the hunting determining unit determines that the hunting condition is not met, and executes a second clutch position control, which is lower in response to the engine rotation information than the first clutch position control, on the clutch if the hunting determining unit determines that the hunting condition is met.

Abstract: An accessory system for a vehicle includes a mounting element attached at an inner surface of a windshield of the vehicle, with the mounting element adapted for mounting of an accessory module thereto and demounting of the accessory module therefrom. The accessory module includes a camera, and electrical circuitry associated with the camera is disposed within the accessory module. The accessory module includes a portion that faces towards the windshield when the accessory module is mounted to the mounting element attached at the windshield. The portion includes wall structure, and the lens of the camera protrudes through the wall structure to exterior of the accessory module. The accessory module and mounting element are configured so that, with the accessory module mounted to the mounting element, the lens is facing towards the windshield and the camera has a field of view appropriate for a driver assistance system of the vehicle.

Abstract: Arrangements relate to the operation of a vehicle, which can be an autonomous vehicle. A splash condition in a surrounding environment of the vehicle can be detected. An object near the vehicle can be detected. Further, it can be determined whether the detected object is passing the vehicle. Responsive to detecting a splash condition and determining that the object is passing the vehicle, a warning can be presented to an occupant of the vehicle.

Abstract: Systems and methods use an image of a road surface that is generated by a camera. The image includes a pattern from a light source. A region of interest in the image is determined based on the pattern from the light source. A total area is determined that includes at least part of the region of interest and an area adjacent the region of interest. A feature vector is extracted based on the region of interest and the total area. A road condition is determined based on the feature vector and a classifier.

Abstract: A variable that represents at least the alertness of the driver in a current vehicle operating cycle is ascertained as a function of at least one of (i) the variable representing the alertness of the driver determined in a preceding vehicle operating cycle, and (ii) at least one value used for ascertaining the variable representing the alertness of the driver determined in a preceding vehicle operating cycle.

Abstract: In a method for ascertaining a degree of attentiveness of a vehicle driver during travel with his vehicle, e.g., a motor vehicle, using a sensor of the vehicle, a direction of vision of the vehicle driver toward a region of a surrounding environment visible to the driver is recognized, and the region visible to the vehicle driver is assigned a probability distribution through which, on the basis of the recognized direction of vision of the vehicle driver, a degree of attentiveness of the vehicle driver is ascertained.

Abstract: A sensor system and method for determining if an environment is provocative, measuring a human response to this environment, and controlling a vehicle or device is disclosed. The system and method comprise a human head-worn unit with an orientation sensing element, a head-attachable display comprising a first image not responsive to pitch and roll and a display element responsive to the orientation sensing element. The system and method also comprises at least one human response sensor such as a galvanic skin response sensor, a blood pressure sensor, or an electroencephalograph. The system and method further comprise an algorithm that computes a signal that is a measure of the condition of the human based on input from the orientation sensing element and the human response sensor or sensors. The system and method also comprise an electronic interface configured for transmitting the human physical condition signal.

Abstract: A tool for mitigating driver fatigue. The tool registers a profile for a driver, wherein registering the profile includes the driver in a social community. The tool receives a request to initiate a conversation, wherein the request indicates the driver is suffering from driver fatigue. The tool gathers information to fulfill the request to initiate a conversation, wherein information includes at least a proximity of the driver to one or more additional drivers in the social community. The tool determines, based, at least in part, on the registered profile and the gathered information, one or more strategies for mitigating driver fatigue; the one or more strategies for mitigating driver fatigue including at least. The tool initiates a conversation between the driver and the one or more additional drivers.

Abstract: Driving skills of a driver are objectively monitored in real time using a telematics system, a navigation system, and a processor, which is configured to receive data from the telematics system that defines a predetermined vehicle operation the vehicle driver is to perform. The driver's completion of the vehicle operation is monitored and displayed on a display screen. The driver's deviation from a standard or reference model can also be displayed or uploaded to a driver training service provider.

Abstract: A safe driving system includes an acquisition module, a determination module, a control module, and an alarm module. The acquisition module acquires data indicating a driving state of a vehicle and a physical state of a driver of the vehicle. The determination module compares the data obtained by the acquisition module with a plurality of preset values and a plurality of preset time ranges, and thereby determines that the vehicle is in a dangerous driving state and determine associated with the dangerous driving state, and upon such determination, send a signal to a control module. The control module is configured to activate the alarm module to issue an alarm to prompt the driver to calmly drive the vehicle upon receipt of the signal from the determination module.

Abstract: An apparatus and method for guiding inertia driving of a manual transmission vehicle is provided to maximally extend a no-load driving state with an inertia driving state by blocking a power transmission path of a drive train. The apparatus includes a user selection switch operated to select a coasting mode and a display unit configured to display an entrance enabled state to an inertia driving mode to allow the entrance enabled state to be visually recognized. In addition, a controller is configured to receive an operation signal of the user selection switch and display the entrance enabled state to the inertia driving mode on the display unit to induce the inertia driving mode selection.

Abstract: A railcar is provided and includes at least one natural gas engine.

Abstract: The invention relates to an electrical vehicle (100), including an electric engine (102) and on-board energy storage means (104, 106) that are electrically connected to the engine in order to supply same with electrical energy, in which the energy storage means include a first energy storage module (104) including at least one supercapacitor, and a second energy storage module (106) including at least one battery, the first and the second energy storage modules (104,106) being arranged on parallel electrical branches, the vehicle including interconnection means (108), arranged between the energy storage means (104, 106) and the engine (102), capable of electrically connecting the two electrical arms to the engine (102) and configured such that a single one of the two electrical arms is connected to the engine (102) at a time. The invention also relates to a facility comprising the vehicle (100) and at least one station (200) for recharging the vehicle.

Abstract: A railcar head structure includes: a roof bodyshell positioned above a driver's cab window; and an underframe. The underframe includes: a pair of side sills; and a center sill located between the side sills and extending in a car longitudinal direction. A collision post is erected on a tip end of the center sill. A pillar is provided at the driver's cab window and extends so as to divide the driver's cab window. The pillar includes one end joined to the collision post and the other end joined to the roof bodyshell and couples the roof bodyshell and the collision post to each other.

Abstract: A railcar hatch cover assembly having a cover, a latch engaging structure, a latch coupled to the cover, and a handle coupled to the latch. The handle is configured to be grasped by an operator. When a substantially vertical force is applied to the handle, it moves the latch from a latched position to an unlatched position and moves the cover from a closed position to an open position. When the cover is dropped from the open position to the closed position, the latch contacts the latch engaging structure and moves from the unlatched position to the latched position. A railcar latch assembly having a latch coupled to the cover and a handle coupled to the latch. The latch has an arcuate bottom surface that contacts the latch engaging structure to move the latch from an unlatched position to a latched position.

Abstract: A bogie includes a chassis, including two beams, two crosspieces, two axle structures, each including two journal boxes, and a transverse axle shaft, extending in the transverse direction between two ends each supporting a respective wheel, the wheels defining an inner space between them, defined in the transverse direction between the wheels of a same axle shaft, and defined in the longitudinal direction between the two axle shafts, at least one motor supported by one of the crosspieces of the chassis, arranged in the inner space defined by the wheels, and including a coupling shaft, and at least one reducer. The bogie includes a primary suspension, including flexible mountings arranged between the crosspieces and the beams of the chassis, the reducer is arranged outside the inner space, the coupling shaft of the motor extending from the motor beyond one of the corresponding beams to the reducer.

Abstract: The present disclosure increases the braking force of a parking spring brake mechanism without enlarging a device and without substantial increase in cost. The subject of the present disclosure is a brake cylinder device provided with a parking spring brake mechanism wherein a first piston moves in a prescribed braking direction. The brake cylinder device is provided with a brake force transmitting section having an inclined surface 38 that is inclined so as to press a brake output section in an advancement direction by moving along with the first piston in the braking direction. The inclined surface includes a first inclined surface provided in a distal end portion, and a second inclined surface provided in a proximal end portion and inclined more than the first inclined surface with respect to the advancement direction.

Abstract: A rail vehicle braking system includes a service brake (6) having a movable piston (8) delimiting with a body (2) of the system a service brake chamber (13) supplied by a first source, and a parking brake (7) having a blocking device (20) having a position in which it immobilizes the piston in a position, and a movable actuating device (23, 24) delimiting with the body a parking brake chamber (25) supplied by a second source and having a stable position in which it holds the blocking device in its position; the service chamber, when the actuating device is in its stable position, being supplied by the second source of which the pressure is greater than that of the first source in order to apply a greater braking force than the force applied when the piston is in its position.

Abstract: A rail vehicle braking system includes a service brake having a movable piston (8) which with a body (2) of the system delimits a service brake chamber (13) supplied by a first source, a piston rod (21) disposed in that chamber and fastened to a second side (32) of the piston turned towards that chamber, and a parking brake (7) disposed in the body and including a blocking device (20) disposed in that chamber and movable to act on the rod, and a movable actuating device (23, 24) which with the body delimits a parking brake pressure chamber (25) supplied by a second source; the blocking and actuating devices being configured to immobilize/unblock the rod so as to block/unblock the piston in a position.

Abstract: A method and a system for checking the correct rail position of a guide member of a guided vehicle. The system is based on the use of an electrical switch designed to cooperate with a guide member of the vehicle guided by at least one guide rail. The switch has two states, respectively a first state and a second state. In one of the states the electrical switch is open and in the other state the electrical switch is closed. The switch is mounted on a load-bearing structure such that it is able to interact with the guide member. The switch is able to switch from the first state to the second state by interacting with at least one part of the guide member.

Abstract: A device and a method for operating decentralized functional units in an industrial system include a) a higher-level control system which exchanges information with the decentralized functional units by data telegrams, b) a data transport network with network access points; c) communication units connected to a network access point and providing the decentralized functional units with access to the data transport network; d) an energy transport network to which the decentralized functional units are connected and which supplies electric energy to the decentralized functional units; e) intelligent energy storage devices connected to the energy transport network and consuming or outputting energy in accordance with the higher-level control system and/or with at least one of the remaining energy storage devices. The energy transport network has energy supply points distributed along a bus structure.