Abstract: A bumper assembly includes a bumper reinforcement beam, a bumper energy absorber member coupled to a face of the bumper reinforcement beam, and a bumper cover reinforcement coupled to the bumper reinforcement beam, the bumper cover reinforcement including a base portion and an outward extending portion extending outward of the base portion in a vehicle longitudinal direction to an end, the bumper cover support portion including a horizontally extending portion and a vertically extending portion, where the at least one of the horizontally extending portion decreases in dimension in the vehicle lateral direction and the vertically extending portion decreases in dimension in the vehicle vertical direction.

Abstract: The present invention provides for an advantageous external side airbag system (1), comprising at least one airbag (3, 3a-3c) with at least one dedicated inflator (5a-5c). The external airbag system is characterised in that at least one airbag has in a folded state an elongated shape that extends in a longitudinal direction (L) and is configured to be integrated in a side structure (19) of a vehicle, and in particular between a rocker panel (21) and a sill cover (31) of a vehicle.

Abstract: A number of variations may include a product comprising an airbag cushion protector constructed and arranged to be place in an airbag chute and so that a first portion of the airbag cushion protector covers the edges of an airbag door during deployment of an airbag cushion and so that the first portion of the protector is interposed between the edges of the airbag door and the airbag cushion throughout deployment of the airbag.

Abstract: In accordance with a first aspect of the present disclosure, a motor vehicle airbag occupant restraint system fastener includes a metal clip, a first thermoplastic connector, a second thermoplastic connector, and a thermoplastic tether. The thermoplastic tether extends between the first and second thermoplastic connectors. Opposing ends of the thermoplastic tether are seamlessly integrated into the first and second thermoplastic connectors, respectively. The first and second thermoplastic connectors are formed of a first material and the thermoplastic tether is formed of a second material that is different from the first.

Abstract: The present invention relates to a thorax occupant protection device (10) comprising a side airbag (12), especially for being mounted in a door or the seat of ah automotive vehicle, which in the inflated and mounted state of the side airbag (12) at its upper end includes at least one occupant-side inflatable inner wing (22) for shifting the occupant's adjacent arm forward and at least one door-side inflatable outer wing (24) for protecting the thorax, wherein the inner and outer wings (22, 24) in the inflated state are juxtaposed at least in portions and are separated from each other by an indentation (26) of the airbag wall (13) extending from the upper end in the downward direction. The present invention further relates to a method of protecting the thorax of a vehicle occupant in the event of a side impact.

Abstract: An airbag apparatus includes airbag having a vent hole formed therein, an inflator configured to emit gas for inflating the airbag, and a chamber configured to accommodate the inflator therein inside the airbag, the chamber having at least one discharge aperture for discharging gas emitted from the inflator to an inside of the airbag, and having a wall part configured to guide the emitted gas to the discharge aperture, wherein an external surface of the wall part is configured to partially cover the vent hole upon collapse of the chamber toward the vent hole.

Abstract: A seat belt system for a vehicle having a seat belt mounted to a vehicle seat or a portion of a vehicle structure, a tongue which can slide is attached to the seat belt, and a buckle that receives and locks the tongue in an attached state such that the seat belt restrains an occupant in the vehicle seat. A primary coil is included in the buckle and is electrically connected to at least one primary circuit. At least one secondary coil is included in the tongue and is electrically connected to at least one secondary circuit. The primary coil and the at least one secondary coil are configured to be electromagnetically coupled when the buckle and tongue are in the attached state.

Abstract: A seatbelt control device for controlling a seatbelt provided in a vehicle, and a seatbelt apparatus having the seatbelt control device, are provided with a restricting circuit that restricts control of the seatbelt in a case in which restricting the control of the seatbelt is permitted, and the restricting circuit, in a case in which a door provided on the vehicle is open, restricts the control of the seatbelt at a timing slower than that for a case in which the door is closed.

Abstract: There is provided a wiper arm rotatably connecting an arm body to an arm head and including a spring member provided between the arm head and the arm body, the thickness of which is decreased while its mechanical strength is sufficiently maintained. A gap section reaching a pivot shaft hole is provided in a head connection section of a retainer. A recess is provided on a pivot shaft section of an arm head. During the retainer rotates, a straight section of the coil spring moves from the gap section to the recess. When the retainer reaches its upright position, the straight section is disposed within the recess. The pivot shaft section includes a projection disposed within the gap section and in contact with the divided pieces, on the both sides of the gap section.

Abstract: A clearing apparatus for removing bulk materials from an area with a low vertical clearance including an operator vehicle and an auger conveyor coupled to the operator vehicle. The auger conveyor is pivotable vertically in relation to the operator vehicle and rotatable substantially 90 degrees about a vertical axis of the auger conveyor, whereby the direction of rotation of the auger and the direction and pitch of the auger thread conveys material from the area with low vertical clearance toward the operator vehicle.

Abstract: A new combination cleaning tool construction wherein the same can be utilized for cleaning surfaces, in particular, glass surfaces such as windshields. In particular the invention described herein provides a new combination cleaning tool construction wherein the same can be utilized for cleaning surfaces, in particular, glass surfaces such as windshields or the like, with corner portions.

Abstract: Disclosed herein is a method of replacement, management, and power transmission using a battery pack replacement system for an electric vehicle with an ESS. The method includes detaching a discharged battery pack from the electric vehicle, delivering the detached discharged battery pack to a charging/discharging line, charging and storing the discharged battery pack, primarily checking a buffer capacity of the battery pack, classifying the battery pack as a buffer battery pack for replacement if, as a result of the check, the buffer capacity of the battery pack is equal to and greater than a first buffer capacity reference, moving the battery pack to an energy storage-dedicated line if, as a result of the check, the buffer capacity of the battery pack is smaller than the first buffer capacity reference, secondarily checking the buffer capacity of the battery pack, and classifying the battery pack as an ESS-dedicated battery pack.

Abstract: A platform for use with a temporary or auxiliary brake in a vehicle. An upper portion of the platform has a raised wall and stabilization flanges. The temporary or auxiliary brake is mounted on the raised wall. The raised wall is spaced from a floorboard of the vehicle. The stabilization flanges engage the floorboard to stabilize the upper portion. An extension plate, joined with a specialized and flexible weld, extends from the upper portion to provide increased stabilization of the platform and maintain the platform and the temporary or auxiliary brake in position on the floorboard of the vehicle, allowing the platform to fit virtually any year, make, or model of vehicle. The use of the platform and the temporary or auxiliary brake does not require drilling or deformation of the vehicle.

Abstract: A method for operating a braking device of a drive train of a vehicle, the drive train including an automatic gearbox of a vehicle, and the vehicle further having a gear-side parking lock, a service brake, and a parking brake that can be operated independently from the service brake. When a parking condition occurs, the parking lock may be engaged by a control device if the vehicle is protected from rolling away by a service brake that can be operated independently from the parking brake. The parking lock may then be configured to remain engaged until a driving condition occurs for the vehicle. This may optimize the parking lock operation in such a way that reliably prevents a disengagement impulse when the parking lock is disengaged, preventing the vehicle from rolling when entering or leaving a parked state.

Abstract: A method for activating a braking device in the drive train of a vehicle with an automatic gear box, a gear-side parking brake, and a braking system. The vehicle, starting from a parked position with an engaged parking lock, and under the presence of a starting condition, a control apparatus independent from a driver request, controls the braking system to secure against the vehicle rolling away by until the parking lock is released.

Abstract: A braking system for vehicles comprising —a manual actuator device, operable by means of a lever and/or pedal, operatively connected to at least a first braking device acting on a brake disc or drum, so as to exercise a braking action, —an automatic actuator device, operatively connected to said manual actuator device and/or to said first braking device, —at least one command panel which supervises the functioning of the braking system, said command panel being operatively connected to the automatic actuator device and being programmed so that when the manual actuator device is operated, the panel commands the operation of the automatic actuator device so as to be able to: —increase the overall braking action of the braking system, further operating the first braking device or further braking devices provided in said system and acting on further brake discs or drums, —control the braking action of the braking system so as not to further operate the first braking device or further braking devices of the system

Abstract: A method for operating an electric motor for braking a vehicle, including controlling the electric motor in such a way that the vehicle is slowed or decelerated with the aid of a motor braking torque exerted by the controlled electric motor. The method includes ascertaining whether a requested setpoint speed change is in a predefined normal range, and if so, the electric motor is controlled in such a way that a load to be applied by the electric motor remains less than or equal to a nominal load capacity of the electric motor. If the requested setpoint speed change is outside the predefined normal range, the electric motor is controlled in such a way that the load to be applied by the electric motor exceeds the nominal load capacity of the electric motor, at least during a predefined overload operation time interval.

Abstract: A vehicle control device which is applicable to a vehicle brake device, controls the pressure increasing control valve and the pressure-decreasing control valve so that an actual servo pressure detected by the servo pressure sensor becomes a target servo pressure; and controls so as to increase the target servo pressure by a predetermined amount, while the brake actuator is executing the braking control which accompanies a brake fluid pumping back control wherein the brake fluid supplied to the wheel cylinder is pumped back to the master cylinder by the built-in pump.

Abstract: The invention relates to a motor vehicle brake, in particular a motor vehicle brake that can be actuated in a combined hydraulic and electromechanical manner, having an actuator assembly comprising: a housing, an actuating element that can be displaced relative to the housing along a longitudinal axis for the hydraulic or electromechanical displacement of a brake lining, a motor drive, and a displacement mechanism, arranged between the motor drive and the displaceable actuating element, for displacing the actuating element. The displacement mechanism has a multi-stage spindle-nut arrangement comprising a first spindle-nut pair having a first thread pitch and a second spindle-nut pair having a second thread pitch, wherein the first thread pitch is greater than the second thread pitch, wherein, during an electromechanical actuation of the motor vehicle brake, the first spindle-nut pair is active in a first actuating phase and the second spindle-nut pair is active in a second actuating phase.

Abstract: This electric braking device uses drive torque of an electric motor to push a friction member against a rotating member secured to a vehicle wheel and produce braking torque in the vehicle wheel. This device comprises a body power source for electric motor power supply secured to a body of the vehicle, and a vehicle wheel power source for electric motor power supply secured to the vehicle wheel. The body power source supplies power to the vehicle wheel power source via a first electric path, and the vehicle wheel power source supplies power to the electric motor via a second electric path. When braking torque is produced in the vehicle wheel, the electric motor is normally driven using the vehicle wheel power source. An electric braking device is thereby provided in which a power line electrically connecting the body side and the vehicle wheel side bends readily.

Abstract: In the case of a method for braking a vehicle having a hydraulic vehicle brake and an electromechanical braking device, the brake motor of the electromechanical braking device is influenced with an increased supply voltage in the event of a failure of the hydraulic vehicle brake.

Abstract: A method and apparatus for operating a plug-in hybrid electric vehicle are provided. The includes setting an initial distance until charge (DUC) and calculating a current DUC by subtracting a travel distance of the vehicle from the initial DUC after the initial DUC is set. A current distance to empty (DTE) is calculated based on a current state of charge (SOC) of a battery and the current SOC of the battery is compared with a reference SOC. The current DUC is compared with the current DTE when the current SOC is greater than the reference SOC. Thus, whether a high speed condition or a high load condition is satisfied is determined when the current DUC is greater than the current DTE. A driving mode of the vehicle is then set to be a charge sustaining (CS) mode when the high speed condition or the high load condition is satisfied.

Abstract: A control device for a vehicle driving device which controls the vehicle driving device provided with a particular engagement device, a rotary electric machine, and a transmission apparatus disposed in a power transmission path coupling an internal combustion engine with wheels in order from the internal combustion engine side, wherein the transmission apparatus includes a plurality of engagement devices, and selectively forms a plurality of transmission shift stages different in transmission shift ratio according to a state of engagement of the plurality of engagement devices.

Abstract: An oxygen sensor diagnosis control system of a hybrid electric vehicle is provided. The system of a hybrid electric vehicle eliminates an uncertainty of the number of diagnoses of an oxygen sensor and restrains diagnoses of the oxygen sensor in a hybrid electric vehicle. The system of a hybrid electric vehicle includes a hybrid controller operates a vehicle, and determines conversion of an oxygen sensor diagnosis mode based on a result obtained by calculating an oxygen sensor diagnosis index. Additionally, the controller determines whether a condition for diagnosing an oxygen sensor is satisfied when the oxygen sensor diagnosis index decreases to initiate a diagnosis inducing mode or a compulsory diagnosis mode.

Abstract: A method (110), a device (10), and a powertrain (70) are provided for the safe operation of a hybrid vehicle (20). The hybrid vehicle has at least one first (30) and one second (40) drive assembly. The drive assemblies in each case drive the hybrid vehicle, alone or jointly in a hybrid type of operation. The first drive assembly is operated using fuel from a fuel tank (50). An amount of fuel in this fuel tank is monitored. If the amount of fuel is smaller than a specifiable value, then a safety operation of the hybrid vehicle is activated. During the safety operation, the output of the second drive assembly is reduced if the hybrid vehicle is driven using a type of operation which negatively influences the driving dynamics of the hybrid vehicle in the case of a failure of the first drive assembly.

Abstract: An engine has a variable valve actuation device for controlling an actuation characteristic of an in-take valve that is an amount of lifting the intake valve and/or a working angle on the intake valve. When the in-take valve, having the actuation characteristic (or lifted in an amount and/or worked by a working angle), as controlled by the variable valve actuation device, has the actuation characteristic fixed (YES in S120), a range applied to set therewithin an output that the engine is required to provide is limited to be narrower and a power storage device's controlled target SOC is raised to be higher (S150, S160, S170) than when said actuation characteristic is not fixed (NO in S120).

Abstract: A method to control a road vehicle with an electronically controlled self-locking differential when driving along a curve; the control method includes the steps of: determining an actual attitude angle of the road vehicle; determining a desired attitude angle; and changing the locking of the self-locking differential based on the difference between the actual attitude angle and the desired attitude angle.

Abstract: A surroundings monitoring apparatus includes a detection unit configured to detect information on the surroundings of a host vehicle and a tracking unit configured to track a position and a speed of an obstacle in the surroundings of the host vehicle based on the result of detection by the detection unit. The tracking unit is configured to determine whether or not a tracked first obstacle is entering a blind spot area of the detection unit. In a case where it is determined that the first obstacle is entering the blind spot area of the detection unit and when a tracked second obstacle has passed the blind spot area where the first obstacle entered, the tracking unit determines that the first obstacle is not present in the blind spot area.

Abstract: An apparatus and method to automatically and individually, simultaneously, and/or sequentially operate a horn system a light system and/or a braking system of a vehicle. A threat detection system secured in the vehicle detects threats and sends one or more signals, directly or indirectly, to the braking, horn and/or light systems to activate those systems to improve delivery time of safety and/or emergency warning signals to third party vehicles and pedestrians. The systems can be connected directly via relay, or may incorporate an intermediary electronic control unit or controller to coordinate operation of the systems. A deactivation device enables a driver to disconnect the threat detection system from the horn, light and braking systems to permit manual control of those systems. A second deactivation device permits the driver to disconnect coordinated control of the brake, horn and/or light systems from the threat detection system.

Abstract: Provided is a driving assist device 10 that recognizes an object in the vicinity of a moving body, and assists a driver in driving the moving body, the apparatus including: an object detecting unit 12 that detects the object in the vicinity of the moving body; a three dimensional object detecting unit 13 that detects a three dimensional object in the vicinity of the moving body; and an object recognition unit 18 that recognizes the object at a predetermined detection position as a non-obstacle when the object information storing unit 16 stores the position of the object, and the three dimensional object information storing unit 17 does not store the position of the three dimensional object at the predetermined position in which detection is performed by both of the object detecting unit 12 and the three dimensional object detecting unit 13.

Abstract: A collision avoidance assistance device for a vehicle is provided. The collision avoidance assistance device includes a camera configured to acquire an image of an area around the vehicle and a controller. The controller is configured to: detect an image of an animal in the image of the area around the vehicle; determine a type of the animal detected in the image; retrieve behavior characteristics index values representing behavior characteristics of the determined type of the animal; calculate a future presence area of the animal based on the behavior characteristics index values; determine a probability of a collision between the animal and the vehicle based on the calculated future presence area of the animal; and perform a collision avoidance assistance function based on the determined probability of the collision between the animal and the vehicle.

Abstract: Various embodiments of the present disclosure provide systems and methods for provide monitoring a vehicle's surroundings, predicting when a navigation route will pass through a closed road, preemptively modifying the navigation route to avoid the closed road, identifying changes in speed limit, and identifying dangerous debris in the roadway. One embodiment of the camera-based vehicle control system includes a camera configured to obtain image information and a processor configured to: analyze the image information; if a reroute condition is satisfied based on the image information, implement an alternate navigation route; if a threat condition is satisfied based on the image information, cause an output device to output a threat alert; and if a speed condition is satisfied based on the image information, modify a vehicle speed setting.

Abstract: An upper-limit vehicle speed should be prevented from being set to speed different from an intention of a driver. When it is detected that a speed limit is changed, an upper-limit vehicle speed setting ECU temporarily switches a control mode from a normal mode to an inquiry mode. An ASL operation unit serves a function for a change operation of upper-limit vehicle speed in the normal mode, and serves a function for a reply operation about whether the speed limit is accepted in the inquiry mode. When the ASL operation unit is operated in the normal mode, the upper-limit vehicle speed setting ECU does not switch the control mode to the inquiry mode, even if a change of a speed limit is detected, until a certain period of time (a certain period during which a mode switching prohibition period is set) has passed since the operation.

Abstract: A method for monitoring and controlling a plurality of mining trucks, while the mining trucks operate on a worksite, is disclosed. The plurality of mining trucks includes, at least, a first truck and a second truck. The method includes monitoring a first speed of the first truck and determining a second speed of the second truck based on, at least, the first speed. The method further includes modulating the second speed based on changes to the first speed and controlling propulsion of the second truck based on the second speed.

Abstract: A method for operating a vehicle, whereby a first setpoint trajectory is ascertained at a first point in time, based on which a setpoint trajectory of the vehicle is controlled, wherein, at a second point in time which is subsequent to the first point in time, it is checked whether or not the actual trajectory of the vehicle can continue to be controlled based on the first setpoint trajectory, and if yes, the actual trajectory of the vehicle continues to be controlled based on the first setpoint trajectory, while if no, a second setpoint trajectory is ascertained based on which the actual trajectory of the vehicle is controlled. A driver assistance system and a computer program product are also provided.

Abstract: Various embodiments of a grounds maintenance vehicle are disclosed. The grounds maintenance vehicle can include an electronic control unit (ECU) in electrical communication with a transmission control input, clutch, parking brake, and OP switch of the vehicle. In response to a pre-defined operator activity, the ECU is adapted to manipulate the clutch from an engaged state to a disengaged state, while an engine of the vehicle remains in an operative state, when the transmission control input is in a neutral state and the OP switch changes from an on state to an off state.

Abstract: A mobile machine comprises a wheel for supporting the machine on a ground surface, the wheel including a tire defining an outer portion of the wheel, and further comprises a positioning receiver and one or more computing devices. The one or more computing devices determine a travel characteristic of the machine, a rotational speed of the wheel, a radius of the tire based on the rotational speed of the wheel and the travel characteristic, and a height of the positioning system receiver from the ground surface using the radius of the tire. The one or more computing devices may adjust the travel characteristic of the machine or the rotational speed of the wheel to compensate for wheel slip, and use the adjusted travel characteristic or adjusted rotational speed of the wheel to determine the radius of the tire.

Abstract: Described is a technology by which ambient data related to a vehicle is sensed and processed, for use in determining a state change related to external traffic awareness. Based upon the state change, an allowed level of interactivity with a user interface may be changed, and/or a notification may be output. Images and/or depth data may be sensed as part of determining whether a user who is interacting with a device in a stopped vehicle is to be made aware of the changed condition with respect to other vehicles, pedestrians and/or the like.

Abstract: A torque-speed curve or data of load that is used as a standard to determine an external condition in which an electric vehicle is operating such as incline or no incline, head wind or no headwind, high temperature or low temperature. The system compares samples of actual torque-speed of load data to the standard. Based on the comparison, the system determines the external condition (going up a hill, traveling into a headwind, operating at high temperature) or an abnormal operation of the vehicle powertrain, for example, low tire pressure, elevated friction, wheels out of alignment. Based on the determination, the system takes an action to govern a maximum torque output of the motor to control temperature of the vehicle battery; to raise a wind deflector; to govern maximum speed of the vehicle to reduce danger resulting from low tire pressure, elevated powertrain friction or out of alignment wheels; or to initiate an indication of abnormal conditions.

Abstract: A driving assist device (10) is provided. A driving assist device includes a driver state detection unit (120) for detecting an inattentive state as a driver state, an alerting unit (140) for altering the driver upon detection of the inattentive state of the driver, a driving operation unit (500) for being operated by the driver for driving operations; and a driving state switching unit (130) that switches at least one of the driving operations in an automated driving state to a manual driving state when the driver's operation of the driving operation unit is detected during the automated driving state of the vehicle. When at least one of the driving operations in the automated driving state is switched to the manual driving state by the driving state switching unit, the driver state detection unit detects whether the state of the driver is an excited state. When the excited state of the driver is detected, the alerting unit alerts the driver.

Abstract: An in-vehicle computer is programmed to determine that a driver's hands are at least one predetermined location in the vehicle, the at least one predetermine location including a location on a steering wheel, determine that a vehicle passenger is in a safe position with respect to a human-machine interface; and provide passenger access to the human-machine interface such that the passenger may access operations of the computer that are inaccessible to the driver.

Abstract: Arrangements relating to the transitioning of a vehicle between operational modes are described. The vehicle can transition between a first operational mode and a second operational mode. The second operational mode has a greater degree of manual involvement than the first operational mode. For instance, the first operational mode can be an unmonitored autonomous operational mode, and the second operational mode can be a monitored autonomous operational mode or a manual operational mode. It can be determined whether an operational mode transition event has occurred while the vehicle is operating in the first operational mode. In response to determining that an operational mode transition event has occurred, a time buffer for continuing in the first operational mode before switching to the second operational mode can be determined. A transition alert can be presented within the vehicle. The transition alert can represent the determined time buffer.

Abstract: A system includes a processor configured to receive a user request to edit vehicle feature settings from a computer remote from a vehicle. The processor is also configured to retrieve saved vehicle feature setting configurations associated with a vehicle associated with an identified user account. The processor is further configured to build a current feature setting configuration display. Also, the processor is configured to present a user-configurable version of the display on a user interface. The processor is additionally configured to receive changes to current features setting configurations. The processor is also configured to save the changes and upload the changes to the vehicle.

Abstract: The Terreplane Transport System is a ground-based transportation comprised of flying vehicles pulled by a propulsion line. An important design feature of the most preferred system is that the propulsion line only experiences longitudinal forces during flight making low-cost propulsion lines possible. A propulsion carriage engages the propulsion line to create acceleration. A connection arm connects the vehicle to the propulsion carriage whereby the cumulative interaction includes the ability to convert impacting and overflowing air into lift complete with control to provided controlled flight based on the longitudinal force conveyed from the propulsion line to the propulsion carriage. The preferred method of conveying the longitudinal force is through linear motors utilizing novel longitudinally asymmetric coils. Novel embodiments include a wind turbine compatible with the guide way structures and an extended application of a bent horseshoe electromagnet for projecting inserts.

Abstract: A system for preventing manway cover gasket over-compression utilizes machined surfaces on the top of eye bolt lugs on the side of a manway nozzle, machined compression stops on the periphery of the cover, and a specified distance between the top of the eye bolt lug and the manway nozzle edge to engage the stops at a predetermined amount of gasket compression. Force is distributed over an increased contact surface area between the manway cover and the bolt lugs to ensure that deformation occurs preferentially in the eye bolts before any other component in the manway cover system.

Abstract: A backing ring assembly is for a railcar axle assembly including a shaft with a central axis and a bearing mounted on the shaft. An annular backing ring is disposeable upon the shaft between the bearing and a shaft enlarged section and has a central axis, an inner surface extending about the axis and defining a central bore for receiving the shaft and a retention surface facing away from the shaft enlarged section when the backing ring is disposed upon the shaft. A retainer includes an annular body, disposeable about the shaft enlarged section and having an inner surface sized to frictionally engage with the shaft enlarged section cylindrical surface, and at least one coupler connected with the annular body. The coupler(s) engage with the ring retention surface to releasably connect the retainer annular body with the backing ring to retain the ring at a fixed position on the shaft.

Abstract: A zipwire trolley having a plurality of zipwire engaging rollers, a swivelable brake block assembly adjacent to one of the rollers, the brake block having a zipwire-engaging cam by which the roller can be at least partially lifted off the zipwire when the trolley is moving in a rearward direction, the cam having a pair of tapered sidewalls tending to pinch respectively opposite sides of the upper part of the zipwire as the brake block progressively rotates when the trolley is moving in a rearward direction, thereby preventing or inhibiting further rearward movement of the trolley.

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

Abstract: A navigation system for a train having at least one locomotive or control car and, optionally, at least one railroad car, operating in a track network, wherein an on-board computer determines or receives location data and communicates or causes the communication of the location data and/or railway data to another locomotive or control car, another train, a remote server, or the like. A train navigation method is also provided.

Abstract: A system and method for determining a route warranty for one or more vehicle systems determine plural different paths for a trip of a first vehicle system from an origin location to a destination location in a transportation network formed from paths interconnected with each other at nodes, determine whether travel by the first vehicle system along the different routes fails one or more tests that restrict how the first vehicle system travels in the transportation network, and determine a route warranty for the first vehicle system based on the one or more tests. The route warranty reserves one or more of the paths for travel by the first vehicle system from the origin location to the destination location such that other vehicle systems are prevented from traveling on the one or more of the paths reserved by the route warranty.