Abstract: Disclosed herein are a safety brake device and method for safety braking using a hydraulic brake system including hydraulic wheel brakes of an autonomous vehicle, the autonomous vehicle further having an electrical power supply and signaling system for enabling an autonomous drive mode. The method comprises pressurizing a pressure storage canister containing brake fluid, monitoring electrical power supplies and signaling of the autonomous vehicle, and releasing brake fluid into the hydraulic brake system of the autonomous vehicle to activate the wheel brakes thereof upon determining loss of at least one of electrical power and signaling of the autonomous vehicle. Disclosed herein is also an autonomous vehicle comprising a safety brake.

Abstract: A servo brake includes a thrust unit connecting a servo-piston to a primary piston in an actuation direction. The thrust unit includes a plunger with a front end in the form of a spherical cap and pressed in a cup of the primary piston and a rear end that includes a ball joint. A bearing has a base pressed on a reaction disc and a sleeve that receives the ball joint of the plunger.

Abstract: A piston seal includes an annular base portion, an inner circumferential lip portion protruding from an inner circumferential side of the base portion to come in sliding contact with an outer circumferential surface of the piston, an outer circumferential lip portion protruding from an outer circumferential side of the base portion to come in contact with the circumferential groove of the cylinder main body, and an intermediate protrusion portion protruding from between the inner circumferential lip portion and the outer circumferential lip portion of the base portion further than the outer circumferential lip portion. A connecting portion is formed to extend in an axial direction of the piston seal and is configured to connect the inner circumferential lip portion and the intermediate protrusion portion is formed between the inner circumferential lip portion and the intermediate protrusion portion.

Abstract: A method of controlling an aspirator valve of a vacuum assisted braking system that rapidly fully opens and closes the aspirator valve when an engine of a motor vehicle has been shut-down and the current conditions indicate that ice is likely to have formed in the aspirator valve. The rapid opening and closing of the aspirator valve breaks up any ice buildup thereby de-icing the aspirator valve and allowing normal aspirator valve operation.

Abstract: According to one aspect, a method includes receiving, in a dynamometer, brake pedal position information. The brake pedal position information indicates a position of a brake pedal operatively coupled to a vehicle. The method also includes displaying, via a display in communication with the dynamometer, an indication of the position of the brake pedal based on the brake pedal position information. The method further includes determining a brake force generated via a brake of the vehicle when the position of the brake pedal is within a predetermined range of brake pedal positions.

Abstract: To effect redundant signal processing of a safety-relevant application, such as for a safety control unit of a motor vehicle, at least two redundant signals are fed from at least one sensor to an electronic circuit assembly as input signals for processing. At least one input signal is converted into a different test signal. In the electronic circuit assembly, the input signals are fed to a first peripheral module of a microcontroller, and the test signal is fed to an additional peripheral module. The sensor information of the input signals and of the test signal are thus redundantly processed independently of each other in a respective peripheral module of the microcontroller.

Abstract: An information processing apparatus includes a generation section configured to generate, from a state of a mobile vehicle in each position obtained by discretizing a traveling route along which the mobile vehicle travels, a state of the mobile vehicle in a next position for each use state of drive means contained in the mobile vehicle; and an optimization section configured to optimize the use state of the drive means in each position based on at least one of states of the mobile vehicle in each position generated by the generation section.

Abstract: The invention relates to a controller for a hybrid electric vehicle having an engine, electric propulsion means powered by energy storage means and electric generator means operable to be driven by the engine to recharge the energy storage means, the controller being operable to: receive a signal indicative of a required hybrid driving mode; receive a signal indicative of a state of charge of the energy storage means; determine which of a plurality of powertrain operating modes is appropriate for vehicle operation at a given moment, the powertrain operating modes including an engine charging mode in which the engine drives the generator means to recharge the energy storage means and an electric vehicle (EV) mode in which the engine is switched off and the electric propulsion means is operable to develop drive torque to drive the vehicle; and cause the powertrain to assume the appropriate powertrain operating mode and the required hybrid driving mode, wherein the controller is operable to determine which of th

Abstract: A control method of a hybrid vehicle includes determining, by a controller, whether a target maintaining SOC has been set to a maximum level in a battery maintaining driving mode, determining, by the controller, whether a vehicle speed is equal to or higher than a predetermined speed, when the target maintaining SOC determined is a maximum level, calculating, by the controller, an estimated recovery energy which can be recovered by regenerative braking of the vehicle when a current vehicle speed is equal to or higher than the predetermined speed, and updating, by the controller, the target maintaining SOC by subtracting a subtraction SOC equivalent to the estimated recovery energy calculated from the target maintaining SOC.

Abstract: A control apparatus for a hybrid vehicle includes a low temperature time hydraulic control section (11a) to perform a low temperature time hydraulic control to restrain a discharge quantity of operating oil from an oil pump (4) by limiting a line pressure of a transmission (7) at an engine cold time to a predetermined value smaller than a maximum value of a line pressure command pressure for a predetermined time period. The hydraulic control by this low temperature time hydraulic control section (11a) is continued until the motor is started after the start of the engine and a first clutch (3) is engaged at the time of low temperature of engine (1). By so doing, the control apparatus can prevent the oil pump from being stopped by inappropriate starting timing of the low temperature time hydraulic control.

Abstract: A method for controlling at least one first drive unit of a vehicle as a function of operating states of a second drive unit of the vehicle during a switchover operation. The first drive unit is associated with a first control unit and the second drive unit s associated with a second control unit. At least one message is transmitted to the first control unit by the second control unit. The message includes: a first desired value TQ1 of a controlled variable prior to the switchover operation; a second desired value TQ2 of the controlled variable after the switchover operation; and information on the angular position of a shaft of the second drive unit at the projected point of time of the switchover operation.

Abstract: A method for operating a drive train of a motor vehicle includes closing a frictional-locking shift element that serves as a starting element of a transmission in a slipping manner such that slip at the frictional-locking shift element is reduced by a defined pressure control of the frictional-locking shift element, determining a differential rotational speed at the frictional-locking shift element or a variable dependent on the differential rotational speed while the frictional-locking shift element is closing, and, when the differential rotational speed or the variable dependent on the differential rotational speed is less than a first limit value or reaches the first limit value, changing a rotational speed of the drive unit in such a manner that the differential rotational speed or the variable dependent on the differential rotational speed becomes less than a second limit value or reaches the second limit value within a defined time period.

Abstract: A hybrid vehicle includes an engine, a first rotating electrical machine (first MG), a second rotating electrical machine (second MG), a planetary gear mechanism which mechanically couples these devices, a first inverter which drives the first MG, a second inverter which drives the second MG, and a controller. When the controller receives a fail signal from the first inverter, the controller performs shut-down control which brings the first inverter into a gate shut-down state with fuel supply to the engine being stopped. When the absolute value of an engine rotation speed Ne is more than or equal to a predetermined value ? and the absolute value of a rotation speed Nm1 of the first MG is less than a threshold value ? after the shut-down control is started, the controller determines that the first inverter has a short-circuit fault.

Abstract: A driving assistance apparatus includes a position obtaining unit, an evaluation value obtaining unit, and a notifying unit. The position obtaining unit obtains a position of an own vehicle. The evaluation value obtaining unit obtains an evaluation value indicating a degree by which driving assistance can be suitably performed on the own vehicle in a travelling area through which the own vehicle is presumed to travel based on the position of the own vehicle obtained by the position obtaining unit. The notifying unit gives notification in advance to a notification apparatus, of the evaluation value obtained by the evaluation value obtaining unit before the own vehicle enters the travelling area.

Abstract: A vehicle control system includes variable maneuvering limits based at least in part on whether the vehicle is carrying cargo (i.e., passengers or other cargo). The system can include a cargo classification system comprising one or more internal sensors, an imager, and an image interpreter. The cargo classification system can determine if the vehicle is carrying cargo and classify the cargo (e.g., passengers or other cargo). Based at least in part on this classification, the vehicle control system can set various vehicle maneuvering limits. When the vehicle is empty, the vehicle control system can maneuver the vehicle at, or near, the actual maneuvering limits for the vehicle (e.g., maximum longitudinal acceleration, braking and lateral acceleration that can be generated by the vehicle). When the vehicle is carrying cargo, the vehicle control system can maneuver the vehicle at a lower threshold to prevent passenger discomfort and/or cargo damage or discomfort.

Abstract: A control system has at least one thermal imaging sensor configured to track a thermal profile of a wheel of a nearby vehicle and provide data indicative of the thermal profile. The control system also has a computing device including a processor and a memory. The computing device is configured to receive the data from the at least one thermal imaging sensor, determine a wheel angle parameter of the front wheel of the nearby vehicle based on the data, and generate a control command to change at least one of a direction or an acceleration of the vehicle based on the determined wheel angle parameter.

Abstract: A method for the user-defined provision of a vehicle in which a parking position in a parking region is identified and driven to automatically by the vehicle or with guidance by a user and, at the request of the user, the vehicle drives automatically to a transfer location in the parking region for further use. A trajectory which is traveled along as far as the parking position within the parking region is sorted and the transfer location can be defined at any desired point on this trajectory. Also disclosed is a system for carrying out the method and a motor vehicle having the disclosed system.

Abstract: In one embodiment, in response to a request for changing lane, one or more objects surrounding an autonomous vehicle are perceived. For each of the perceived objects, a virtual spring is assigned to connect the object and the autonomous vehicle. Each virtual spring is associated with a specific spring model to generate a force based on relative positions of an associated object and the autonomous vehicle. One or more forces generated from one or more virtual springs corresponding to the one or more surrounding objects are aggregated to generate an aggregated force. One or more lane-changing parameters for the autonomous vehicle are determined based on the aggregated force and a direction of the aggregated force.

Abstract: Provided are a road environment recognition device, and a vehicle control device and a vehicle control method employing the road environment recognition device. The road environment recognition device includes a recognition section that recognizes a three dimensional object provided alongside a lane in which the vehicle is positioned, and an imaginary line setting section that sets an imaginary line alongside the three dimensional object recognized by the recognition section and further to the lane side than the three dimensional object, and treats the imaginary line as a lane marker.

Abstract: A method for controlling a cruise control system on a vehicle includes identifying a vehicle location and identifying a number of respective cruise control overrides by a driver at the vehicle location. If the number of cruise control overrides by the driver is at least a threshold number of overrides, identifying respective actions by the driver after the cruise control overrides, and creating a profile of the driver behavior associated with the vehicle location based on the respective actions by the driver within a range around the vehicle location after the driver overrode the cruise control.

Abstract: A system for overriding a vehicle speed limit setting via accelerator pedal override is disclosed, comprising a vehicle including steering, an accelerator pedal, brakes, a processor, and memory, and a vehicle speed limit override module coupled to the processor and configured to override the speed limit setting by calculating an override threshold based on the set speed limit and accounting for variable vehicle weight, road grade or other unknown loads.

Abstract: In a vehicle control apparatus, a preceding vehicle ahead of an own vehicle is detected. A movement trajectory of a target preceding vehicle is acquired. Based on the movement trajectory of the target preceding vehicle, a target route on which the own vehicle is to travel is set. Travelling control of the own vehicle is performed so as to follow the target preceding vehicle on the target route. An obstacle ahead of the own vehicle is detected. The target route is changed so as to extend a separation distance between the detected obstacle and a parallel portion of the target route that is parallel to the obstacle, based on a separation distance between the obstacle and a parallel portion of the movement trajectory of the target preceding vehicle that is parallel to the obstacle.

Abstract: In a method of operating a motor vehicle driven electrically, at least temporarily, on a roadway, the motor vehicle is moved fully autonomously by a control unit in response to a command for automatic operating mode. After a charging arm of the motor vehicle has been extended, a lateral control of the motor vehicle is executed to bring the extended charging arm into electric contact with a charging line arranged at or on the roadway. As a result, electric energy provided from the charging line to the charging arm is used for charging an energy accumulator of the motor vehicle and/or operating a drive device of the motor vehicle for moving the motor vehicle. A longitudinal control of the motor vehicle is executed to thereby maintain a predefined longitudinal speed of the motor vehicle until a distance of the motor vehicle reaches a predefined minimum distance to a leading vehicle.

Abstract: An object of this invention is to obtain a vehicle control apparatus with which departure over a bump can be identified accurately, and when departure over the bump is identified, a required driving force can be controlled to an appropriate value. A departure over bump identification unit identifies departure over a bump, in which an electric vehicle travels over the bump in order to depart, when a motor rotation speed is equal to or lower than a predetermined first rotation speed and an accelerator pedal depression amount remains at or above a predetermined accelerator pedal depression amount continuously for a predetermined first period, and a drive control unit sets a required driving force of a motor at zero, regardless of the accelerator pedal depression amount, and then increases the required driving force at a constant speed, when departure over the bump is identified.

Abstract: A method for disengaging a parking lock of a dual-clutch transmission of a motor vehicle with at least one drive unit is provided. The method includes, upon detection of an absolute value of a road inclination along a longitudinal axis of the motor vehicle exceeding a predetermined threshold and upon actuation of a selector lever for disengaging the parking lock prior to disengagement of the parking lock, issuing a torque request to the drive unit and closing a power-shifting clutch of the dual-clutch transmission with an engaged gear in a sub-transmission to which the power-shifting clutch is allocated. A torque transferred by the power-shifting clutch as a consequence of closing the power-shifting clutch and the torque request to the drive unit is a relief torque. The torque request to the drive unit and the closed power-shifting clutch are selected to counteract a torque, supported by a parking lock pawl, applying with an engaged parking lock by drive wheels on an output side at the transmission.

Abstract: A transmission is provided having a control module, an input member, an output member, four planetary gear sets, a plurality of interconnecting members, and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include clutches and brakes. The control module includes a control logic sequence for performing a coasting downshift of the transmission.

Abstract: A slip control system for an off-road vehicle includes a control system configured to output a signal indicative of a first action if a magnitude of slippage of the off-road vehicle relative to a soil surface is greater than a first threshold value and less than or equal to a second threshold value. Furthermore, the control system is configured to output a signal indicative of a second action, different than the first action, if the magnitude of slippage is greater than the second threshold value.

Abstract: A method for controlling a driving mode of a vehicle using a device for controlling a driving mode is provided. The method includes collecting position information and forward road information of the vehicle and predicting whether the vehicle enters an acceleration section requiring acceleration by using the collected position information and forward road information of the vehicle. A driving mode of the vehicle is then changed when the vehicle is predicted to enter the acceleration section.

Abstract: A motor vehicle control system for controlling a plurality of vehicle subsystems to operate in a plurality of subsystem control modes in dependence on a driving surface. The system is operable in an automatic control mode selection condition in which the system is configured to determine the driving surface automatically and to cause each of the vehicle subsystems to operate in a predetermined one of the subsystem control modes in dependence on the determined driving surface. The system may be configured to determine if an interruption in powertrain torque occurs and to, in dependence on the identification of a powertrain torque interruption event, temporarily suspend causing an automatic change to the predetermined one of the subsystem control modes in which each subsystem is operating.

Abstract: The invention relates to an adaptive powertrain control for realizing an enhanced or optimized performance of one or more vehicle features. By monitoring vehicle performance, dynamic adjustments can be made to various vehicle operation parameters to enhance a feature of vehicle performance, such as fuel economy. A method (40) of controlling a vehicle powertrain includes monitoring vehicle performance (42) and determining whether at least one of a plurality of vehicle performance features may be enhanced (44). A plurality of operation parameters that are associated with the powertrain are identified that have a relationship to the at least one performance feature (46). An adjustment is automatically made to at least one of the identified operation parameters to thereby enhance at least one aspect of the at least one performance feature (48). The performance feature may comprise fuel economy or urea consumption.

Abstract: In various example embodiments, a system and method for determining a gross combined weight of a vehicle and its load is disclosed. A method includes: providing predetermined calibration settings relating force to engine speed for a specific vehicle travelling at various speeds, altering accelerometer data based on filtered vehicle pitch and roll data, determining that one or more vehicle performance parameters fall within a threshold range, storing a plurality of data pairs that include longitudinal acceleration and drive force, and determining a slope of a line that linearly approximates the plurality of data pairs, the slope indicating a total weight, the total weight comprising a weight of the vehicle and a weight being hauled by the vehicle; and transmitting the total weight to a remote system for display.

Abstract: A method for controlling an off-road vehicle includes selecting an operating mode from a plurality of candidate operating modes. The plurality of candidate operating modes includes a first operating mode that includes substantially maintaining a first desired vehicle speed of the off-road vehicle; a second operating mode that includes substantially maintaining a first desired gear ratio of the transmission and substantially maintaining a first desired engine speed of the engine; a third operating mode that includes substantially maintaining a second desired vehicle speed of the off-road vehicle and substantially maintaining a second desired engine speed of the engine; and a fourth operating mode that includes substantially maintaining a third desired gear ratio of the transmission and substantially maintaining a third desired vehicle speed of the off-road vehicle.

Abstract: A device includes a road surface input calculating unit that calculates an estimated value of a road surface input to the wheel, by letting an inverse matrix of a product of a vehicle motion model matrix and a wheel speed influencing element model matrix act on a wheel speed of a vehicle. The vehicle motion model matrix represents a mechanical vehicle motion model, and the wheel speed influencing element model matrix using a quantity of influence due to pitch about a center of gravity of a vehicle body, a suspension geometry influence quantity, and a quantity of influence of a change in a rolling radius of the wheel. The device also includes a vehicle body state quantity calculating unit that calculates an estimated value of a vehicle body state quantity by letting the vehicle motion model matrix on the calculated estimated value of the road surface input.

Abstract: A vehicular awakening detection device 10 includes pressure sensors 48 provided in a + side paddle shift 46R and/or a ? side paddle shift 46L which is able to be operated by a driver in a vehicle. The pressure sensor 48 is used for determining the degrees of awakening of a driver by making the driver to operate the + side paddle shift 46R and/or the ? side paddle shift 46L.

Abstract: A system includes a computing device with memory configured to store instructions and a processor to execute the instructions for operations that include receiving data representative of one or more operational parameters from a vehicle. Operations also include assigning a score to one or more of the received operational parameters. Operations also include determining if one or more predefined event has occurred based on the score assigned to the one or more received operational parameters of the vehicle. If at least one event is determined to occurred, operations include transmitting data representing the one or more operational parameters to a vehicle information service provider located external from the vehicle.

Abstract: Systems and methods for controlling a vehicle including a friction control device are provided. A method of controlling the vehicle includes operating at least one friction control device in a first of a plurality of friction modes, detecting a vehicular speed, changing operation of the at least one friction control device from the first friction mode to a second of the plurality of friction modes in response to the vehicular speed exceeding a first threshold speed value, and changing operation of the at least one friction control device from the second friction mode to the first friction mode in response to the vehicular speed falling below a second threshold speed value that is less than the first threshold speed value. The second friction mode is associated with a higher level of resistance than the first friction mode.

Abstract: A system and associated methodology that controls a vehicle component as a function of a user input. The system stores a plurality of functions associated with a plurality of touching gestures, receives the user input, determines, based on the user input, a user gesture wherein the user gesture corresponds to one of the plurality of touching gestures, determines a function associated with the user gesture, determines a feature of the user gesture, determines an operational parameter of the function based on the feature. Then, the system controls the vehicle component associated with the function as a function of the operational parameter.

Abstract: A method for operating an autonomous vehicle can involve monitoring a throttle position of a throttle pedal on the semi-autonomous vehicle. Once the throttle pedal is found to no longer be depressed, the vehicle can be returned to human control.

Abstract: The present disclosure relates to systems for implementing a computer-readable storage device comprising instructions, including a behavior recognizer, that, when executed by a system having a processor, cause the processor to perform operations, for providing personalized proactive assistance to a vehicle user. The operations comprise receiving a behavior input data package comprising a sequence of user events using the behavior recognizer, and determining the behavior input data package indicates proactive assistance to be presented to the vehicle user by the system, using a user behavior model and a machine state model of the behavior recognizer. The disclosure also relates to methods for providing personalized proactive assistance to a vehicle user.

Abstract: The present application relates to a communication system for controlling the output of messages to a vehicle occupant. The communication system has a processor configured to output a first message to the vehicle occupant. A signal is received from one or more sensors operative to monitor the vehicle occupant when the first message is output. The signal from said one or more sensors is analysed to determine one or more parameters relating to the response of the vehicle occupant to said first message. The communication system controls the subsequent output of at least said first message in dependence on said one or more determined parameters. The present application also relates to a method and to a vehicle.

Abstract: A protection device for the protection of people against moving rail vehicle in a railway station area comprises an inner and an outer protective wall (11, 12, 76, 77, 88, 89). The station area contains a platform (4) whereby the platform (4) contains a platform edge (2, 22). A first side of the platform edge (2, 22) has tracks and a second side of the platform edge (2, 22) has a platform plateau (23). The platform plateau (23) is designed as a waiting area for people. The protective wall (11, 12, 76, 77, 88, 89) is directly adjacent or near to the platform edge (2, 22) and between a retracted state and an extended state adjustable in such a way that in the extended state (11, 12, 76, 77, 88, 89) access to the tracks is obstructed, in the retracted state access to the tracks is free.

Abstract: An integrated bollard, anchor, and tower (IBAT) system constructed as a single monolith may be formed of a single material, such as concrete or steel, or assembled from components of distinct materials, such as reinforced concrete with metal brackets, fixtures, fasteners, and so forth. An anchor (e.g., base, pad), sized to engage the ground therebelow by weight and friction, includes a mass sufficient to provide frictional stability (no appreciable movement) of the IBAT unit at each end of a track line (cable, wire rope, line, etc.), which wraps around the bollard portion of each upright (tower, fin) portion at an operational height defining the path of a trolley carried on the free span of the resulting catenary.

Abstract: An operator compartment of a rail vehicle includes two front windows separated by a connection beam, a track monitoring camera attached in a lower region of the connection beam by a fastening device, and a front window roll-up sun shield which can be drawn in the interior of the operator compartment and has guides running along both sides of the front windows. The guides have lower retaining devices. In order to allow a comparably simple attachment of the roll-up sun shield and the track monitoring camera in the operator compartment, a longitudinal member is attached to a lower region of the connection beam. The longitudinal member retains the fastening device, has mutually opposite guides and has the lower retaining devices for the roll-up sun shield. An assembly device for a track camera and a front window roll-up sun shield of a rail vehicle is also provided.

Abstract: A method for operating a consist is disclosed. The consist includes a number of locomotives. The method includes selecting a power setting in a lead locomotive of the consist to generate an overall power request by an input device. Thereafter, a controller determines a power setting in each locomotive based on the overall power request. Next, the controller modulates a power output of one or more locomotives according to a difference between a measure of the overall power request and a measure of a combined power output of all locomotives according to the power setting determined by the controller, such that the combined power output matches the overall power request by keeping the power setting, determined by the controller, of each of the one or more locomotives unchanged.

Abstract: The present invention discloses a sidewall structure of a hopper car, including: an integrally formed upper side beam (1), an integral sidewall panel (2), an integrally formed lower side beam (3) and a lower sidewall (4), wherein the upper side beam (1) is riveted with the integral sidewall panel (2) at the lower side; the sidewall panel (2) is riveted with the integrally formed lower side beam (3) at the lower side; the sidewall panel is of a panel-column structure in which the wall panel is integrated with a side column, and the side column is arranged at the inner side of the car body; the lower side beam (3) is riveted with the lower sidewall (4) at the lower side.

Abstract: Bogie includes: cross beam supporting carbody of railcar; wheels provided at each of both car width direction sides of bogie to be lined up in car longitudinal direction; front and rear axles each connecting wheels positioned at respective left and right car width direction sides of bogie to each other; bearings provided at both respective car width direction sides of front and rear axles and rotatably supporting front and rear axles; axle boxes accommodating respective bearings; plate springs of fiber-reinforced resin and extending in car longitudinal direction support both respective car width direction end portions of cross beam, both car longitudinal direction end portions of plate springs supported by respective axle boxes; electrically nonconductive buffer members each interposed between plate spring and axle box; electrically nonconductive contacting members each interposed between plate spring and cross beam; and plate spring cover covering part of plate spring and electrically connected to wheel.

Abstract: A control system identifies vehicle systems for combining into a larger convoy. Each the vehicle systems is formed from at least one propulsion-generating vehicle and at least one non-propulsion-generating vehicle. The control system directs the identified vehicle systems to couple with each other for travel as the convoy from a first location toward a different, second location. The control system directs a first vehicle system in the convoy to separate from the convoy and/or a second vehicle system to join the convoy by coupling with at least one of the vehicle systems in the convoy in an intermediate location between the first and second locations. The vehicles in each of the vehicle systems in the convoy remain connected during separation of the first vehicle system from the convoy and/or during joining of the second vehicle system to the convoy.

Abstract: A condition monitoring system (CMS) for vehicle bearing units, including at least one condition monitoring unit (CMU) for measuring at least one operating parameter of one bearing unit and a control unit for receiving and processing signals from the CMU. The control unit is configured to activate/deactivate the CMU(s) upon reaching at least one predetermined waypoint stored in a waypoint memory of the control unit. The CMS can be equipped with a waypoint setting unit for setting the at least one waypoint at which the CMU(s) shall be activated/deactivated and to store the waypoint in the waypoint memory. The waypoint setting unit processes route data includes data on at least a curviness of at least one route intended for vehicle travel. The processing includes extracting at least one route section within the curviness of the route within a predetermined range and setting the waypoint(s) within the extracted route section.

Abstract: When it is determined that a control-target train has an impact on a third train that is other than a train that is determined to affect the control-target train, a ground running control unit of a train-running management device further changes a running pattern and instructs the control-target train to take less time to completely leave a departure station.

Abstract: A valid cars determining unit determines the number of valid cars of each train such that a passenger transport volume per unit time of a plurality of trains is not less than a necessary transport volume and the total number of valid cars is minimized when the plurality of trains run with a predetermined number of operational cars per unit time. A control information generating unit generates control information for performing control which causes trains having valid cars corresponding to the number of valid cars determined by the valid cars determining unit to operate at a predetermined interval.