Abstract: A heat distribution system is configured to melt snow that is proximate wheels on an automobile. The heat distribution system has a heat exchanger attached to the automobile and configured to heat air flowing past the heat exchanger creating hot air. A fan is proximate the heat exchanger and configured to move the hot air. A manifold is proximate the heat exchanger and configured to receive the hot air from the fan. A first duct, a second duct, and a transverse duct are joined to the manifold. A third duct and a fourth duct are attached to the transverse duct. Each duct terminates in a nozzle. The hot air is pushed through the manifold and out the nozzles melting the snow.

Abstract: A tank system is described for dropping fluid onto a passing vehicle. The tank system includes a tank with a fluid supply inlet. A discharge adapter is attached with the tank and proximate the trough portion, the discharge adapter having a discharge adapter plate with a plurality of holes formed therethrough. Optionally, a soap or solution injector is included for injecting soap or wax, etc., into the water flow to create a fluid mix that is supplied to the tank. An air motor is included for providing air to an air manifold that is disposed within the tank. When air is introduced into the fluid mix, bubbles are created. As the fluid mix and bubbles fill the tank, they pass from the tank into the discharger adapter, where they fall onto a vehicle passing below.

Abstract: A vehicle braking arrangement includes a braking plate connected to a vehicle by a link arm. The braking plate is movable from a rest position to a braking position where contact is made with the ground, and includes a sealing rim arranged to at least partially contact the ground such that an at least partly enclosed volume is formed. The vehicle braking arrangement includes an expandable chamber formed between a lower plate, at least one connecting side wall and an upper plate, which chamber is connectable to the volume. Upon activation, the chamber's volume is expanded by movement of the lower plate away from the upper plate. Then the pressure is lowered in the volume which results in that the braking plate is pressed against the ground. In this way, a retaining force is obtained.

Abstract: A braking device for a vehicle such as, for example, a walking frame, a stroller or a disabled wheelchair, includes: a hand grip extending along an extension axis X-X adapted to be rotatably mounted on a handlebar of a vehicle; a slide operatively connected to the cable of a vehicle brake; the slide being translatable between a locked position tensioning the cable of a brake and an unlocked position leaving loose the cable of a brake, and vice versa; and at least one pin element integral with the hand grip and engaged with a profile of the slide; the pin element sliding with respect to the profile between a first position, in which the slide is in the unlocked position, and a second position, in which the slide is in the locked position, and vice versa.

Abstract: A transportation vehicle has an autohold selector, such as a push button switch or other human-machine interface (HMI). A gear selector in the vehicle includes forward and reverse gear positions. A brake pedal can be depressed by a driver to actuate a brake actuator when slowing or stopping the vehicle. A control circuit is configured to initiate a brake hold event of the brake actuator in response to predetermined conditions including the autohold selector being on and the vehicle braking to a stop with the brake pedal depressed, wherein initiating the brake hold event is prevented if the gear selector is in the reverse position. If a brake hold event is in progress, then shifting the gear selector to reverse terminates the brake hold event. Low speed maneuvers, such as parking the vehicle, can be performed without a need for manually canceling the autohold feature.

Abstract: Brake lock detection is described for a brake activation system. In one example, a main housing is configured to engage an interior surface of a towed vehicle near a brake pedal of the towed vehicle. An actuation arm extends away from the main housing configured to connect to the brake pedal to actuate a brake of the towed vehicle through the brake pedal. An arm drive system of the main housing applies a positive pressure to the actuation arm when activated to drive the brake pedal to actuate the brake. A negative pressure sensor generates a negative pressure signal when the brake pedal applies a negative pressure opposite the positive pressure to the actuation arm and the actuation arm is not activated.

Abstract: A controller for an adaptive braking system on a host vehicle identifies a first target in a lane of travel of the host vehicle; monitors for an active braking intervention request; monitors for other targets in adjacent lanes of travel to the host vehicle; and transmits a first braking signal at the output to control a braking action at a first braking level in response to receiving the active braking intervention request and identifying no other targets in adjacent lanes of travel to the host vehicle. If the controller identifies a second target in an adjacent lane of travel, then receives a travel signal indicative of change in the direction of travel of the host vehicle toward the second target; it will transmit a second braking signal to control the braking action at a second braking level. The second level of braking is different than the first level of braking.

Abstract: An acceleration/deceleration control apparatus includes a mode switching portion configured to switch a normal mode of performing acceleration control in response to an operation on an accelerator pedal and also performing deceleration control in response to an operation on a brake pedal, and a one-pedal mode of performing both the acceleration control and the deceleration control in response to the operation on the accelerator pedal according to a switching operation performed by a driver.

Abstract: An all-terrain vehicle includes a frame including a front frame part and a separate rear frame part connected to the front frame part via frame joints. A surface is supported by one of the front frame part and the rear frame part. An engine is supported by the rear frame part and is positioned behind the seating surface. Front wheels operably coupled to the front frame part are drivingly coupled to the engine via a front drive unit. Rear wheels operably coupled to the rear frame part are drivingly coupled to the engine via a rear drive unit. A brake system is mounted to the frame and includes front wheel brakes and rear wheel brakes. The brake system further includes a brake modulator and a master brake cylinder operably connected to the brake modulator. The brake modulator is mounted to the front frame part.

Abstract: A brake pedal emulator for a brake-by-wire system of a vehicle extends and connects between a support structure and a brake pedal operatively engaged to the support structure. The brake pedal emulator includes a hydraulic cylinder having a magneto-rheological hydraulic fluid and an electrical element configured to carry an electrical current for controlling a viscosity of the magneto-rheological hydraulic fluid and thereby controlling a first force exerted by the hydraulic cylinder when actuated by the brake pedal.

Abstract: A braking system and a method of operating such a braking system are provided for a vehicle having at least partly electric braking, a steering device containing an electric or electromechanical steering device, an electronic steering controller and an electric steering adjuster and containing a service brake device. The system includes an electropneumatic service brake device containing an electropneumatic service brake valve device, an electronic brake controller, electropneumatic modulators, pneumatic wheel brake actuators, a service brake actuating element, and at least one electric channel (130) with at least one electric brake value transmitter which senses activation of the service brake actuating element. The at least one electric brake value transmitter produces actuation signals which are relayed to the electronic brake controller.

Abstract: A braking control device controllable in cooperation with a regenerative brake includes a case member fixed to the master cylinder, a first electric motor fixed to the case member, a second electric motor fixed to the case member independently of the first electric motor, a linearly movable input rod mechanically connected to the braking operation member, an output rod which presses pistons in the master cylinder and which is linearly movable in parallel with a central axis of the input rod, a differential mechanism which receives output from the first and second electric motors, is allowed to relatively move between the input rod and the output rod, and is built in the case member, and a controller which controls the output from the first electric motor and the output from the second electric motor to independently control force acting on the input rod and displacement of the output rod.

Abstract: A brake system for motor vehicles, having a brake master cylinder actuated by a brake pedal with at least one first pressure chamber. The brake master cylinder communicating with wheel brakes; and a hydraulic fluid storage container. A pressure balancing connection connects to the fluid storage container. A first electrically controllable pressure supply device communicating with the wheel brakes. A pressure regulating valve arrangement for regulated wheel brake pressure. A first electronic control and regulating unit actuated the first pressure supply device and the pressure regulating valve arrangement. A second electrically controllable pressure supply device connected to the brake master cylinder and having a pressure outlet connection paired with a second electronic control and regulating unit. The first and the second pressure supply device generate braking pressures independently of each other, and the pressure outlet connection is connected to the pressure balancing connection.

Abstract: A method that includes steps of measuring voltage and current of the parking brake system during creation of a parking brake apply or release of the parking brake apply. The method includes estimating motor position, motor speed, and a current draw of the motor using the measured voltage and the measured current. The method includes estimating a parking brake force with the estimated motor position. The method includes correcting the estimated motor position, motor speed, and the current draw of the motor with the measured current, and/or correcting the estimated parking brake force with the corrected estimated motor position, corrected motor, and the corrected current draw of the motor. The method includes determining the creation of the parking brake apply with the corrected parking brake force and/or determining release of the parking brake apply with the corrected estimated motor position.

Abstract: A control apparatus includes an ECU that is configured to: start engagement transition control for outputting an engagement transitional hydraulic pressure command value that causes an engagement device to be actuated from a released state toward an engaged state from when an operating member is displaced from a non-drive operating position; when an engagement transition time is longer than a target time, learn the engagement transitional hydraulic pressure command value such that the engagement transitional hydraulic pressure command value increases; when the engagement transition time is shorter than the target time, learn the engagement transitional hydraulic pressure command value such that the engagement transitional hydraulic pressure command value reduces; and prohibit learning of the engagement transitional hydraulic pressure command value or invalidate the learned engagement transitional hydraulic pressure command value, when the operating time of the operating member is longer than a predetermined t

Abstract: A control apparatus for a hybrid vehicle determines a scheduled travel route. The control apparatus further determines a downhill section included in the scheduled travel route by using gradient information acquired for a road section at a time when the vehicle has traveled on the road section and using gradient information stored in a navigation database for a road section on which the vehicle travels for a first time. The control apparatus determines a section from a downhill control start point to an end point of the target downhill section as a downhill control section. The downhill control start point is a point located a predetermined first distance closer to the vehicle from a start point of the target downhill section. When the vehicle travels on the downhill control section, the control apparatus executes downhill control.

Abstract: A system for controlling regenerative braking in a hybrid vehicle, includes: a driving information sensor detecting driving information; a motor assisting a driving force of an engine in an acceleration interval of the hybrid vehicle; a motor controller charging a battery using a regenerative energy generated by the motor; a hybrid controller calculating a first braking force generated by friction in the engine according to a first gear stage of the hybrid vehicle, setting a second braking force due to friction in the engine used to compensate for a limited regenerative braking force using a kick-down shifting at a second gear stage as a target regenerative braking force, and controlling the kick-down shifting using a third gear stage that compensates for the limited regenerative braking force and corresponds to the braking force due to friction in the engine; and a transmission controller performing the kick-down shifting.

Abstract: Disclosed are a hybrid electric vehicle, which may be effectively launched when an engine clutch to connect an engine and an electric motor for driving is fixed in a lock-up state, and a method of controlling the same. A method of controlling launch of a the hybrid electric vehicle provided with an engine clutch disposed between a first motor and an engine includes determining whether or not the engine clutch is in a lock-up state, securing running of the engine, upon determining that the engine clutch is in the lock-up state, executing slip launch of the hybrid electric vehicle using power of the engine, and launching the hybrid electric vehicle using power of the first motor, if first conditions by stall of the engine are satisfied. Execution of slip launch of the hybrid electric vehicle includes charging a main battery using a second motor connected to the engine.

Abstract: An active vibration reduction control apparatus for a hybrid electric vehicle includes: a reference signal generator generating a reference signal and a first phase based on a first rotational angle of a first motor; a vibration extractor extracting a vibration signal from a second motor; a coefficient determiner determining a filter coefficient which minimizes a phase difference between the reference signal and the vibration signal; a phase determiner detecting a second phase which corresponds to the phase difference using a first speed signal of the first motor and the filter coefficient; a phase deviation amount detector detecting a third phase for compensating for a phase delay; and a synchronization signal generator generating an antiphase signal of a shape of an actual vibration in order to determine a compensating force of the first motor.

Abstract: A control apparatus of a hybrid vehicle has an abnormal sound generation condition determination unit that determines whether or not an abnormal sound generation condition of a gear train is satisfied, and a pressing processor that applies a pressing torque from a first rotary electric machine to the gear train when a retention time, which is a period in which the abnormal sound generation condition continues to be satisfied, exceeds a predetermined value, and that does not apply the pressing torque when the abnormal sound generation condition is not satisfied and when the retention time is within the predetermined value. A pressing torque setting unit sets a pressing torque to be applied by the first rotary electric machine to a direction to suppress an engine cam torque which may rotate an engine output shaft.

Abstract: A system and method for operating a vehicle having different operating modes affecting emissions include activating, by a vehicle controller, at least one of the different operating modes affecting emissions selected in response to an estimated population density of a designated area associated with a current location or an anticipated future location of the vehicle.

Abstract: Systems and methods for operating a transmission of a hybrid powertrain that includes a motor/generator are described. The systems and methods may classify transmission degradation in response to an estimated transmission input shaft speed that is determined from transmission output shaft speed. In one example, transmission degradation may be correctable transmission degradation, partial transmission degradation, and continuous transmission degradation.

Abstract: A method for controlling at least one safety function for a motor vehicle includes: a step of determining seat occupancy information, which indicates whether a seat of the vehicle is occupied by a child or not, based on sensor signals originating from a seat belt buckle sensor of the seat and from a weight sensor in the seat; and a step of applying a control signal, which includes child safety settings, depending on the seat occupancy information, to an interface for at least one vehicle safety device.

Abstract: A method for guiding a parking mode in a remote automatic parking support system is provided. The remote automatic parking support system includes a first mode and a second mode. In the first mode, automatic parking is performed based on a parking request from a smart key or a smartphone of a driver positioned extraneous to a vehicle and in the second mode, automatic parking is performed based on a parking request from a switch mounted within the vehicle. The vehicle is guided in first mode or the second mode based on a surrounding environment, thereby providing optimal convenience to the driver.

Abstract: A method and system for detecting an accident of a vehicle, the method including: receiving a movement dataset collected at least at one of a location sensor and a motion sensor arranged within the vehicle, during a time period of movement of the vehicle, extracting a set of movement features associated with at least one of a position, a velocity, and an acceleration characterizing the movement of the vehicle during the time period, detecting a vehicular accident event from processing the set of movement features with an accident detection model, and in response to detecting the vehicular accident event, automatically initiating an accident response action.

Abstract: Obstacles located in an external environment of a vehicle can be classified. At least a portion of the external environment can be sensed using one or more sensors to acquire sensor data. An obstacle candidate can be identified based on the acquired sensor data. An occlusion status for the identified obstacle candidate can be determined. The occlusion status can be a ratio of acquired sensor data for the obstacle candidate that is occluded to all acquired sensor data for the obstacle candidate. A classification for the obstacle candidate can be determined based on the determined occlusion status. A driving maneuver for the vehicle can be determined at least partially based on the determined classification for the obstacle candidate. The vehicle can be caused to implement the determined driving maneuver. The vehicle can be an autonomous vehicle.

Abstract: Disclosed is a driving assistance apparatus that includes at least: a first sensing unit that senses a width of a forward object, a distance to the forward object, a speed of the forward object, and a speed of an own vehicle; a first determining unit that determines a risk of collision with the forward object; a second sensing unit that senses a distance to a first corner of the forward object, and a distance to a second corner of the forward object; a calculating unit that calculates a distorted angle of the forward object based on the width of the forward object, the distances; a second determining unit that determines the risk of collision based on a smaller one of the sensed distances; and a control unit that controls the notification device, the braking device, and the steering device.

Abstract: A vehicle monitoring system includes a central processor operable to receive data from multiple vehicles, with each of the multiple vehicles being equipped with a plurality of vision sensors, a plurality of non-vision sensors, and an ECU. The central processor is operable to wirelessly receive, from each of the multiple vehicles, vehicle data and environment data. Responsive to vehicle data and environment data received from the multiple vehicles, the central processor determines if one or more of the vehicles is at or approaching a hazardous condition. Responsive to the determination that one or more of the vehicles is a threatened vehicle at a potentially hazardous condition, the central monitoring system at least one of (i) actuates an alert of the threatened vehicle to alert a driver of that vehicle of the determined hazardous condition and (ii) controls a vehicle system of the threatened vehicle to mitigate the determined hazardous condition.

Abstract: The disclosure is directed to systems and methods for operating or controlling an ADAS mechanism. A first sensor of an ADAS mechanism can determine a potential obstacle to a vehicle, and a position of the potential obstacle relative to the first sensor. A second sensor can determine a gaze angle of a user of the vehicle. An activation engine in communication with the first sensor and the second sensor can determine a proximity of the gaze angle of the user to the determined position of the potential obstacle. The activation engine can control, in response to the determined proximity, an operation of the ADAS mechanism for responding to the potential obstacle.

Abstract: A driving assistance system includes an electronic control unit and a notifying unit. The electronic control unit detects an inter-vehicle distance and relative velocity, controls the subject vehicle, performs a first notification operation when the inter-vehicle distance becomes equal to or larger than a first distance and the relative velocity becomes equal to or higher than a first velocity, or equal to or larger than a second distance, sets an inter-vehicle distance when the forward vehicle and the subject vehicle are stopped as a reference inter-vehicle distance and performs a second notification operation when a difference between the reference inter-vehicle distance and the inter-vehicle distance becomes equal to or larger than a third distance. The electronic control unit does not perform the second notification operation at least until after the first notification operation is performed.

Abstract: A vehicle control apparatus for a vehicle including an automatic transmission having a torque converter provided with a lock-up clutch, and including a kick-down controller that performs kick-down control to change a transmission ratio to a low side and to increase a number of engine revolutions based on a kick-down request in accordance with an accelerator operation and a lock-up controller that performs lock-up disengagement control based on the kick-down request to set the lock-up clutch to a disengaged state according to meeting of a disengagement condition. When the kick-down request not during the kick-down control is called a normal kick-down request and the kick-down request during the kick-down control is called a second-time kick-down request, the lock-up controller performs lock-up disengagement control according to the second-time kick-down request based on the disengagement condition which is more eased than the disengagement condition used for the normal kick-down request.

Abstract: In one embodiment, autonomous driving control is provided for an autonomous vehicle changing from a source lane to a target lane. Using a topological map, a reference node is selected in the source lane. With respect to the reference node, an earliest node is determined in the source lane at which it is first possible for the vehicle to change lanes and a last node is determined in the source lane after which it is no longer possible to change lanes. A range of the source lane is determined for which the vehicle can change lanes.

Abstract: A system and method that detects, using processing circuitry, a predetermined energy condition. The processing circuitry determines a geographic location of a vehicle, identifies at least one energy station as a function of a plurality of factors, determines a vehicle range based on an energy level of the vehicle and a first mode of vehicle operation, determines whether an energy saving condition is satisfied based on the vehicle range, a location of the at least one energy station, and the geographical location of the vehicle, and enters an economy mode when the energy saving condition is satisfied.

Abstract: A vehicle includes an ignition, selector, and controller. The ignition is configured to start and shutdown the vehicle. The selector is configured to transition the vehicle between a standard driving mode and an economy driving mode. The controller is programmed to, in response starting the vehicle after a prior shutdown with the economy mode selected, generate a notification that the vehicle was operating in the economy mode upon the prior shutdown.

Abstract: A clutch mechanism is configured to selectively change between a first power transmission path and a second power transmission path. The first power transmission path is configured to transmit torque to an output shaft via a transmission mechanism. The second power transmission path is configured to transmit the torque to the output shaft via a continuously variable transmission mechanism. An electronic control unit is configured to: (a) selectively change a power transmission path during traveling to one of the first power transmission path and the second power transmission path by controlling the clutch mechanism; and (b) in changing the power transmission path by controlling the clutch mechanism, control an operating point of the internal combustion engine during a change of the power transmission path so that the operating point crosses over an optimum fuel, consumption line of the internal combustion engine.

Abstract: A method and system for calibrating a speed displayed in a vehicle is provided. In one example, a method includes adjusting a determination of vehicle speed responsive to character recognition of an image from an on-board camera of the vehicle, the image including an external speed measurement source (such as a radar speed sign) displaying a speed measurement. The speed displayed in the vehicle may be corrected if the determined vehicle speed is outside of a threshold range generated from the speed measurement displayed on the external speed measurement source.

Abstract: A sobriety ignition interlock system including an engine control device and a method for managing available vehicle engine power using the sobriety ignition interlock system. The engine control device includes an engine control processor (ECP) that is electronically connected in between an engine control unit (ECU), an engine sensor assembly, and a sobriety processor. The sobriety processor determines a sobriety level of a vehicle driver and sends a corresponding sobriety signal to the ECP. The ECP intercepts an engine signal transmitted from the engine sensor assembly to the ECU and manipulates the engine signal according to the sobriety signal, in order to manage the available power of the vehicle engine.

Abstract: In one embodiment, an apparatus for adaptively interacting with a driver via voice interaction is provided. The apparatus includes a computational models block and an adaptive interactive voice system. The computational models block is configured to receive driver related parameters, vehicle related parameters, and vehicle environment parameters from a plurality of sensors. The computational models block is further configured to generate a driver state model based on the driver related parameters and to generate a vehicle state model based on the vehicle related parameter. The computational models block is further configured to generate a vehicle environment state model based on the vehicle environment parameters. The adaptive interactive voice system is configured to generate a voice output based on a driver's situation and context as indicated on information included within at least one of the driver state model, the vehicle state model, and the vehicle environment state model.

Abstract: An on-board diagnostic system for an autonomous vehicle can receive diagnostic data from any number of AV systems of the AV. For each AV system the on-board diagnostic system can determine whether the diagnostic data indicates that the AV system is operating nominally. In response to determining a fault condition of an AV system, the on-board diagnostic system can initiate a procedure associated with the respective AV system to resolve the fault condition.

Abstract: A driver assistance system of a vehicle includes a camera and a non-imaging sensor sensing forward of the equipped vehicle. The control, responsive to processing of captured image data and to processing of sensed sensor data, is operable to provide a driver assistance function. The control, responsive to processing of captured image data, detects the presence of a vehicle and determines a vision-based angle of the detected vehicle relative to the equipped vehicle. The control, responsive to processing of captured sensor data, detects the presence of the detected vehicle and determines a sensor-based angle of the determined vehicle relative to the equipped vehicle. The control determines an angle difference between the vision-based angle and the sensor-based angle. The control disables the driver assistance function at least in part responsive to the determined angle difference being greater than a disable threshold level.

Abstract: The disclosure includes embodiments for modifying a performance of a vehicle component whose performance is affected by a vehicle fluid that is contaminated by water. A method according to some embodiments includes recording sensor data describing refractometry measurements for the vehicle fluid. The method includes determining contamination data that describes an amount of water present in the vehicle fluid. The method includes analyzing the contamination data to determine parameter data describing modifications for a set of parameters for an advanced driver assistance system (“ADAS system”) that control the operation of the ADAS system, wherein the parameter data is operable to update the set of parameters and thereby modify the operation of the ADAS system to compensate for the amount of water present in the vehicle fluid so that vehicle component performs as though the vehicle fluid is substantially not contaminated by water.

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: A startup suggestion device that is mounted on a vehicle together with a driving support device for assisting a driving operation of a driver or taking a wheel, and suggests a startup of the driving support device to the driver, includes: a state value acquisition unit that acquires a state value indicative of a traveling state of the vehicle; a preference value acquisition unit that acquires a preference value reflecting the traveling state preferred by the driver; and a startup suggestion unit that suggests the startup of the driving support device according to a comparison between the state value and the preference value.

Abstract: A method and system determine, during movement of a vehicle system along a route, a tractive load demanded by the vehicle system to propel the vehicle system along the route. The vehicle system includes a propulsion-generating vehicle having plural individually controllable traction motors. A first selected set of the traction motors for deactivation is identified during the movement of the vehicle system along the route based at least in part on the tractive load demanded by the vehicle system. The traction motors in the first selected set are deactivated while at least one of the traction motors in a first remaining set of the traction motors continues to generate tractive effort to propel the vehicle system. The traction motors that are selected for deactivation may all be on the same vehicle in the vehicle system, or may be on different vehicles of the same vehicle system.

Abstract: An air compressor unit for vehicle (2) includes an air compressor (13) for compressing sucked air, an electric motor (14) for driving the air compressor (13), an after-cooler (17) for cooling compressed air generated in the air compressor (13) and an after-cooler cooling fan (18) for generating cooling air for the after-cooler (17) by being driven by a drive force of the electric motor (14). The air compressor (13) and the electric motor (14) are arranged one above the other.

Abstract: A rail vehicle bogie traction device is provided, which includes a center pin and two traction rubber bag assemblies. Each of the traction rubber bag assemblies includes a traction rubber stack and a rubber bag, the rubber bag is filled with fluid, and a pressure of the rubber bag is settable. The traction rubber stack is connected to the rubber bag. The center pin is fixed on a lower surface of a vehicle body chassis bolster. Each of the two traction rubber bag assemblies has one end connected to the center pin, and another end connected to a cross beam of a rail vehicle frame. The rail vehicle bogie traction device has nonlinear characteristics, which may effectively transmit a longitudinal load, and may also prevent high-frequency vibration of the frame from transmitting to the vehicle chassis bolster and the vehicle body via the traction device.

Abstract: A running curve creation device of an embodiment is a running curve creation device to create a running curve which can make a train having a prescribed vehicle characteristic run between a prescribed departure station and a prescribed arrival station in a prescribed running time with a smaller cumulative energy consumption. A shortest time running curve creation unit creates a shortest time running curve in which the train runs between the stations in a shortest time, based on predetermined vehicle information and ground information of the train, and an energy saving running curve creation unit selects from the shortest time running curve and a plurality of solution candidates corresponding to states of the train at each prescribed elapsed time since the train has departed from the departure station, a solution candidate having the relatively small cumulative energy consumption in the prescribed running time, and creates an energy saving running curve based on the selected solution candidate.

Abstract: System having one or more processors that are configured to (a) generate, as a vehicle system moves along a route, a plurality of different trial plans for an upcoming segment of the route. The trial plans include potential operational settings of the vehicle system along the route. The one or more processors that are configured to (b) select one of the trial plans as a selected plan or generate the selected plan based on one or more of the trial plans. The selected plan is configured to improve one or more system-handling metrics as the vehicle system moves along the upcoming segment of the route. The one or more processors are configured to (c) communicate instructions to change or not change at least one of the operational settings of the vehicle system based on the selected plan.

Abstract: A method and a route and train configuration for switching a train off and on in a parking position include a train side automatic train control device and a route side train monitoring system. In order to switch the train on and off economically and independently from personnel, the following steps are provided: A) entering the parking position, wherein a train reclosing unit, together with a route side coupling module connected to the train monitoring system, establishes an electrical connection; B) switching off train side subsystems using the train control device; C) shutting down and switching off the train control device; D) event triggered reactivation of the train control device using the train reclosing unit; E) switching on remaining train subsystems by using the train control device, and F) exiting the parking position, while separating electrical connection between the reclosing unit and the coupling module.

Abstract: A system for providing train safety warnings can include a train vehicle positioned on and movable along a track, as well as a warning device. The warning device can be associated with a receiving device that is in signal communication with a transmitter, such as a transmitter included on the train vehicle. An emitter of the warning device is configured to output an indication that the train vehicle is approaching based on the signal communication with the transmitter. In some instances, the warning device, and/or the emitter thereof, can be positioned at a same elevation as the track.