Abstract: A windshield window wiping system, including a wiper blade in contact with a windshield window; a wiper motor operatively connected to the wiper blade, configured to perform a wiper blade stroke; a reservoir for a wash fluid; a first plurality of holes on a first leading edge of the wiper blade, configured to project the wash fluid toward the windshield window; a wash pump, wherein the wash pump is hydraulically connected to the first plurality of holes; and a first electronic circuit, configured to estimate a position of the wiper blade during the wiper blade stroke based on an input to the first electronic circuit and to synchronize the projection of the wash fluid toward the windshield window with the estimated position of the wiper blade. In other aspects, a method of wiping a windshield window and a non-transitory computer readable medium are provided.

Abstract: A self-centering wiper system for an optical device having an optical device body defined by an outer surface with an annular-shaped cross-section disposed along an axis includes an annular-shaped bellows. The bellows is configured to fit externally and concentrically with respect to the outer surface of the optical device body. The bellows has at least one bladder configured to accept a pressurized fluid to thereby extend the annular-shaped bellows along the axis. The wiper system also includes an annular-shaped wiper element fixed to the annular-shaped bellows and configured to wipe contaminants off the outer surface of the optical device body as the at least one bladder accepts the pressurized fluid and the annular-shaped bellows expands along the axis. An optical device having such a self-centering wiper system is also disclosed.

Abstract: A lifter system in accordance with the present disclosure includes a vehicle lifter that can be changed in the field by a user between a collapsed-storage mode and an expanded-use mode to lift or stabilize a portion of an object such as an overturned or inoperable vehicle.

Abstract: An electromechanical actuator is provided comprising a housing, a rotor disposed in the housing, an selective gearbox mechanically coupled to the rotor and disposed in the housing, a first output of the selective gearbox configured to rotate at a different speed than the rotor, and a second output of the selective gearbox configured to rotate at a same speed as the rotor.

Abstract: Braking system includes a brake, first valve that actuates the brake based on user input, second valve configured to selectively actuate the brake, and valve actuation system including a user input device moveable between first and second positions. A brake sensor provides a signal indicative of actuation of the first valve. The valve actuation system activates the second valve if the user input device is in the first position and the first valve engaged, retaining the second valve in active state if the first valve is disengaged, deactivating the second valve if the user input device is in the second position.

Abstract: Systems and methods for aircraft braking are disclosed. The systems and methods may comprise a control mode executive configured to receive a pedal input and calculate a gear deceleration command comprising a desired deceleration rate based on the pedal input; a pedal deceleration controller in electronic communication with the control mode executive configured to receive the gear deceleration command from the control mode executive and calculate a gear pedal command based on at least one of the gear deceleration command and a deceleration feedback; and a pedal executive in electronic communication with the pedal deceleration controller configured to receive the gear pedal command, and generate a pedal braking command based on the gear pedal command.

Abstract: A brake modulator (1) for a compressed air braking system (80) of a vehicle is disclosed. The brake modulator (1) has a main housing (8) and two relay valves (2, 3). Each relay valve is configured with a delivery valve seat (31, 131) and a vent valve seat (30, 130) and a vent position, wherein compressed air inlets (2d, 3d) are connected via a transverse bore (27) to a common compressed air inlet port (25, 26), and a delivery duct (12a, 112a) extends in the axial direction (A) in each relay valve (2, 3). The relay valves (2, 3) have guide body inserts (12, 112) which are inserted into a longitudinal bore (29) of the main housing (8), which longitudinal bore (29) extends in the axial direction (A), and the relay valves (2, 3) in each case have the delivery duct (12a, 112a).

Abstract: A vehicle braking device includes: a stroke simulator for generating a hydraulic pressure corresponding to a brake operation in a hydraulic chamber, the stroke simulator having a cylinder part and a piston part for sliding through the inside of the cylinder part in conjunction with a brake operation of a brake pedal; a booster mechanism having an input part directly pressed by the piston part or pressed by a spring interposed between the input part and the piston part in conjunction with the sliding of the piston part, and thereby moved in sliding fashion through the inside of the cylinder, and a hydraulic pressure generating part for generating a first hydraulic pressure corresponding to the movement of the input part based on the hydraulic pressure of an accumulator; and a wheel cylinder for applying a braking force to a vehicle wheel on the basis of the first hydraulic pressure.

Abstract: A brake control device capable of suppressing a sense of discomfort felt by a driver. The brake control device (31) includes a braking command addition part (34A) for adding an automatic-brake braking command value (B) output from an automatic-brake braking command calculation part (32) and a pedal operation braking command value (A) output from a pedal operation braking command calculation part (34B). The pedal operation braking command calculation part includes a pedal operation braking command selection part (34B1), a normal brake characteristic part (34B2) for holding a normal brake characteristic, and an automatic brake characteristic part (34B3) for holding an automatic brake characteristic. The pedal operation braking command selection part selects a braking command value output from the automatic brake characteristic part when the automatic-brake braking command value is more than 0, and outputs the selection result to the braking command addition part as the pedal operation braking command value.

Abstract: A method for controlling an electric parking brake for a motor vehicle including a brake actuator having an electric motor disposed directly on the brake caliper. When the parking brake is utilized as an additional service brake, depending on a brake pedal brake command, the electric motor is initially energized on detection of an imminent or commencing brake-pedal actuation however the electric motor generates no braking force until a predetermined or specific brake command is received. As a result, an overload of the vehicle voltage source is avoided if simultaneous utilization of multiple parking-brake actuators occurs.

Abstract: A hydraulic vehicle braking system comprises a master cylinder having at least one piston displacably accommodated therein, a mechanical actuator that is coupled, or can be coupled, to a brake pedal for actuating the piston, and an electromechanical actuator. The electromechanical actuator is likewise provided for actuating the piston and can be activated, at least for boosting or generating brake force, when the brake pedal is actuated. Furthermore, a valve arrangement is provided, which has a first valve per wheel brake for selectively uncoupling the wheel brake from the master cylinder, and a second valve for selectively reducing the brake pressure at the wheel brake. The valve arrangement can be controlled at least within the framework of an ABS control mode.

Abstract: The invention concerns an amphibious transformer vehicle (ATV) having flexible pontoon-skegs and a flexible frame allowing the ATV which carries passenger or cargo to smoothly transition between varying types of terrain and handle waves and uneven terrain. This vehicle is designed to move over water, snow, ice, ground, sand and other loose surfaces, as well as paved and other hard services as well as grass and light vegetation. It can make transitions between all the surfaces without need to stop or perform any modifications to the vehicle to transition between surfaces. This vehicle has advantages over other hovercraft and airboats that are designed with rigid frames and hulls. Based on a design using a flexible frame and structures that lean on flexible pontoon-skegs it can handle waves and obstacles without being damaged and it is not upset by a wide range of variations in terrain.

Abstract: A control system for a vehicle having a manual transmission system includes an anti-lock braking system configured to apply brakes of the vehicle, a clutch pedal configured to control engagement/disengagement of a clutch disc with a pressure plate of the manual transmission system, and a controller configured to perform a clutch burst prevention technique when the clutch pedal is depressed such that the clutch disc is disengaged from the pressure plate, the clutch burst prevention technique comprising: obtaining a set of operating parameters of the vehicle, determining a vehicle speed threshold based on the set of operating parameters, the vehicle speed threshold being a speed of the vehicle at which clutch burst begins to occur, and when the vehicle speed is within a first threshold amount from the vehicle speed threshold, decreasing the vehicle speed by commanding the anti-lock braking system to apply the vehicle brakes.

Abstract: A vehicle includes an engine, an electric machine, a battery, and at least one controller. The vehicle may further comprise a port for supplying power to a load external to the vehicle. The controller is programmed to operate the engine at a power level based on a difference between a battery voltage and a reference voltage such that a power output by the electric machine reduces the difference. The power level may define an engine operating point that minimizes fuel consumption. The operating point may be an engine torque and an engine speed. The power level may be further based on a state of charge of the battery. The electric machine may be operated to cause the engine to rotate at an engine speed corresponding to the selected power level. The difference may be caused by varying power drawn by a load external to the vehicle.

Abstract: A vehicle control system controls operation of motors of a vehicle and determines whether there is sufficient stored electric energy to power the vehicle through an unpowered segment of a route. The controller changes operation of the vehicle to ensure that the vehicle can travel completely through the unpowered segment by switching which energy storage device provides energy, changing vehicle speed, changing motor torque, changing which route is traveled on, selecting fewer motors to power the vehicle, requesting rendezvous with a recharging vehicle, running the energy storage devices in a degraded mode, initiating a motor to generate power to aid in propulsion and/or recharge the energy storage devices, selecting a different route, controlling the vehicle to draft or mechanically couple to another vehicle, and/or controlling the vehicle to gain momentum or to generate an overcharge.

Abstract: In an aspect of the invention there is provided a speed control system for a hybrid electric vehicle, the vehicle having at least one engine and at least one electric machine, the system being operable to allow a driver to set a target vehicle speed, the system being operable in first and second speed control modes to control the vehicle to maintain the target vehicle speed, in the first speed control mode the system being configured to limit operation of the vehicle to an electric vehicle (EV) mode, in the second speed control mode the system being configured not to limit operation of the vehicle to the EV mode, wherein when the control system is in the first mode and at least one of a prescribed one or more conditions is met, e.g. a rate of acceleration demanded by the driver or a difference between a target vehicle speed and a current vehicle speed exceeds a respective prescribed threshold value, the system is operable to not limit operation of the vehicle to the EV mode.

Abstract: During a predetermined drive in which a hybrid vehicle is driven with shutting off gates of a first inverter and a second inverter and operating an engine, the hybrid vehicle controls the engine and a step-up/down converter, such that a reverse voltage of a first motor is higher than a voltage of a high voltage-side power line. In the event of an increase in an operation amount of an accelerator during the predetermined drive, the hybrid vehicle controls the engine and the step-up/down converter to limit an increment of a difference between the reverse voltage of the first motor and the voltage of the high voltage-side power line when a temperature of the step-up/down converter is equal to or higher than a predetermined temperature, compared with an increment of the difference when the temperature of the step-up/down converter is lower than the predetermined temperature.

Abstract: A computing device-implemented method includes receiving data representative of one or more operational parameters for a vehicle, calculating the fuel rate required for an internal combustion engine of the vehicle to respond to the operational parameters, determining if the required fuel rate exceeds a threshold which would cause a state change in the performance of the internal combustion engine, if the required fuel rate exceeds the threshold, calculating an amount of assistance required for an electric hybrid traction motor to provide to a drivetrain of the vehicle to implement the received operational parameters of the vehicle, and providing the amount of assistance to the drivetrain of the vehicle, thereby preventing the state change in the performance of the internal combustion engine.

Abstract: A hybrid vehicle propulsion includes an engine and a first electric machine, where each is configured to selectively provide torque to propel the vehicle. The propulsion system also includes a second electric machine coupled to the engine to provide torque to start the engine from an inactive state. A high-voltage power source is configured to power both of the first electric machine and the second electric machine over a high-voltage bus. The propulsion system further includes a controller programmed to deactivate the engine and propel the vehicle using the first electric machine in response to the vehicle being driven at a steady-state speed for a predetermined duration of time. The controller is also programmed to restart the engine using the second electric machine powered by the high-voltage power source.

Abstract: The invention relates to a method for operating a hybrid drive device (2) which has an internal combustion engine (3) and an electric machine (4) which can be or is operatively connected to the internal combustion engine (3) and can be operated as a generator, wherein in a normal operating mode a temperature of the electric machine (4) is determined by means of a temperature sensor (14), and operation of the electric machine (4) is permitted only if the temperature is lower than a predefined maximum temperature. There is provision here that in the event of a defect in the temperature sensor (14) an emergency operating mode is carried out in which operation of the electric machine (4) is permitted only with limited power, limited torque and/or over a limited time period. The invention further relates to a hybrid drive device (2).

Abstract: The present disclosure relates to an apparatus for correcting an offset of a resolver of an environment-friendly vehicle. The apparatus includes a resolver offset correcting error determining unit configured to determine whether a resolver offset correction error occurs, by determining whether an engine clutch is released and a torque command of a motor. The apparatus further includes a motor speed change value calculating unit configured to calculate a change value of a speed of the motor when it is determined that the resolver offset correction error occurs and a controller configured to extract a resolver offset change value by using a resolve offset change value table for the change value of the speed of the motor.

Abstract: Systems and methods are provided for mitigating motion sickness. When motion sickness is predicted, the motion sickness mitigation system alters vehicle performance, cabin conditions, and/or alerts the occupant to upcoming vehicle actions, to avoid or alleviate motion sickness. A controller includes a processor that receives an occupant profile and traffic information for an upcoming trip of the vehicle on a route. Using the occupant profile and the traffic information, the processor calculates whether the occupant will experience motion sickness when the vehicle travels on the route. A vehicle performance signal correlated to the calculation, is delivered by the processor to initiate motion sickness mitigation. The vehicle performance signal varies operation of a steering actuator, an acceleration actuator, and/or a brake actuator to implement the motion sickness mitigation.

Abstract: A method generates and implements a real-time amelioration action for ameliorating an imminent collision between a self-driving vehicle (SDV) and an object. One or more processors detect that an imminent collision by a self-driving vehicle (SDV) is imminent with a confidence C1, and determine whether the SDV has an occupant of occupant type P with a confidence C2. One or more processors identify an object with which the imminent collision by the SDV is imminent with a confidence C3, and then generate and implement, based on C1, C2, C3, and P, a real-time amelioration action for ameliorating the imminent collision between the SDV and the object.

Abstract: A method of avoiding a collision while operating a vehicle in reverse comprises detecting an object proximate to a vehicle with at least one sensor including detecting objects located along side of a vehicle and determining a predicted vehicle path, including a tracking path for front wheels of the vehicle. A probability is determined with a controller located within the vehicle of collision of one of the front corner and a side of the vehicle with the object while the vehicle is travelling in reverse and at least one collision avoidance response is determined with the controller based on the probability of collision.

Abstract: A control system has at least one sensor configured to track an orientation of a front wheel of a nearby vehicle and provide data indicative of the orientation. 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 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: Example collision avoidance systems and methods are described. In one implementation, a method receives data from multiple sensors mounted to a first vehicle. A collision avoidance system determines a likelihood that a second vehicle will collide with the back of the first vehicle based on the received data. If a collision is likely, the method identifies open space near the first vehicle and determines a best action to avoid or mitigate the likely collision based on the identified open space.

Abstract: A method for joining a driving rank of a vehicle including receiving, by a joining requesting vehicle, information of vehicles in a cooperative adaptive cruise control (CACC) driving rank, transmitting, by the joining requesting vehicle, a joining request message to the vehicles in the CACC driving rank, and receiving, by the vehicles in the CACC driving rank, the joining request message, adjusting, by a rear vehicle and a front vehicle with respect to a position to which the joining requesting vehicle intends to move, among the vehicles in the CACC driving rank, a distance therebetween, determining, by the joining requesting vehicle, whether the joining requesting vehicle is allowed to join the vehicles in the CACC driving rank, and joining, by the joining requesting vehicle, the vehicles in the CACC driving rank and allowing the driving rank to be reconfigured.

Abstract: A vehicle includes at least one autonomous driving sensor configured to detect a traffic flow pattern relative to an intersection. An autonomous mode controller is configured to determine the state of the traffic control device. The autonomous mode controller may estimate when the state of the traffic control device is likely to change based on the traffic flow pattern.

Abstract: A path planning apparatus and method for an autonomous vehicle are provided. The apparatus includes a surrounding information detector that detects surrounding information around the vehicle and a vehicle information detector that detects vehicle information regarding driving states of the vehicle. A vehicle behavior determiner determines vehicle behavior based on the surrounding information and the vehicle information and a driving path generator generates a driving path and a velocity profile for a lane change using the surrounding information and the vehicle information when receiving a lane change signal from the vehicle behavior determiner.

Abstract: A travel control method comprises a step of determining, when the second range becomes small after initiating the lane change as compared with the second range before initiating the lane change, at least one of a method of presenting information to a driver of the subject vehicle when discontinuing or continuing the lane change, a control content after discontinuing or continuing the lane change, and a travel position of the subject vehicle in a road width direction on a basis of a positional relationship in the road width direction between a lane mark which the subject vehicle gets across in the lane change and the subject vehicle.

Abstract: A vehicle control system comprising a speed control system and a traction control (TC) system, the TC system being operable to cause a reduction in speed of one or more wheels when a speed of the one or more wheels exceeds a TC system intervention threshold value, the speed control system being operable in an active state in which the speed control system causes the vehicle to operate in accordance with a target speed value, wherein when the speed control system is in the active state, the TC system intervention threshold value is set to a value selected in dependence at least in part on the target speed value.

Abstract: A variety of methods and arrangements are described for controlling transitions between firing fractions during skip fire or dynamic firing level modulation operation of an engine. In general, actuator first transition strategies are described in which an actuator position (e.g., cam phase, TCC slip, etc.) is changed to, or close to a target position before a corresponding firing fraction change is implemented. When the actuator change associated with a desired firing fraction change is relatively large, the firing fraction change is divided into a series of two or more firing fraction change steps. A number of intermediate target selection schemes are described as well.

Abstract: A method, a control unit and a computer program product for coupling an auxiliary power take-off of a motor vehicle transmission, in which, after a command to couple the auxiliary power take-off, conditions required for the coupling of the auxiliary power take-off are checked and, if the conditions are satisfied, an actuator system for coupling the auxiliary power take-off is activated. If, after the command to couple the auxiliary power take-off, the conditions for coupling the auxiliary power take-off are not fulfilled, then a control unit acts upon drive-train components in order to produce the conditions required for the coupling of the auxiliary power take-off.

Abstract: Disclosed are a method of and an apparatus for controlling a vibration of a hybrid electric vehicle. An apparatus for controlling a vibration of a hybrid electric vehicle may include: an engine position detector detecting a position of an engine; an air amount detector detecting an air amount flowing into the engine; an accelerator pedal position detector detecting a position of an accelerator pedal; a vehicle speed detector detecting a speed of the hybrid electric vehicle; and a controller. The controller controls operation of a motor based on the position of the engine, the air amount, the position of the accelerator pedal, and the speed of the hybrid electric vehicle.

Abstract: A method and system for controlling at least one predefined function of an electronic multi-function apparatus usable during travel by a vehicle driver is provided. The electronic multi-function apparatus is connected to a control unit of the vehicle by a communication link. Data of the vehicle driver and/or data on the journey is acquired, and on the basis of the acquired data at least one characteristic value which is characteristic of the degree of loading of the vehicle driver by his current vehicle control process is formed. The at least one predefined function of the electronic multi-function apparatus is controlled based on the at least one characteristic value in such a way that a degree of loading of the vehicle driver when using the function is matched to the degree of loading of the vehicle driver corresponding to the current vehicle control process.

Abstract: A driver authentication and safety system and method for monitoring and controlling vehicle usage by high-risk drivers. A centralized database comprising a software application can be accessed by an authorized user via a data communications network utilizing a remote computer in order to configure a desired operating profile that matches requirements of the high-risk driver. The operating profile can be loaded to a driver identification and data logging device in conjunction with the remote computer. A master control unit receives a unique identification code from the data logging device to authenticate the high-risk driver and to operate the vehicle within the desired operating profile. A slave control unit receives commands from the master control unit and generates a real time alarm signal if the driver violates the preprogrammed operating profile unique to the driver.

Abstract: A system for monitoring operator behavior, motor vehicle behavior, geography and environment, including at least one mobile device and/or at least one personal monitoring system; application software resident on the mobile device for gathering, recording, characterizing, comparing, classifying and communicating information relevant to the motor vehicle operator, the motor vehicle, the geography, and/or the environment, wherein the information is recorded and processed when the operator is operating the motor vehicle and/or not operating the motor vehicle, and wherein the application software is activated or deactivated based on certain predetermined trigger events; at least one central control system in communication with the mobile device and/or the personal monitoring device, wherein the central control system further augments, processes and classifies the information gathered by the application software and communicates the processed and characterized information to a user of the system; at least one algor

Abstract: A method of simulating manipulating a vehicle, the method including the steps of transmitting a simulation to a plurality of remote devices, gathering information pertaining to a response of each user to the simulation on each remote device, comparing each response of each user to determine a threshold value, rating each user's performance based on the threshold value.

Abstract: The driver's driving behavior will be recorded and a signature will be created either on vehicle or on a cloud data center. The driver signature can be accessed using secure authentication by any vehicle he will be driving. The data collection is a continuous process monitoring driving behavior of the driver. The guidelines from OEM are used to compare driver signature with ideal driving characteristics. Changes are pushed to the vehicle controller to modify controls of individual automotive components to adjust the efficiency of vehicle and improve the ride comfort for the driver. The changes to be made can be decided on a remote cloud system or on the vehicle.

Abstract: Methods and apparatus to selectively disable functions in electronic control units are disclosed. An example method includes executing, via a processor of an electronic control unit in a vehicle, a first software function and a second software function. The method further includes preventing the execution of the first software function while continuing to execute the second software function.

Abstract: A driver authentication and safety system and method for monitoring and controlling vehicle usage by high-risk drivers. A centralized database comprising a software application can be accessed by an authorized user via a data communications network utilizing a remote computer in order to configure a desired operating profile that matches requirements of the high-risk driver. The operating profile can be loaded to a driver identification and data logging module in conjunction with the remote computer. A master control unit receives a unique identification code from the data logging device to authenticate the high-risk driver and to operate the vehicle within the desired operating profile. A slave control unit receives commands from the master control unit and generates a real time alarm signal if the driver violates the preprogrammed operating profile unique to the driver.

Abstract: A vehicle includes an autonomous driving device that executes autonomous drive control; a track generation section that generates a travel track of the vehicle based on an estimation result by a self-position estimation section and a recognition result by an object recognition section; an actuator that moves the vehicle so that the vehicle travels along the travel track; a trigger input pedal disposed at a left side from an accelerator pedal and a brake pedal 102, seen from a driver; and an autonomous drive control start determination section that starts the autonomous drive control when an autonomous drive control start trigger is inputted via the trigger input pedal and it is determined that start of the autonomous drive control is possible.

Abstract: A railroad gondola car may have stake pockets in which to mount stakes to permit a greater vertical envelope to be occupied by lading. The stake pockets are collapsible from a deployed position to a storage position. The stake pockets are mounted on doublers that mount to the side walls of the car in line with the side wall stiffeners and their associated cross-bearers. The connection between the stake pocket and the doubler is deliberately made weaker than the connection between the doubler and the side wall such that under abusive loading conditions the stake pocket may tend to shear off the doubler, and may tend thereby to leave the side wall less damaged than might otherwise be the case.

Abstract: The vehicle including an active suspension system (22) parameterized by a set of adjustment parameters. The railway track is cut into segments. For each segment (T), the method includes campaigns for optimization of the set of parameters, such that: during the first campaign, to each passage of the suspension system (22) on the segment (T), a first set of parameters, specific to this passage, is predefined and applied to the suspension system (22), and a comfort quality index is calculated, and then a metaheuristic algorithm is applied for determining second sets of parameters, and during each following optimization campaign, at each passage of the suspension system over the segment, one of the determined sets of parameters by the previous optimization campaign is applied to the suspension system, and the comfort quality index is calculated, and then the metaheuristic algorithm is applied in order to determine new sets of parameters.

Abstract: The present invention relates to a running gear of a rail vehicle defining a longitudinal direction, a transverse direction and a height direction, the running gear comprising a first wheel unit (103.1) and a second wheel unit (103.2) defining a wheel unit axle distance, a running gear frame (104) supported on the first wheel unit (103.1) and the second wheel unit (103.2), and a first drive unit (107.1) driving the first wheel unit (103.1). The first drive unit (107.1) comprises a first reaction moment support unit (110) connected to the running gear frame (104) at a first support location to balance a drive moment exerted onto the first wheel unit (103.1) by the first drive unit (107.1). The first support location, in the transverse direction, is laterally offset from a center of the running gear frame (104). The first support location, in the longitudinal direction, is located at a first support location distance from a first wheel unit axle of the first wheel unit (103.

Abstract: A railway wheel includes: a wheel including a plate portion; and a brake disc including a circular plate portion whose front face side is a sliding surface, and a plurality of fin portions which are radially projected on a back face of the circular plate portion, wherein two of the brake discs are fastened in a region within the sliding surface. Regarding an area of a section crossing a space between the brake disc and the wheel along a circumferential direction, a minimum section portion in which the sectional area is minimum is present in a region formed by an outer peripheral surface of the circular plate portion and an inner peripheral surface of the rim portion, and the outer peripheral surface of the circular plate portion follows the inner peripheral surface of the rim portion in a region extending to the outer side from the minimum section portion.

Abstract: An interlocking device performs route control for trains based on: first operation diagram information as train operation diagram information on a train which runs between stations; second operation diagram information as train operation diagram information on a train which moves in a station yard; and on-track position information on the trains. The interlocking device changes an order of the route control according to whether a predetermined condition is satisfied.

Abstract: A rail yard management system and method that takes advantage of infrastructure installed in rail yards and on train consists to allow the management of the assembly, disassembly and validation of train consists in the rail yard. A train management system and method is also provided.

Abstract: An urban rail transit train control system based on vehicle-vehicle communications, comprising an intelligent train supervision (ITS) system, a train manage center (TMC), a data communication system (DCS), and an intelligent vehicle on-board controller (IVOC) provided on each of trains, the ITS system. The TMC and the IVOC are communicatively coupled by the DCS, and IVOCs of the trains communicatively coupled by the DCS. IVOCs of all the trains report first train operation information to the ITS system and second train operation information to the TMC in accordance with a predetermined period. The TMC sends the received second train operation information to the ITS system. The ITS system determines a following train that needs a virtual coupling operation and a head train corresponding to the following train, and dispatch a virtual coupling operation instruction to the head train IVOC to perform a virtual coupling operation of trains.

Abstract: A game cart for hauling or carrying a large game animal is collapsible between a deployed position and a collapsed position. The game cart includes an extension member moveably connected with a frame. The extension member rotates about a pivot axis to collapse first and second legs inwardly towards the frame. First and second wheels may be removed from operational stub axles on the first and second legs and may be stored on storage stub axles attached to the extension member. When the game cart is collapsed, the wheels are carried by the extension member so as to allow the entire cart to be carried by a strap. After the cart is carried by a hunter to a remote location, the cart is deployed by reversing the steps of collapsing the cart. The cart carries a hunted large game animal, after a hunt, from a remote location in the wilderness.