Abstract: A method for operating a drive train of a motor vehicle, the drive train having at least one transmission (2) for carrying out different transmission gear ratios between an input shaft (21) and an output shaft (22) of the transmission (2) by selectively engaging hydraulically actuatable shift elements of the transmission (G), the drive train further having an electric machine as a drive source (1), and a hydraulically actuatable or bridgeable starting component (3) in the power path between the drive source (1) and the output shaft (22). The method includes performing a starting process of the motor vehicle driven solely by the drive source (1) with an engaged or bridged starting component (3). The method further includes limiting a drive source torque (1t) during the starting process to a maximum value dependent on a current system pressure (2p) of a hydraulic system of the transmission (2).

Abstract: An engine ECU includes a traveling control unit configured to bring a clutch device into a disconnection state to perform inertial traveling of a vehicle according to satisfaction of predetermined inertial traveling implementation conditions and configured to bring the clutch device into a connection state to cancel an inertial traveling state and perform regenerative power generation according to satisfaction of predetermined regenerative power generation implementation conditions during the inertial traveling, and a required power calculation unit configured to calculate required power of the vehicle; and the traveling control unit selectively performs the inertial traveling or the regenerative power generation an ISG based on the required power calculated in a state in which the inertial traveling implementation conditions are satisfied.

Abstract: A system is described, as well as methods of using the system. The method includes: determining an error within the vehicle driveline system; following the error, determining that a state of a power take-off unit (PTU) within the system is determinable; and then transferring a normal torque from the PTU to a secondary drive unit (SDU) during the error.

Abstract: A method for controlling an engagement of a lock-up clutch (LUC) of a torque converter of a machine is disclosed. The method includes detecting a pedal tap of a pedal, wherein the pedal tap is detected when the pedal is depressed from a position corresponding to a pedal displacement less than a first threshold displacement to a position corresponding to a pedal displacement greater than a second threshold displacement, and then released to a position corresponding to a pedal displacement less than the first threshold displacement within a threshold time duration. The method further includes causing the LUC to move to the LUC unlocked position if the pedal tap is detected.

Abstract: A method for operating a drive train of a motor vehicle in an inclined position, in particular an agricultural or municipal utility vehicle. A connection between a prime mover and at least one drive axle of the motor vehicle is automatically disconnected as part of a function upon actuation of a service brake for stopping the motor vehicle monitored by at least one sensor. To avoid uncontrolled backward rolling, provision is made that a maximum brake pressure applied to achieve or maintain the standstill of the motor vehicle is determined and monitored by continually measuring a brake pressure applied by the service brake. Upon the brake pressure falling below the maximum brake pressure minus a pre-definable pressure difference, the function is automatically deactivated and thus the connection is automatically re-established between the prime mover and the at least one drive axle.

Abstract: A host vehicle includes a combustion engine configured to provide a propulsion torque to satisfy a propulsion demand. The vehicle also includes at least one sensor configured to detect a position of a reference vehicle. A vehicle controller is programmed to determine a path between a current host vehicle location and an upcoming intersection. The controller is also programmed to forecast a path clearance time at which the host vehicle is able to traverse the intersection in response to sensor data indicating the reference vehicle moving within the path ahead of the host vehicle. The controller is further programmed to deactivate the engine prior to a host vehicle stop based on the path clearance time being greater than a time threshold.

Abstract: An autonomous driving system includes a lane change control device that performs lane change control for making a lane change from a first lane to a second lane during autonomous driving of a vehicle. The lane change control device is configured to: determine, from start to completion of the lane change control, whether or not a driver's operation is performed as an abort request operation that requests to abort the lane change control; when the abort request operation is performed, determine whether or not an abort permission condition is satisfied; when the abort permission condition is not satisfied, continue the lane change control; and, when the abort permission condition is satisfied, abort the lane change control and make the vehicle travel in the first lane. The lane change control device changes ease of satisfaction of the abort permission condition depending on the situation.

Abstract: An autonomous driving system includes a lane change control device that performs lane change control for making a lane change from a first lane to a second lane during autonomous driving of a vehicle. From start to completion of the lane change control, the lane change control device determines whether or not a driver's operation is performed as an abort request operation that requests to abort the lane change control. Specifically, the lane change control device: calculates abort necessity level indicating necessity to abort the lane change control, based on driving environment information indicating driving environment for the vehicle; sets criterion for determination such that the criterion becomes more easily satisfied as the abort necessity level increases; and when the driver's operation satisfies the criterion for determination, determines that the driver's operation is performed as the abort request operation.

Abstract: A method for a pilot vehicle for influencing a passing maneuver of at least one second vehicle approaching the pilot vehicle, including the steps: detecting surroundings of the pilot vehicle; identifying a passing intention of the at least one second vehicle; detecting at least one third vehicle on a passing trajectory of the at least one second vehicle; ascertaining and selecting at least one passing maneuver of the at least one second vehicle as a function of the at least one detected third vehicle. The method provides for the emission of at least one signal for controlling the at least one selected passing maneuver. Alternatively provided is a method for a second vehicle for influencing a planned passing maneuver of the second vehicle or a method for a third vehicle for influencing a planned passing maneuver of a second vehicle.

Abstract: A vehicle includes a transmission having input and output shafts and clutches engageable in combinations to create power-flow paths between the input and output shafts. The vehicle further includes wheels driven by the output shaft and a controller. The controller is programmed to engage one of the combinations, and, responsive to the wheels slipping and a desired engine torque reduction exceeding a threshold, command capacity to an additional one of the clutches to reduce torque of the output shaft.

Abstract: A control system for a driveline of a vehicle and method of operating the control system are provided. The system includes a base torque calculation module in communication with a plurality of vehicle controllers. The base torque calculation module determines and outputs a wheel torque command signal. A torque modulation module generates a periodic torque modulation signal based on the wheel torque command signal and a plurality of tire parameters. An adder module adds the periodic torque modulation signal to the wheel torque command signal and outputs a modulated wheel torque command signal to a wheel torque generator to linearize a tire characteristic of the plurality of tires of the vehicle. A slip and force determining module determines and outputs a plurality of slip estimates and estimated forces and a plurality of tire parameters to the torque modulation module, the plurality of vehicle controllers, and base torque calculation module.

Abstract: A tire-mounted sensor includes a vibration detector, an acceleration sensor, a signal processor, and a transmitter. The vibration detector outputs a detection signal according to amplitude of a vibration of the tire. The acceleration outputs a detection signal according to an acceleration of the tire in a radial direction. The signal processor detects a rotational angle of the tire reaching a ground angle during each rotation of the tire, sets a measurement period including a time period during which the rotational angle of the tire is at the ground angle, extracts a ground contact section during which the portion of the tread provided with the vibration sensor is in contact with the ground, in the measurement period, and generates a road surface data based on the detection signal output from the vibration detector during the ground contact section. The transmitter transmits the road surface data.

Abstract: A tire-mounted sensor is mounted to a rear surface of a tread of a tire. the tire-mounted sensor includes: a vibration detector, a signal processor, a transmitter, and an activation controller. The vibration detector outputs a detection signal according to amplitude of a vibration of the tire. The signal processor extracts a ground contact section during which the portion of the tread provided with the vibration sensor is in contact with the ground, from the detection signal, and generates a road surface data based on the detection signal during the ground contact section. The transmitter transmits the road surface data. The activation controller starts an activation of the signal processor at a time in association with the ground contact starting time at which the portion of the tread provided with the vibration detector begins to be in contact with the ground.

Abstract: Provided are an image processing device and an image processing method for acquiring a consciousness level at which a driver recognizes a surrounding environment on the basis of an image of the driver picked up by an in-vehicle camera. An image of an eyelips is picked up by an in-vehicle camera 100 at low resolution and eye positions grasped in the image analysis are corrected for each frame while being subjected to local high-speed processing in parallel, whereby the tracking of the saccade among eyeball movement is realized. That is, active local high-speed eye tracking is performed only on a capture frame 102 in an image picked up by the in-vehicle camera 100, whereby it becomes possible to monitor the saccade of the eye movement without causing an attachment load.

Abstract: A method of estimating driver readiness in a vehicle for performing automated driving includes analyzing a bio-signal and a behavior of a driver through collected driver information, determining a bodily sensory usage state of the driver from the behavior of the driver, deriving chances of task candidates that are probable to occur from the driver during driving from the bodily sensory usage state of the driver to infer a task, determining an intention of the driver on the basis of the inferred chances of the task candidates, and calculating driver readiness using the intention of the driver.

Abstract: A biological information storage system and an in-vehicle biological information storage device include a biological information detection unit configured to detect biological information of an occupant of a vehicle, an in-vehicle storage unit placed in the vehicle to store information, a portable storage unit provided in a mobile terminal that can be carried to the inside of the vehicle to store information, and an in-vehicle information processing unit capable of executing a processing of distributingly storing the biological information detected by the biological information detection unit in the in-vehicle storage unit and the portable storage unit. In this configuration, the biological information storage system and the in-vehicle biological information storage device can use the biological information inside and outside the vehicle.

Abstract: The present invention relates to a self-driving learning apparatus and method using driving experience information. The self-driving learning apparatus includes: an environment information collecting sensor configured to collect driving environment information of a traveling vehicle; a control information collecting sensor configured to collect behavior control information of the traveling vehicle; and a self-driving information generator configured to generate driving experience information by matching driving environment information of a driving environment changing around an ego vehicle to the collected behavior control information.

Abstract: On a vehicle traveling on a downward slope, a driver's intentional checking is erroneously determined to be distracted driving, thus generating an alert. An apparatus includes an image data obtaining unit that obtains image data about a driver, a distracted driving determiner that determines distracted driving based on a face orientation and gaze of the driver captured in the image data and a determination criterion, a traveling state obtaining unit that obtains traveling state data about the vehicle, a traveling state determiner that determines whether the vehicle is traveling downward based on the traveling state data, and a criterion changer that changes, when the vehicle is determined to be traveling downward, the determination criterion for an upward face orientation and the gaze of the driver from a value used when the vehicle is determined not to be traveling downward.

Abstract: The present disclosure relates to a method and system for determining a safety score associated with driver. The method includes: obtaining, by at least one computer, historical transportation service transaction data associated with an identification of a target driver; extracting, by the at least one computer, at least one target feature based on the historical transportation service transaction data; obtaining, by the at least one computer, an estimation model for estimating a safety score that reflects a safety expectation of a driver during transportation services; determining, by the at least one computer, a safety score associated with the target driver based on the estimation model and the at least one target feature; and providing, by the at least one computer, an offer to enter a contract to the target driver based on the safety score.

Abstract: A content selection server according to the present invention includes: a reception unit configured to receive a current location of a vehicle; a storage unit which stores advisory information about one or more objects that exist on one or more roads and require attention on driving; a transmission unit configured to transmit information; and a control unit which can select a content to be played back. The control unit includes a driving concentration level setting unit configured to obtain a driving concentration level (STEP 31) and, based on the obtained driving concentration level, the current location of the vehicle (STEP 31), and the advisory information (STEPS 32 to 33), and selects at least one category of the content to be played back (STEP 34).

Abstract: A method and system of controlling vehicle functionality based on a geopolitical region of the vehicle, the method including the steps of: monitoring a geographical location of the vehicle; resolving the geographical location of the vehicle to a geopolitical region in which the vehicle is located; obtaining permitted vehicle function information for the geopolitical region in which the vehicle is located; and disabling or enabling one or more vehicle functions based on the obtained permitted vehicle function information.

Abstract: A vehicle configuration system includes a controller configured to extract anthropometric information from data defining a vehicle identification number (VIN) for a first vehicle and a customer profile for the first vehicle, and responsive to receiving another VIN for a second vehicle, generate commands such that relative positions of cockpit elements of the second vehicle are adjusted based on the anthropometric information.

Abstract: An Electronic Stability Control (ESC) system for a vehicle is disclosed. An electronic control unit (ECU) is programmed to reduce vehicle lateral skidding by reducing differences between an intended vehicle direction and/or yaw rate and an actual vehicle direction and/or yaw rate by applying modifications to operation of the vehicle brakes and/or throttle. The ESC system receives inputs from wheel speed sensors, a steering wheel position sensor, a yaw rate sensor and a lateral acceleration sensor. The ESC system also receives input that indicates at least a property of the road upon which the vehicle is located, wherein the road upon which the vehicle is located is determined from a positioning system that uses a map database and the property is determined from the map database. The ESC system incorporates the road property information in determining when and/or how to modify operation of the vehicle to reduce vehicle skidding.

Abstract: The present invention provides a vehicle control apparatus in which a function stop caused by an access conflict when a high load is applied can be suppressed. The vehicle control apparatus according to the present invention determines the occurrence tendency of access conflicts by using a function expressed by the number of times of performing exclusive control on a shared storage area and by the number of the resultant access conflicts.

Abstract: The autonomously driving vehicle is fitted with a GPS unit to which a library of points of interest is assigned, and comprises a human-machine interface that is connected to the GPS unit and which comprises at least one of the following input means for the input of a command for the most immediate possible stopping of the vehicle: a unit for speech input that is connected to the interface, a module for recognizing gestures that is connected to the interface, and a touch-sensitive screen that is connected to the interface.

Abstract: A vehicle control device includes a communication unit configured to couple to a first vehicle, and at least one processor that is configured to control, based on a preset condition being satisfied, the communication unit to enable communication between the first vehicle and a second vehicle that is different from the first vehicle, to receive, through the communication unit, an image that has been captured by a camera located at the second vehicle, and to control a display unit located at the first vehicle to display at least one of the received image or information related to the second vehicle.

Abstract: An autonomous driving system includes: a traveling plan creation section that creates a traveling plan of an autonomous driving operation; a traveling state acquisition section that acquires an actual traveling state in the autonomous driving operation; a determination section that verifies the actual traveling state in the autonomous driving operation with the traveling plan of the autonomous driving operation, and determines whether the autonomous driving operation is performed according to the traveling plan; and a notification control section that notifies a determination result of the determination section. The autonomous driving system gives the driver a sense of security.

Abstract: To alert a driver looking in one direction for a relatively long time when changing the vehicle traveling direction, an apparatus includes a data obtaining unit, which obtains sensing data, a gaze direction detector, which detects a driver gaze direction, a gaze direction determiner, which determines distracted driving based on whether the gaze direction deviates by at least a predetermined angle from a traveling direction, and the deviation continues for at least a predetermined allowable duration allowing distracted driving, an alert controller, which outputs a signal instructing to generate an alert, a traveling direction determiner, which detects a change in the traveling direction, and a duration changer, which shortens the allowable duration in response to an intersection being recognized and a change detected in the traveling direction.

Abstract: A display system includes: a first display unit (400) that displays an image indicating a driving assist state of a vehicle which includes an automated driving state; a second display unit (400) that displays an image that resembles a road on which the vehicle travels; and a display control unit (120) that allows the second display unit to display approximately the entire region of a region corresponding to a recommended lane applied to a control unit that performs the automated driving in a predetermined color, and allows a target trajectory generated by the control unit that performs the automated driving to be displayed in a region narrower than the recommended lane.

Abstract: The disclosure relates to a method for assisting a driver of a motor vehicle in which a target value for a future acceleration of the motor vehicle and an actual value for an instantaneous acceleration of the motor vehicle are determined, wherein the target value and the actual value are compared and displayed for the driver on a display panel, wherein the driver is informed whether he should increase or decrease acceleration by actuating a gas pedal of the motor vehicle.

Abstract: A vehicle computer includes a memory and a processor programmed to execute instructions stored in the memory. The instructions include receiving a wheel speed from a wheel speed sensor, receiving a vehicle speed from a vehicle speed sensor, determining a mean vibration magnitude in accordance with the wheel speed and the vehicle speed, and detecting a vibrating vehicle wheel based on the mean vibration magnitude.

Abstract: A drone railway system comprises a rail comprising a contact surface and an interconnect member having a drone connecting end and a rail engaging end, wherein the rail engaging end comprises a contacting member. The rail engaging end is selectively engageable with the rail so the contacting member can contact the contact surface and selectively disengageable with the rail so the drone and interconnect member can fly away from the rail, whereby the drone and interconnect member are able to travel along the length of the rail when the rail engaging end is engaged with the rail. A method of flying a drone comprises engaging a rail with the drone by contacting a contact surface of the rail with a contacting member associated with the drone; traveling along a length of the rail with the contacting member contacting the contact surface of the rail; selectively disengaging the drone from the rail; and flying away from the rail.

Abstract: A rail vehicle having a vehicle frame supported on on-track undercarriages and a hydraulic drive system powered by a motor. The drive system comprises a hydrodynamic drive associated with a first on-track undercarriage as well as a hydrostatic drive associated with a second on-track undercarriage. With the latter is associated a drive pump connected to a drive motor. The motor is designed for a higher power output than is necessary for the operation of the hydrodynamic drive. A pump distribution gear is switched between the motor and the hydrodynamic drive, via which the drive pump of the hydrostatic drive can be connected. This takes place in dependence on a friction value ? between the rail and wheel.

Abstract: A method comprises removing a first deck of a plurality of decks and a second deck of the plurality of decks from an autorack. The method further comprises removing one or more of a plurality of posts of the autorack and coupling a cross-brace assembly to one or more of the plurality of posts, wherein the cross-brace assembly is coupled to the one or more of the plurality of posts at a location above an existing brace bay of the autorack. The method also comprises coupling the second deck of the plurality of decks to the autorack at a location above or below the cross-brace assembly.

Abstract: A method comprises removing a first deck of a plurality of decks and a second deck of the plurality of decks from an autorack. The method further comprises removing one or more of a plurality of posts of the autorack and coupling a cross-brace assembly to one or more of the plurality of posts, wherein the cross-brace assembly is coupled to the one or more of the plurality of posts at a location above an existing brace bay of the autorack. The method also comprises coupling the second deck of the plurality of decks to the autorack at a location above or below the cross-brace assembly.

Abstract: Some embodiments of the present disclosure provide a chassis component of a railway vehicle, and a railway vehicle. The chassis component includes: two lower boundary beams, the two lower boundary beams being provided at an interval; and a cross beam component, the cross beam component being provided between the two lower boundary beams, wherein there are a plurality of cross beam components, and the plurality of cross beam components are provided along a length direction of each of the lower boundary beams at an interval, wherein at least one cross beam component includes a first cross beam and a second cross beam provided below the first cross beam in a height direction of the each of the lower boundary beams, the first cross beam and the second cross beam form a mounting cavity, and a part of a floor of a railway vehicle penetrates into the mounting cavity.

Abstract: The present invention provides a branching unit, the height of which can be reduced, and a vehicular system. The branching unit includes a switch equipped with a fixed electrode and a movable electrode; a first bushing conductor which is connected either to the fixed electrode or to the movable electrode; and a second bushing conductor which is connected to the other of the fixed electrode and the movable electrode. A first T-shaped cable head is connected at one end to the first bushing conductor, a second T-shaped cable head is connected to a different end part of the first T-shaped cable head from the one end, a third T-shaped cable head is connected at one end to the second bushing conductor, the first T-shaped cable head and the second T-shaped cable head are respectively connected to different circuits, and surfaces of the respective T-shaped cable heads and the switch are at a ground potential.

Abstract: An automatic uncoupling mechanism for couplers comprises a coupler knuckle spindle and a driving unit comprising a cylinder body hinged to a coupler body and a telescopic member; and further comprises a first rotating member, a boss and a boss stopper, wherein the first rotating member comprises a crank hinged to the telescopic member and a rotating part being sheathed on the coupler knuckle spindle. The driving unit unidirectionally drives the telescopic member so that the rotating part drives the coupler knuckle spindle to unidirectionally rotate by the contact of the boss with the boss stopper, realizing coupler uncoupling; and, after the driving unit drives the telescopic member to return to its position, the rotation of the coupler knuckle spindle for achieving coupler coupling is not limited by the rotating part.

Abstract: A selective cushioning apparatus for a railway car absorbs draft and buff loads applied to a coupler of a railway car during train assembly and normal operation. The apparatus according to the invention provides better cushioning than a conventional draft gear without the excessive travel and maintenance issues of a hydraulic cushioning unit. In embodiments, the selective cushioning unit is adapted to fit into an AAR standard pocket for a hydraulic cushioning unit.

Abstract: An improved selective travel cushioning device for a railway car is responsive to both draft and buff loads on the coupler, fitting into a standard cushioning unit pocket with little or no reconfiguration of the sill required, while limiting wear on elastic members in the cushioning unit and exhibiting high energy absorption.

Abstract: The present invention relates to the field of transport mechanical engineering. Object—improve performance and operational reliability of a friction shock absorber. The friction shock absorber (FIG. 2) comprises housing (1), whose walls form orifice (2), and bottom (4) that is in contact with return-and-retaining device (5) contacting a friction assembly that consists of the following elements fitted out with friction surfaces (f1-f10): supporting plate (10), pressure wedge (6), stay wedges (7), and reverse-U-shaped movable plates (9) fitted out with side shelves (14) that cover guide plates (8) and are located on supporting plate (10). Return-and-retaining device (5) is available between the guide plates. Additional return-and-retaining device (11) is available between the pressure wedge and the supporting plate.

Abstract: An ECP overlay system for a W-type triple valve includes a manifold body having a pipe bracket face configured to engage a face of a pipe bracket of a railway brake system, a valve face configured to engage a face of a W-type triple valve of a railway brake system, and an electric manifold face. The system also includes an electric manifold assembly engaged with the electric manifold face of the manifold body, with the electric manifold assembly having a pneumatic mode where the electric manifold assembly is configured to allow pneumatic-only control of a brake cylinder of railway brake system and an ECP mode where the electric manifold assembly is configured to allow electronic control of a brake cylinder of a railway brake system.

Abstract: An ECP overlay system for a UIC-type distributor valve includes a manifold body having a pipe bracket face configured to engage a face of a pipe bracket of a railway brake system, a valve face configured to engage a face of a UIC-type distributor valve of a railway brake system, and an electric manifold face. The system further including an electric manifold assembly engaged with the electric manifold face of the manifold body, with the electric manifold assembly having a pneumatic mode where the electric manifold assembly is configured to allow pneumatic-only control of a brake cylinder of railway brake system and an ECP mode where the electric manifold assembly is configured to allow electronic control of a brake cylinder of a railway brake system.

Abstract: An ECP overlay system for a Russian distributor valve includes a manifold body having a pipe bracket face configured to engage a face of a pipe bracket of a railway brake system, a valve face configured to engage a face of a main portion of a Russian distributor valve of a railway brake system, and an electric manifold face. The system further including an electric manifold assembly engaged with the electric manifold face of the manifold body, with the electric manifold assembly having a pneumatic mode where the electric manifold assembly is configured to allow pneumatic-only control of a brake cylinder of railway brake system and an ECP mode where the electric manifold assembly is configured to allow electronic control of a brake cylinder of a railway brake system.

Abstract: A device attached to a railcar of a train is provided. The device comprises a radio frequency (RF) transceiver to transmit and receive a RF signal. The device includes a RF modem configured to convert the received RF signal into a low frequency (LF) analog signal. The device includes a digital signal processor to process the LF signal. The digital signal processor includes a phase detector, a loop filter, and a digitally controlled oscillator. The phase detector compares the LF signal and a reference signal to generate an error signal. The phase detector also determines a state of the digital signal processor, the state being one of a lock state or an out of lock state. Further, the phase detector detects an event that the RF signal is lost and generate a loss signal. The loop filter filters the error signal and generates an error control signal. The digitally controlled oscillator generates the reference signal based on the error control signal, the state, and the loss signal.

Abstract: An information processing system according to the present disclosure includes: an identification data acquirer to acquire first classification information indicating a classification of equipment mounted on a train, first positional information including a formation number of the train, and an equipment identification number unique to the equipment that are transmitted to a maintenance terminal; a vehicle management data acquirer to acquire second classification information indicating a classification of the equipment, second positional information including a formation number of the train, and equipment state information indicating a state of the equipment that are held in a device mounted on the train; and a state history identifier to associate the equipment state information and the equipment identification number with each other upon determination that the first positional information and the second positional information match each other, and the first classification information and the second classific

Abstract: A system is provided having a vehicle. The vehicle includes a chassis, and a first network bus extending from internally in the chassis to a first network port attached externally to the chassis at a first side of the vehicle. The vehicle includes a second network bus extending from internally in the chassis to a second network port attached externally to the first chassis at a second side of the vehicle. The first network bus has a first electrical configuration and the second network bus has a second electrical configuration that is different than the first electrical configuration.

Abstract: An embodiment of the present disclosure provides a route resource controlling method, intelligent vehicle on-board controller and object controller. The method comprises: determining a route search extension distance of a train based on current location and speed of the train, wherein the current route search extension distance is the farthest distance in front of the train that is currently expected to be safe for operation based on current speed of the train; determining the currently required link and route resource contained thereof; determining the target authority of the route resource.

Abstract: A method for securing a level crossing permits timely securing of the level crossing and is particularly effective and reliable. The method proceeds in such a way that vehicle data are received from a track-bound vehicle approaching the level crossing by a stationary control device of a train control system. The vehicle data include at least the current position and the current speed of the track-bound vehicle. A strike-in point is determined on the basis of the received vehicle data and route data including at least the location of the level crossing. Securing of the level crossing is triggered when the strike-in point is reached. A stationary control device for a train control system and an arrangement having such a stationary control device are also provided.

Abstract: The present invention provides an automatic train protection method, a vehicle on-board controller and a train based on vehicle-vehicle communication. The method includes: after a present train runs onto a main track, determining an OC with which the present train needs to establish communication; communicating, by the present train, with the OC to obtain train identifiers of all trains within the jurisdiction of the OC; respectively communicating, by the present train, with the train corresponding to each train identifier to obtain current running information of the train corresponding to each train identifier; identifying a front communication neighbor train of the present train; determining that no hidden train exists between the present train and the front communication neighbor train; and calculating current movement authority MA of the present train according to the current position information of the present train and of the front communication neighbor train.