Abstract: A device for influencing the force of a seatbelt acting on an occupant of a passenger vehicle during a collision, for example. The device includes a rotary damper with a magnetorheological fluid as a working fluid for damping a rotational movement of a damper shaft of the rotary damper when winding or unwinding the seatbelt. The rotary damper has a displacing device with displacing components which engage into one another and which are wetted by the magnetorheological fluid. By using a paired controller, a magnetic field of a magnetic field source with an electric coil can be controlled and the magnetorheological fluid can be influenced in order to adjust the damping of the rotational movement of the damper shaft.

Abstract: A restraint system includes a seat defining a centerline and including a seat bottom and a seatback. A pair of upper retractors are disposed on the seatback, a pair of lower retractors are disposed on the seat bottom, and a pair of middle retractors are disposed on the seat between the pairs of upper and lower retractors. Each pair of retractors includes one retractor disposed on each side of the centerline.

Abstract: A system and method of monitoring and managing a child seatbelt ensures a child is secured before and during a car ride. The system used to implement the method includes a vehicle with at least one child seatbelt, an onboard computer, and at least one computerized seatbelt adapter. The at least one child seatbelt includes a seatbelt tongue and a seatbelt buckle. The seatbelt adapter includes a tongue receiver, a buckle insert, and an adapter lock. The method begins by inserting the seatbelt tongue into the tongue receiver. The adapter lock secures the seatbelt tongue within the tongue receiver, if the ignition is on, and if the vehicle is in a driving mode. The adapter lock is disengaged to release the seatbelt tongue from the tongue receiver if the ignition is off, and if the vehicle is parked. The seatbelt tongue may then be safely removed from the tongue receiver.

Abstract: An autonomous vehicle including a vehicle propulsion system, a braking system, a steering system, and a computing system that is in communication with the vehicle propulsion system, the brake system, and the steering system. The computing system can receive an indication an account associated with a passenger of the autonomous vehicle for a trip of the autonomous vehicle includes a predefined parent-child link with a second account. The predefined parent-child link indicates the account associated with the passenger is subordinate to the second account and a parent-child relationship exists between the passenger and a person associated with the second account. Responsive to receiving the indication of the parent-child link and the passenger being the child in the parent-child relationship, the computing system can control the autonomous vehicle to enable a linked account feature that would otherwise be disabled.

Abstract: A vehicle disable black box in an owner's automobile and will allow a police vehicle to disable the automobile in the event it is stolen and involved in a high speed chase. A police transceiver is located inside a police vehicle. A vehicle disable software program, installed in the police computer, will give the police officer access to the description of nearby automobiles which are equipped with a Vehicle disable black box. Via the software program, the police officer will view a number of automobiles on the computer screen. Using several key features in the software i.e. make, model, license plate, etc., the police officer will determine which automobile is the correct one to disable, and broadcast wirelessly a signal targeting only the desired vehicle. This “disable” signal will be received by the targeted vehicle disable black box, and shut off power to the fuel line of the automobile.

Abstract: A plurality of images of an imaging subject is captured by using a plurality of cameras. The plurality of images is synthesized to generate a synthesized image viewing the imaging subject from a virtual perspective. The synthesized image is displayed on a screen (83). When a user operation for changing the position of the virtual perspective is detected, the position of the virtual perspective in the synthesized image is changed.

Abstract: A method for pairing a key fob with a control unit is provided. The key fob executes an ID authenticated key agreement protocol with a pairing device based on a key fob identification to authenticate one another and to generate a first encryption key. The pairing device encrypts a control unit identification using the first encryption key. The key fob receives the encrypted control unit identification transmitted from the pairing device. The key fob then executes an ID authenticated key agreement protocol with the control unit based on the control unit identification to authenticate one another and to generate a second encryption key. The key fob then receives an operational key transmitted from the control unit that is encrypted with the second encryption key.

Abstract: A mobile device position estimation system includes: a vehicular system having a vehicle side transmitter transmitting an impulse signal, a vehicle side receiver receiving a response signal, and a vehicle side control unit outputting a transmission command signal of the impulse signal and receiving a notification signal of the response signal; and a mobile device having a mobile device side receiver receiving the impulse signal and a mobile device side transmitter transmitting the response signal. The vehicle side control unit includes: a reception detection unit detecting the response signal; a round-trip timer measuring a round-trip time; and a position estimation unit estimating a position of the mobile device. The position estimation unit: calculates a round-trip distance; and determines whether the mobile device is within a detection area.

Abstract: An apparatus includes a vehicle control system (VCS) coupled to a computer of a vehicle via a CAN bus and configured to present selectively appearance of a presence in the vehicle of a smartkey, e.g., by energizing and de-energizing an actual smartkey of the vehicle. The VCS includes a VCS and a Bluetooth® VCS transceiver. The VCS stores VCS software. The apparatus also includes a smartphone with a Bluetooth® transceiver, and storing an app. The mobile device is paired with the VCS to communicate with the VCS via a Bluetooth® link. The app configures the smartphone to receive menu selections from a user, to generate communications that identify smartkey-enabled features of the VCS that correspond to the selections, and to send to the VCS the communications through the link. The VCS software configures the VCS to receive the communications and cause the vehicle to perform actions corresponding to the communications.

Abstract: An electronic key apparatus 100 used by a user of a vehicle in a smart entry system comprises a transceiver 110 configured to perform a radio communication with the vehicle, a sensor device including at least one of a GNSS receiver 161 and an acceleration sensor 162, and a controller 130 configured to control whether to set a transmission stop mode based on an output of the sensor device 160, the transmission stop mode being for causing the transceiver 110 to stop transmission of a radio signal used for unlocking the vehicle or starting a power source of the vehicle.

Abstract: The above security device determines whether there occurs screening between a movable body such as a vehicle and a user, and controls the security level in accordance with the determination result. Specifically, the security device sets the security level high when there occurs screening between the movable body and the user, and sets the security level low when there occurs no screening.

Abstract: The present disclosure provides a sensor cleaning system that cleans one or more sensors of an autonomous vehicle. Each sensor can have one or more corresponding sensor cleaning units that are configured to clean such sensor using a fluid (e.g., a gas or a liquid). Thus, the sensor cleaning system can include both a gas cleaning system and a liquid cleaning system. According to one aspect, the sensor cleaning system can provide individualized cleaning of the autonomous vehicle sensors. According to another aspect, a liquid cleaning system can be pressurized or otherwise powered by the gas cleaning system or other gas system.

Abstract: A vehicle rinsing assembly includes at least one blower unit having a housing with an air inlet and an air outlet. The air inlet is in communication with a motor unit to draw air into the housing. The rinsing assembly also includes a fluid nozzle disposed on the blower unit and in communication with a fluid source to direct fluid onto the vehicle exterior. The rinsing assembly includes an actuator in communication with the at least one blower unit to direct air emitted from the air outlet in different preselected directions with respect to the vehicle exterior. The rinsing assembly is in communication with a controller such that air from the air outlet and fluid from the fluid nozzle are emitted simultaneously onto the vehicle exterior surface to remove excess water therefrom. The controller is also in communication with the actuator to vary the direction of air flow in response to a location of the vehicle with respect to the at least one blower unit.

Abstract: A product metering system for accurately dispensing one or more products. The product metering system generally includes a vehicle wash product supply fluidly connected to an electronic control valve and a control unit in communication with the electronic control valve. The electronic control valve operates at an open/close ratio that dispenses the product supply at a desired flow rate.

Abstract: This disclosure teaches a device and a system having a gear reduction ratio for use with power tools to mechanically connect to drive shafts of trailer jacks. The device enables the power tools to extend or retract the legs of the trailer jacks in an efficient and easy manner. The device may be installed or retrofitted to existing high capacity trailers or integrated with newly manufactured trailers. In some embodiments, the device has a first interface, a gear train or an equivalent torque magnification mechanism, and a second interface. The first interface enables a power tool or a hand tool to rotationally engage the gear train. The second interface enables the output torque from the gear train to apply to rotate a shaft to raise and/or lower one or more trailer jacks. A power drill can thus couple with the first interface to lift or lower the trailer.

Abstract: A support apparatus is equipped with a support foot of hydraulic type that comprises: a cylinder equipped with a cavity axially shaped that has a longitudinal axis, a piston slidably received in a sealed manner in the cavity so as to divide said cavity into a first chamber and a second chamber, a stem provided with a first end fixedly connected to the piston and a second end that protrudes from the cylinder, a base fixed to the second end of the stem, and an actuation group of the support foot configured to selectively send a pressurised work fluid to the first chamber or to the second chamber so as to change the relative position of the base with respect to the cylinder.

Abstract: An electromagnetic valve including a solenoid to generate an electromagnetic force; a cylindrical member at least partially disposed in the solenoid and made from a non-magnetic material; a movable member configured to be moved in the cylindrical member in an axial direction of the valve based on the solenoid, the movable member including a restriction portion on one end side of the movable member; a plunger including one end portion located on the one end side and an opposite end portion located on an opposite end side of the movable member, the plunger being restricted in a movement thereof in a radial direction due to the opposite end portion disposed at the restriction portion. A movable amount of the movable member in the radial direction in the cylindrical member is less than a movable amount of the plunger in the radial direction relative to the restriction portion.

Abstract: The present disclosure relates to an apparatus and a method for controlling a braking pressure of a powered booster brake system, the apparatus including a pedal stroke sensor configured to detect a manipulation degree of a brake pedal; an electronic control unit (ECU) configured to calculate a braking pressure using the detection result of the pedal stroke sensor; and a motor configured to move a piston inside a pump to perform a braking operation under control of the ECU, wherein the ECU determines a first position of the piston, which corresponds to the braking pressure, and controls the motor on the basis of a position of the piston.

Abstract: A control device including a fluid pressure control unit for controlling a pressure in a wheel cylinder by driving an electric motor of a pump on the basis of a command value; a motor target calculation unit for calculating a motor speed target value in accordance with an amount of increase in a fluid pressure target value; and a difference calculation unit for deriving a calculated value representing a difference obtained by subtracting the actual value from the target value for either the electric motor rotation speed or the pressure. The fluid pressure control unit derives the command value such that when the motor speed target value is less than the previous actual value for the electric motor rotation speed, the previous actual value is made the upper-limit of the command value, and the command value increases in proportion to the motor speed target value and to the calculated value.

Abstract: Disclosed are an electronic brake system and an operating method thereof: including a master cylinder for discharging a pressurized medium in accordance with a displacement of a brake pedal, a simulation apparatus for providing a pedal feeling to a driver, a hydraulic pressure supply apparatus for generating a hydraulic pressure by operating a hydraulic piston by an electrical signal outputted corresponding to the displacement of the brake pedal, and a hydraulic pressure control unit for controlling the hydraulic pressure of the pressurized medium supplied to each of wheel cylinders, and performing a normal operation mode, an abnormal operation mode and an inspection mode.

Abstract: A swivel coupling assembly includes a first annular member having at least one annular barb, a shoulder and at least one annular groove containing a seal. There is a first bearing surface and a second bearing surface either side of the annular groove. The first and second bearing surfaces have a width equal to or greater than a width of the annular groove. There is a second annular member having an inner surface defining a bore configured to receive the first annular member. When joined, the shoulder of the first annular member frictionally engages the bore of the second annular, thereby allowing rotation. The seal engages with and seals the bore at a location between the ends of the second member. and spaced by a distance of at least the width of the first and second bearing surfaces from the shoulder and the second opening, respectively.

Abstract: A hydraulic system bleed system for a vehicle, including a hydraulic system bleed device, including a pneumatic air cylinder containing air in an interior portion thereof, a ram rod disposed at least partially within the pneumatic air cylinder, such that the pneumatic air cylinder and the ram rod are disposed between a steering wheel and a brake pedal of the vehicle, and a recoil spring disposed within the interior portion of the pneumatic air cylinder to provide a springing reciprocating movement for the ram rod, and a mobile device to provide a signal to the hydraulic system bleed device to initiate the reciprocating movement such that the brake pedal is depressed.

Abstract: A vehicle includes an engine, an electric machine, and a controller. The engine and the electric machine are each configured to generate power. The controller is programmed to, responsive to a power demand exceeding a first threshold while the electric machine is generating power alone, start the engine. The controller is further programmed to, responsive to the power demand exceeding the first threshold and an operator input to suppress an engine startup, override starting the engine for a predetermined period of time.

Abstract: Provided is a control method for hybrid vehicles that change an operation mode of the vehicle between HEV mode and EV mode in accordance with the size of a target drive force. When the manual-driving mode is set, the target driving force is calculated based on a vehicle-speed and a driver's driving operation, and when self-driving is set, the target driving force is calculated based on a target vehicle-speed and an actual vehicle-speed. When self-driving is set, an amount to enlarge a dead-zone width W? to control the motor generator to perform powering relative to the dead-zone width when the manual-driving mode is set is set larger than an amount to enlarge a dead-zone width to control the motor generator to perform regeneration relative to the dead-zone width when the manual-driving mode is set.

Abstract: Systems and methods for operating a hybrid powertrain or driveline that includes an engine and an integrated starter/generator are described. In one example, the integrated starter/generator may rotate a torque converter during a vehicle activation process if a vehicle soak time exceeds a threshold. The integrated starter/generator may not rotate the torque converter during a vehicle activation process if a vehicle soak time is less than the threshold.

Abstract: Among other things, a planning process is associated with an autonomous vehicle. The planning process has inputs including static map data and dynamic data from sensors on the autonomous vehicle and outputs including a route to be driven through a road network to reach a goal position, a continually updated choice of a currently selected stopping place in the vicinity of the goal position, and a trajectory to be executed through a road network to reach the currently selected stopping place. A communication element communicates information about the updated choice of a currently selected stopping place to a device of a passenger, receives from the device of the passenger information about the goal position, and delivers the information to the planning process as an input.

Abstract: The vehicle attitude control device generates target yaw moment on the basis of the deviation between a standard yaw rate and an actual yaw rate and is applied to a vehicle driven with the target yaw moment. The vehicle attitude control device is provided with a detection speed processor that performs a process such that a vehicle speed gently changes, a limit yaw rate calculator that determines a limit yaw rate by dividing lateral acceleration by the processed vehicle speed, and a standard yaw rate corrector that corrects the standard yaw rate using the limit yaw rate when the standard yaw rate is higher than the limit yaw rate. A target yaw moment calculator generates target yaw moment on the basis of the deviation between the standard yaw rate corrected by the standard yaw rate corrector and the actual yaw rate.

Abstract: A safety control apparatus for an autonomous parking system includes: a sensor collecting data of a vehicle; a communication device transmitting a message informing a presence of a passenger in the vehicle to a driver terminal depending on whether the passenger is present in the vehicle; a driver device performing an autonomous parking operation when the autonomous parking operation for the vehicle is selected through the driver terminal; and a controller determining whether the passenger is present in the vehicle before the autonomous parking operation. The controller also determines whether the passenger in the vehicle intends to exit the vehicle, and controls an operation of the driver device during the autonomous parking operation.

Abstract: In order to control a technical system, a user control variable is read in and a plurality of control variable variants of the user control variable are generated. A respective trajectory of the technical system is extrapolated for the user control variable and for the control variable variants, for which a respective reliability is evaluated. Furthermore, a respective distance of each control variable variant to the user control variable is determined. The user control variable is then selected as a control signal for the technical system in the event that the trajectory extrapolated for the user control variable is evaluated as reliable. Otherwise, a control variable variant with an extrapolated trajectory evaluated as reliable is selected from the control variable variants as a control signal, wherein a control variable variant with a low distance is preferably selected. Finally, the control signal for controlling the technical system is emitted.

Abstract: A vehicle control device including an acquisition unit for acquiring an object position detected by an object detection sensor, an identification determination unit for determining that a plurality of object positions relates the same object when the plurality of object positions is acquired by the acquisition unit, and a selection unit that selects a current target position from among the plurality of object positions based on the previous object position that was set as the operation target of a safety device in the case when the identification determination unit determines that the plurality of object positions relates to the same object, and an operation control unit for controlling the operation of the safety device based on the current target position.

Abstract: A vehicle device applied to a vehicle is provided. The vehicle is equipped with obstacle sensors that, respectively, detect obstacles, the obstacle sensors have respective detection ranges spreading toward at least one of a right lateral side or a left lateral side of the vehicle, and the detection ranges are arranged in an anteroposterior direction of the vehicle. The vehicle device includes a determination unit configured to successively determine a movement state of one of the obstacles relative to the vehicle based on a transition of one of the obstacle sensors which detects the one of the obstacles.

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 system for control of a steering system of a vehicle, mechanically coupled to the wheels and including an actuator for applying a force or a torque to the steering system. A force or torque can be superimposed on a force or torque originating from the wheels. The system includes a detection unit disposed on the vehicle and configured for anticipatorily detecting at least one surface condition of a surface section located ahead of the vehicle in the direction of vehicle travel and subsequently driven on by the vehicle. The system including a data processing unit disposed on the vehicle and connected to and communicating with the detection unit. The data processing unit configured for generating control signals for controlling an actuator of the steering system based on the detected surface condition.

Abstract: A speed control system for controlling a speed of a vehicle to a predetermined target speed is provided, wherein in order to achieve and maintain the target speed, a control unit transmits corresponding control signals to a drive unit or a brake unit, and wherein the control unit is configured, during active speed control, to detect the end of a manually triggered temporary acceleration request, to detect the actual speed at the end of a manually triggered temporary acceleration request and to generate a signal to initiate a coasting mode if, after the ending of the manually triggered temporary acceleration request, the actual speed is greater than the predetermined target speed.

Abstract: A vehicle transmission system may include an engine outputting power from fuel combustion, a transmission coupled to the engine and including at least one clutch to control torque input from the engine, an supercharger compressing an intake air and supplying the compressed intake air to the engine, and a control unit, where, when a predetermined acceleration condition is satisfied, the control unit is configured to operate the supercharger and to control the transmission according to a transmission clutch stroke operation map corresponding to the operation of the electric supercharger, to vary an engagement speed of the clutch when the supercharger is operated.

Abstract: Systems and methods for improving operation of a vehicle that includes an engine that may be automatically stopped and started are presented. In one example, vehicle launch control parameters are adjusted responsive to a learned driving style. The approach may provide vehicle launches that are closer to driver expectations than vehicle launches that are based solely on accelerator pedal position.

Abstract: A launch control system launches a vehicle from a slowed speed or stopped condition, to an accelerated speed. The system is activated by operating a switch while the vehicle is stopped. An acceleration pedal is depressed while an up shifter paddle and down shifter paddle are being held in a shifting position. The system launches the vehicle when the up shifter paddle and the down shifter paddle are simultaneously moved to a non-shifting position. The system automatically switches gears during the launch so as to increase the speed of the vehicle. The system is activated until the speed of the vehicle reaches a speed associated with the amount the accelerated pedal is depressed. The system may further inhibit yaw rotation of the vehicle during launch by moderating a rotation rate of the vehicle engine.

Abstract: A backward driving control method for a hybrid vehicle may include a condition determination operation of, when the driver performs a shifting to a reverse gear stage, determining whether the rotation speed of a motor in the forward direction exceeds a reference speed and whether the torque of the motor exceeds a reference torque, a first backward driving operation of, when the rotation speed of the motor exceeds the predetermined reference speed and when the torque of the motor exceeds the predetermined reference torque, implementing the reverse gear stage using a backward driving implementation device of the transmission, a zero-torque control operation of decreasing the torque of the motor to zero, a forward driving conversion operation of shifting the transmission to a forward gear stage, and a second backward driving operation of driving the motor in the reverse direction to implement the reverse gear stage.

Abstract: The lane change intention discrimination portion executes intention discrimination processing when it receives from the vehicle control ECU an instruction for controlling the blinker. The intention discrimination processing is processing to discriminate what type of pattern for the lane change operation was demanded in the instruction for controlling the blinker. The start and exit timing setting portion executes timing setting processing based on a discrimination result of the intention discrimination processing. The timing setting processing is processing to set a start timing and an exit timing of the lighting operation of the blinker.

Abstract: A control apparatus for a hybrid vehicle in which a friction clutch and a one-way clutch are disposed in parallel with each other between an engine and an electric motor. The transmission is disposed between the electric motor and drive wheels. The friction clutch connects and disconnects between the engine and the electric motor. The one-way clutch transmits a drive force in a direction from the engine toward the electric motor. The vehicle runs in (i) an electric-motor running mode with operation of the electric motor or (ii) a hybrid running mode with operation of the engine. The control apparatus is configured, upon execution of a shift-up action of the transmission with the hybrid running mode being selected and with the friction clutch being in a non-engaged state, to execute a shift-up action control by which the shift-up action starts to be executed after the friction clutch has been engaged.

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: The electric vehicle control method is a control method that includes the motor that gives braking force or driving force to a vehicle in accordance with an accelerator operation, by which the braking force is controlled when an accelerator operation amount is smaller than a given value and the driving force is controlled when the accelerator operation amount is the given value or larger. The electric vehicle control device estimates disturbance torque that acts on the motor as resistance component relating to a gradient and executes correction by which the braking force or the driving force is increased or decreased so as to cancel the resistance component in accordance with a disturbance torque estimated value Td. Then, on a downhill road at a given gradient or more, a correction amount of the braking force or the driving force is reduced.

Abstract: A system and method are provided for dynamically protecting one or more transportable articles in a vehicle. The system may include an interior data collection component configured to collect transportable article data representing one or more transportable articles in the vehicle, a plurality of article protections components configured to protect the one or more transportable articles when deployed, and one or more processors configured to determine, by processing the transportable data, one or more characteristic(s) and/or trait(s) of the one or more transportable articles; select a subset of the plurality of article protection components to deploy based on the one or more characteristic(s) and/or trait(s) of the one or more transportable articles; and deploy the selected subset of the plurality of article protection components to protect the one or more transportable articles.

Abstract: Autonomous driving assistance devices, methods and programs generate assistance information to be used in autonomous driving assistance that is executed in a vehicle. The devices, methods and programs set a target travel trajectory that is an aimed travel trajectory for a road on which the vehicle travels and set a control target point to a position that is located on the target travel trajectory and ahead of a trajectory generation start point in a direction in which the vehicle is traveling based on a type of autonomous driving assistance being executed in the vehicle. The devices, methods and programs generate a control trajectory to be followed by the vehicle by using a trajectory from the trajectory generation start point to the control target point.

Abstract: A vehicle includes a receiving part configured to receive an emergency signal, an alert control part configured to determine a speech speed of an emergency alert based on current position information of the vehicle and map information of surroundings of the vehicle when the emergency signal is received by the receiving part, and an output part configured to output the emergency alert using the speech speed determined by the alert control part.

Abstract: A vehicle control system of an embodiment includes a recognizer that recognizes a peripheral environment of a vehicle, a driving controller that performs driving control based on speed control and steering control of the vehicle on the basis of a recognition result of the recognizer, an acquirer that acquires a remaining energy amount of a terminal device, and a notifier that performs a notification for prompting an increase of the remaining energy amount when the remaining energy amount acquired by the acquirer while an occupant is aboard the vehicle is less than a first threshold in a case where an instruction to cause a vehicle to enter a parking area in which the vehicle is able to be parked by traveling based on the driving control or an instruction to cause the vehicle to exit the parking area is performed by the terminal device.

Abstract: A rail vehicle includes a car body having both a passenger space and a stowage space that is provided with a controller and at least one station for accommodating light electric vehicles. The stations have a chassis, a holding structure, a locking mechanism, and a power outlet. The holding structure can hold the light electric vehicle stationary. The locking mechanism can retain the light electric vehicle in the holding structure. The power outlet can deliver electrical power to a battery of the light electric vehicle when the light electric vehicle is secured in the holding structure and connected to the power outlet. The power outlet can be connected to an electrical power network of the rail vehicle. The controller can selectively send a release signal to the locking mechanism, so as to release the locking mechanism, and to selectively operate the power outlet so as to deliver the electrical power.

Abstract: A railcar hatch control system and method for operating railcar hatches of a multi-railcar train is disclosed. A multi-railcar train may have a locomotive and a plurality of railcars having railcar hatches that can be opened and closed. The system and method may include displaying railcar identification information for the railcars on an operator display device, and receiving selections of railcars from an operator that will have a railcar hatch operation performed thereon, such as opening or closing the hatches. The railcar hatch operation is input, and the system and method control the railcar hatch operation being performed only on the selected railcars, and not on the railcars that have not been selected by the operator. The system and method may have operator interfaces devices at an operator station of the train, or at a remote location or on a remote device that communicates wirelessly with the train.

Abstract: A method of controlling a vehicle to soft-land at a target destination includes: determining a terminal set, which is a set of system states of the vehicle under which the vehicle will converge to a target set under constant zero control input; determining a sequence of polytopes, each polytope being an approximation of a backward reachable set of system states of the vehicle; and controlling the vehicle to reach the destination based on the determined polytopes. The method may be performed by one or more controllers.

Abstract: A train information management device sends and receives information to and from both a train-controlling in-vehicle wireless station for controlling an operation of a train, and a door-controlling in-vehicle wireless station for controlling vehicle doors. The device includes a wireless train control unit, an automatic operation unit, and a door control unit. The wireless train control unit receives route information represented by a consecutive block sequence and information on a stop limit location that the train may reach without hindering a preceding train, and if this route information includes a station block number, consults an in-vehicle database to extract, before the train arrives at a platform, an arrival track where the train is to stop, a stop target location at a stop station dependent on a travel direction of the train, and which of the vehicle doors is to be opened, and stops the train in accordance with the route information.