Abstract: A method of operating a vehicle control device for an article transport system in a production factory include identifying a first access point that is disabled from communicating with the vehicle control device among access points for performing wireless communication with respective vehicles in the production factory, identifying a first vehicle positioned in a disabled communication region corresponding to a coverage of the first access point, and transmitting a first message, which is intended to be transmitted to the first vehicle, to a second vehicle connected to a second access point and transmitting a second message for instructing the second vehicle to move to the disabled communication region.

Abstract: A vehicle remote instruction system is a system in which a remote operator performs a remote instruction relating to travel of an autonomous driving vehicle according to a situation of the autonomous driving vehicle. The system includes: a recording required situation determination unit configured to determine whether or not the autonomous driving vehicle traveling according to the remote instruction is in a predetermined recording required situation, based on detection information from a vehicle-mounted sensor of the autonomous driving vehicle, if the remote operator performs the remote instruction on the autonomous driving vehicle; and a remote instruction result recording unit configured to record position information of the autonomous driving vehicle as a result of the remote instruction, if it is determined by the recording required situation determination unit that the autonomous driving vehicle is in the recording required situation.

Abstract: A system may include a first vehicle and a first control system that may control one or more vehicle operations of the first vehicle. The first control system may perform operations including receiving a first vehicle operation signal from a second control system associated with a second vehicle, sending one or more requests to one or more computing systems for a confirmation of the first vehicle operation signal, and determining a set of vehicle instructions to control the one or more vehicle operations based on whether one or more responses from the one or more computing systems provide the confirmation. The first control system may then control the first vehicle based on the set of vehicle instructions.

Abstract: An autonomous driving device 100 is configured to set a target route to merge into a first main line L11 from a branch line L20 based on waypoints P set in a lane. If it is determined by the merge determination unit 14 that the merge is not easy, the target route setting unit 15 is configured to select the waypoint P on the branch line L20 set at the position on an end edge E side of the branch line L20 as the end edge waypoint Pa closest to the end edge E side on the branch line L20 to be selected for setting the target route, compared to a case where it is determined that the merge is easy.

Abstract: A control method for supporting dynamic coupling and uncoupling of a train includes: step A, acquiring stored coupling status information during an initialization phase; step B, loading an off-line configuration of a corresponding composition according to the stored coupling status; step C, collecting three sets of input signals related to the coupling; step D, determining whether a train coupling status is proper according to the collected signals, then turning to step E if yes and turning to step F if no; step E, determining whether a current coupling status is consistent with the off-line configuration used in step B, then performing step H if yes and performing step G if no; step F, requesting emergency braking, and reporting an alarming error; step G, requesting emergency braking, re-writing coupling status information with codes after determining that the train is stationary, and then turning to step A for re-initialization.

Abstract: A system includes one or more processors configured to communicatively link a first operator control unit (OCU) disposed off-board a vehicle system with a vehicle control system (VCS) disposed onboard the vehicle system. The vehicle system is formed from first and second vehicles. The VCS is configured to remotely control movement of the second vehicle from the first vehicle, wherein the one or more processors configured to receive a control signal communicated from the first OCU to a communication device that is onboard the first vehicle. The control signal dictates a change in movement operational setting of the second vehicle. The one or more processors configured to direct the communication device to communicate the control signal from the first vehicle to the second vehicle via the VCS, wherein movement of the second vehicle is automatically changed responsive to communicating the control signal from the first vehicle to the second vehicle.

Abstract: A system and method for reducing the threat of derailment of a train during deceleration is provided. An individualized braking force for each rail car of a train, such individualized braking force being determined by the braking deceleration of the train's locomotive, may be calculated by the rail car's controller and is directly proportional to the mass of the rail car. The controller may utilize the various forces acting upon the individual rail car as measured by a plurality of sensing and measuring devices to dynamically adjust the braking force applied to the individual rail car's brakes. Such a system and method allows for the train to act as a single body mass when decelerating to eliminate rail car pile-up and reduce the threat of derailment.

Abstract: A track displacement measurement device is a track displacement measurement device that measures displacement of the track on which a railroad car runs, and determines first displacement of the track by performing processing including an integration operation based on motion detection signal responsive to motion of the railroad car due to displacement of the track, determines second displacement of the track based on the rotational movement detection signal responsive to rotational movement of the railroad car, and determines combined displacement of the track based on the first displacement and the second displacement.

Abstract: The disclosure relates to a non-national standard turnout drive system based on a double 2-vote-2 architecture, including an interlocking processing subsystem IPS, an interlocking maintenance station SDM, a non-national standard turnout drive module HIOM and an interlocking maintenance station SDM, wherein the non-national standard turnout drive module HIOM, a full-electronic communication module EIOCOM2, and the interlocking processing subsystem IPS are connected with each other in order, and the full-electronic communication module EIOCOM2 is connected to the interlocking maintenance station SDM; two non-national standard turnout drive module HIOMs, which are mutually redundant, obtain turnout drive commands through the interlocking processing subsystem IPS to control drive relays in a non-national standard turnout to lift and fall for driving the turnout to rotate toward a specified direction, while collecting representation information of the turnout and determining a position of the turnout.

Abstract: An apparatus for controlling a vehicle and a method thereof are provided. The apparatus includes a connectivity control unit (CCU) to internetwork with a server through a wireless network to provide a connected car service and an integrated body unit (IBU) to perform low power communication with another vehicle to control the CCU.

Abstract: A railroad crossing control system (100) includes a constant warning time device (40) with a control unit (50) configured to produce multiple signals, and a wheel sensing system (120) comprising at least one sensor (122) connected to a rail (20a, 20b) of a railroad track (20) at a predetermined position (P), wherein the wheel sensing system (120) detects a presence of railroad vehicle travelling on the railroad track (20) such that the at least one sensor (122) detects wheels of the railroad vehicle using electromagnetic fields, wherein the wheel sensing system (120) provides speed values of the railroad vehicle to the constant warning time device (40), and wherein the constant warning time device (40) produces a constant warning time signal for controlling a railroad crossing warning device in response to receiving the speed values of the wheel sensing system (120).

Abstract: A method of communication-based train control system migration includes scanning a guideway to generate surveying data and processing surveying data to calculate a 3-D representation of the guideway. Appropriate locations are determined for the communication-based control devices on the guideway. Communication-based train control devices are installed in a guideway at the determined appropriate locations and vehicles are retrofitted with an autonomy platform. Testing of the control devices and retrofit vehicles is performed. A communication-based train control system is used to control the retrofit vehicles when they operate within the guideway.

Abstract: A vehicle orientation determination system includes one or more processors configured to determine a first distance between a reference device disposed on a first vehicle and a front device disposed on a second vehicle. The first and second vehicles are both disposed on a route. The one or more processors are further configured to determine a second distance between the reference device disposed on the first vehicle and a rear device disposed on the second vehicle. The front device is located more proximate to a front end of the second vehicle than a proximity of the rear device to the front end. The one or more processors are configured to determine that the second vehicle has a common orientation as the first vehicle relative to the route based on the first distance being less than the second distance.

Abstract: An information processing apparatus according to an embodiment includes a diagram processor configured to calculate, based on a first diagram of first to n-th train lines including at least one time of: times of departure of a vehicle from stop positions, times of arrival of the vehicle at the stop positions, and times of pass of the vehicle through the stop positions, an adjustment amount of the time; and an output diagram creator configured to create a second diagram based on the calculated adjustment amount and the first diagram.

Abstract: Systems and methods are provided for decentralized rail signaling and positive train control. A decentralized train control system may include a plurality of wayside units, configured for placement on or near tracks in a railway network, and one or more train-mounted units, each configured for use in a train operating in a railway network that support use of the decentralized train control system. Each train-mounted unit may configured to receive communicate with any wayside unit and/or train-mounted unit that comes within range, with the communicating including use of ultra-wideband (UWB) signals, and for generating control information based on the UWB signals, for use in controlling one or more functions associated with operation of the train.

Abstract: A vehicle control system and method wirelessly communicate from at least one wireless transmitter positioned proximate a route crossing to a wireless receiver of a vehicle via a wireless wayside transceiver. The system and method communicate an indication of whether the route crossing is clear for passage of the vehicle through the route crossing. The system and method receive the indication by the wireless transmitter and using the vehicle receiver. A vehicle controller or an operator of the vehicle can determine whether it is safe for the vehicle to travel through the route crossing based on the indication received by the vehicle receiver from the portable transmitter. The vehicle can then be operated based on the determination.

Abstract: The present invention relates to a method for automatically planning maintenance in railway, the method comprising the steps of determining maintenance for different assets at different locations comprising determining at least one of a predicted technical condition of an asset and automatically optimizing the planning accordingly. Further, a railway planning system for automatically planning maintenance comprising a determining component for determining maintenance for different assets at different locations comprising a determining component for determining at least one of a predicted technical condition of an asset and an optimization component for automatically optimizing the planning accordingly.

Abstract: Included are: a storage unit that stores device installation position information indicating installation positions for devices installed under floors of vehicles of a train, stores reading locations at each of which at least one individual information item identifying one of the devices is read from an identification tag storing the individual information item, each of the reading locations being where radio waves are emitted toward the identification tag affixed to corresponding one of the devices, and stores, correspondingly to radio wave strength for each of the plurality of the reading locations, at least one individual information item that is read with varied radio wave strengths in radio wave emission; and a position specifying unit that ascertains which device carrying the individual information item is in which installation position of the vehicles of the train and associates the installation position with the individual information item identified.

Abstract: A transport robot is disclosed. The transport robot may include a cover driver, a power supply, and a processor. The transport robot may execute an artificial intelligence (AI) algorithm and/or a machine learning algorithm, and may communicate with other electronic devices in a 5G communication environment. As a result, user convenience may be improved.

Abstract: A system for monitoring usage of rail car brake equipment and determining whether the actual lifespan of the brake equipment is shorter than an expected lifespan had the brake equipment been used under normal or constant parameters. The system includes a sensor for collecting and outputting data indicating how the brake equipment has been actually used. A controller is programmed to receive the data regarding how the brake system component has been used and to calculate whether the brake system component has an estimated lifespan that is shorter than the expected lifespan. The sensor may comprise an ambient temperature sensor, a flow sensor that determines the air used by the braking system that includes the brake system component, and/or a pressure sensor that can determines how frequently and in what manner the brake system has been used.

Abstract: A control device is for at least two traction engines of a railway vehicle. The control device includes an estimation module configured to estimate a traction power requirement of the rail vehicle as a function of at least one position signal of the rail vehicle, a determination module configured to determine a required operating state of each engine based on the power requirement, an adaptation module configured to determine, from the required operating state of each engine, an adapted operating state of said engine as a function of at least one specific parameter relating to the operation of the rail vehicle, and an emission module configured to emit a control signal to each engine.

Abstract: A system for detection and identification of objects and obstacles near, between or on railway comprise several forward-looking imagers adapted to cover each different range forward and preferably to be sensitive each to different wavelength of radiation, including visible light, LWIR, and SWIR. The substantially homogeneous temperature along the rail the image of which is included in an imager frame assists in identifying and distinguishing the rail from the background. Image processing is applied to define living creature in the image frame and to distinguish from a man-made object based on temperature of the body. Electro optic sensors (e.g. thermal infrared imaging sensor and visible band imaging sensor) are used to survey and monitor railway scenes in real time.

Abstract: An autonomous driving device 100 is configured to set a target route to merge into a first main line L11 from a branch line L20 based on waypoints P set in a lane. If it is determined by the merge determination unit 14 that the merge is not easy, the target route setting unit 15 is configured to select the waypoint P on the branch line L20 set at the position on an end edge E side of the branch line L20 as the end edge waypoint Pa closest to the end edge E side on the branch line L20 to be selected for setting the target route, compared to a case where it is determined that the merge is easy.

Abstract: A system for navigating within a track network includes, as system components, a system central, a track maintenance machine and a communication device. The system central is set up for administering network data representing a model of the track network. The track maintenance machine is suited for treatment of track sections of the track network. The track maintenance machine includes a navigation device for processing navigation data derived from the network data. The communication device is provided for data exchange between the system central and the navigation device. The system includes at least one movable or stationary carrier platform with sensors for collecting raw data representing characteristic information of the track network. A big data framework is set up in the system central to evaluate the raw data and synchronize them with the network data. Automated updating of the network data can be carried out with the system.

Abstract: A system for consumer goods management includes at least one sensor and at least one processor. The at least one sensor is configured to identify consumables and provide tracking information corresponding to the consumables. The at least one processor configured to acquire consumption information for a trip to be performed; determine a meal plan based on the consumption information, the meal plan specifying a plurality of types of consumables, quantities of the types of consumables, and a storage arrangement of the types of consumables; and acquire the tracking information from the at least one sensor to implement the meal plan.

Abstract: A locomotive consist including a pair of fuel-electric locomotives, each having a prime mover engine and a power transmission system including a main generator and traction motors coupled to driving wheels, a high voltage electrical connection operable in an on state or an off state, and a computer controller. The pair of fuel-electric locomotives is configured to selectively cooperate to operate in three different operating modes as controlled by the computer controller: (1) a prime mover mode, (2) a mother/slug mode, and a mother/inoperative mode.

Abstract: A user equipment (UE) includes a first communication component configured to use a first frequency band, such as ultra-wide band (UWB), and a second communication component configured to use an intermediate frequency (IF) band that overlaps with the UWB band, such as an IF millimeter wave (mmWave) band. The second communication component conducts an IF signal along an internal signal conduction line that may interfere with UWB processing. A processor of the UE is configured to detect an indication of such interference, and, in response to the indication of interference, control the second communication component to adjust a characteristic of the IF band signal to mitigate the interference, such as by reducing its signal strength. The amount by which the IF band signal strength is reduced may be controlled to achieve a desired tradeoff between various performance metrics, such as power consumption and quality of service.

Abstract: A rail-guided permanent way machine is operated by means of a control device in such a way that at least one state variable (Z) of the permanent way machine is determined in dependence on an operating state, and the at least one state variable is compared to at least one pre-defined limit value (GW, GS) for monitoring a derailment safety of the permanent way machine. Thus, the derailment safety of the permanent way machine is determined in accordance with the current operating state and monitored. As a result, the permanent way machine has an expanded operating range and increased performance and thus increased efficiency.

Abstract: A method for wagon-to-wagon communication between wagons of a train is disclosed. The train includes a first train wagon and at least one further train wagon, the first train wagon having a first transmitter/receiver device, and the further train wagon having a further transmitter/receiver device. The first transmitter/receiver device sends a request message using short distance communication. The further transmitter/receiver device sends an acknowledgement to the first transmitter/receiver device using short distance communication. The first transmitter/receiver device sends a first identification code identifying the first train wagon to the further train wagon. A method for checking train integrity and a train wagon is also disclosed.

Abstract: A headway control device includes: a delay time receiving unit that receives identification information and a delay time of each train within a control range; a target traveling time calculating unit that identifies a train to be controlled on the basis of the delay time, determines an order in which trains travel in a traveling direction by using the identification information, identifies a preceding train and a following train on the basis of the order, and calculates a target traveling time of the train to be controlled in a travel section in which the train to be controlled travels next by using a normal traveling time, the delay time of the train to be controlled, the delay time of the preceding train, and the delay time of the following train; and a target traveling time transmitting unit that transmits the target traveling time to the train to be controlled.

Abstract: An edge server receives a request from a client device for an action to be performed on a resource. The edge server determines whether data traffic is associated with one or more filters. When the edge server determines that there are filters associated with the type of data traffic, the edge server accesses a data structure storing properties of the request. For each request property in the data structure, the edge server applies a related filter to a value of the request property and determines where the value of the request property matches an expected value. In response to determining that one or more filters match, the edge server performs actions on the request. When the edge server performs the actions on the request, the edge server sends the request to the origin server.

Abstract: A method and a system (30) for inspecting and/or mapping a railway track (18). The method comprises: acquiring geo-referenced rail geometry data associated with geometries of two rails (20) of the track along the section; acquiring geo-referenced 3D point cloud data, which includes point data corresponding to the two rails and surroundings of the track along the section; deriving track profiles of the track from the geo-referenced 3D point cloud data and the geo-referenced rail geometry data; and comparing the track profiles and generating enhanced geo-referenced rail geometry data and/or enhanced geo-referenced 3D point cloud data based on the comparison.

Abstract: A system (e.g., a target activation system for a transportation network) includes one or more processors configured to be operably coupled onboard a vehicle system having one or more vehicles. The processor(s) are further configured to determine an estimated time of arrival of the vehicle system at a first target location associated with a forward route of the vehicle system, determine a gap time between when the vehicle system leaves the first target location and is estimated to arrive at a second target location, and, based at least in part on the estimated time of arrival, a dwell time of the vehicle system at the first target location, the gap time, an allowable speed or acceleration of the vehicle system, and a designated warning time, generate an activation message configured to control at least one device associated with the second target location.

Abstract: In a rail system and method for operating a rail system having a rail-guided mobile part and having a central control system, the mobile part includes a device for acquiring the position of the mobile part, the mobile part has a first drive, in particular a traction drive, the mobile part has a current acquisition device, the mobile part has a processor for evaluating the current-value profile acquired between a first position and a second position, the processor as a device for evaluating the current-value profile is configured such that the processor determines as an evaluation value tuples which include at least an item of position information and a value determined from the current-value profile, the processor is connected with the aid of a data transmission channel to the central control system for the transmission of the value tuples, the central control system is adapted to monitor the value tuples and monitors the respective value determined from the individual current profile for an exceeding of a pe

Abstract: A system and method are disclosed for design of a suite of multispectral (MS) sensors and processing of enhanced data streams produced by the sensors for autonomous aircraft flight. The onboard suite of MS sensors is specifically configured to sense and use a MS variety of sensor-tuned objects, either strategically placed objects and/or surveyed and sensor significant existing objects to determine a position and verify position accuracy. The received MS sensor data enables an autonomous aircraft object identification and positioning system to correlate MS sensor data output with a-priori information stored onboard to determine and verify position and trajectory of the autonomous aircraft. Once position and trajectory are known, the object identification and positioning system commands the autonomous aircraft flight management system and autopilot control of the autonomous aircraft.

Abstract: An operating situation obtaining unit obtains the operating situation information of a plurality of operating vehicles along a predetermined route. A delayed vehicle extraction unit extracts a delayed vehicle that is delayed in actual operation relative to the operation schedule from among the plurality of operating vehicles, based on the operating situation information of the respective operating vehicles. An overtaking instruction unit outputs an overtaking instruction to overtake the delayed vehicle to a following vehicle that immediately follows the delayed vehicle.

Abstract: Autonomous vehicles may be dynamically directed to rendezvous with autonomous vehicle trains or convoys. Current location and/or route information of the Autonomous Vehicle Train (AVT) may be received by an autonomous vehicle. The autonomous vehicle may compare its current location and/or route information to determine a rendezvous point with the AVT. The autonomous vehicle may route itself to the rendezvous point with the AVT. Once there, the autonomous vehicle may verify the identification of the AVT, such as by using sensors/cameras to verify a lead vehicle of the AVT (e.g., by verifying make/model, color, and/or license plate). The autonomous vehicle and lead vehicle may communicate to allow the autonomous vehicle to join the AVT. A minimum level of autonomous vehicle functionality may be verified prior to the autonomous vehicle being allowed to join the AVT. As a result, vehicle traffic flow and travel experience by passengers may be enhanced.

Abstract: A cyber security system for providing security to a railway, the system comprising: a data monitoring and processing hub; a network comprising a plurality of data collection agents synchronized to a same network clock and configured to monitor railway infrastructure devices and onboard devices of rolling stock having a train communication network (TCN), and forward monitored data to the hub for processing by the hub to detect anomalies in railway operation that are indicative of a cyber-attack; at least one anonymizer configured to scrub information items from data that the hub receives from a data collection agent of the plurality of data collection agents which may be used to identify the cyber security system or the railway for which the system provides security.

Abstract: An automated warning time inspection system (5) and method to test a warning time (45) at a railroad grade crossing (25) on each route for a train (30). The automated warning time inspection system (5) comprises a track circuit (12) configured to activate when a train (30) enters the track circuit (12), an event recorder (17) configured to record a first log time (35(1)) for activation of a crossing warning system (15), a camera (20) to detect a first motion detection indication (40(1)) in a motion detection zone (10) of the camera (20) if there is any motion and an island circuit (22) to detect a presence of the train (30) as the train (30) enters an island (42). The event recorder (17) to record a third log time (35(3)) for switch position indications when present. The event recorder (17) to record a fourth log time (35(4)) for activation of the island circuit (22).

Abstract: The Automated Wayside Asset Monitoring system utilizes a camera-based optical imaging device and an image database to provide intelligence, surveillance and reconnaissance of environmental geographical information pertaining to railway transportation. Various components of the Automated Wayside Asset Monitoring system can provide features and functions that can facilitate the operation and improve the safety of transportation via a railway vehicle.

Abstract: A train control system may include a data acquisition hub connected to a database and sensors associated with one or more locomotives, systems, or components of a train and configured to acquire data in association with inputs derived from contextual data relating to a plurality of trains being operated by experienced train engineers under a variety of different conditions and in different geographical areas for use as training data. A machine learning engine of the train control system may receive the training data from the data acquisition hub, encode a modified learning function as a statistical model of desirable train handling behavior, evaluate train handling behavior by comparing to the statistical model, and update a certification of one or more of a train engineer, a semi-autonomous control system, or a fully autonomous control system.

Abstract: This abnormality monitoring device is equipped with: an acceleration data acquisition unit for acquiring measurement data about the acceleration of a vehicle chassis; an abnormality presence determination unit for determining whether an abnormality is present on the basis of a comparison between the acceleration and a threshold; a frequency analysis unit for analyzing the acceleration frequency when the abnormality presence determination unit determines that an abnormality is present, and an abnormality type identification unit for identifying abnormality type on the basis of the frequency pattern.

Abstract: A wirelessly powered and controlled robotic apparatus enabling performance of tasks within a three-dimensional space includes a rail, a robotic unit, and a tool. The rail comprises negative and second paths to carry an electrical current. The robotic unit comprises a microcontroller having a drive motor and a transceiver engaged thereto and is engaged to and electrically coupled to the rail. A transfer unit is engaged to both the drive motor and the rail and thus can translate rotation of the drive motor to a force to motivate the robotic unit along the rail. The microcontroller selectively actuates the transfer unit to move the robotic unit along the rail to a location. The transceiver receives commands wirelessly from a control unit and transmits data thereto. The tool is engaged to the robotic unit and can perform a task at, or proximate to, the location.

Abstract: A method and a device for storing travel distance data are provided. In the method, travel distance data is stored in a non-volatile first memory area of a memory device, but only if this results in an increase in the total travel distance already previously stored therein. A first reference total travel distance, which is stored in a second memory area of the memory device, is compared with the total travel distance data which is currently stored in the first memory area. If, according to the first comparison, the total travel distance has increased compared with the first reference total travel distance according to a predetermined first criterion, updated first reference travel distance data corresponding to the total travel distance is stored in the second memory area in an encrypted form.

Abstract: In some embodiments an apparatus includes a wireless sensor configured to be operatively coupled to a network gateway device that is configured to receive one of a first data packet or a second packet from the wireless sensor. The wireless sensor is configured to send the first data packet at a first time on a first frequency, the first data packet including a payload associated with a value of a measurement that was measured by the wireless sensor. The wireless sensor is configured to send the second data packet at a second time on a second frequency, the second data packet includes a payload associated with the value.

Abstract: A train control system uses artificial intelligence for maintaining synchronization between centralized and distributed train control models. A machine learning engine receives training data from a data acquisition hub, a first set of output control commands from a centralized virtual system modeling engine, and a second set of output control commands from a distributed virtual system modeling engine. The machine learning engine compares the first set of output control commands and the second set of output control commands, and trains a learning system using the training data to enable the machine learning engine to safely mitigate any difference between the first and second sets of output control commands using a learning function including at least one learning parameter.

Abstract: A vehicle may receive one or more images of an environment of the vehicle. The vehicle may also receive a map of the environment. The vehicle may also match at least one feature in the one or more images with corresponding one or more features in the map. The vehicle may also identify a given area in the one or more images that corresponds to a portion of the map that is within a threshold distance to the one or more features. The vehicle may also compress the one or more images to include a lower amount of details in areas of the one or more images other than the given area. The vehicle may also provide the compressed images to a remote system, and responsively receive operation instructions from the remote system.

Abstract: A system that can automatically measure, track, and/or report train emissions for complying with geographic environmental restrictions. An emissions module determines the amount of emissions emitted by a train over time. A location module tracks the location of the locomotive of the train relative geographic locations having emission regulations. A compliance module records the amount of emissions emitted by the train in the geographic location.

Abstract: Disclosed are a method and a system for multi-objective optimization of urban train operation. Firstly, speed limit information, slope information and curve radius information of a real train route are obtained, a section is segmented into non-equal sub-sections according to the above information about actual line characteristics, and then a longitudinal dynamics model of the train is constructed in combination with basic vehicle data of the train. Next, energy consumption of the train operation, section operation time, actual parking positions, and rates of acceleration change are calculated, so as to construct a multi-objective optimization model of train operation. Afterwards, a multi-objective differential evolution algorithm is used to solve the multi-objective optimization model, in order to obtain a Pareto optimal solution set of each operation district. Finally, an optimal solution is obtained which takes all objectives into comprehensive consideration, and an optimal train speed curve is generated.

Abstract: A marine drive is for propelling a vessel in body of water. The marine drive has a powerhead, a crankcase on the powerhead, and a cooling system that pumps a first flow of cooling water from the body of water through a powerhead cooling conduit for cooling the powerhead and in parallel pumps a second flow of cooling water from the body of water through a crankcase cooler for cooling the crankcase and lubricant in the crankcase. A valve controls the second flow of the cooling water to the crankcase cooler. The valve is normally positioned in a closed position, which inhibits the second flow of cooling water to the crankcase cooler and thereby reduces condensation of water from the lubricant in the crankcase. The valve is moved into an open position upon operation of the powerhead at or above a threshold speed, which permits the second flow of cooling water to the crankcase cooler and thereby cools the lubricant in the crankcase.