Quick-load retail merchandising product pusher systems and methods dispense retail products, wherein the systems and methods have a fixed portion having a front end, a rear end located opposite with respect to the front end of the fixed portion, a top side and a bottom side located opposite with respect to the top side of the fixed portion. Further, the systems and methods have a movable track movably connected to the top side of the fixed portion, wherein the movable track has a front end, a rear end located opposite with respect to the front end of the movable track, a top side and a bottom side located opposite with respect to the top side of the movable track. Still further, the systems and methods have a pusher paddle configured to move one or more retail product forward away from the rear side of the movable track and front retainer teeth connecting the fixed portion and the movable track, wherein the front retainer teeth are provided on the top side and at the front end of the fixed portion and extend outwardly with respect to the top side of the fixed portion. The movable track is movable to a closed position or to an extended position, wherein, when the movable track is moved to the extended position, forward movement of the pusher paddle is restricted by the front retainer teeth.

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 μ between the rail and wheel.

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 μ between the rail and wheel.

A vehicle control system includes a controller comprising one or more processors. The controller is configured to determine a respective force exerted on a route segment by a first wheel of a plurality of wheels of a vehicle and obtain a respective available adhesion value for the first wheel at an interface with the route segment. The controller is configured to determine a respective effective adhesion value to utilize for driving rotation of the first wheel. The effective adhesion value is within a designated wheelslip margin relative to the available adhesion value for the first wheel without exceeding the available adhesion value. The controller is further configured to assign a torque setting to rotate the first wheel based at least in part on the respective force exerted on the route segment by the first wheel and the effective adhesion value for the first wheel.

System including an effort-monitoring system is configured to control tractive efforts (TEs) individually produced by propulsion-generating vehicles in a vehicle system. The effort-monitoring system is configured to control each of the propulsion-generating vehicles to provide a respective prescribed TE. The vehicle system operates at a system TE when each of the propulsion-generating vehicles is providing the respective prescribed TE. The prescribed TEs are determined by at least one of an operating plan of the vehicle system or a regulation that limits TE or ground speed of the vehicle system. In response to determining that a first propulsion-generating vehicle is providing a reduced TE that is less than the prescribed TE of the first propulsion-generating vehicle, the effort-monitoring system is configured to control a second propulsion-generating vehicle to exceed the prescribed TE of the second propulsion-generating vehicle so that the vehicle system is operating at or below the system TE.

System including an effort-monitoring system is configured to control tractive efforts (TEs) individually produced by propulsion-generating vehicles in a vehicle system. The effort-monitoring system is configured to control each of the propulsion-generating vehicles to provide a respective prescribed TE. The vehicle system operates at a system TE when each of the propulsion-generating vehicles is providing the respective prescribed TE. The prescribed TEs are determined by at least one of an operating plan of the vehicle system or a regulation that limits TE or ground speed of the vehicle system. In response to determining that a first propulsion-generating vehicle is providing a reduced TE that is less than the prescribed TE of the first propulsion-generating vehicle, the effort-monitoring system is configured to control a second propulsion-generating vehicle to exceed the prescribed TE of the second propulsion-generating vehicle so that the vehicle system is operating at or below the system TE.

A method includes obtaining creep measurements and tractive/braking measurements from at least one vehicle system at different locations along a route segment while the at least one vehicle system moves through the route segment. The method also includes calculating tribology characteristics of the route segment at the different locations. The tribology characteristics are based on the creep measurements and the tractive/braking measurements from the at least one vehicle system. The tribology characteristics are indicative of a friction coefficient of the route segment at the different locations. The method also includes determining an effectiveness of a friction modifier applied to the route segment based on the tribology characteristics.

A method includes obtaining creep measurements and tractive/braking measurements from at least one vehicle system at different locations along a route segment while the at least one vehicle system moves through the route segment. The method also includes calculating tribology characteristics of the route segment at the different locations. The tribology characteristics are based on the creep measurements and the tractive/braking measurements from the at least one vehicle system. The tribology characteristics are indicative of a friction coefficient of the route segment at the different locations. The method also includes determining an effectiveness of a friction modifier applied to the route segment based on the tribology characteristics.

A method for compensating for a loss of traction of a rail vehicle, preferably a freight locomotive, in a track curve, is particularly pertinent when the rail vehicle is starting up and/or is on an incline. Comparably unfavorable frictional conditions between a track and at least one driven track wheel of the rail vehicle are changed into comparably favorable frictional conditions by actively steering the track wheel on the rail.

A method for compensating for a loss of traction of a rail vehicle, preferably a freight locomotive, in a track curve, is particularly pertinent when the rail vehicle is starting up and/or is on an incline. Comparably unfavorable frictional conditions between a track and at least one driven track wheel of the rail vehicle are changed into comparably favorable frictional conditions by actively steering the track wheel on the rail.