Embodiments of methods and systems related to operating a mobile asset are provided. In one example, a method for operating a mobile asset includes supplying an engine with a fuel controller a first amount of a first fuel and a second amount of a second fuel and combusting the first fuel and the second fuel at a fuel combustion ratio in at least one cylinder of the engine, the first amount and the second amount being selected based on route information for a route along which the mobile asset is operable to travel and a projected exhaustion of the first fuel that does not precede a projected exhaustion of the second fuel, wherein the mobile asset is unable to operate with the second fuel alone.

Embodiments of methods and systems related to operating a mobile asset are provided. In one example, a method for operating a mobile asset includes supplying an engine with a fuel controller a first amount of a first fuel and a second amount of a second fuel and combusting the first fuel and the second fuel at a fuel combustion ratio in at least one cylinder of the engine, the first amount and the second amount being selected based on route information for a route along which the mobile asset is operable to travel and a projected exhaustion of the first fuel that does not precede a projected exhaustion of the second fuel, wherein the mobile asset is unable to operate with the second fuel alone.

An emergency braking control circuit based on coupler coupling detection includes a coupler status detection circuit and a coupler status relay that are connected in series with a train power loop. A normally open contact of the coupler status relay is connected to an emergency braking train line in a cross-parallel manner. When a coupler is coupled normally, inductive proximity sensors located at a knuckle and a central pivot are closed to drive the coupler status relay, and the normally open contact of the coupler status relay is connected in a cross-parallel manner to ensure that a corresponding node of the emergency braking loop is closed. In case of abnormal coupling or accidental uncoupling of couplers, the inductive proximity sensors of the couplers of two adjacent cars are disconnected simultaneously, the coupler status relays of the two cars are powered off, and emergency braking is applied.

An emergency braking control circuit based on coupler coupling detection includes a coupler status detection circuit and a coupler status relay that are connected in series with a train power loop. A normally open contact of the coupler status relay is connected to an emergency braking train line in a cross-parallel manner. When a coupler is coupled normally, inductive proximity sensors located at a knuckle and a central pivot are closed to drive the coupler status relay, and the normally open contact of the coupler status relay is connected in a cross-parallel manner to ensure that a corresponding node of the emergency braking loop is closed. In case of abnormal coupling or accidental uncoupling of couplers, the inductive proximity sensors of the couplers of two adjacent cars are disconnected simultaneously, the coupler status relays of the two cars are powered off, and emergency braking is applied.

A housing of a railway vehicle device includes a reinforcing member and at least one first exterior member. The reinforcing member includes a first support member extending in a X-axis direction, and second support members that are fixed to the first support member while main surfaces are oriented in a direction intersecting the X-axis direction, the second support members being plate-like members. The first exterior members are thin plate-like members that are fixed to side surfaces of the second support members, cover a periphery of the reinforcing member, and form housing surfaces extending along the X-axis direction. In each of the first exterior members, cutouts each are formed extending in a direction intersecting the X-axis direction from the both ends in the direction intersecting the X-axis direction. An opening is formed, by the cutouts, in at least one of the housing surfaces extending along the X-axis direction.

A housing of a railway vehicle device includes a reinforcing member and at least one first exterior member. The reinforcing member includes a first support member extending in a X-axis direction, and second support members that are fixed to the first support member while main surfaces are oriented in a direction intersecting the X-axis direction, the second support members being plate-like members. The first exterior members are thin plate-like members that are fixed to side surfaces of the second support members, cover a periphery of the reinforcing member, and form housing surfaces extending along the X-axis direction. In each of the first exterior members, cutouts each are formed extending in a direction intersecting the X-axis direction from the both ends in the direction intersecting the X-axis direction. An opening is formed, by the cutouts, in at least one of the housing surfaces extending along the X-axis direction.

A vehicle instrument desk device includes a left instrument desk body and a right instrument desk body. The left instrument desk body and the right instrument desk body are arranged at an interval to form an escape route between the left instrument desk body and the right instrument desk body, and at least one of the left instrument desk body and the right instrument desk body is equipped with a control device.

A vehicle instrument desk device includes a left instrument desk body and a right instrument desk body. The left instrument desk body and the right instrument desk body are arranged at an interval to form an escape route between the left instrument desk body and the right instrument desk body, and at least one of the left instrument desk body and the right instrument desk body is equipped with a control device.

The present disclosure generally relates to systems and methods of increasing functional safety of locomotives. In exemplary embodiments, a locomotive functional safety system is configured to: receive one or more manual control commands from a locomotive control stand and/or a user interface onboard a locomotive; determine whether the one or more manual control commands pass or satisfy one or more predetermined criteria; if the one or more manual control commands pass or satisfy the one or more predetermined criteria, approve the one or more manual control commands and allow the one or more manual control commands to be relayed onward and/or acted upon; and if the one or more manual control commands do not pass or satisfy the one or more predetermined criteria, disapprove the one or more manual control commands and disallow the one or more manual control commands to be relayed onward and/or acted upon.

The present disclosure generally relates to systems and methods of increasing functional safety of locomotives. In exemplary embodiments, a locomotive functional safety system is configured to: receive one or more manual control commands from a locomotive control stand and/or a user interface onboard a locomotive; determine whether the one or more manual control commands pass or satisfy one or more predetermined criteria; if the one or more manual control commands pass or satisfy the one or more predetermined criteria, approve the one or more manual control commands and allow the one or more manual control commands to be relayed onward and/or acted upon; and if the one or more manual control commands do not pass or satisfy the one or more predetermined criteria, disapprove the one or more manual control commands and disallow the one or more manual control commands to be relayed onward and/or acted upon.