A mobile unit control system includes an acquisition unit configured to acquire operation information on transportation located around the traveling area of a mobile unit that a user gets on and off while the mobile unit is traveling and a setting unit configured to set the traveling route or the traveling speed of the mobile unit based on the operation information on transportation.

The embodiments of the present application provide a method and apparatus for tracking and controlling virtual marshalling trains, an electronic device, and a readable storage medium, which is intended to balance the running safety and the utilization of the railway resources. In the present application, the running state data of the target train is obtained, the target control operation corresponding to the running state data is determined from the plurality of preset control operations based on the preset reinforcement learning model, and the control of the target train is implemented according to the target control operation. In addition, the reward value corresponding to the previous control operation of the target control operation is determined according to the distance contained in the running state data, and the reinforcement learning model is updated according to the reward value.

A measurement method includes: generating first measurement data based on observation data of an observation point of a structure; generating second measurement data by performing filter processing on the first measurement data; calculating a first deflection amount of the structure; calculating a second deflection amount by performing filter processing on the first deflection amount; approximating the second measurement data with a linear function of the second deflection amount to calculate a first-order coefficient and a zero-order coefficient; calculating a third deflection amount based on the first-order coefficient, the zero-order coefficient, and the second deflection amount; calculating an offset based on the zero-order coefficient, the second deflection amount, and the third deflection amount; and calculating a static response by adding the offset and a product of the first-order coefficient and the first deflection amount.

In one aspect of the present disclosure, an apparatus for locating a mobile railway asset is provided that includes a power source, GNSS circuitry configured to utilize electrical power from the power source to receive GNSS data, and a controller operatively coupled to the power source and the GNSS circuitry. The controller has a power saving mode wherein the controller inhibits the GNSS circuitry from receiving GNSS data and a standard accuracy mode wherein the controller permits the GNSS circuitry to receive GNSS data for a first time period. The controller has a higher accuracy mode wherein the controller permits the GNSS circuitry to receive GNSS data for a second time period longer than the first time period, and subsequently across multiple instances, in order to collect more GNSS data that can be qualified, filtered, sorted, and averaged to produce a more accurate result.

A computer-implemented method comprises: receiving, at a first one of the first electronic devices, a first wireless signal transmitted by a second electronic device attached to a vehicle; transmitting, from the first electronic device, a second wireless signal, wherein the second electronic device determines a location of the vehicle along the transportation pathway according to the second wireless signal; receiving, at the first electronic device, a third wireless signal transmitted by a second electronic device, wherein the third wireless signal identifies the determined location of the vehicle; and transmitting, from the first electronic device, a fourth wireless signal, wherein the fourth wireless signal identifies the determined location of the vehicle, wherein other ones of the first electronic devices wirelessly relay fifth wireless signals along the transportation pathway, wherein the fifth wireless signals identify the determined location of the vehicle.

A ride system includes a ride vehicle and an external sensor assembly disposed along a ride path and configured to measure external parameters. The ride vehicle includes an internal sensor assembly configured to measure internal parameters, a chassis, a cabin, and a motion base disposed between the chassis and the cabin, such that the motion base includes a turntable and a plurality of actuators. The ride vehicle also includes a controller that instructs (i) the turntable to rotate and (ii) the plurality of actuators to rotate, extend, or retract, to control six or more degree-of-freedom (DOF) motion of the cabin relative to the chassis, such that the controller is configured to instruct the turntable and the plurality of actuators based on the external parameters, the internal parameters, or both.

The present invention includes an on-board control apparatus that generates train position information using ground coil position information and train speed information and outputs the train position information, and a ground control apparatus that receives the train position information outputted by the on-board control apparatus, identifies a position of a train using the train position information and stored track information, generates train control data having a size corresponding to the identified position of the train, and outputs the train control data toward the train.

A system includes a locator device and one or more processors operably connected to the locator device. The locator device determines a trailing distance between a trailing vehicle system that travels along a route and a leading vehicle system that travels along the route ahead of the trailing vehicle system in a same direction of travel. The one or more processors compare the trailing distance to a first proximity distance relative to the leading vehicle system. In response to the trailing distance being less than the first proximity distance, the one or more processors set a permitted power output limit for the trailing vehicle system to be less than a maximum achievable power output for the trailing vehicle system, the permitted power output limit being set based on a power-to-weight ratio of the leading vehicle system.

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.

A measurement method includes: generating second measurement data by performing filter processing on first measurement data; calculating a first deflection amount based on an approximate equation of deflection of a structure; calculating a second deflection amount by performing filter processing on the first deflection amount; calculating a third deflection amount based on the second deflection amount and a first-order coefficient and a zero-order coefficient which are calculated based on the second measurement data and the second deflection amount; calculating an offset based on the zero-order coefficient, the second deflection amount, and the third deflection amount; calculating a static response by adding the offset and a product of the first-order coefficient and the first deflection amount; calculating a first dynamic response by subtracting the static response from the first measurement data; calculating a second dynamic response by attenuating an unnecessary signal from the first dynamic response; and calculating an attenuation rate of the second dynamic response based on an envelope amplitude of the second dynamic response.