A vehicle control system includes a controller disposed onboard a first vehicle system and comprising one or more processors. The controller is operably connected to a propulsion and braking subsystem of the first vehicle system. The controller is configured to analyze a notification message received from an off-board source as the first vehicle system travels on a route. The notification message identifies an unplanned brake application made by a second vehicle system. In response to the notification message, the controller is configured to control the propulsion and braking subsystem to modify movement of the first vehicle system based at least in part on a location of the second vehicle system to avoid the second vehicle system.

An apparatus for sensing and optimizing the stopping-point accuracy of a vehicle. The apparatus includes at least one sensor unit, which can be arranged on the vehicle, and at least one evaluation unit connected to the sensor unit. The at least one sensor unit is configured to measure a distance relative to a gap profile arranged at a stopping point to which the vehicle travels and to transmit the measurement result to the evaluation unit connected to the sensor unit. There is also described a corresponding system including the apparatus and the distance profile, and also a vehicle with such an apparatus.

Embodiments of the present application provide a method and a device for optimizing a target operation speed curve in an ATO of a train. The method includes: calculating a plurality of performance indexes of the train driving in a current section of a line, and constructing an objective function for optimizing the target operation speed curve of the train according to the plurality of performance indexes; determining constraint conditions of the objective function according to speed limit information of the line and running time of the train in the current section; and solving the objective function according to the constraint conditions based on a differential evolution algorithm to obtain the target operation speed curve of the train. The objective function for optimizing the target operation speed curve of the train are constructed using the plurality of performance indexes, which makes the optimization of the train speed curve more accurate.

A train management method includes sending a registration request to a takeover zone controller (ZC) in response to determining that the train enters an area of co-management, so that the takeover ZC calculates a second movement authority (MA) of the train according to the registration request and exchanges information with a handover ZC, determining a target MA according to a first MA of the handover ZC for the train and the second MA of the takeover ZC for the train, and traveling according to the target MA within the area of co-management. The area of co-management is composed of a part of an area of management of the handover ZC and a part of an area of management of the takeover ZC.

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.

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.

In one embodiment, a method includes determining, by a controller, a first wind direction relative to a first vehicle and determining, by the controller, a first wind speed relative to the first vehicle. The method also includes calculating, by the controller, an absolute wind direction relative to ground using the first wind direction relative to the first vehicle and calculating, by the controller, an absolute wind speed relative to the ground using the first wind speed relative to the first vehicle. The method further includes calculating, by the controller, a second wind direction relative to a second vehicle using the absolute wind direction and calculating, by the controller, a second wind speed relative to the second vehicle using the absolute wind speed. A front end of the first vehicle and a front end of the second vehicle face different directions.

A control method for a train includes outputting an emergency brake instruction after detecting that a train control and management system is faulty, and outputting an emergency brake release instruction after detecting that the train control and management system is not faulty.

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.

The embodiments of the present application disclose an anti-collision method and apparatus for trains in a cooperative formation. The anti-collision method includes: determining whether it is necessary to control the current train to brake; determining whether a real-time distance between the current train and a previous adjacent train in the same formation as the current train is greater than a preset minimum safety distance; controlling, under a condition that the real-time distance is less than the preset minimum safety distance, the current train to perform electromagnetic braking; and calculating, under a condition that the real-time distance is greater than the preset minimum safety distance, a real-time safety distance between the current train and the previous adjacent train, and controlling, under a condition that the real-time distance is less than the real-time safety distance, the current train to brake.